A rotor engine comprehensive bench test system and test method

Abstract

A rotor engine comprehensive bench test system and test method belong to the technical field of engine test. The system contains rotor engine, AC power dynamometer, main control unit and other groups of modules. The dynamometer can realize forward and reverse reversible rotation of the engine. The main control unit is provided with forward and reverse switching and three-stage alarm module. Each component is connected and communicated. Sensors, acquisition modules, analyzers and the main control unit are cooperatively networked. The test method sequentially completes bench building, system inspection, pre-starting verification, lubrication establishment, engine starting, top dead center searching, mechanical loss test, warming, full-range boundary monitoring, hot-state running-in, ECU online calibration and data evaluation. The combustion analyzer can calculate cylinder pressure parameters. ECU modified parameters take effect immediately. Data analysis covers power and economic indicators. The present invention solves the problem that existing benches cannot adapt to rotor engine tests, builds a safe and efficient comprehensive test platform and provides technical support for rotor engine research and development.

Description

Technical Field

[0001] This invention belongs to the field of engine testing technology, specifically a comprehensive bench test system and test method for a rotary engine. Background Technology

[0002] A rotary engine is an internal combustion engine that uses a triangular rotor to complete the four strokes of intake, compression, combustion, and exhaust within an elliptical cylinder through planetary rotation. Compared to traditional reciprocating piston engines, rotary engines have significant advantages such as smaller size and lighter weight, and are widely used in drones, special military vehicles, and generator sets. However, existing engine test benches are primarily designed for reciprocating piston engines, resulting in fragmented functions, low integration, and an inability to meet the specific testing requirements of rotary engines. Existing technologies are functionally limited and cannot meet the comprehensive testing needs of multiple dimensions, including performance, emissions, and NVH (noise, vibration, and harshness). Some engine test bench systems separate engine performance test bench modules, NVH performance test bench modules, and reliability test bench modules, leading to low testing efficiency, poor consistency of operating conditions, and difficulties in data correlation. While some existing technologies have devices that can drive the engine to rotate forward or backward using drive components, these devices are not specifically configured or developed for rotary engines and are typically only suitable for forward rotation testing and simultaneous acquisition of multiple parameters for reciprocating piston engines. Furthermore, due to the high requirements for machining precision and specialized processes in rotary engines, they are not yet widely used in China. Consequently, the development of related testing technologies lags behind, and the relevant testing systems and methods are relatively limited, failing to provide multi-dimensional testing. Therefore, there is an urgent need to develop a comprehensive test bench system and testing method specifically designed for rotary engines, integrating multi-dimensional testing functions and supporting forward and reverse rotation testing, to address the aforementioned problems with existing technologies. Summary of the Invention

[0003] To address the problems existing in the background art, the present invention provides a comprehensive bench test system and test method for rotary engines.

[0004] To achieve the above objectives, the present invention adopts the following technical solution: a rotary engine integrated bench test system, comprising a rotary engine, a frequency converter, an AC power dynamometer, a main control unit, an ignition power supply unit, a whole-room air conditioning unit, an intake air conditioning unit, an exhaust unit, a fan unit, a fuel consumption meter, a corner gauge, a current clamp, a coolant temperature control unit, a laptop computer equipped with INCA software, a combustion analyzer, a raw emission detection unit, a piston leakage meter, a particle counter, an NVH test unit, an engine operating condition monitoring sensor, a multi-channel synchronous data acquisition module, and four embedded cylinder pressure sensors;

[0005] The AC dynamometer has a bidirectional operating mode of drive and load, enabling independent reversible switching between forward and reverse rotation of the rotor engine during combustion. The main control unit incorporates a dynamometer forward / reverse operation switching module and a three-level alarm module for forward / reverse operation checks. This three-level alarm module provides graded early warning and interlocking protection at three stages: parameter abnormality, switching preparation, and switching execution. When abnormal engine speed, excessive torque, or communication failure is detected, the switching process is immediately terminated and the machine stops. The AC dynamometer is electrically connected to the frequency converter, and the frequency converter is connected to the main control unit via a serial port. The ignition power supply unit is electrically connected to the main control unit. The inlet and outlet water pipes of the rotary engine are connected to the coolant temperature control unit. The rotary engine's through-type inlet and outlet air pipes are connected to the piston leakage meter. The rotary engine's oil inlet is connected to the oil outlet of the fuel consumption meter. The whole-room air conditioning unit, intake air conditioning unit, exhaust unit, and fan unit are electrically connected to the main control unit. The rotary engine is sequentially connected to the AC electric dynamometer via the rotary engine flywheel disc, the flexible direct-drive shaft adapter plate, the flexible direct-drive shaft, and the electric dynamometer torque flange adapter plate. Two embedded cylinder compressors... The sensor is installed in the preset working chamber of the rotary engine. Two additional embedded cylinder pressure sensors are installed at the intake and exhaust ends of the rotary engine, respectively. The protractor is positioned between the rotary engine and the flexible direct-drive shaft. The signal outputs of the protractor, current clamp, and four embedded cylinder pressure sensors are connected to the signal input of the combustion analyzer. The NVH testing unit collects vibration and noise signals from the rotary engine through sensors. The sampling probes of the particle counter and the raw emission detection unit are both located at the exhaust end of the rotary engine. The engine condition monitoring sensor is installed at the water and oil circuit measurement points of the rotary engine. The laptop computer equipped with INCA software is connected to the calibration CAN interface of the rotary engine ECU via a hardware interface. The combustion analyzer, NVH testing unit, raw emission detection unit, piston leakage meter, coolant temperature control unit, fuel consumption meter, and laptop computer equipped with INCA software are bidirectionally connected to the main control unit via TCP / IP or RS232 protocols. The engine condition monitoring sensor is signal-connected to the multi-channel synchronous data acquisition module, which is also bidirectionally connected to the main control unit.

[0006] The method includes the following steps:

[0007] S1: Set up the rotary engine test bench, complete the centering and calibration, install four embedded cylinder pressure sensors, a corner marker, a current clamp, engine condition monitoring sensors and various test units, complete the pipeline and signal connection, and configure the data acquisition parameters of the main control unit.

[0008] S2: Inspect the configuration of the rotary engine and related units;

[0009] S3: Before starting, check the axial movement of the rotary engine, the color of the engine oil, and the oil level;

[0010] S4: Control the throttle opening to 6%, establish the rotary engine metering oil pump pressure to be greater than 85kPa, and start the metering oil pump;

[0011] S5: Start the engine;

[0012] S6: Locate the top dead center using a combustion analyzer;

[0013] S7: Conduct mechanical loss tests;

[0014] S8: Execute the automatic warm-up program;

[0015] S9: Conduct experimental boundary monitoring throughout the entire process of warm-up, hot-state break-in, and thermodynamic development;

[0016] S10: Perform hot break-in at 21 operating points for 4 consecutive hours;

[0017] S11: The ECU control parameters are read in real time by a laptop equipped with INCA software. Combining combustion analysis, emission and performance data, the target parameters in the ECU are modified online. After modification, the data is collected again under the same operating conditions. The measurement-analysis-adjustment-verification cycle is repeated until the performance indicators of each operating condition meet the standards.

[0018] S12: Analyze and evaluate the experimental data.

[0019] In step S1, the centering calibration is completed using a magnetic base, a dial indicator, and a precision alignment gauge. The magnetic base is attached to the precision alignment gauge, and the dial indicator is installed on the connecting rod of the magnetic base. The dial indicator is aligned with the outer surface or outer circle of the flywheel transfer plate and rotates one revolution to calculate the maximum offset, ensuring that the concentricity and end face accuracy of the rotor engine and the dynamometer are less than 0.1 mm.

[0020] In S6, the combustion analyzer calculates the cylinder pressure, average indicated pressure, and intake and exhaust pressure fluctuation parameters based on the crankshaft angle signal collected by the angle gauge, the ignition and fuel injection signal collected by the current clamp, and the working chamber cylinder pressure, intake pressure, and exhaust pressure signals collected by the four embedded cylinder pressure sensors.

[0021] In step S11, the modified ECU parameters take effect immediately.

[0022] In S12, the dynamic performance analysis includes plotting the external characteristic curve, calculating the maximum power, maximum torque and corresponding speed; the economic performance analysis includes plotting the universal characteristic curve of fuel consumption rate, calculating the specific fuel consumption and determining the minimum fuel consumption area.

[0023] Compared with the prior art, the beneficial effects of the present invention are:

[0024] 1. It fills the technical gap in the forward and reverse rotation test of rotary engines, and realizes independent reversible switching between forward and reverse rotation of rotary engines under combustion conditions; with a three-level graded early warning and interlock protection mechanism, it can terminate risky operations in a timely manner during abnormal parameters, switching preparation, and switching execution stages, effectively reducing the risk of equipment damage caused by human error and improving test safety.

[0025] 2. Adopting a highly integrated design, it integrates seven functional modules, namely bidirectional drive loading, combustion analysis, NVH testing, emission detection, leakage measurement, fuel consumption monitoring and electronic control calibration, into a single test bench. This avoids the problems of inconsistent operating conditions and difficulties in data correlation caused by separate testing on multiple test benches, improves testing efficiency, and reduces the investment in test site and equipment.

[0026] 3. High testing accuracy and data reliability: The four-point embedded cylinder pressure sensor enables synchronous monitoring of in-cylinder and intake / exhaust pressures, and the multi-channel synchronous data acquisition module enables unified acquisition and integration of all-dimensional data. The standardized 21 operating point 4-hour hot break-in process and full-process boundary monitoring mechanism ensure stable and effective test data, providing reliable data support for the thermodynamic development and performance optimization of rotary engines.

[0027] 4. The system has strong adaptability, supports multiple common communication protocols such as TCP / IP and RS232, and is compatible with mainstream testing equipment; it adopts automatic program control of engine speed and throttle opening, and can adapt to various testing needs such as performance testing and reliability verification of different models of rotary engines.

[0028] In summary, this invention solves the problem that existing engine test benches cannot meet the special testing requirements of rotary engines, and constructs a safe, efficient, and high-precision comprehensive test platform for rotary engines, providing strong technical support for the research and development and performance improvement of rotary engines. Attached Figure Description

[0029] Figure 1 This is a structural block diagram of the bench testing system of the present invention;

[0030] Figure 2 This is a flowchart of the bench test method of the present invention. Detailed Implementation

[0031] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the invention, not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0032] This embodiment describes a rotary engine integrated bench test system, including a rotary engine, a frequency converter, an AC power dynamometer, a main control unit, an ignition power supply unit, a whole-room air conditioning unit, an intake air conditioning unit, an exhaust unit, a fan unit, a fuel consumption meter, a corner gauge, a current clamp, a coolant temperature control unit, a laptop computer equipped with INCA software, a combustion analyzer, a raw emissions detection unit, a piston leakage meter, a particle counter, an NVH testing unit, engine operating condition monitoring sensors, a multi-channel synchronous data acquisition module, and four embedded cylinder pressure sensors;

[0033] The AC dynamometer has a bidirectional operating mode of drive and load, enabling independent reversible switching between forward and reverse rotation of the rotor engine during combustion. The main control unit incorporates a dynamometer forward / reverse operation switching module and a three-level alarm module for forward / reverse operation checks. This three-level alarm module provides graded early warning and interlocking protection at three stages: parameter abnormality, switching preparation, and switching execution. When abnormal engine speed, excessive torque, or communication failure is detected, the switching process is immediately terminated and the machine stops. The AC dynamometer is electrically connected to the frequency converter, and the frequency converter is connected to the main control unit via a serial port. The ignition power supply unit is electrically connected to the main control unit. The inlet and outlet water pipes of the rotary engine are connected to the coolant temperature control unit. The rotary engine's through-type inlet and outlet air pipes are connected to the piston leakage meter. The rotary engine's oil inlet is connected to the oil outlet of the fuel consumption meter. The whole-room air conditioning unit, intake air conditioning unit, exhaust unit, and fan unit are electrically connected to the main control unit. The rotary engine is sequentially connected to the AC electric dynamometer via the rotary engine flywheel disc, the flexible direct-drive shaft adapter plate, the flexible direct-drive shaft, and the electric dynamometer torque flange adapter plate. Two embedded cylinder compressors... The sensor is installed in the preset working chamber of the rotary engine. Two additional embedded cylinder pressure sensors are installed at the intake and exhaust ends of the rotary engine, respectively. The protractor is positioned between the rotary engine and the flexible direct-drive shaft. The signal outputs of the protractor, current clamp, and four embedded cylinder pressure sensors are connected to the signal input of the combustion analyzer. The NVH testing unit collects vibration and noise signals from the rotary engine through sensors. The sampling probes of the particle counter and the raw emission detection unit are both located at the exhaust end of the rotary engine. The engine condition monitoring sensor is installed at the water and oil circuit measurement points of the rotary engine. The laptop computer equipped with INCA software is connected to the calibration CAN interface of the rotary engine ECU via a hardware interface. The combustion analyzer, NVH testing unit, raw emission detection unit, piston leakage meter, coolant temperature control unit, fuel consumption meter, and laptop computer equipped with INCA software are bidirectionally connected to the main control unit via TCP / IP or RS232 protocols. The engine condition monitoring sensor is signal-connected to the multi-channel synchronous data acquisition module, which is also bidirectionally connected to the main control unit.

[0034] The method includes the following steps:

[0035] S1: Set up the rotary engine test bench, complete the centering and calibration, install four embedded cylinder pressure sensors, a corner marker, a current clamp, engine condition monitoring sensors and various test units, complete the pipeline and signal connection, and configure the data acquisition parameters of the main control unit.

[0036] S2: Inspect the configuration of the rotary engine and related units;

[0037] S3: Before starting, check the axial movement of the rotary engine, the color of the engine oil, and the oil level;

[0038] S4: Control the throttle opening to 6%, establish the rotary engine metering oil pump pressure to be greater than 85kPa, and start the metering oil pump;

[0039] S5: Start the engine;

[0040] S6: Locate the top dead center using a combustion analyzer;

[0041] S7: Conduct mechanical loss tests;

[0042] S8: Execute the automatic warm-up program;

[0043] S9: Conduct experimental boundary monitoring throughout the entire process of warm-up, hot-state break-in, and thermodynamic development;

[0044] S10: Perform hot break-in at 21 operating points for 4 consecutive hours;

[0045] S11: The ECU control parameters are read in real time by a laptop equipped with INCA software. Combining combustion analysis, emission and performance data, the target parameters in the ECU are modified online. After modification, the data is collected again under the same operating conditions. The measurement-analysis-adjustment-verification cycle is repeated until the performance indicators of each operating condition meet the standards.

[0046] S12: Analyze and evaluate the experimental data.

[0047] In step S1, the centering calibration is completed using a magnetic base, a dial indicator, and a precision alignment gauge. The magnetic base is attached to the precision alignment gauge, and the dial indicator is installed on the connecting rod of the magnetic base. The dial indicator is aligned with the outer surface or outer circle of the flywheel transfer plate and rotates one revolution to calculate the maximum offset, ensuring that the concentricity and end face accuracy of the rotor engine and the dynamometer are less than 0.1 mm.

[0048] In S6, the combustion analyzer calculates the cylinder pressure, average indicated pressure, and intake and exhaust pressure fluctuation parameters based on the crankshaft angle signal collected by the angle gauge, the ignition and fuel injection signal collected by the current clamp, and the working chamber cylinder pressure, intake pressure, and exhaust pressure signals collected by the four embedded cylinder pressure sensors.

[0049] In step S11, the modified ECU parameters take effect immediately.

[0050] In S12, the dynamic performance analysis includes plotting the external characteristic curve, calculating the maximum power, maximum torque and corresponding speed; the economic performance analysis includes plotting the universal characteristic curve of fuel consumption rate, calculating the specific fuel consumption and determining the minimum fuel consumption area.

[0051] The rotary engine integrated bench test system of the present invention takes the main control unit as the core and integrates functional units such as drive loading, environmental control, parameter acquisition, combustion analysis, calibration and control and safety protection to work together. During testing, the rotor engine is precisely connected to an AC electric dynamometer with bidirectional drive loading capability via a dedicated flywheel disc, a flexible direct-drive shaft adapter, a flexible direct-drive shaft, and a torque flange adapter. The AC electric dynamometer communicates with the main control unit via a frequency converter. The main control unit controls the dynamometer through a built-in forward / reverse operation switching module to achieve independent reversible forward and reverse rotation of the rotor engine under combustion conditions, and relies on a three-level alarm module to avoid the risk of misoperation and ensure test safety. At the same time, the main control unit uniformly regulates the ignition power supply unit, the whole-room air conditioning unit, the intake air conditioning unit (integrated with a flow meter for measuring intake airflow), the exhaust unit, the fan unit, and the coolant temperature control unit to stabilize the engine test boundary conditions. The coolant temperature control unit is connected to the engine water circuit to achieve precise temperature control. The fuel consumption meter adopts a high-precision fuel consumption measurement and temperature control integrated fuel consumption meter, which is connected to the engine oil circuit and the through pipe respectively with the piston leakage meter to monitor fuel consumption and piston leakage in real time. Engine operating condition monitoring sensors (including engine temperature sensor and engine pressure sensor) collect boundary parameters such as engine outlet water temperature, oil temperature, and oil pressure. Two of the four embedded cylinder pressure sensors, located in the pre-set working chamber of the rotary engine and two others located at the intake and exhaust ends respectively, along with a protractor and a current clamp between the engine and the flexible direct-drive shaft, synchronously transmit the working chamber cylinder pressure, intake end pressure, exhaust end pressure, crankshaft angle, and ignition / injection signals to the combustion analyzer (including the industrial computer). The NVH testing unit, raw emission detection unit, and particulate counter collect engine vibration noise, raw emission, and particulate data, respectively. A laptop equipped with INCA software communicates with the engine ECU via calibrated CAN to achieve real-time reading and online modification of control parameters.

[0052] Before the test, the engine axial movement and oil condition were checked. Then, the main control unit controlled the throttle opening to establish the metering oil pump pressure to ensure lubrication. The top dead center was then located using a combustion analyzer. A mechanical loss test was first performed to confirm the engine's cold-state condition, and then an automatic warm-up program was executed. Throughout the warm-up, hot-state break-in, and thermodynamic development process, boundary parameters such as coolant temperature and oil pressure were monitored in real time. If any abnormalities were found, the engine was immediately stopped for inspection and adjustment. Afterward, a hot-state break-in was conducted for 4 hours, covering 21 steady-state operating points with different speed and load combinations. Then, the INCA software was used to perform a cyclic calibration process of "measurement-analysis-adjustment-verification," modifying the ECU target parameters online and verifying the optimization effect in real time. The combustion analyzer (including an industrial computer), NVH testing unit, raw emission detection unit, piston leakage meter, fuel consumption meter, and laptop computer equipped with INCA software transmit data to the main control unit. Engine condition monitoring sensors transmit data to a multi-channel synchronous data acquisition module, which then transmits the data to the main control unit. The main control unit integrates all the data across all dimensions, analyzes it, and plots corresponding curves for power performance, economy, combustion characteristics, and emission characteristics. It calculates key performance parameters and generates a comprehensive performance evaluation report, ultimately achieving multi-dimensional comprehensive testing of the rotary engine under forward and reverse rotation conditions, including performance testing, thermodynamic development, emission detection, NVH analysis, and reliability verification. All units in the entire system communicate and operate collaboratively, ensuring experimental safety while completing high-precision, integrated rotary engine bench tests.

[0053] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of the equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A comprehensive bench test system for a rotary engine, characterized in that: It includes a rotary engine, frequency converter, AC power dynamometer, main control unit, ignition power supply unit, whole-room air conditioning unit, intake air conditioning unit, exhaust unit, fan unit, fuel consumption meter, angle gauge, current clamp, coolant temperature control unit, laptop computer with INCA software, combustion analyzer, raw emissions detection unit, piston leakage meter, particulate counter, NVH testing unit, engine condition monitoring sensor, multi-channel synchronous data acquisition module, and four embedded cylinder pressure sensors; The AC dynamometer has a bidirectional operating mode of drive and load, enabling independent reversible switching between forward and reverse rotation of the rotor engine during combustion. The main control unit incorporates a dynamometer forward / reverse operation switching module and a three-level alarm module for forward / reverse operation checks. This three-level alarm module provides graded early warning and interlocking protection at three stages: parameter abnormality, switching preparation, and switching execution. When abnormal engine speed, excessive torque, or communication failure is detected, the switching process is immediately terminated and the machine stops. The AC dynamometer is electrically connected to the frequency converter, and the frequency converter is connected to the main control unit via a serial port. The ignition power supply unit is electrically connected to the main control unit. The inlet and outlet water pipes of the rotary engine are connected to the coolant temperature control unit. The rotary engine's through-type inlet and outlet air pipes are connected to the piston leakage meter. The rotary engine's oil inlet is connected to the oil outlet of the fuel consumption meter. The whole-room air conditioning unit, intake air conditioning unit, exhaust unit, and fan unit are electrically connected to the main control unit. The rotary engine is sequentially connected to the AC electric dynamometer via the rotary engine flywheel disc, the flexible direct-drive shaft adapter plate, the flexible direct-drive shaft, and the electric dynamometer torque flange adapter plate. Two embedded cylinder compressors... The sensor is installed in the preset working chamber of the rotary engine. Two additional embedded cylinder pressure sensors are installed at the intake and exhaust ends of the rotary engine, respectively. The protractor is positioned between the rotary engine and the flexible direct-drive shaft. The signal outputs of the protractor, current clamp, and four embedded cylinder pressure sensors are connected to the signal input of the combustion analyzer. The NVH testing unit collects vibration and noise signals from the rotary engine through sensors. The sampling probes of the particle counter and the raw emission detection unit are both located at the exhaust end of the rotary engine. The engine condition monitoring sensor is installed at the water and oil circuit measurement points of the rotary engine. The laptop computer equipped with INCA software is connected to the calibration CAN interface of the rotary engine ECU via a hardware interface. The combustion analyzer, NVH testing unit, raw emission detection unit, piston leakage meter, coolant temperature control unit, fuel consumption meter, and laptop computer equipped with INCA software are bidirectionally connected to the main control unit via TCP / IP or RS232 protocols. The engine condition monitoring sensor is signal-connected to the multi-channel synchronous data acquisition module, which is also bidirectionally connected to the main control unit.

2. A test method for a rotary engine integrated bench test system according to claim 1, characterized in that: The method includes the following steps: S1: Set up the rotary engine test bench, complete the centering and calibration, install four embedded cylinder pressure sensors, a corner marker, a current clamp, engine condition monitoring sensors and various test units, complete the pipeline and signal connection, and configure the data acquisition parameters of the main control unit. S2: Inspect the configuration of the rotary engine and related units; S3: Before starting, check the axial movement of the rotary engine, the color of the engine oil, and the oil level; S4: Control the throttle opening to 6%, establish the rotary engine metering oil pump pressure to be greater than 85kPa, and start the metering oil pump; S5: Start the engine; S6: Locate the top dead center using a combustion analyzer; S7: Conduct mechanical loss tests; S8: Execute the automatic warm-up program; S9: Conduct experimental boundary monitoring throughout the entire process of warm-up, hot-state break-in, and thermodynamic development; S10: Perform hot break-in at 21 operating points for 4 consecutive hours; S11: The ECU control parameters are read in real time by a laptop equipped with INCA software. Combining combustion analysis, emission and performance data, the target parameters in the ECU are modified online. After modification, the data is collected again under the same operating conditions. The measurement-analysis-adjustment-verification cycle is repeated until the performance indicators of each operating condition meet the standards. S12: Analyze and evaluate the experimental data.

3. The test method according to claim 2, characterized in that: In step S1, the centering calibration is completed using a magnetic base, a dial indicator, and a precision alignment gauge. The magnetic base is attached to the precision alignment gauge, and the dial indicator is installed on the connecting rod of the magnetic base. The dial indicator is aligned with the outer surface or outer circle of the flywheel transfer plate and rotates one revolution to calculate the maximum offset, ensuring that the concentricity and end face accuracy of the rotor engine and the dynamometer are less than 0.1 mm.

4. The test method according to claim 2, characterized in that: In S6, the combustion analyzer calculates the cylinder pressure, average indicated pressure, and intake and exhaust pressure fluctuation parameters based on the crankshaft angle signal collected by the angle gauge, the ignition and fuel injection signal collected by the current clamp, and the working chamber cylinder pressure, intake pressure, and exhaust pressure signals collected by the four embedded cylinder pressure sensors.

5. The test method according to claim 2, characterized in that: In step S11, the modified ECU parameters take effect immediately.

6. The test method according to claim 2, characterized in that: In S12, the dynamic performance analysis includes plotting the external characteristic curve, calculating the maximum power, maximum torque and corresponding speed; the economic performance analysis includes plotting the universal characteristic curve of fuel consumption rate, calculating the specific fuel consumption and determining the minimum fuel consumption area.

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