A piston ring-cylinder liner wear test device and equivalent life prediction method

Abstract

The application relates to a piston ring-cylinder liner wear test device and an equivalent life prediction method, and relates to the internal combustion engine testing technical field. A cylinder liner and a driving assembly are arranged in the cylinder body of the piston ring-cylinder liner wear test device, a piston is arranged on the top of the driving assembly and can slide in the cylinder liner, a plurality of elastic members are arranged above the piston and can be detachably arranged, and abrasive particles are mixed in one lubricating oil pipeline to increase the friction coefficient between the piston and the cylinder liner, so that the driving assembly drives the piston to slide up and down relative to the cylinder liner, and the elastic members are compressed under the driving of the piston to increase the friction force between the piston and the cylinder liner. The piston ring-cylinder liner wear test device provided by the application can select appropriate elastic members according to road types and specific working conditions to simulate the influence of engine explosion pressure on the piston, restore the real scene as much as possible, improve the accuracy and reliability, and in addition, the test time is shortened and the development cost is saved after the friction coefficient between the piston and the cylinder liner is increased.

Description

Technical Field

[0001] This application relates to the field of internal combustion engine testing technology, and in particular to a piston ring-cylinder liner wear testing device and an equivalent life prediction method. Background Technology

[0002] Traditional tribological testing benches primarily study the frictional properties between frictional pairs of different materials. The test samples are typically obtained by slicing small pieces, such as those obtained using the UMT (Ultra-Metal Tribometer) and SRV (Self-Range Tribometer). These types of machines can test the tribological properties of materials under specific conditions. While both the UMT and SRV tribometers can test the tribological properties of materials under certain conditions, the piston ring-cylinder liner wear in an engine occurs under high temperature and high pressure. The aforementioned testing benches cannot simulate the actual movement of an engine, resulting in significant differences from the actual frictional wear of the engine system. Therefore, they have limitations in practical applications.

[0003] Piston rings and cylinder liners are key components and major friction pairs in automotive engines. Related studies have shown that the frictional work of piston rings and cylinder liners accounts for more than 40% of the engine's frictional power consumption. Furthermore, with the development of high-density engines, the in-cylinder pressure and combustion chamber temperature have further increased, making it more difficult for the piston rings and cylinder liners to establish an oil film. The harsh working environment makes piston rings and cylinder liners prone to wear, leading to increased crankcase leakage, which can cause serious accidents in severe cases.

[0004] In related technologies, the market requires engine life to reach more than 1 million km. However, major engine manufacturers and related standards only have standards for engine reliability of 1,000 hours, thermal shock of 1,000 hours and sawtooth test of 1,000 hours. There are no regulations on equivalent mileage. This results in poor reliability, high overall testing costs, and is time-consuming and labor-intensive. Summary of the Invention

[0005] This application provides a piston ring-cylinder liner wear testing device and an equivalent life prediction method to solve the problems in related technologies where the equivalent mileage is not specified when testing the wear of piston rings and cylinder liners, resulting in poor reliability, high overall testing costs, and time and labor costs.

[0006] In a first aspect, a piston ring-cylinder liner wear testing device is provided, comprising:

[0007] A cylinder block, which contains a cylinder liner and a drive assembly, wherein a piston is slidably disposed within the cylinder liner at the top of the drive assembly;

[0008] Multiple sets of elastic elements with different stiffness coefficients, one of which is detachably disposed above the piston;

[0009] At least one lubricating oil line, wherein one of the lubricating oil lines contains abrasive particles to increase the coefficient of friction between the piston and the cylinder liner; wherein,

[0010] The drive assembly is used to drive the piston to slide up and down relative to the cylinder liner, and the elastic element is used to compress under the drive of the piston to increase the friction between the piston and the cylinder liner.

[0011] In some embodiments, the piston ring-cylinder liner wear testing device includes multiple sets of heating components with different heating powers, and one of the multiple sets of heating components is detachably sleeved on the cylinder liner;

[0012] Each of the heating components includes at least two resistance wires with different resistance values, wherein the resistance value of the upper resistance wire is greater than the resistance value of the lower resistance wire.

[0013] In some embodiments, the top of the cylinder body is provided with a cylinder head, the inner wall of the top of the cylinder head is provided with the elastic element, and a plurality of friction sensors are provided between the cylinder head and the cylinder body. The plurality of friction sensors can be used to adjust the level of the cylinder head and also to monitor the piston and cylinder liner including a receiving cavity, in which the cylinder liner and drive assembly are arranged from top to bottom;

[0014] There are two lubricating oil pipelines. One of the lubricating oil pipelines is connected to the bottom of the receiving cavity at one end and to the top of the receiving cavity at the other end. The lubricating oil pipeline is equipped with an oil reservoir. A mixing box filled with the abrasive particles is provided between the outlet of the oil reservoir and the receiving cavity. A filter is provided between the inlet of the oil reservoir and the receiving cavity. The remaining lubricating oil pipeline is connected to a pipe section located downstream of the oil reservoir at one end and to the receiving cavity at the other end.

[0015] In some embodiments, the drive assembly includes a crankshaft, connecting rods, and a motor;

[0016] One end of the crankshaft is connected to the connecting rod, and the other end of the connecting rod is connected to the piston. A reduction gear is provided between the motor and the crankshaft, and the motor and the reduction gear are used together to drive the crankshaft to move.

[0017] Secondly, a method for predicting the equivalent life of piston ring-cylinder liner wear is provided, which is implemented using the aforementioned piston ring-cylinder liner wear testing device, and the steps include:

[0018] The operating parameters of the vehicle under different working conditions on a preset type of road are obtained respectively. Based on the operating parameters of the vehicle under different working conditions, the boundary conditions of the piston ring-cylinder liner under different working conditions are calculated.

[0019] Based on the boundary conditions of piston ring-cylinder liner under different working conditions, the elastic elements with corresponding stiffness coefficients are determined respectively. After adding abrasive particles to the lubricating oil of the piston and cylinder liner, piston ring-cylinder liner wear tests are carried out under different working conditions to obtain the piston ring-cylinder liner equivalent life prediction function.

[0020] Based on the vehicle's operating parameters under different working conditions, the equivalent mileage of the vehicle under the preset type of road is obtained, and the remaining equivalent life of the piston rings of the vehicle under the preset type of road is calculated based on the equivalent mileage and the piston ring-cylinder liner equivalent life prediction function.

[0021] In some embodiments, the step of conducting piston ring-cylinder liner wear tests under different operating conditions to obtain the piston ring-cylinder liner equivalent life prediction function includes:

[0022] Piston ring-cylinder liner wear tests were conducted under different operating conditions to obtain the time required for the piston ring-cylinder liner wear to reach the preset wear amount under different operating conditions.

[0023] Based on the time, the equivalent life curves of piston rings and cylinder liners under different operating conditions are obtained. The equivalent life curves of piston rings and cylinder liners under different operating conditions are normalized to obtain the equivalent life prediction function of piston rings and cylinder liners.

[0024] In some embodiments, obtaining the equivalent mileage of the vehicle under the preset type of road based on the vehicle's operating parameters under different operating conditions includes:

[0025] Based on the vehicle's operating parameters under different working conditions, the current mileage of the vehicle under different working conditions on the preset type of road is obtained respectively;

[0026] Based on the piston ring-cylinder liner equivalent life curves under different operating conditions, the acceleration factors under different operating conditions were calculated respectively.

[0027] Based on the current mileage and acceleration factor under different operating conditions, the equivalent mileage of the vehicle under the preset type of road is calculated.

[0028] In some embodiments, the operating parameters include motor speed, engine load, thermodynamic parameters, and current mileage;

[0029] The current mileage is calculated using a rainfall counting method.

[0030] In some embodiments, the boundary conditions include piston ring-cylinder liner friction, temperature gradient, and movement speed.

[0031] The beneficial effects of the technical solution provided in this application include:

[0032] This application provides a piston ring-cylinder liner wear testing device. The cylinder body contains a cylinder liner and a drive assembly. A piston, slidably mounted within the cylinder liner, is located on top of the drive assembly. Multiple sets of elastic elements are detachably mounted above the piston. One of the lubricating oil lines contains abrasive particles to increase the friction coefficient between the piston and the cylinder liner. This allows the drive assembly to drive the piston to slide up and down relative to the cylinder liner, while the elastic elements are compressed under the piston's drive to increase friction between the piston and the cylinder liner. Therefore, this piston ring-cylinder liner wear testing device can select appropriate elastic elements based on road type and specific operating conditions to simulate the effect of engine burst pressure on the piston, reproducing the real-world scenario as closely as possible, improving accuracy and reliability. Furthermore, the increased friction coefficient between the piston and cylinder liner shortens the testing time and saves development costs. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 This is a schematic diagram of the piston ring-cylinder liner wear testing device provided in the embodiments of this application;

[0035] Figure 2 A schematic diagram comparing the force applied to the elastic element of the piston ring-cylinder liner wear testing device provided in this application embodiment with the actual gas force of the engine.

[0036] Figure 3 A flowchart illustrating the piston ring-cylinder liner wear equivalent life prediction method provided in this application embodiment;

[0037] Figure 4 The flowchart illustrates the process of obtaining the piston ring-cylinder liner equivalent life prediction function using the piston ring-cylinder liner wear equivalent life prediction method provided in this application embodiment.

[0038] In the diagram: 1-Cylinder block, 10-Cylinder liner, 11-Drive assembly, 110-Crankshaft, 111-Connecting rod, 112-Motor, 113-Reduction gear, 12-Piston, 120-Piston ring, 13-Receiving cavity, 2-Elastic element, 3-Lubricating oil line, 30-Oil reservoir, 31-Mixing tank, 32-Filter element, 4-Resistance wire, 5-Cylinder head, 6-Friction sensor, 7-Bracket, 8-Sliding bearing, 9-Photoelectric encoder. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0040] This application provides a piston ring-cylinder liner wear testing device, which solves the problems in related technologies where the equivalent mileage is not specified when testing the wear of piston rings and cylinder liners, resulting in poor reliability, high overall testing costs, and time and labor costs.

[0041] See Figure 1 As shown, this piston ring-cylinder liner wear testing device includes a cylinder body 1, multiple sets of elastic elements 2 with different stiffness coefficients, and at least one lubricating oil line 3. The cylinder body 1 houses a cylinder liner 10 and a drive assembly 11. A piston 12, slidably mounted within the cylinder liner 10, is mounted on the top of the drive assembly 11. The drive assembly 11 drives the piston 12 to slide up and down relative to the cylinder liner 10 along its inner wall to simulate the piston movement of a real engine. Considering that the moment of explosive pressure is the primary moment of piston 12 wear, the elastic element 2 is used to simulate the effect of engine explosive pressure on the piston 12. (See [reference]). Figure 2 As shown, Figure 2 This is a comparison diagram of the force simulated using elastic element 2 and the actual cylinder pressure of the engine. The crankshaft angle on the horizontal axis represents the crankshaft 110 angle, as the crankshaft 110 is part of the crank-connecting rod mechanism. Multiple sets of elastic elements 2 are used, each corresponding to different operating conditions under preset road conditions. Based on actual testing, one of the multiple sets of elastic elements 2 is detachably mounted above the piston 12. The elastic element 2 is compressed under the drive of the piston 12, providing a force opposite to the piston 12's direction of movement to increase the friction between the piston 12 and the cylinder liner 10. Here, the elastic element 2 is preferably a spring. At least one lubricating oil line 3 is present, with one line containing abrasive particles to increase the coefficient of friction between the piston 12 and the cylinder liner 10, thereby shortening the testing time and saving development costs. This piston ring-cylinder liner wear testing device can select a suitable elastic element 2 according to the road type and specific working conditions to simulate the effect of engine burst pressure on piston 12, restore the real scene as much as possible, and improve accuracy and reliability. In addition, the increased friction coefficient between piston 12 and cylinder liner 10 also shortens the test time and saves development costs.

[0042] Furthermore, the piston ring-cylinder liner wear test device includes multiple sets of heating components with different heating powers. One of the multiple sets of heating components is detachably sleeved on the cylinder liner 10. Each heating component includes at least two resistance wires 4 with different resistance values, and the resistance value of the upper resistance wire 4 is greater than the resistance value of the lower resistance wire 4.

[0043] Specifically, since the engine generates high temperatures during normal operation, in order to more realistically reproduce the actual operating environment, a heating element is provided on the cylinder liner 10. The heating element is used to heat the cylinder liner 10, and there are multiple sets of heating elements to simulate different temperature conditions under different operating conditions. In addition, since the temperature inside the cylinder liner 10 is not uniformly distributed, the temperature in the upper half of the cylinder liner 10 is generally higher than the temperature in the lower half of the cylinder liner 10. Therefore, each heating element includes at least two resistance wires 4 with different resistance values, and the resistance value of the upper resistance wire 4 is greater than that of the lower resistance wire 4, so that the heating power of the upper resistance wire 4 is greater than that of the lower resistance wire 4.

[0044] Furthermore, the top of the cylinder body 1 may also be provided with a cylinder head 5, the inner wall of the top of the cylinder head 5 is provided with the elastic element 2, and a plurality of friction force sensors 6 are provided between the cylinder head 5 and the cylinder body 1. The plurality of friction force sensors 6 can be used to adjust the level of the cylinder head 5 and also to monitor the friction force between the piston 12 and the cylinder liner 10.

[0045] Specifically, the elastic element 2 is disposed between the piston 12 and the cylinder head 5. From a structural design perspective, preferably, the elastic element 2 is fixedly disposed on the inner wall of the cylinder head 5. When the piston 12 moves vertically under the drive of the drive assembly 11 and comes into contact with the elastic element 2, the elastic element 2 begins to be compressed as the piston 12 continues to move, to simulate the process of air being compressed and gradually pressurized. When the piston 12 needs to be reset, the restoring force exerted by the elastic element 2 on the piston 12 is equivalent to the situation when the engine is under burst pressure. Multiple friction force sensors 6 can also be disposed between the cylinder head 5 and the cylinder block 1. When the piston 12 slides up and down along the cylinder liner 10, it will come into contact with the friction force sensors 6, thereby monitoring the magnitude of the friction force when the piston 12 slides along the cylinder liner 10. In addition, the friction force sensors 6 also play a role in supporting the cylinder head 5 and adjusting the parallelism between the cylinder head 5, the piston 12 and the cylinder block 1 to ensure that the piston 12 can slide smoothly within the cylinder liner 10. The piston 12 is fitted with a piston ring 120 on its outer wall. During the sliding friction of the piston 12, the piston ring 120 is the structure that contacts the cylinder liner 10 and the friction sensor 6. When measuring wear, the total wear of the piston ring 120 and the cylinder liner 10 along the thickness direction is also measured.

[0046] Furthermore, the cylinder body 1 may include a receiving cavity 13, in which the cylinder liner 10 and the drive assembly 11 are arranged from top to bottom. In order to ensure that the piston 12 slides smoothly relative to the cylinder liner 10, the piston ring-cylinder liner wear test device is also provided with at least one lubricating oil pipeline 3. From the perspective of structural design, there are two lubricating oil pipelines 3. One end of the lubricating oil pipeline 3 is connected to the bottom of the receiving cavity 13, and the other end is connected to the top of the receiving cavity 13. An oil reservoir 30 is provided on the lubricating oil pipeline 3. A mixing box 31 filled with the abrasive particles is provided between the outlet of the oil reservoir 30 and the receiving cavity 13. A filter element 32 is provided between the inlet of the oil reservoir 30 and the receiving cavity 13. The remaining lubricating oil pipeline 3 is connected to a pipe section located downstream of the oil reservoir 30, and the other end is connected to the receiving cavity 13.

[0047] Specifically, one of the lubricating oil lines 3 is mainly used to lubricate the piston 12, while the other lubricating oil line 3 is mainly used to lubricate the drive assembly 11. The lubricating oil line 3 used to lubricate the piston 12 is equipped with a mixing tank 31. Before the lubricating oil enters the top of the receiving cavity, it first enters the mixing tank 31. When it flows out again, the lubricating oil will contain abrasive particles. These abrasive particles enter the receiving cavity with the lubricating oil, increasing the coefficient of friction between the piston 12 and the cylinder liner 10, thereby increasing friction and accelerating wear, shortening the test time, and saving development costs. The remaining lubricating oil line 3 is mainly used to lubricate the drive assembly 11 to ensure the smooth operation of the drive assembly 11. The filter element 32 is used to collect all the lubricating oil and filter it. The filtered lubricating oil returns to the oil storage tank 30, forming a virtuous cycle.

[0048] Furthermore, the drive assembly 11 may include a crankshaft 110, a connecting rod 111, and a motor 112. A sliding bearing 8 is provided between the crankshaft 110 and the cylinder block 1. One end of the crankshaft 110 is connected to the connecting rod 111, and a sliding bearing 8 is also provided between the crankshaft 110 and the connecting rod 111. The other end of the connecting rod 111 is connected to the piston 12. A reduction gear 113 is provided between the motor 112 and the crankshaft 110. The motor 112 and the reduction gear 113 are used together to drive the crankshaft 110. The setting of the reduction gear 113 improves the versatility of this piston ring-cylinder liner wear test device and greatly increases the range of permissible test conditions.

[0049] Furthermore, this piston ring-cylinder liner wear testing device also includes a bracket 7, which is mainly used to support the cylinder liner 10 and the resistance wire 4, ensuring the connection stability between the cylinder liner 10, the resistance wire 4 and the cylinder block 1. In addition, this piston ring-cylinder liner wear testing device also includes a photoelectric encoder 9, which is used to monitor the rotational speed signal of the connecting rod 111. This facilitates speed adjustment and converts the reciprocating speed of the connecting rod 111 into rotational angular velocity, making it easier to compare the equivalent life of the piston rings 120 of different connecting rods 111.

[0050] This application also provides a method for predicting the equivalent life of piston ring-cylinder liner wear, see [link to relevant documentation]. Figure 3As shown, it is used to implement the piston ring-cylinder liner wear test device described above. The steps include: first, obtaining the vehicle's operating parameters under different working conditions on a preset type of road; calculating the piston ring-cylinder liner boundary conditions under different working conditions based on the vehicle's operating parameters under different working conditions; then, determining the elastic element 2 with corresponding stiffness coefficients based on the piston ring-cylinder liner boundary conditions under different working conditions, adding abrasive particles to the lubricating oil of the lubricating piston and cylinder liner 10, and conducting piston ring-cylinder liner wear tests under different working conditions to obtain the piston ring-cylinder liner equivalent life prediction function; finally, obtaining the vehicle's equivalent mileage on the preset type of road based on the vehicle's operating parameters under different working conditions, and calculating the remaining equivalent life of the piston rings on the preset type of road based on the equivalent mileage and the piston ring-cylinder liner equivalent life prediction function. This piston ring-cylinder liner wear equivalent life prediction method combines road type and different working conditions to determine the boundary conditions of piston ring-cylinder liner, and selects elastic element 2 with corresponding stiffness coefficient to simulate the effect of engine burst pressure on piston 12, fully restoring the real scenario of engine operation. Adding abrasive particles to the lubricating oil that lubricates piston 12 and cylinder liner 10 accelerates the wear between piston 12 and cylinder liner 10, reduces test time, and saves development costs.

[0051] Further, see Figure 4 As shown, the steps for conducting piston ring-cylinder liner wear tests under different operating conditions to obtain the piston ring-cylinder liner equivalent life prediction function include: firstly, conducting piston ring-cylinder liner wear tests under different operating conditions to obtain the time required for the piston ring-cylinder liner wear to reach the preset wear amount under different operating conditions. Here, a piston ring 120 is fitted on the outer wall of the piston. When the piston 120 slides up and down along the inside of the cylinder liner 10, it is actually the piston ring 120 and the cylinder liner 10 that are repeatedly rubbing against each other. Therefore, after the wear test has been conducted for a period of time, the wear amount of the piston ring 120 and the cylinder liner 10 is monitored. If the sum of the wear amounts of the two reaches the preset wear amount, it means that the remaining life is 0 and it can no longer be used. At this time, the time required to reach the preset wear amount is recorded. Based on the time and the Weibull distribution, the piston ring-cylinder liner equivalent life curve under different operating conditions is obtained. Then, the piston ring-cylinder liner equivalent life curve under different operating conditions is normalized to obtain the piston ring-cylinder liner equivalent life prediction function.

[0052] Furthermore, the step of obtaining the equivalent mileage of the vehicle under the preset type of road based on the vehicle's operating parameters under different operating conditions specifically includes: firstly, obtaining the current mileage of the vehicle under different operating conditions on the preset type of road based on the vehicle's operating parameters under different operating conditions; secondly, calculating the acceleration factor under different operating conditions based on the piston ring-cylinder liner equivalent life curve under different operating conditions; and finally, calculating the equivalent mileage of the vehicle under the preset type of road based on the current mileage and acceleration factor under different operating conditions.

[0053] Specifically, based on the relationship between time and speed, the calculation formula for the piston ring-cylinder liner equivalent life prediction function is as follows:

[0054]

[0055] In the above formula (1), m is the shape parameter, η is the scale parameter, and S is an unknown, which represents the mileage.

[0056] The acceleration factor is calculated using the following formula:

[0057]

[0058] In the above formula (2), a is the ratio of m to η under two different working conditions, b is m-1, and c is t under two different working conditions. m-1 The ratio to η.

[0059] The formula for calculating the equivalent mileage under the preset road type is:

[0060] S′=S1×k(1)+S2×k(2)+S3×k(3)+S4×k(4)+S5×k(5) Formula (3)

[0061] In the above formula (3), S′ is the equivalent mileage under the preset type of road, and S1-S5 are the current mileage under different working conditions. Here, five working conditions are used as examples. k(1)-k(5) are the acceleration factors, i.e., equivalent coefficients, under the corresponding working conditions. Among them, k(1) equals 1. After calculating the equivalent mileage S′, it is substituted into the piston ring-cylinder liner equivalent life prediction function to obtain the remaining equivalent life of the piston ring under this type of road.

[0062] Furthermore, the operating parameters include the motor speed, engine load, thermal parameters, and current mileage, which are calculated using a raindrop counting method.

[0063] Furthermore, the boundary conditions include piston ring-cylinder liner friction, temperature gradient, and movement speed.

[0064] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0065] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0066] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A method for predicting the equivalent life of a piston ring-cylinder liner, characterized in that, It is used to implement the piston ring-cylinder liner wear test using a piston ring-cylinder liner wear test device, which includes: The cylinder body (1) is provided with a cylinder liner (10) and a drive assembly (11) inside. The top of the drive assembly (11) is provided with a piston (12) that slides inside the cylinder liner (10). Multiple sets of elastic elements (2) with different stiffness coefficients, one of which is detachably disposed above the piston (12); At least one lubricating oil line (3), wherein one of the lubricating oil lines (3) contains abrasive particles to increase the coefficient of friction between the piston (12) and the cylinder liner (10); wherein, The drive assembly (11) is used to drive the piston (12) to slide up and down relative to the cylinder liner (10), and the elastic element (2) is used to compress under the drive of the piston (12) to increase the friction between the piston (12) and the cylinder liner (10); The steps of the piston ring-cylinder liner equivalent life prediction method include: The operating parameters of the vehicle under different working conditions on a preset type of road are obtained respectively. Based on the operating parameters of the vehicle under different working conditions, the boundary conditions of the piston ring-cylinder liner under different working conditions are calculated. Based on the boundary conditions of piston ring-cylinder liner under different working conditions, the elastic element with corresponding stiffness coefficient (2) is determined respectively. After adding abrasive particles to the lubricating oil of the piston and cylinder liner, piston ring-cylinder liner wear test is carried out under different working conditions to obtain the piston ring-cylinder liner equivalent life prediction function. Based on the vehicle's operating parameters under different working conditions, the equivalent mileage of the vehicle under the preset type of road is obtained, and the remaining equivalent life of the piston rings of the vehicle under the preset type of road is calculated based on the equivalent mileage and the piston ring-cylinder liner equivalent life prediction function. The process of conducting piston ring-cylinder liner wear tests under different operating conditions to obtain the equivalent life prediction function of the piston ring-cylinder liner includes: Piston ring-cylinder liner wear tests were conducted under different operating conditions to obtain the time required for the wear amount of piston ring-cylinder liner to reach the preset wear amount under different operating conditions. Based on the time, the equivalent life curves of piston rings and cylinder liners under different working conditions are obtained. The equivalent life curves of piston rings and cylinder liners under different working conditions are normalized to obtain the equivalent life prediction function of piston rings and cylinder liners. The step of obtaining the equivalent mileage of the vehicle under the preset type of road based on the vehicle's operating parameters under different operating conditions includes: Based on the vehicle's operating parameters under different working conditions, the current mileage of the vehicle under different working conditions on the preset type of road is obtained respectively; Based on the piston ring-cylinder liner equivalent life curves under different operating conditions, the acceleration factors under different operating conditions were calculated respectively. Based on the current mileage and acceleration factor under different operating conditions, the equivalent mileage of the vehicle under the preset type of road is calculated; Based on the relationship between time and speed, the calculation formula for the piston ring-cylinder liner equivalent life prediction function is as follows: Official (1) In the above formula (1), m is the shape parameter, η is the scale parameter, and S is an unknown, which represents the mileage; The acceleration factor is calculated using the following formula: Official (2) In the above formula (2), a is the ratio of m to η under two different working conditions, b is m-1, and c is t under two different working conditions. m-1 The ratio to η.

2. The piston ring-cylinder liner equivalent life prediction method as described in claim 1, characterized in that: The piston ring-cylinder liner wear test device includes multiple sets of heating components with different heating powers, and one of the multiple sets of heating components is detachably sleeved on the cylinder liner (10); Each of the heating components includes at least two resistance wires (4) with different resistance values, and the resistance value of the upper resistance wire (4) is greater than the resistance value of the lower resistance wire (4).

3. The piston ring-cylinder liner equivalent life prediction method as described in claim 1, characterized in that: The cylinder body (1) is provided with a cylinder cover (5) at the top. The inner wall of the top of the cylinder cover (5) is provided with the elastic element (2). Multiple friction sensors (6) are provided between the cylinder cover (5) and the cylinder body (1). The multiple friction sensors (6) can be used to adjust the level of the cylinder cover (5) and also to monitor the friction between the piston (12) and the cylinder liner (10).

4. The piston ring-cylinder liner equivalent life prediction method as described in claim 1, characterized in that: The cylinder body (1) includes a receiving cavity (13), in which the cylinder liner (10) and the drive assembly (11) are arranged from top to bottom. There are two lubricating oil pipelines (3). One end of the lubricating oil pipeline (3) is connected to the bottom of the receiving cavity (13), and the other end is connected to the top of the receiving cavity (13). The lubricating oil pipeline (3) is provided with an oil reservoir (30). A mixing box (31) filled with the abrasive particles is provided between the outlet of the oil reservoir (30) and the receiving cavity (13). A filter element (32) is provided between the inlet of the oil reservoir (30) and the receiving cavity (13). The remaining lubricating oil pipeline (3) is connected to a pipe section located downstream of the oil reservoir (30) and the other end is connected to the receiving cavity (13).

5. The piston ring-cylinder liner equivalent life prediction method as described in claim 1, characterized in that: The drive assembly (11) includes a crankshaft (110), a connecting rod (111), and a motor (112). One end of the crankshaft (110) is connected to the connecting rod (111), and the other end of the connecting rod (111) is connected to the piston (12). A reduction gear (113) is provided between the motor (112) and the crankshaft (110). The motor (112) and the reduction gear (113) are used together to drive the crankshaft (110) to move.

6. The piston ring-cylinder liner equivalent life prediction method as described in claim 1, characterized in that: The operating parameters include motor speed, engine load, thermal parameters, and current mileage; The current mileage is calculated using a rainfall counting method.

7. The piston ring-cylinder liner equivalent life prediction method as described in claim 1, characterized in that: The boundary conditions include the frictional force between the piston ring and cylinder liner, the temperature gradient, and the moving speed.

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