Engine test bench measurement and control system alarm method and engine test bench

Abstract

The present invention belongs to the field of engine testing technology and discloses an engine test bench measurement and control system alarm method, comprising determining whether the engine is in a preset operating condition. If the engine is in the preset operating condition, test data validity monitoring is performed; test data validity monitoring includes: urea injection amount data verification; urea injection amount data verification includes: determining the actual ammonia nitrogen ratio based on the urea injection amount data and ECU SCR upstream nitrogen oxide emission measurement data; if the actual ammonia nitrogen ratio is not within a preset range and the duration is greater than a first preset time, the urea injection amount data is judged to be abnormal and a urea injection amount data abnormality alarm is issued. The engine test bench measurement and control system alarm method of the present invention determines whether there is a problem with the urea injection amount data based on the actual ammonia nitrogen ratio, and when it is determined that there is a problem with the urea injection amount data, an alarm is issued to alert the tester, allowing the tester to promptly troubleshoot the problem and choose to continue or stop the test.

Description

Technical Field

[0001] The present invention relates to the technical field of engine testing, and in particular to an alarm method for an engine test bench measurement and control system and an engine test bench. Background Art

[0002] The primary task of an engine test bench measurement and control system is to run the engine under specific operating conditions, measuring and recording engine performance and emissions data. When an abnormal engine operation is detected, it responds with an alarm, returns to idle, or forces a shutdown. Existing engine test bench measurement and control system alarms primarily address abnormal engine and test bench operating conditions, ensuring safe engine testing. However, during engine test bench testing, errors in collected test data often lead to invalid data after the test is completed, necessitating repeated testing. This not only prolongs the engine development cycle but also increases development costs.

[0003] Therefore, there is an urgent need for an engine test bench measurement and control system alarm method and an engine test bench to solve the above problems. Summary of the Invention

[0004] The purpose of the present invention is to provide an engine test bench measurement and control system alarm method and an engine test bench, thereby shortening the engine development cycle and reducing development costs.

[0005] To achieve this object, the present invention adopts the following technical solutions:

[0006] An engine test bench measurement and control system alarm method, comprising:

[0007] Determine whether the engine is in the preset operating condition. If the engine is in the preset operating condition, monitor the validity of the test data;

[0008] Test data validity monitoring includes: urea injection quantity data verification;

[0009] Urea injection amount data verification includes:

[0010] Determine the actual ammonia nitrogen ratio based on the urea injection amount data and the ECU's SCR upstream nitrogen oxide emission measurement data;

[0011] If the actual ammonia nitrogen ratio is not within the first preset range and the duration is greater than the first preset time, the urea injection amount data is determined to be abnormal, and a urea injection amount data abnormality alarm is issued.

[0012] Preferably, the preset operating condition is a steady-state operating condition.

[0013] As an advantage, the test data validity monitoring further includes: verification of nitrogen oxide emission data from a gas analyzer;

[0014] Gas analyzer NOx emissions data verification includes:

[0015] Determine whether the nitrogen oxide emission data of the gas analyzer is abnormal based on the nitrogen oxide emission measurement data of the gas analyzer and the nitrogen oxide emission measurement data of the ECU;

[0016] If the nitrogen oxide emission data of the gas analyzer is judged to be abnormal, an abnormal nitrogen oxide emission data alarm of the gas analyzer is issued.

[0017] Preferably, judging whether the nitrogen oxide emission data of the gas analyzer is abnormal based on the nitrogen oxide emission measurement data of the gas analyzer and the nitrogen oxide emission measurement data of the ECU includes:

[0018] If the difference between the nitrogen oxide emission measurement data of the gas analyzer and the nitrogen oxide emission measurement data of the ECU is not within the second preset range and the duration is greater than the second preset time, it is determined that the nitrogen oxide emission data of the gas analyzer is abnormal.

[0019] Preferably, the test data validity monitoring further includes: INCA data validity monitoring;

[0020] INCA data validity monitoring includes:

[0021] If one or more of the engine speed, injection amount, advance angle, and rail pressure in the INCA calibration data remain unchanged for a preset number of consecutive calibration values, the INCA data is judged to be abnormal and an INCA data abnormality alarm is issued.

[0022] Preferably, INCA data validity monitoring also includes:

[0023] If the calibration value of one or more of the engine speed, injection amount, advance angle, and rail pressure in the INCA calibration data is NAN, the INCA data is judged to be abnormal and an INCA data abnormality alarm is issued.

[0024] As an option, the test data validity monitoring also includes: smoke meter tail gas smoke density data verification;

[0025] Smoke meter exhaust smoke data verification includes:

[0026] Determine the current exhaust smoke density range based on the current engine operating conditions;

[0027] If the exhaust smoke density measurement data of the smoke meter is not within the current exhaust smoke density range and continues for a third preset time, it is determined that the exhaust smoke density data of the smoke meter is abnormal, and an abnormal exhaust smoke density data alarm of the smoke meter is issued.

[0028] Preferably, after determining that the smoke density data of the smoke meter is abnormal, the method further includes: triggering cleaning, backflushing and restarting operations of the smoke meter.

[0029] Preferably, the test data validity monitoring also includes: fuel consumption rate data verification, explosion pressure data verification, intercooler temperature data verification, oil pressure data verification, exhaust back pressure data verification, intake flow data verification and exhaust temperature data verification.

[0030] An engine test bench uses any of the above-mentioned engine test bench measurement and control system alarm methods to monitor and alarm engine tests.

[0031] Beneficial effects of the present invention:

[0032] The engine test bench measurement and control system alarm method and the engine test bench of the present invention determine the actual ammonia-nitrogen ratio based on urea injection amount data and SCR upstream nitrogen oxide emission measurement data of the ECU. If the actual ammonia-nitrogen ratio is not within a first preset range and the duration is greater than the first preset time, it indicates that there is a problem with the urea injection amount data. At this time, a urea injection amount data abnormality alarm is issued to remind the test personnel that there is a problem with the urea injection amount data, so that the test personnel can promptly investigate the problem and choose to continue or stop the test, avoiding the problem of discovering the problem with the urea injection amount data after the test is completed, resulting in the need to repeat the test, thereby shortening the engine development cycle and reducing development costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 This is a flow chart of an alarm method for an engine test bench measurement and control system provided by an embodiment of the present invention;

[0034] Figure 2 This is a flow chart of urea injection amount data verification provided by an embodiment of the present invention;

[0035] Figure 3 This is a flow chart of nitrogen oxide emission data verification of a gas analyzer provided by an embodiment of the present invention;

[0036] Figure 4 This is a flowchart of INCA data validity monitoring provided by an embodiment of the present invention;

[0037] Figure 5 The present invention provides a flow chart for verifying smoke density data of a smoke meter exhaust gas. DETAILED DESCRIPTION

[0038] The present invention will be further described in detail below with reference to the accompanying drawings and examples. It will be understood that the specific embodiments described herein are intended only to illustrate the present invention and are not intended to limit the present invention. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions relevant to the present invention, not all structures.

[0039] In the description of the present invention, unless otherwise expressly specified or limited, the terms "connected," "connected," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention in specific circumstances.

[0040] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0041] In the description of this embodiment, the terms "upper," "lower," "right," and other orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely for ease of description and simplified operation. They do not indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used solely for descriptive purposes and have no special meanings.

[0042] like Figure 1 and Figure 2As shown, this embodiment provides an engine test bench measurement and control system alarm method, comprising: determining whether the engine is in a preset operating condition; if the engine is in the preset operating condition, monitoring test data validity; the test data validity monitoring includes urea injection amount data verification; the urea injection amount data verification includes determining the actual ammonia nitrogen ratio based on the urea injection amount data and the ECU's SCR upstream nitrogen oxide emission measurement data; if the actual ammonia nitrogen ratio is not within a first preset range and the duration exceeds a first preset time, determining that the urea injection amount data is abnormal and issuing a urea injection amount data abnormality alarm. 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 this embodiment, when an actual ammonia nitrogen ratio value is not within the first preset range, the duration of the actual ammonia nitrogen ratio being outside the first preset range is initialized. That is, the time the actual ammonia nitrogen ratio is outside the first preset range is reset to zero, and the duration of the actual ammonia nitrogen ratio being outside the first preset range is calculated from this point on. The abnormal alarm in this embodiment includes flashing warning lights and sending warning emails to test personnel. The warning lights can remind test personnel near the engine test bench, and the warning emails can ensure that test personnel can receive warning information even when there are no test personnel near the engine test bench.

[0043] The engine bench measurement and control system alarm method provided in this embodiment determines the actual ammonia-nitrogen ratio based on urea injection amount data and ECU SCR upstream nitrogen oxide emission measurement data. If the actual ammonia-nitrogen ratio is not within a first preset range and the duration is greater than the first preset time, it indicates that there is a problem with the urea injection amount data. In this case, a urea injection amount data abnormality alarm is issued to remind the test personnel that there is a problem with the urea injection amount data, so that the test personnel can promptly investigate the problem and choose to continue or stop the test. This avoids the problem of discovering the urea injection amount data problem after the test is completed, resulting in the need to repeat the test, thereby shortening the engine development cycle and reducing development costs.

[0044] Specifically, in this embodiment, the method for determining whether the actual ammonia-nitrogen ratio is within the first preset range is as follows: a theoretical ammonia-nitrogen ratio value under a preset steady-state operating condition is set, and the actual ammonia-nitrogen ratio is compared with the theoretical ammonia-nitrogen ratio value. If the absolute value of the difference between the actual ammonia-nitrogen ratio and the theoretical ammonia-nitrogen ratio value is greater than a first set value, the actual ammonia-nitrogen ratio is not within the first preset range. The theoretical ammonia-nitrogen ratio value is the ideal ammonia-nitrogen ratio under preset operating conditions set in the engine ECU. In this embodiment, the theoretical ammonia-nitrogen ratio value is 1.05, and the first set value is 0.25, which means that the first preset range is 0.8 to 1.3.

[0045] Optionally, the preset operating condition is a steady-state operating condition. Steady-state operating condition and transient operating condition are two commonly used concepts to describe the operating condition of the engine. The steady-state operating condition refers to the operating condition in which the engine speed and torque do not change substantially over a period of time. In this embodiment, if the engine speed and torque do not change substantially within a fourth preset time, the engine is considered to be in a steady-state operating condition. The specific value of the fourth preset time can be selected as needed. In this embodiment, the fourth preset time is 30 seconds. The engine test bench measurement and control system alarm method in this embodiment is aimed at the test calibration of the universal characteristic MAP and the test calibration of the external characteristic curve. The data required for the test are all data when the engine is in a steady state. Therefore, when the engine enters a steady-state operating condition, the test data validity monitoring begins. The test data validity monitoring is not required for the transient operating condition.

[0046] Optionally, the test data validity monitoring also includes: gas analyzer nitrogen oxide emission data verification. Figure 3 As shown, gas analyzer NOx emissions data verification involves determining whether the gas analyzer NOx emissions data is abnormal based on the NOx emissions measurement data from the gas analyzer and the NOx emissions measurement data from the ECU. If the NOx emissions data from the gas analyzer is abnormal, an abnormal NOx emissions data alarm is issued. This avoids the need to repeat the test after the NOx emissions data from the gas analyzer is discovered to be unavailable.

[0047] Furthermore, whether the nitrogen oxide emission data of the gas analyzer is abnormal is judged based on the nitrogen oxide emission measurement data of the gas analyzer and the nitrogen oxide emission measurement data of the ECU, including: if the difference between the nitrogen oxide emission measurement data of the gas analyzer and the nitrogen oxide emission measurement data of the ECU is not within a second preset range, and the duration is greater than the second preset time, then the nitrogen oxide emission data of the gas analyzer is judged to be abnormal.

[0048] Specifically, in this embodiment, when a difference that is not within the second preset range occurs, the duration during which the difference between the nitrogen oxide emission measurement data of the gas analyzer and the nitrogen oxide emission measurement data of the ECU is not within the second preset range is initialized, that is, the duration during which the difference between the nitrogen oxide emission measurement data of the gas analyzer and the nitrogen oxide emission measurement data of the ECU is not within the second preset range is reset to zero, and the duration during which the difference between the nitrogen oxide emission measurement data of the gas analyzer and the nitrogen oxide emission measurement data of the ECU is not within the second preset range is calculated from this moment on.

[0049] The specific method for determining whether the difference between the NOx emission measurement data from the gas analyzer and the NOx emission measurement data from the ECU is within the second preset range is to take the absolute value of the difference between the NOx emission measurement data from the gas analyzer and the NOx emission measurement data from the ECU and compare the absolute value with a second set value. If the absolute value is greater than the second set value, it indicates that the difference between the NOx emission measurement data from the gas analyzer and the NOx emission measurement data from the ECU is not within the second preset range. The recommended second set value is 200 ppm. The NOx emission measurement data from the ECU is not as accurate as the NOx emission measurement data from the gas analyzer. Therefore, during engine bench testing, a gas analyzer is set up to monitor the engine's NOx emission data to obtain more accurate test data. However, the reliability of nitrogen oxide measurement by a gas analyzer is lower than that of the engine's built-in nitrogen oxide sensor. Therefore, by using the ECU's nitrogen oxide emission measurement data as a reference, a gas analyzer nitrogen oxide emission data abnormality alarm is issued when the difference between the gas analyzer's nitrogen oxide emission measurement data and the ECU's nitrogen oxide emission measurement data is not within a second preset range and lasts for longer than the second preset time. This allows the gas analyzer to obtain more accurate nitrogen oxide emission data during engine bench testing, while also avoiding the need to repeat the test due to the discovery that the gas analyzer's nitrogen oxide emission data is unavailable after the experiment is completed. Here, when comparing the gas analyzer's nitrogen oxide emission measurement data with the ECU's nitrogen oxide emission measurement data, the nitrogen oxide emission measurement data at the corresponding location is used, that is, the nitrogen oxide emission measurement data of the gas analyzer upstream of the SCR is compared with the nitrogen oxide emission data upstream of the SCR, and the nitrogen oxide emission measurement data of the gas analyzer downstream of the SCR is compared with the nitrogen oxide emission data downstream of the SCR.

[0050] Optionally, the gas analyzer nitrogen oxide emission data verification includes: if the nitrogen oxide emission measurement data of the gas analyzer has not changed for a preset number of consecutive measurement values, then the nitrogen oxide emission data of the gas analyzer is judged to be abnormal, and an abnormal nitrogen oxide emission data alarm of the gas analyzer is issued.

[0051] Optionally, the test data validity monitoring also includes: INCA data validity monitoring. INCA is a commonly used data calibration software for engine bench tests, which is used to connect to the engine's ECU, so as to write the data in the engine ECU monitored by the engine's own sensors or monitoring models into the test data calibration file. However, the engine bench test environment is complex, and electromagnetic interference, line failures, and computer equipment failures may cause INCA parameters to become stuck, that is, INCA cannot normally write the data in the ECU into the test data calibration software, resulting in the failure to receive complete experimental data after the test is completed, and the need to repeat the test, which wastes the engine's R&D time and R&D costs. This embodiment avoids this situation by setting INCA data validity monitoring in the test data validity monitoring. Figure 4 As shown, INCA data validity monitoring involves the following: If one or more of the engine speed, injection quantity, advance angle, and rail pressure measurements in the INCA calibration data remain unchanged for a preset number of consecutive values, the INCA data is determined to be abnormal and an INCA data abnormality alarm is issued. If one or more of the speed, injection quantity, advance angle, and rail pressure measurements remain unchanged for a preset number of consecutive values, it indicates a problem with INCA data transmission. In this case, an INCA data abnormality alarm is issued to alert the tester of the problem, allowing them to promptly troubleshoot INCA and choose to continue or stop the test.

[0052] Optionally, INCA data validity monitoring also includes determining that the INCA data is abnormal and issuing an INCA data abnormality alarm if one or more of the INCA calibration data, including engine speed, fuel injection amount, advance angle, and rail pressure, has a NAN value. A NAN value for one or more of the engine speed, fuel injection amount, advance angle, and rail pressure measurement data also indicates a problem with INCA data transmission. In this case, an INCA data abnormality alarm is also issued to alert test personnel to the INCA data abnormality.

[0053] Optionally, INCA data validity monitoring also includes: if one or more of the engine speed, injection amount, advance angle and rail pressure in the INCA calibration data has no measured data or the data is zero, the INCA data is judged to be abnormal, and an INCA data abnormality alarm is issued to remind the test personnel that the INCA data is abnormal.

[0054] Optionally, the test data validity monitoring also includes: smoke meter exhaust smoke data verification. Figure 5As shown, the smoke meter exhaust smoke data verification includes: determining the current exhaust smoke range based on the current engine operating conditions. In this embodiment, the current engine operating conditions refer to the engine speed and fuel injection rate. If the smoke meter exhaust smoke data is not within the current exhaust smoke range and persists for a third preset time, the smoke meter exhaust smoke data is determined to be abnormal and an exhaust smoke data abnormality alarm is issued. Determining the current exhaust smoke range based on the current engine operating conditions specifically includes: querying the smoke limit value MAP based on the current engine operating conditions to determine the maximum and minimum exhaust smoke values ​​under the current operating conditions, thereby determining the exhaust smoke range under the current operating conditions, i.e., the current exhaust smoke range. The smoke limit value MAP is automatically generated by the control system of the engine test bench based on existing test data.

[0055] Specifically, in this embodiment, when the exhaust gas smoke density measurement value of the smoke meter is not within the current exhaust gas smoke density range, the duration of the exhaust gas smoke density measurement data of the smoke meter not being within the current exhaust gas smoke density range is initialized, that is, the duration of the exhaust gas smoke density measurement data of the smoke meter not being within the current exhaust gas smoke density range is reset to zero, and the duration of the exhaust gas smoke density measurement data of the smoke meter not being within the current exhaust gas smoke density range is calculated from this moment on.

[0056] Optionally, the smoke meter exhaust smoke density data verification further includes: if the smoke meter exhaust smoke density measurement data does not change for a continuous preset data amount, determining that the smoke meter exhaust smoke density data is abnormal and issuing a smoke meter exhaust smoke density data abnormality alarm.

[0057] Optionally, determining that the smoke meter's exhaust smoke density data is abnormal also includes triggering cleaning, backflushing, and restarting the smoke meter. This minimizes erroneous data and ensures data validity. If the experimenter receives an alarm indicating abnormal exhaust smoke density data and finds that the smoke meter has returned to normal after cleaning, backflushing, and restarting, they can choose to continue the test.

[0058] Optionally, test data validity monitoring also includes: verification of fuel consumption rate data, burst pressure data, post-intercooler temperature data, oil pressure data, exhaust backpressure data, intake flow rate data, and exhaust temperature data. The methods for verifying fuel consumption rate data, burst pressure data, post-intercooler temperature data, oil pressure data, exhaust backpressure data, intake flow rate data, and exhaust temperature data are essentially the same as those for verifying smoke meter exhaust smoke data. Similarly, the corresponding limit MAP is queried based on the current engine operating conditions to determine the corresponding maximum and minimum values. Here, engine operating conditions also refer to engine speed and fuel injection volume. The measured data is then determined to exceed the corresponding maximum and minimum values. If so, the data is deemed abnormal and an alarm for this data abnormality is issued. Furthermore, if a predetermined number of consecutive measured values ​​of a particular data point remain unchanged, this also indicates that the data is abnormal and an alarm for this data abnormality is issued.

[0059] This embodiment also provides an engine test bench, which uses the above-mentioned engine test bench measurement and control system alarm method to monitor and alarm the engine test.

[0060] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention and are not intended to limit the embodiments of the present invention. A person skilled in the art would be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is not necessary and impossible to enumerate all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the claims of the present invention.

Claims

1. The engine test bench measurement and control system alarm method is characterized by: include: Determine whether the engine is in the preset operating condition. If the engine is in the preset operating condition, monitor the validity of the test data; Test data validity monitoring includes: urea injection quantity data verification; Urea injection amount data verification includes: Determine the actual ammonia nitrogen ratio based on the urea injection amount data and the ECU's SCR upstream nitrogen oxide emission measurement data; If the actual ammonia nitrogen ratio is not within the first preset range and the duration is greater than the first preset time, the urea injection amount data is judged to be abnormal, and a urea injection amount data abnormality alarm is issued; The preset operating condition is a steady-state operating condition; the steady-state operating condition refers to an operating condition in which the engine speed and torque do not substantially change over a period of time; The test data validity monitoring also includes: fuel consumption rate data verification, burst pressure data verification, intercooler temperature data verification, oil pressure data verification, exhaust back pressure data verification, intake flow data verification and exhaust temperature data verification.

2. The engine test bench measurement and control system alarm method according to claim 1, characterized in that: Test data validity monitoring also includes: verification of nitrogen oxide emission data from gas analyzers; Gas analyzer NOx emissions data verification includes: Determine whether the nitrogen oxide emission data of the gas analyzer is abnormal based on the nitrogen oxide emission measurement data of the gas analyzer and the nitrogen oxide emission measurement data of the ECU; If the nitrogen oxide emission data of the gas analyzer is judged to be abnormal, an abnormal nitrogen oxide emission data alarm of the gas analyzer is issued.

3. The engine test bench measurement and control system alarm method according to claim 2, characterized in that: Determine whether the nitrogen oxide emission data of the gas analyzer is abnormal based on the nitrogen oxide emission measurement data of the gas analyzer and the nitrogen oxide emission measurement data of the ECU, including: If the difference between the nitrogen oxide emission measurement data of the gas analyzer and the nitrogen oxide emission measurement data of the ECU is not within the second preset range and the duration is greater than the second preset time, it is determined that the nitrogen oxide emission data of the gas analyzer is abnormal.

4. The engine test bench measurement and control system alarm method according to claim 1, characterized in that: Test data validity monitoring also includes: INCA data validity monitoring; INCA data validity monitoring includes: If one or more of the engine speed, injection amount, advance angle, and rail pressure in the INCA calibration data remain unchanged for a preset number of consecutive calibration values, the INCA data is judged to be abnormal and an INCA data abnormality alarm is issued.

5. The engine test bench measurement and control system alarm method according to claim 4, characterized in that: INCA data validity monitoring also includes: If the calibration value of one or more of the engine speed, injection amount, advance angle, and rail pressure in the INCA calibration data is NAN, the INCA data is judged to be abnormal and an INCA data abnormality alarm is issued.

6. The engine test bench measurement and control system alarm method according to claim 1, characterized in that: The validity monitoring of test data also includes: smoke meter exhaust smoke density data verification; Smoke meter exhaust smoke data verification includes: Determine the current exhaust smoke density range based on the current engine operating conditions; If the exhaust smoke density measurement data of the smoke meter is not within the current exhaust smoke density range and continues for a third preset time, it is determined that the exhaust smoke density data of the smoke meter is abnormal, and an abnormal exhaust smoke density data alarm of the smoke meter is issued.

7. The engine test bench measurement and control system alarm method according to claim 6, characterized in that: After determining that the exhaust smoke density data of the smoke meter is abnormal, the method further includes triggering cleaning, backflushing and restarting operations of the smoke meter.

8. Engine stand, characterized in that: The engine test is monitored and alarmed using the engine bench measurement and control system alarm method described in any one of claims 1 to 7.

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