Method of testing races and guide of an engine

Abstract

This disclosure provides a testing method for engine seat rings and guide tubes, belonging to the field of engine testing. The method includes: controlling the engine to continuously operate for multiple cycles, each cycle sequentially including a first idle condition, an acceleration condition, a stable condition, a deceleration condition, and a second idle condition. Under the first and second idle conditions, the engine speed is a first speed; under the stable condition, the engine speed is a second speed, which is greater than the first speed; under the acceleration condition, the engine speed linearly increases from the first speed to the second speed; under the deceleration condition, the engine speed linearly decreases from the second speed to the first speed. After the engine stops running, the wear amount of the seat ring is used to determine whether the seat ring is qualified, and the wear amount of the guide tube is used to determine whether the guide tube is qualified. This method can fully verify the seat ring and guide tubes to prevent them from failing during engine operation.

Description

Technical Field

[0001] This disclosure belongs to the field of engine testing technology, and specifically relates to a test method for engine seat rings and guide tubes. Background Technology

[0002] Engine seat rings and guides are core components of an engine. Failure of these components during engine operation will cause engine malfunction. Therefore, engine seat rings and guides need to be tested before the engine leaves the factory.

[0003] In related technologies, a cylinder head bearing and a guide tube can be installed on the engine cylinder head. After the engine is assembled, it is controlled to run continuously for a certain period of time under rated operating conditions. After the engine stops running, the wear of the cylinder head bearing and the wear of the guide tube are used to determine whether the bearing is qualified.

[0004] This testing method for the raceway and guide tubes is insufficient for verifying their functionality. During engine development and subsequent use, wear issues may still occur in the raceway and guide tubes, affecting engine operation. Summary of the Invention

[0005] This disclosure provides a testing method for engine seat rings and guides, enabling thorough testing of the engine seat rings and guides to reduce wear problems during engine development and use. The technical solution is as follows:

[0006] On one hand, a testing method for engine seat rings and guide tubes is provided. The method includes: controlling the engine to run continuously for multiple cycles, each cycle sequentially including a first idle condition, an acceleration condition, a stable condition, a deceleration condition, and a second idle condition. The engine speed in the first and second idle conditions is a first speed, the engine speed in the stable condition is a second speed, the second speed is greater than the first speed, the engine speed in the acceleration condition increases linearly from the first speed to the second speed, and the engine speed in the deceleration condition decreases linearly from the second speed to the first speed. After the engine stops running, the wear amount of the seat ring is used to determine whether the seat ring is qualified, and the wear amount of the guide tube is used to determine whether the guide tube is qualified.

[0007] Optionally, in each cycle, the cooling water flow rate of the engine's cooling system is a first flow rate under the first idling condition and the second idling condition; the cooling water flow rate is a second flow rate under the stable condition, and the second flow rate is greater than the first flow rate; the cooling water flow rate increases linearly from the first flow rate to the second flow rate under the acceleration condition; and the cooling water flow rate decreases linearly from the second flow rate to the first flow rate under the deceleration condition.

[0008] Optionally, in each cycle, the coolant temperature of the engine's cooling system is a first temperature under the first idling condition; the coolant temperature is a second temperature at the end of the stable condition, and the second temperature is higher than the first temperature; the coolant temperature increases linearly from the first temperature to the second temperature under the acceleration condition and the stable condition; and the coolant temperature decreases linearly from the second temperature to the first temperature under the deceleration condition and the second idling condition.

[0009] Optionally, the method further includes: obtaining a first correspondence, a second correspondence, and a third correspondence under full-load engine operation, wherein the first correspondence is the correspondence between engine speed and seat bead duct temperature, the second correspondence is the correspondence between engine speed and exhaust temperature, and the third correspondence is the correspondence between engine speed and coolant flow rate; and determining the engine operating parameters under stable operating conditions based on the first correspondence, the second correspondence, and the third correspondence.

[0010] Optionally, obtaining the first correspondence under full engine load operation includes: controlling the engine to operate at various speed points in a set of speed points under full engine load operation, the set of speed points including multiple speed points arranged from smallest to largest and with a set speed interval between any two adjacent speed points; measuring the seat ring guide temperature corresponding to each speed point in the set of speed points using a temperature sensor installed on the engine cylinder head, the temperature sensor being installed near the guide and the seat ring; and obtaining the first correspondence based on the set of speed points and the temperature set.

[0011] Optionally, determining the engine operating parameters under the stable operating condition based on the first correspondence, the second correspondence, and the third correspondence includes:

[0012] The engine speed that meets the following conditions is determined as the target engine speed: in the first correspondence, the seat bead guide temperature corresponding to the target engine speed is greater than or equal to the seat bead guide temperature at the rated operating point; in the second correspondence, the exhaust temperature corresponding to the target engine speed is greater than or equal to the exhaust temperature at the rated operating point; and in the third correspondence, the coolant flow rate corresponding to the target engine speed is less than the coolant flow rate at the rated operating point; the target engine speed is taken as the second speed, and the coolant flow rate corresponding to the target engine speed in the third correspondence is taken as the second flow rate.

[0013] Optionally, the total duration of the plurality of cycles is 400 to 600 hours.

[0014] Optionally, in each cycle, the duration of the first idling condition is 10 to 20 minutes, the duration of the acceleration condition is 10 to 20 minutes, the duration of the stable condition is 10 to 20 minutes, the duration of the deceleration condition is 10 to 20 minutes, and the duration of the second idling condition is 10 to 20 minutes.

[0015] Optionally, determining whether the seat ring is qualified based on the wear amount includes: determining that the seat ring is qualified when the wear amount is less than a first set value; or, determining that the seat ring is unqualified when the wear amount is greater than or equal to the first set value.

[0016] Optionally, determining whether the catheter is qualified based on the amount of wear includes: determining that the catheter is qualified when the amount of wear is less than a second set value; or determining that the catheter is unqualified when the amount of wear is greater than or equal to the second set value.

[0017] The beneficial effects of the technical solutions provided in this disclosure include at least the following:

[0018] In this embodiment, a stable operating condition is set in each engine operation cycle. Under this stable condition, the engine speed remains constant at a relatively high second speed, and the valve seat continuously bears the heat transferred from the valve to fully verify the valve seat. Furthermore, acceleration and deceleration conditions are set in each engine operation cycle. Under these conditions, the transient engine speed changes, and the valve rotation speed also changes. Under the action of lateral force, the friction between the valve and the valve guide increases, thus fully verifying the valve guide. A first idle condition and a second idle condition are also set in each engine operation cycle to connect each cycle in series, allowing the engine to run continuously for multiple cycles. Thus, after multiple engine operation cycles, the wear of the valve seat and the valve guide can be used to determine whether they are qualified. This method can fully verify the valve seat and the valve guide, avoiding engine failures caused by wear of the valve seat and valve guide during engine development or use. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this disclosure, 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 disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a flowchart of a test method for an engine seat ring and guide tube provided in an embodiment of this disclosure;

[0021] Figure 2 This is a flowchart of another test method for engine seat rings and guides provided in this disclosure embodiment;

[0022] Figure 3 This is a schematic diagram of the first correspondence, second correspondence, and third correspondence provided in the embodiments of this disclosure;

[0023] Figure 4 This is a schematic diagram showing the relationship between engine operating parameters corresponding to various engine operating conditions in a cycle, provided by an embodiment of this disclosure. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of this disclosure clearer, the embodiments of this disclosure will be described in further detail below with reference to the accompanying drawings.

[0025] To facilitate understanding of the embodiments disclosed herein, the engine seat ring and guide tube will be briefly described below.

[0026] The engine's valve seats and guides are mounted on the engine cylinder head and mate with the valves to form kinematic friction pairs. The engine valve seats and valves form a sealing surface to provide effective compression pressure to the engine. The engine guides are fitted over the valves to guide them and transfer heat from the valve stems to the engine cylinder head.

[0027] During engine operation, the movement of valves causes wear on the valve seats and guides. When the wear on the valve seats and guides reaches a certain level, the engine will malfunction and fail to operate normally. If the valve seats or guides fail during vehicle operation, leading to engine failure, it will result in various types of engine malfunctions.

[0028] In related technologies, during the engine development stage, the working temperature of the seat ring and guide tube is first analyzed based on the engine's performance parameters, conceptual design model, and CAE (Computer Aided Engineering). Then, appropriate seat ring and guide tube materials are selected based on the working temperature, and the selected materials are used to prototype and assemble the seat ring and guide tube.

[0029] Figure 1 This is a flowchart illustrating a testing method for an engine raceway and guide tube according to an embodiment of this disclosure. See also... Figure 1 The method includes:

[0030] In step 101, the engine is controlled to run continuously for multiple cycles, each cycle including a first idle condition, an acceleration condition, a stable condition, a deceleration condition, and a second idle condition.

[0031] In the first and second idle conditions, the engine speed is the first speed. In the stable condition, the engine speed is the second speed, which is greater than the first speed. In the acceleration condition, the engine speed increases linearly from the first speed to the second speed. In the deceleration condition, the engine speed decreases linearly from the second speed to the first speed.

[0032] In step 102, after the engine stops running, the wear of the seat ring is used to determine whether the seat ring is qualified, and the wear of the guide is used to determine whether the guide is qualified.

[0033] In this embodiment, a stable operating condition is set in each engine operation cycle. Under this stable condition, the engine speed remains constant at a relatively high second speed, and the valve seat continuously bears the heat transferred from the valve to fully verify the valve seat. Furthermore, acceleration and deceleration conditions are set in each engine operation cycle. Under these conditions, the transient engine speed changes, and the valve rotation speed also changes. Under the action of lateral force, the friction between the valve and the valve guide increases, thus fully verifying the valve guide. A first idle condition and a second idle condition are also set in each engine operation cycle to connect each cycle in series, allowing the engine to run continuously for multiple cycles. Thus, after multiple engine operation cycles, the wear of the valve seat and the valve guide can be used to determine whether they are qualified. This method can fully verify the valve seat and the valve guide, avoiding engine failures caused by wear of the valve seat and valve guide during engine development or use.

[0034] Figure 2 This is a flowchart illustrating a testing method for an engine raceway and guide tube according to an embodiment of this disclosure. See also... Figure 2 The method includes:

[0035] In step 201, under the condition that the engine is running at full load, the first correspondence, the second correspondence, and the third correspondence are obtained.

[0036] Among them, the first correspondence is the relationship between engine speed and seat bezel duct temperature, the second correspondence is the relationship between engine speed and exhaust temperature, and the third correspondence is the relationship between engine speed and coolant flow rate.

[0037] Exhaust temperature (or simply exhaust temperature) refers to the temperature measured in front of the turbocharger turbine, and can also be called turbine inlet temperature. Seat bead duct temperature refers to the temperature near the seat bead and duct.

[0038] Engines are typically equipped with a cooling system. This system maintains the engine within a suitable temperature range. The cooling system includes a radiator, water pump, thermostat, cooling fan, radiator, water channels in the engine block, and water jackets on the cylinder head. The cooling medium in this system is coolant. The flow rate refers to the flow rate of coolant (i.e., coolant flow rate) through the radiator inlet.

[0039] In addition to the first, second, and third correspondences, a fourth correspondence can be obtained in step 201. This fourth correspondence is the relationship between engine speed and engine coolant temperature. Here, engine coolant temperature refers to the coolant temperature at the radiator inlet of the vehicle.

[0040] For example, step 201 may include the following three steps:

[0041] The first step is to control the engine to run at full load, according to the set of speed points. The set of speed points includes multiple speed points arranged from smallest to largest, with a set interval between any two adjacent speed points. For example, you can start from the engine idle speed and set a speed point every 500 rpm.

[0042] The second step is to measure the seat ring duct temperature, exhaust temperature, water flow rate, and water temperature corresponding to each engine speed point, and obtain the set of seat ring duct temperature, exhaust temperature, water flow rate, and water temperature.

[0043] The third step is to obtain the first correspondence based on the set of rotation speed points and the set of seat ring and guide tube temperatures; the second correspondence based on the set of rotation speed points and the set of exhaust temperatures; the third correspondence based on the set of rotation speed points and the set of water flow rates; and the fourth correspondence based on the set of rotation speed points and the set of water temperature.

[0044] In this first step, the engine operates at full load, which can also be referred to as the engine operating under external characteristic conditions. External characteristic conditions refer to: the engine throttle being fully open.

[0045] In this second step, the cylinder head temperature near the guide tube and seat ring is measured using a temperature sensor installed on the engine cylinder head. This cylinder head temperature is the seat ring and guide tube temperature. In this embodiment, temperature sensor mounting holes are provided on the cylinder head for each cylinder, and these holes are located near the guide tube and seat ring (e.g., at a distance from the guide tube and seat ring not exceeding a set value). The temperature sensor is installed in the mounting hole, and then the seat ring and guide tube are installed onto the cylinder head with the temperature sensor. The cylinder head undergoes a leak test on the water jacket and oil chamber. After the leak test is passed, the cylinder head is installed onto the engine. This allows for direct measurement of the temperature at the seat ring and guide tube during engine operation, facilitating accurate determination of engine operating parameters under stable conditions. The exhaust temperature can be measured using a temperature sensor located before the turbocharger turbine, and the outlet water flow rate can be measured using a flow meter located at the radiator inlet. The outlet water temperature can be measured using a thermometer located at the radiator inlet.

[0046] For example, in this third step, a first correspondence is obtained based on the set of rotational speed points and the set of seat ring guide temperatures. This first correspondence can be obtained by linearly fitting the rotational speed points in the set of rotational speed points and the seat ring guide temperatures in the set of seat ring guide temperatures. The determination methods for the second, third, and fourth correspondences are similar to those for the first correspondence, and detailed descriptions are omitted here.

[0047] In step 202, the engine operating parameters under stable operating conditions are determined based on the first correspondence, the second correspondence, and the third correspondence.

[0048] For example, engine operating parameters include at least engine speed, and may also include engine output torque or power, etc. In this embodiment of the disclosure, the engine operates at full load under stable operating conditions.

[0049] In some examples, step 202 may include: First, determining the engine speed that satisfies the following conditions as the target engine speed: in a first correspondence, the seat bead duct temperature corresponding to the target engine speed is greater than or equal to the seat bead duct temperature at the rated operating point; in a second correspondence, the exhaust temperature corresponding to the target engine speed is greater than or equal to the exhaust temperature at the rated operating point; and in a third correspondence, the coolant flow rate corresponding to the target engine speed is less than the coolant flow rate at the rated operating point. Second, using the target engine speed as the engine speed under stable operating conditions (i.e., the second speed hereinafter), and using the coolant flow rate corresponding to the target engine speed in the third correspondence as the coolant flow rate under stable operating conditions (i.e., the second flow rate hereinafter).

[0050] In other examples, the engine speed corresponding to the engine's rated operating point can be taken as the engine speed under stable operating conditions, and the coolant flow rate corresponding to the rated operating point can be taken as the coolant flow rate under stable operating conditions.

[0051] The rated operating point can be the engine speed corresponding to its maximum power. Typically, during engine development, it's assumed that the engine's seat ring and guide tube temperatures are highest at the rated operating point. However, during actual engine operation, due to the addition of the engine cooling system and electronic control calibration (which controls the engine cooling system's workflow and engine ignition / fuel injection), the engine speed at which the seat ring and guide tube temperatures are highest is not necessarily at the rated operating point. For example, when the seat ring, guide tube, and exhaust temperatures are high, but the water flow rate is relatively low, even higher temperatures may occur under rapid acceleration. Therefore, by combining the actual engine temperatures (seat ring, guide tube, and exhaust temperatures) and water flow rate, a target engine speed can be determined. Using this target engine speed as the engine speed under stable operating conditions can accelerate seat ring wear and provide thorough verification of the seat ring's performance.

[0052] Figure 3 This is a schematic diagram illustrating the first, second, and third correspondence relationships provided in the embodiments of this disclosure. Curve S1 represents the first correspondence relationship, curve S2 represents the second correspondence relationship, and curve S3 represents the fourth correspondence relationship. Figure 3At the rated operating point, the engine speed is 5500 rpm, the seat bezel temperature is 850℃, and the exhaust temperature is 900℃. From Figure 3 It can be seen that the seat ring guide temperature at an engine speed of 2500 rpm is comparable to that at an engine speed of 5500 rpm, while the exhaust temperature at an engine speed of 2500 rpm is higher than that at 5500 rpm. Simultaneously, the water flow rate at an engine speed of 2500 rpm is less than that at 5500 rpm. Therefore, an engine speed of 2500 rpm is the target engine speed (i.e., the engine speed under stable operating conditions), and a water flow rate of 300 L / min at an engine speed of 2500 rpm is the water flow rate under stable operating conditions.

[0053] In step 203, the engine is controlled to run continuously for multiple cycles, each cycle including a first idle condition, an acceleration condition, a stable condition, a deceleration condition, and a second idle condition.

[0054] In this embodiment, the engine speed is the first speed under the first idling condition and the second idling condition, and the engine speed is the second speed under the steady condition. The second speed is greater than the first speed. Under the acceleration condition, the engine speed increases linearly from the first speed to the second speed, and under the deceleration condition, the engine speed decreases linearly from the second speed to the first speed. This second speed is the aforementioned target engine speed.

[0055] In each cycle, the coolant flow rate of the engine's cooling system is the first flow rate under the first and second idle conditions; the coolant flow rate is the second flow rate under the steady-state condition, and the second flow rate is greater than the first flow rate; under the acceleration condition, the coolant flow rate increases linearly from the first flow rate to the second flow rate; under the deceleration condition, the coolant flow rate decreases linearly from the second flow rate to the first flow rate. Here, the second flow rate is the coolant flow rate corresponding to the target engine speed in the aforementioned third correspondence.

[0056] In each cycle, the coolant temperature of the engine's cooling system is the first temperature under the first idle condition; the coolant temperature at the end of the steady-state condition is the second temperature, which is higher than the first temperature; the coolant temperature increases linearly from the first temperature to the second temperature under acceleration and steady-state conditions; and the coolant temperature decreases linearly from the second temperature to the first temperature under deceleration and the second idle condition. Here, the second temperature is the outlet water temperature corresponding to the target engine speed in the aforementioned fourth correspondence.

[0057] Figure 4 This is a schematic diagram illustrating the relationship between engine operating parameters corresponding to various engine operating conditions within a cycle, provided in an embodiment of this disclosure. For example... Figure 4As shown, under the first idle condition, the engine speed is N1, the torque is T, the outlet water temperature is t1, and the outlet water flow rate is Q1; under the steady condition, the engine speed is N2 (N2 > N1), the torque is T2, and the outlet water flow rate is Q2 (Q2 > Q1); under the second idle condition, the engine speed is N1, the torque is T, and the outlet water flow rate is Q1; under the acceleration condition, the engine speed increases linearly from N1 to N2, and the outlet water flow rate increases linearly from Q1 to Q2; and under both the acceleration and steady conditions, the outlet water temperature increases linearly from t1 to t2; under the deceleration condition, the engine speed decreases linearly from N2 to N1, and the outlet water flow rate decreases linearly from Q2 to Q1; and under both the deceleration and second idle conditions, the outlet water temperature decreases linearly from t2 to t1.

[0058] It should be noted that, for ease of description, Figure 4 The duration for each working condition is roughly equal and set to be relatively short. However, in actual applications, the duration for each working condition can be set according to actual needs.

[0059] This step 203 completes the durability test of the engine's seat ring and guide tubes.

[0060] In this embodiment of the disclosure, the total duration of multiple cycles of continuous engine operation is 400 to 600 hours, for example, 500 hours. By selecting appropriate engine operating conditions to constitute each cycle, both seat wear and guide wear can be accelerated, thereby allowing for sufficient verification of the durability of the seat and guide in a shorter time.

[0061] For example, in each cycle, the duration of the first idling condition is 1 to 3 minutes, the acceleration condition is 1 to 3 minutes, the steady-state condition is 10 to 30 minutes, the deceleration condition is 1 to 3 minutes, and the second idling condition is 1 to 3 minutes. For instance, in each cycle, the duration of the first idling condition is 1 minute, the acceleration condition is 1 minute, the steady-state condition is 20 minutes, the deceleration condition is 1 minute, and the second idling condition is 1 minute. This allows for thorough verification of the seat ring and guide tube while improving testing efficiency.

[0062] In step 204, after the engine stops running, the wear of the seat ring and the wear of the guide are measured.

[0063] In this embodiment of the disclosure, wear amount refers to the amount of contour subsidence in the direction perpendicular to the sealing surface.

[0064] After the engine is stopped, it is disassembled, and the wear of the bearing race and the guide tubes is measured. This embodiment of the invention does not limit the method of measuring the wear of the bearing race and the guide tubes; any measurement method from related technologies can be used.

[0065] Optionally, before disassembling the engine, the combustion consistency and cylinder pressure of each cylinder can be measured, as well as the engine's idle stability. Combustion consistency, cylinder pressure, and idle stability are used to assist in determining whether the engine seat rings and guides have failed.

[0066] For example, the seat ring and guide tube are considered to have failed when the engine does not meet one or more of the following conditions:

[0067] Condition 1: Combustion consistency in all cylinders of the engine is unqualified. Here, combustion consistency refers to whether the combustion speed of each cylinder of the engine is consistent. When the difference between the combustion speeds of any two cylinders is greater than a set value, it indicates that combustion consistency is unqualified. When the difference between the combustion speeds of any two cylinders is less than the set value, the combustion speed of each cylinder of the engine can be measured using a combustion analyzer.

[0068] Condition 2: The cylinder pressure range of each cylinder in the engine is unqualified. Here, the cylinder pressure range refers to the difference between the maximum and minimum cylinder pressure values. When the cylinder pressure range is less than the set range value, it indicates that the cylinder pressure range is qualified; when the cylinder pressure range is greater than or equal to the set range value, it indicates that the cylinder pressure range is unqualified. For example, the set range value can be 1 bar. The cylinder pressure of each cylinder in the engine can also be measured using a combustion analyzer.

[0069] Condition 3: Engine stability is unqualified. Here, idle speed stability refers to the engine speed fluctuation under idle conditions. When the speed fluctuation is less than or equal to a threshold (e.g., 50 rpm), it indicates that the idle speed stability is qualified. When the speed fluctuation is greater than the threshold, it indicates that the idle speed stability is unqualified.

[0070] When it is determined that the seat ring and guide tube have failed based on the above conditions, the machine can be disassembled to further determine the amount of wear on the seat ring and guide tube.

[0071] In step 205, the wear of the seat ring is used to determine whether the seat ring is qualified, and the wear of the conduit is used to determine whether the conduit is qualified.

[0072] When the wear of the seat ring is less than the first set value, the seat ring is considered qualified; when the wear of the seat ring is greater than or equal to the first set value, the seat ring is considered unqualified. The first set value can be set according to actual needs, for example, it can be 50μm.

[0073] When the wear of the catheter is less than the second set value, the catheter is considered qualified; when the wear is greater than or equal to the second set value, the catheter is considered unqualified. The second set value can be set according to actual needs, for example, it can be 50μm.

[0074] The first setting value and the second setting value can be the same or different.

[0075] When the engine seat ring or guide tube is defective, the design of the defective part needs to be replaced, for example, by changing the material. When the engine seat ring or guide tube is qualified, it means that the material of the engine seat ring and guide tube has good compatibility with the engine.

[0076] In this embodiment, a stable operating condition is set in each engine operation cycle. Under this stable condition, the engine speed remains constant at a relatively high second speed, and the valve seat continuously bears the heat transferred from the valve to fully verify the valve seat. Furthermore, acceleration and deceleration conditions are set in each engine operation cycle. Under these conditions, the transient engine speed changes, and the valve rotation speed also changes. Under the action of lateral force, the friction between the valve and the valve guide increases, thus fully verifying the valve guide. A first idle condition and a second idle condition are also set in each engine operation cycle to connect each cycle in series, allowing the engine to run continuously for multiple cycles. Thus, after multiple engine operation cycles, the wear of the valve seat and the valve guide can be used to determine whether they are qualified. This method can fully verify the valve seat and the valve guide, avoiding engine failures caused by wear of the valve seat and valve guide during engine development or use.

[0077] Furthermore, by selecting appropriate engine speed, outlet water temperature, and outlet water flow rate as stable operating conditions, the wear of the seat ring and guide tube can be accelerated, thereby shortening the test time and improving test efficiency.

[0078] The above description is merely an optional embodiment of this disclosure and is not intended to limit this disclosure. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the protection scope of this disclosure.

Claims

1. A test method for engine seat rings and guide tubes, characterized in that, The method includes: Under full engine load operation, a first correspondence, a second correspondence, and a third correspondence are obtained. The first correspondence is the correspondence between engine speed and seat bead duct temperature, the second correspondence is the correspondence between engine speed and exhaust temperature, and the third correspondence is the correspondence between engine speed and coolant flow rate. The engine speed that meets the following conditions is determined as the target engine speed: in the first correspondence, the seat bead duct temperature corresponding to the target engine speed is greater than or equal to the seat bead duct temperature at the rated operating point; in the second correspondence, the exhaust temperature corresponding to the target engine speed is greater than or equal to the exhaust temperature at the rated operating point; and in the third correspondence, the coolant flow rate corresponding to the target engine speed is less than the coolant flow rate at the rated operating point. The target engine speed is taken as the second speed, and the cooling water flow rate corresponding to the target engine speed in the third correspondence is taken as the second flow rate; The engine is controlled to operate continuously for multiple cycles, each cycle sequentially including a first idle condition, an acceleration condition, a stable condition, a deceleration condition, and a second idle condition. In the first and second idle conditions, the engine speed is a first speed; in the stable condition, the engine speed is the second speed, which is greater than the first speed; in the acceleration condition, the engine speed linearly increases from the first speed to the second speed; and in the deceleration condition, the engine speed linearly decreases from the second speed to the first speed. In each cycle, the cooling water flow rate of the engine's cooling system is a first flow rate in the first and second idle conditions; the cooling water flow rate is the second flow rate in the stable condition, which is greater than the first flow rate; and in the acceleration condition... Under the operating condition, the cooling water flow rate increases linearly from the first flow rate to the second flow rate; under the deceleration condition, the cooling water flow rate decreases linearly from the second flow rate to the first flow rate; under the first idling condition, the cooling water temperature of the engine's cooling system is the first temperature; at the end of the stable operating condition, the cooling water temperature is the second temperature, which is higher than the first temperature; under the acceleration condition and the stable operating condition, the cooling water temperature increases linearly from the first temperature to the second temperature; under the deceleration condition and the second idling condition, the cooling water temperature decreases linearly from the second temperature to the first temperature; after the engine stops running, the wear of the seat ring is used to determine whether the seat ring is qualified, and the wear of the guide pipe is used to determine whether the guide pipe is qualified.

2. The method according to claim 1, characterized in that, Obtaining the first correspondence under full engine load operation includes: When the engine is running at full load, the engine is controlled to run at each speed point in the set of speed points. The set of speed points includes multiple speed points, which are arranged from smallest to largest and the speed is set at intervals between any two adjacent speed points. The temperature set is obtained by measuring the temperature of the seat ring guide corresponding to each speed point in the set of speed points using a temperature sensor installed on the engine cylinder head. The temperature sensor is installed near the guide and the seat ring. The first correspondence is obtained based on the set of rotational speed points and the set of temperatures.

3. The method according to claim 1 or 2, characterized in that, The total duration of the multiple cycles is 400 to 600 hours.

4. The method according to claim 3, characterized in that, In each cycle, the duration of the first idling condition is 10 to 20 minutes, the duration of the acceleration condition is 10 to 20 minutes, the duration of the stable condition is 10 to 20 minutes, the duration of the deceleration condition is 10 to 20 minutes, and the duration of the second idling condition is 10 to 20 minutes.

5. The method according to claim 1, 2, or 4, characterized in that, The step of determining whether the seat ring is qualified based on the wear amount of the seat ring includes: When the wear of the seat ring is less than a first set value, the seat ring is determined to be qualified; or, When the wear of the seat ring is greater than or equal to a first set value, the seat ring is determined to be defective.

6. The method according to claim 1, 2, or 4, characterized in that, The step of determining whether the conduit is qualified based on the amount of wear includes: When the wear of the catheter is less than a second set value, the catheter is determined to be qualified; or, When the wear of the catheter is greater than or equal to a second set value, the catheter is determined to be defective.

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