A method for improving the efficiency of an engine housing air tightness detection device

Abstract

The present application relates to the technical field of air tightness detection, and particularly relates to a method for improving the efficiency of an engine shell air tightness detection device, comprising the following steps: S1, installing an engine and an air compressor; S2, filling air into the inside of the engine shell through the air compressor, calculating a standard air filling pressure difference according to the real-time air filling pressure of detection, and completing the air tightness detection of the air filling process when the real-time air filling pressure reaches a preset holding pressure; and S3, performing the air tightness detection of the holding process. The controller calculates the standard air filling pressure difference to determine the air tightness detection situation of the air filling process in the engine in real time. If an abnormal state occurs, a prompt for on-site troubleshooting is sent to an external management terminal in time. The method can pre-judge during the air filling process, reduce the total air tightness detection time, increase the air tightness detection efficiency, accurately determine the air tightness detection of the holding process by calculating the real-time pressure drop rate, and is simple and direct.

Description

Technical Field

[0001] The present invention relates to the technical field of air tightness detection, and in particular to a method for improving the efficiency of engine casing air tightness detection equipment. Background Art

[0002] An engine is a machine that can convert other forms of energy into mechanical energy, including internal combustion engines, external combustion engines, jet engines, electric motors, etc.; an engine is applicable to both power generating devices and the entire machine including the power device. Before the engine is used in various operations, it needs to be tested for air tightness. For example, a compression ignition engine needs to perform a series of actions including intake, compression, fuel injection, combustion, expansion work, and exhaust during operation. When the engine is at high power, it needs to burn more fuel, and thus more air needs to enter. When the idle speed is stable, the air volume needs to be adjusted to ensure the combustion of a small amount of fuel to meet the fuel economy requirements. If the air tightness detection method is complicated and time-consuming, it will increase the preparation time of the device before the operation, thereby affecting work efficiency.

[0003] Chinese patent publication number: CN111855108A, discloses an automobile engine system pipeline airtightness performance testing equipment. Its technical point is to seal the air outlet and air inlet of the pipeline through the cooperation of the air intake device and the airbag device, and to detect and compare the airtightness between the pipelines. It can be seen that in the existing airtightness testing technology, there is a lack of methods to improve the efficiency of airtightness testing by using intelligent auxiliary devices to perform testing while inflating, and by reducing the pressure holding time, thereby reducing the total testing time of the testing equipment. Summary of the Invention

[0004] To this end, the present invention provides a method for improving the efficiency of engine casing air tightness detection equipment to overcome the problem in the prior art that it is impossible to perform continuous and diverse air tightness detection pre-judgments during the inflation process and thus promptly identify unqualified engine casings.

[0005] To achieve the above object, the present invention provides a method for improving the efficiency of engine casing air tightness detection equipment, comprising:

[0006] Step S1: assemble the components of the engine casing to be inspected, determine the air inlet and inspection port of the engine casing based on the assembled engine casing, seal the other openings of the engine casing, connect the air compressor nozzle of the equipment to the air inlet of the engine casing, and connect the pressure gauge of the air tightness inspection equipment to the inspection port of the engine casing and perform a sealing process;

[0007] Step S2, inflating the interior of the housing by the air compressor, during the inflation process, the controller calculates a real-time standard pressure based on the real-time air volume inside the engine housing and the volume of the air charged into the housing detected by the flow meter, calculates a real-time standard pressure difference based on the calculated real-time standard pressure and the real-time inflation pressure detected by the pressure gauge, and determines the real-time standard pressure difference and the real-time inflation pressure based on the standard inflation detection pressure difference and the real-time standard pressure, until the real-time inflation pressure inside the engine housing is greater than or equal to the preset holding pressure, then stops inflating the interior of the engine housing, and completes the determination of the inflation process inside the engine housing;

[0008] In step S3, when the interior of the engine casing is inflated until the real-time inflation pressure inside the engine casing is equal to the preset holding pressure, the controller determines the pressure holding process inside the engine casing, obtains the pressure data value detected by the pressure gauge, calculates the real-time holding pressure drop and the real-time pressure drop rate according to the pressure data value, determines the real-time holding pressure drop according to the allowable holding pressure drop, and determines the real-time pressure drop rate according to the standard pressure drop rate, so as to determine whether the engine casing is qualified.

[0009] Furthermore, in step S2, the process of determining the real-time standard pressure difference and the real-time inflation pressure according to the standard inflation detection pressure difference and the real-time standard pressure is as follows: if the real-time standard pressure difference is less than or equal to the standard inflation detection pressure difference, it is determined that the process of inflating the interior of the engine housing is normal;

[0010] If the real-time standard pressure difference is greater than the standard inflation detection pressure difference, it is determined that the inflation process inside the engine housing is abnormal, and the real-time inflation pressure is determined based on the real-time standard pressure to determine the pressure state inside the engine housing;

[0011] If it is determined that the process of inflating the interior of the engine housing is normal, then the inflating of the interior of the engine housing is stopped until the real-time inflation pressure inside the engine housing is greater than or equal to the preset holding pressure.

[0012] Furthermore, when the controller determines that the real-time standard pressure difference is greater than the standard inflation detection pressure difference, the controller compares the real-time standard pressure with the real-time inflation pressure.

[0013] If the real-time inflation pressure is greater than the real-time standard pressure, the air compressor stops the operation of injecting air into the interior of the engine housing, and the controller inflates the interior of the engine housing through another air compressor;

[0014] If the real-time charging pressure is less than the real-time standard pressure, the controller will determine the real-time pause pressure difference according to the allowable holding pressure drop to determine whether the engine housing is qualified.

[0015] Furthermore, when the controller determines that the real-time inflation pressure is less than the real-time standard pressure, the controller records the real-time inflation pressure detected by the pressure gauge at the current moment as the initial pause pressure, disassembles the air compressor pipe mouth connected to the engine casing, and seals the connection between the air compressor pipe mouth and the engine casing. The timing device provided inside the controller starts the timing detection. When the timing duration is equal to the pause holding pressure duration, the controller obtains the real-time inflation pressure inside the engine casing detected by the pressure gauge as the pause end pressure, calculates the real-time pause pressure difference according to the pause initial pressure and the pause end pressure, and determines the real-time pause pressure difference according to the allowable holding pressure drop, wherein,

[0016] If the real-time pause pressure difference is greater than the allowable holding pressure drop, the engine housing is judged to be unqualified;

[0017] If the real-time pause pressure difference is less than or equal to the allowable holding pressure drop, the air compressor is determined to be leaking, the air compressor nozzle connected to the engine housing is disassembled, another air compressor nozzle is selected to be connected to the engine housing inflation port, and the above operation of inflating the engine interior through the air compressor is repeated, and the real-time standard pressure is calculated. The real-time standard pressure difference is determined based on the standard inflation detection pressure difference, and the real-time standard pressure is compared with the real-time inflation pressure for determination;

[0018] The real-time pause pressure difference is the absolute value of the difference between the pause initial pressure and the pause end pressure.

[0019] Furthermore, when the controller determines that the real-time inflation pressure is greater than the real-time standard pressure, the air compressor stops the operation of injecting air into the interior of the engine casing, the air compressor pipe mouth connected to the engine casing is disassembled, and the air is exhausted through the connection between the air compressor pipe mouth and the engine casing, and the other air compressor pipe mouth is connected to the inflation port of the engine casing, and the above-mentioned judgment operation of inflating the interior of the engine through the air compressor and comparing the real-time standard pressure with the real-time inflation pressure is repeated, the real-time standard pressure difference is judged according to the standard inflation detection pressure difference, and the judgment operation of comparing the real-time standard pressure with the real-time inflation pressure is recorded as completing one judgment.

[0020] Furthermore, a standard number of determinations is set inside the controller. When another air compressor nozzle is connected to the engine housing inflation port, the above-mentioned determination operation of inflating the engine interior through the air compressor and comparing the real-time standard pressure with the real-time inflation pressure is repeated, the controller obtains the cumulative number of determinations during the inflation process of the engine interior, and determines the cumulative number of determinations based on the repeated number of determinations, wherein,

[0021] If the cumulative number of determinations is less than the standard number of determinations, the above calculation of the real-time standard pressure is repeated, the real-time standard pressure difference is determined based on the standard inflation detection pressure difference, and the real-time standard pressure is compared with the real-time inflation pressure for determination;

[0022] If the cumulative number of determinations is greater than or equal to the standard number of determinations, the controller determines that the airtightness detection during the inflation process inside the engine housing is abnormal and will perform on-site troubleshooting.

[0023] Furthermore, in step S3, when the controller determines that the real-time standard pressure difference is less than or equal to the standard inflation detection pressure difference, and the real-time inflation pressure inside the engine casing is equal to the preset holding pressure, the air compressor stops inflating the inside of the engine casing, the timing device starts timing, and the pressure gauge starts transmitting the real-time detected pressure data value to the controller for recording, until the timing time reaches the preset holding pressure time, the timing device stops timing, the controller stops recording the pressure data value, obtains the pressure data value at the current moment as the holding pressure detection pressure, and calculates the real-time holding pressure drop according to the preset holding pressure and the holding pressure detection pressure, and determines the real-time holding pressure drop according to the set allowable holding pressure drop, wherein,

[0024] If the real-time holding pressure drop is less than the allowable holding pressure drop, the controller will determine the real-time charging pressure drop rate according to the standard change rate to determine whether the engine housing is qualified;

[0025] If the real-time holding pressure drop is greater than or equal to the allowable holding pressure drop, the controller determines that the engine housing is unqualified.

[0026] Furthermore, when the controller determines that the real-time holding pressure drop is less than the allowable holding pressure drop, the controller divides the preset holding pressure time into a number of preset unit time periods, obtains the real-time internal pressure drop within each preset unit time period based on the recorded pressure data value, calculates the corresponding real-time pressure drop rate within each unit time period, and determines each real-time pressure drop rate based on the standard pressure drop rate.

[0027] If the real-time pressure drop rates are all less than the standard pressure drop rates, the controller determines that the engine housing is qualified;

[0028] If the real-time pressure drop rate is greater than or equal to the standard pressure drop rate, the controller determines that the engine housing is unqualified.

[0029] Furthermore, when the air compressor performs an inflation operation into the engine casing, the controller obtains the volume of the air charged into the engine casing through the flow meter, obtains the standard atmospheric pressure and the real-time air volume inside the engine casing, and calculates the real-time standard pressure based on the charged air volume, the standard atmospheric pressure and the real-time air volume.

[0030] Furthermore, the real-time standard pressure Pb is set to P0×(Vs+Vc) / Vs, where:

[0031] Vc is the volume of air charged into the engine housing by the air compressor,

[0032] Vs the real-time air volume inside the engine case,

[0033] P0 is standard atmospheric pressure.

[0034] Compared with the prior art, the beneficial effect of the present invention is that, by sealing the joints of the engine parts and connecting the air compressor nozzle to the engine casing, the air tightness test is effectively carried out, and by setting a flow meter on the air compressor, the volume flow of air filled into the engine and the real-time inflation pressure are detected in real time. The controller calculates the real-time standard pressure difference based on the calculated real-time standard pressure and the real-time inflation pressure detected by the pressure gauge. The controller calculates the real-time standard pressure based on the filled air volume, standard atmospheric pressure and real-time air volume to determine the air tightness test status of the inflation process inside the engine casing in real time until When the real-time inflation pressure inside the engine casing reaches the preset holding pressure, the air tightness detection of the inflation process inside the engine casing is completed, and the standard inflation pressure difference is calculated according to the real-time status of the inflation process, so as to timely determine the abnormal status occurring in the inflation process, and send a prompt for on-site troubleshooting to the external management end. The air tightness detection is pre-judged during the inflation process, which reduces the air tightness detection time and thus increases the air tightness detection efficiency. By calculating the real-time holding pressure drop during the pressure holding process and several real-time pressure drop rates within the preset pressure holding time, the air tightness detection of the pressure holding process is accurately determined. The method is simple and direct.

[0035] Furthermore, by setting a flow meter on the air compressor, the air volume flow rate during the inflation process is detected in real time, and the real-time standard pressure is calculated by the controller. By setting a standard inflation detection pressure difference, the real-time standard pressure difference is calculated based on the real-time standard pressure, and the pressure change inside the engine during the inflation process is determined. If the controller determines that the real-time standard pressure difference is less than or equal to the standard inflation detection pressure difference, it means that the deviation between the actual pressure value inside the engine and the real-time standard pressure difference is small, that is, the pressure change is normal. If the controller determines that the real-time standard pressure difference is greater than the standard inflation detection pressure difference, it means that the deviation between the actual pressure value inside the engine and the real-time standard pressure difference is large, and the judgment will be made based on the specific deviation value between the real-time standard pressure and the real-time inflation pressure.

[0036] Furthermore, by comparing the real-time standard pressure with the real-time inflation pressure, the operation method for abnormal situations occurring during the inflation process can be selected. If the controller determines that the real-time inflation pressure is greater than the real-time standard pressure, it indicates that the internal boost pressure of the engine during the inflation process is too high, and the inflation operation will be performed again. If the controller determines that the real-time inflation pressure is less than the real-time standard pressure, it indicates that the internal boost pressure of the engine during the inflation process is slow, that is, the air leakage phenomenon is more serious, and the air compressor will be evacuated to determine the cause of the leakage.

[0037] In particular, the allowable holding pressure drop indicates the standard pressure corresponding to the set allowable leakage amount inside the engine casing, which is generally set according to the model and air tightness requirements of the engine casing. When the controller determines that the real-time inflation pressure is less than the real-time standard pressure, the air compressor pipe mouth connected to the engine casing is disassembled, and the connection between the air compressor pipe mouth and the engine casing is sealed, and the real-time inflation pressure inside the current engine is judged to determine whether there is leakage at the connection between the various components of the engine casing. If the controller determines that the real-time pause pressure difference is greater than the allowable holding pressure drop, it means that the leakage amount inside the engine casing is large, and the engine casing is judged to be unqualified. If the controller determines that the real-time pause pressure difference is less than or equal to the allowable holding pressure drop, it means that the leakage during the inflation process of the engine is caused by leakage of the air compressor, and the air tightness test of the inflation process is continued by replacing the air compressor.

[0038] Furthermore, the real-time inflation pressure is greater than the real-time standard pressure, indicating that the actual pressure inside the engine casing is higher. If the air compressor is operating abnormally and causes excessive heat release, it will cause the temperature inside the engine casing to rise, thereby increasing the pressure. By exhausting the engine casing and replacing it with another air compressor for inflation, the influence of the air compressor equipment itself on the air tightness test can be eliminated.

[0039] Furthermore, by setting a standard number of judgments inside the controller, after replacing another air compressor for inflation operation, the number of times the inflation process is stopped is judged to avoid the controller endlessly judging that the inflation is stopped, and timely discovering abnormal conditions in the air tightness detection during the inflation process inside the engine casing for on-site troubleshooting.

[0040] Furthermore, by calculating the real-time holding pressure drop during the holding pressure process inside the engine casing, the air tightness of the engine casing can be quickly determined. The real-time holding pressure drop indicates the pressure drop value inside the engine casing during the holding pressure process. If the controller determines that the real-time holding pressure drop is less than the allowable holding pressure drop, it indicates that the pressure drop value inside the engine casing during the holding pressure process is small. Since the preset holding pressure time setting value is small, in order to ensure the accuracy of the determination, the speed of the pressure drop is determined based on the real-time pressure drop rate to determine the leakage situation. If the controller determines that the real-time holding pressure drop is greater than or equal to the allowable holding pressure drop, it indicates that the pressure drop value inside the engine casing during the holding pressure process is large, that is, there is obvious leakage, and the engine casing is determined to be unqualified.

[0041] In particular, by setting a standard pressure drop rate and a preset unit time period, the controller determines the air tightness of the engine casing during the pressure holding process. If it is determined that the real-time pressure drop rate is less than the standard pressure drop rate, it means that the leakage rate inside the engine casing is low, that is, within the allowable leakage range, and therefore the engine casing is determined to have good air tightness. If it is determined that the real-time pressure drop rate is greater than or equal to the standard pressure drop rate, it means that the leakage rate inside the engine casing is large, and therefore the casing air tightness is poor and the engine casing is unqualified. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 This is a flow chart of a method for improving the efficiency of engine casing air tightness testing equipment according to an embodiment of the present invention;

[0043] Figure 2 The figure is a schematic structural diagram of an engine casing air tightness detection device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0044] In order to make the objects and advantages of the present invention more clearly understood, the present invention is further described below in conjunction with embodiments; it should be understood that the specific embodiments described herein are merely used to explain the present invention and are not intended to limit the present invention.

[0045] The preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only used to explain the technical principles of the present invention and are not intended to limit the scope of protection of the present invention.

[0046] It should be noted that, in the description of the present invention, terms such as "up", "down", "left", "right", "inside", and "outside" indicating directions or positional relationships are based on the directions or positional relationships shown in the accompanying drawings. This is only for the convenience of description and does not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation on the present invention.

[0047] Furthermore, it should be noted that, in the description of the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0048] See also Figure 1 As shown, it is a flow chart of a method for improving the efficiency of an engine casing air tightness detection device according to an embodiment of the present invention. The present invention provides a method for improving the efficiency of an engine casing air tightness detection device, comprising:

[0049] Step S1: assemble the components of the engine casing to be tested, determine the air filling port and the test port of the engine casing based on the assembled engine casing, seal the other openings of the engine casing, connect the air compressor nozzle of the air tightness testing equipment to the air filling port of the engine casing, connect the pressure gauge of the air tightness testing equipment to the test port of the engine casing and perform a sealing process;

[0050] Step S2, inflating the interior of the engine casing by the air compressor, during the inflation process, the controller calculates a real-time standard pressure based on the real-time air volume inside the engine casing and the volume of air charged into the casing detected by the flow meter, calculates a real-time standard pressure difference based on the real-time standard pressure and the real-time inflation pressure detected by the pressure gauge, and determines the real-time standard pressure difference and the real-time inflation pressure based on the standard inflation detection pressure difference and the real-time standard pressure, until the real-time inflation pressure inside the engine casing is greater than or equal to the preset holding pressure, then stops inflating the interior of the engine casing, and completes the determination of the inflation process inside the engine casing;

[0051] In step S3, when the interior of the engine casing is inflated until the real-time inflation pressure inside the engine casing is equal to the preset holding pressure, the controller determines the pressure holding process inside the engine casing, obtains the pressure data value detected by the pressure gauge, calculates the real-time holding pressure drop and the real-time pressure drop rate according to the pressure data value, and determines the real-time holding pressure drop according to the allowable holding pressure drop, and determines the real-time pressure drop rate according to the standard pressure drop rate, so as to determine whether the engine casing is qualified.

[0052] By snapping and sealing the joints of the engine parts and connecting the air compressor nozzle to the engine casing, the air tightness test is effectively carried out. By setting a flow meter on the air compressor, the volume flow of air filled into the engine and the real-time inflation pressure are detected in real time. The controller calculates the real-time standard pressure difference based on the calculated real-time standard pressure and the real-time inflation pressure detected by the pressure gauge. The controller calculates the real-time standard pressure based on the filled air volume, standard atmospheric pressure and real-time air volume to determine the air tightness test status of the inflation process inside the engine casing in real time until the real air tightness inside the engine casing is detected. When the inflation pressure reaches the preset holding pressure, the air tightness test of the inflation process inside the engine casing is completed, the standard inflation pressure difference is calculated according to the real-time status of the inflation process, and the abnormal status in the inflation process is judged in time, so as to send a prompt for on-site troubleshooting to the external management end, and the air tightness test is pre-judged during the inflation process to reduce the air tightness test time, thereby increasing the air tightness test efficiency. By calculating the real-time holding pressure drop of the pressure holding process and several real-time pressure drop rates within the preset pressure holding time, the air tightness test of the pressure holding process is accurately judged. The method is simple and direct.

[0053] Specifically, in step S2, the air compressor is provided with a flow meter, and a standard inflation detection pressure difference is set in the controller. The controller detects the volume of the air charged into the engine housing in real time through the flow meter, calculates the real-time standard pressure according to the real-time air volume inside the engine housing and the volume of the air charged by the flow meter, calculates the real-time standard pressure difference according to the real-time standard pressure and the real-time inflation pressure detected by the pressure gauge, and determines the real-time standard pressure difference according to the standard inflation detection pressure difference.

[0054] If the real-time standard pressure difference is less than or equal to the standard inflation detection pressure difference, it is determined that the process of inflating the interior of the engine housing is normal. When the real-time inflation pressure inside the engine housing is greater than or equal to the preset holding pressure, the inflation of the interior of the engine housing is stopped.

[0055] If the real-time standard pressure difference is greater than the standard inflation detection pressure difference, it is determined that the inflation process inside the engine housing is abnormal, and the real-time inflation pressure is determined based on the real-time standard pressure to determine the pressure state inside the engine housing;

[0056] Among them, ΔPs=|Pb-Ps|, ΔPs represents the real-time standard pressure difference, Pb is the real-time standard pressure calculated based on the real-time air volume inside the engine housing and the charged air volume detected by the flow meter, and Ps is the real-time inflation pressure inside the engine housing detected by the pressure gauge.

[0057] By setting a flow meter on the air compressor, the air volume flow rate during the inflation process is detected in real time, and the real-time standard pressure is calculated by the controller. By setting a standard inflation detection pressure difference, the real-time standard pressure difference is calculated based on the real-time standard pressure, and the pressure change inside the engine during the inflation process is determined. If the controller determines that the real-time standard pressure difference is less than or equal to the standard inflation detection pressure difference, it means that the deviation between the actual pressure value inside the engine and the real-time standard pressure difference is small, that is, the pressure change is normal. If the controller determines that the real-time standard pressure difference is greater than the standard inflation detection pressure difference, it means that the deviation between the actual pressure value inside the engine and the real-time standard pressure difference is large, and the judgment will be made based on the specific deviation value between the real-time standard pressure and the real-time inflation pressure.

[0058] Specifically, when the controller determines that the real-time standard pressure difference is greater than the standard inflation detection pressure difference, the controller compares the real-time standard pressure with the real-time inflation pressure.

[0059] If the real-time inflation pressure is greater than the real-time standard pressure, the air compressor stops the operation of injecting air into the interior of the engine housing, and the controller uses another air compressor to inflate the interior of the engine housing;

[0060] If the real-time charging pressure is less than the real-time standard pressure, the controller will determine the real-time pause pressure difference based on the allowable holding pressure drop to determine whether the engine housing is qualified.

[0061] By comparing the real-time standard pressure with the real-time inflation pressure, the operation method for abnormal situations in the inflation process can be selected. If the controller determines that the real-time inflation pressure is greater than the real-time standard pressure, it means that the internal boost pressure of the engine is too high during the inflation process, and the inflation operation will be performed again. If the controller determines that the real-time inflation pressure is less than the real-time standard pressure, it means that the internal boost pressure of the engine is slow during the inflation process, that is, the air leakage is more serious, and the air compressor will be evacuated to determine the cause of the leakage.

[0062] Specifically, the controller is set with a pause pressure holding time and an allowable pressure holding pressure drop. When the controller determines that the real-time inflation pressure is less than the real-time standard pressure, the controller records the real-time inflation pressure detected by the pressure gauge at the current moment as the initial pause pressure, disassembles the air compressor pipe mouth connected to the engine casing, and seals the connection between the air compressor pipe mouth and the engine casing. The timing device set inside the controller starts the timing detection. When the timing time is equal to the pause pressure holding time, the controller obtains the real-time inflation pressure inside the engine casing detected by the pressure gauge as the pause end pressure, calculates the real-time pause pressure difference according to the pause initial pressure and the pause end pressure, and determines the real-time pause pressure difference according to the allowable pressure holding pressure drop.

[0063] If the real-time pause pressure difference is greater than the allowable holding pressure drop, the engine housing is judged to be unqualified;

[0064] If the real-time pause pressure difference is less than or equal to the allowable holding pressure drop, the air compressor is determined to be leaking, the air compressor nozzle connected to the engine housing is disassembled, another air compressor nozzle is selected to be connected to the engine housing inflation port, and the above-mentioned operation of inflating the interior of the engine through the air compressor is repeated, and the real-time standard pressure is calculated. The real-time standard pressure difference is determined based on the standard inflation detection pressure difference, and the real-time standard pressure is compared with the real-time inflation pressure for determination;

[0065] The real-time pause pressure difference is the absolute value of the difference between the pause initial pressure and the pause end pressure.

[0066] The allowable holding pressure drop indicates the standard pressure corresponding to the set allowable leakage amount inside the engine casing, which is generally set according to the model and air tightness requirements of the engine casing. When the controller determines that the real-time inflation pressure is less than the real-time standard pressure, the air compressor pipe mouth connected to the engine casing is disassembled, and the connection between the air compressor pipe mouth and the engine casing is sealed, and the real-time inflation pressure inside the current engine is judged to determine whether there is leakage at the connection between the various components of the engine casing. If the controller determines that the real-time pause pressure difference is greater than the allowable holding pressure drop, it means that the leakage inside the engine casing is large, and the engine casing is judged to be unqualified. If the controller determines that the real-time pause pressure difference is less than or equal to the allowable holding pressure drop, it means that the leakage during the inflation process of the engine is caused by leakage of the air compressor, and the air tightness test of the inflation process is continued by replacing the air compressor.

[0067] Specifically, when the controller determines that the real-time inflation pressure is greater than the real-time standard pressure, the air compressor stops filling air into the engine casing, the air compressor pipe mouth connected to the engine casing is disassembled, and the air is exhausted through the connection between the air compressor pipe mouth and the engine casing, and the other air compressor pipe mouth is connected to the engine casing inflation port, and the above-mentioned operation of inflating the interior of the engine through the air compressor is repeated, and the real-time standard pressure is calculated, the real-time standard pressure difference is determined according to the standard inflation detection pressure difference, and the real-time standard pressure is compared with the real-time inflation pressure. The real-time standard pressure difference is determined according to the standard inflation detection pressure difference, and the real-time standard pressure is compared with the real-time inflation pressure. The judgment operation is recorded as completing one judgment.

[0068] The real-time inflation pressure is greater than the real-time standard pressure, indicating that the actual pressure inside the engine casing is higher. If the air compressor is operating abnormally, it will cause excessive heat release, which will cause the temperature inside the engine casing to rise, thereby increasing the pressure. By exhausting the engine casing and replacing it with another air compressor for inflation, the influence of the air compressor equipment itself on the air tightness test can be eliminated.

[0069] Specifically, the controller is internally set with a standard number of determinations, and another air compressor nozzle is connected to the engine casing inflation port, and the above-mentioned operation of inflating the engine interior through the air compressor is repeated, and the real-time standard pressure is calculated, and the real-time standard pressure difference is determined according to the standard inflation detection pressure difference. When the determination operation of comparing the real-time standard pressure with the real-time inflation pressure is performed, the controller obtains the cumulative number of determinations during the inflation process of the engine interior, and determines the cumulative number of determinations according to the number of repeated determinations.

[0070] If the cumulative number of determinations is less than the standard number of determinations, the above calculation of the real-time standard pressure is repeated, the real-time standard pressure difference is determined based on the standard inflation detection pressure difference, and the real-time standard pressure is compared with the real-time inflation pressure for determination;

[0071] If the cumulative number of determinations is greater than or equal to the standard number of determinations, the controller determines that the airtightness detection during the inflation process inside the engine housing is abnormal and will perform on-site troubleshooting.

[0072] By setting the standard judgment times inside the controller, after replacing another air compressor for inflation operation, the number of times the inflation process is stopped is judged to avoid the situation where the controller endlessly judges that the inflation is stopped, and the abnormal situation of the air tightness detection during the inflation process inside the engine casing is discovered in time for on-site troubleshooting.

[0073] Specifically, in step S3, a preset holding pressure and a preset holding pressure duration are set. When the controller determines that the real-time standard pressure difference is less than or equal to the standard inflation detection pressure difference, and the real-time inflation pressure inside the engine casing is equal to the preset holding pressure, the air compressor stops inflating the inside of the engine casing, the timing device starts timing, and the pressure gauge starts transmitting the real-time detected pressure data value to the controller for recording. When the timing duration reaches the preset holding pressure duration, the timing device stops timing, and the controller stops recording the pressure data value, obtains the pressure data value at the current moment as the holding pressure detection pressure, and calculates the real-time holding pressure drop based on the preset holding pressure and the holding pressure detection pressure, and determines the real-time holding pressure drop based on the set allowable holding pressure drop.

[0074] If the real-time holding pressure drop is less than the allowable holding pressure drop, the controller will determine the real-time charging pressure drop rate according to the standard change rate to determine whether the engine housing is qualified;

[0075] If the real-time holding pressure drop is greater than or equal to the allowable holding pressure drop, the controller determines that the engine housing is unqualified;

[0076] Wherein, ΔP1=Pc-P1, ΔP1 represents the real-time holding pressure drop during the pressure holding process inside the engine casing, Pc is the preset holding pressure, and P1 is the holding pressure detection pressure.

[0077] The preset holding pressure represents the detection air pressure of the set holding pressure process. It can be understood that this embodiment is set according to the engine model, ambient atmospheric pressure and air tightness requirements, and is generally set to no less than 0.1 MPa. The preset holding pressure duration represents the test duration of the set holding pressure process, which can be set to 5 minutes, but this is not limited.

[0078] By calculating the real-time holding pressure drop during the holding pressure process inside the engine casing, the air tightness of the engine casing can be quickly determined. The real-time holding pressure drop indicates the pressure drop value inside the engine casing during the holding pressure process. If the controller determines that the real-time holding pressure drop is less than the allowable holding pressure drop, it means that the pressure drop value inside the engine casing during the holding pressure process is small. Since the preset holding pressure time setting value is small, in order to ensure the accuracy of the determination, the speed of the pressure drop is determined according to the real-time pressure drop rate to determine the leakage situation. If the controller determines that the real-time holding pressure drop is greater than or equal to the allowable holding pressure drop, it means that the pressure drop value inside the engine casing during the holding pressure process is large, that is, there is obvious leakage, and the engine casing is determined to be unqualified.

[0079] Specifically, the controller is set with a standard pressure drop rate and a preset unit time period. When the controller determines that the real-time holding pressure drop is less than the allowable holding pressure drop, the preset holding pressure time is divided into several preset unit time periods. The real-time internal pressure drop within each preset unit time period is obtained based on the recorded pressure data value, and the corresponding real-time pressure drop rate within each unit time period is calculated. Each real-time pressure drop rate is judged according to the standard pressure drop rate.

[0080] If the real-time pressure drop rates are all less than the standard pressure drop rates, the controller determines that the engine housing is qualified;

[0081] If the real-time pressure drop rate is greater than or equal to the standard pressure drop rate, the controller determines that the engine housing is unqualified;

[0082] Wherein, V = ΔP / Δt, where V is the real-time pressure drop rate during the internal pressure holding process of the engine casing, ΔP is the real-time internal pressure drop corresponding to each preset unit time period during the internal pressure holding process of the engine casing, any real-time internal pressure drop is the absolute value of the difference between the pressure data values ​​corresponding to the initial and final moments of the corresponding preset unit time period, and Δt is the set preset unit time period.

[0083] The standard pressure drop rate indicates the pressure drop rate within a preset unit time period, which represents the allowable degree of air leakage inside the engine casing and is set according to the engine casing model and operating requirements;

[0084] By setting a standard pressure drop rate and a preset unit time period, the controller performs an air tightness test on the inside of the engine casing during the pressure holding process. If it is determined that the real-time pressure drop rate is less than the standard pressure drop rate, it means that the leakage rate inside the engine casing is low, that is, within the allowable leakage range. Therefore, it is determined that the air tightness of the engine casing is good. If it is determined that the real-time pressure drop rate is greater than or equal to the standard pressure drop rate, it means that the leakage rate inside the engine casing is large. Therefore, it is determined that the casing air tightness is poor and the engine casing is unqualified.

[0085] Specifically, when the air compressor performs an air charging operation into the engine housing, the controller obtains the volume of the air charged into the engine housing through the flow meter, obtains the standard atmospheric pressure and the real-time air volume inside the engine housing, and calculates the real-time standard pressure based on the charged air volume, the standard atmospheric pressure and the real-time air volume;

[0086] The real-time standard pressure Pb=P0×(Vs+Vc) / Vs, where Vc is the volume of air charged into the engine casing by the air compressor, Vs is the real-time air volume inside the engine casing, and P0 is the standard atmospheric pressure.

[0087] The standard atmospheric pressure is the ambient atmospheric pressure during air tightness testing. The volume of air filled is the molar volume of the air detected by the flow meter, which is calculated based on the volume flow rate, real-time duration and amount of substance. The real-time air volume is the molar volume of the air inside the engine casing.

[0088] See Figure 2 As shown, it is a structural diagram of an engine casing air tightness detection device according to an embodiment of the present invention, including an air compressor 1, a flow meter 101, a pressure gauge (not shown), an engine casing 2, an air charging port 201, a detection port 202 and a controller 102, wherein:

[0089] In step S1, the air tightness detection equipment includes several air compressors 1, the flow meter 101, the pressure gauge and the controller 102. The air compressor 1 is connected to the interior of the engine through the air compressor pipe mouth through the inflation port 201 on the engine casing 2 to be tested, so as to inflate the interior of the engine casing 2. The flow meter 101 is arranged at the end of the air compressor pipe mouth, so as to detect in real time the volume of the air charged into the engine casing by the air compressor. The pressure gauge is arranged inside the engine casing 2 to be tested, so as to detect in real time the real-time inflation pressure and pressure data value inside the engine casing. The controller is connected to the air compressor, the flow meter and the pressure gauge, so as to obtain the inflation air volume, real-time inflation pressure and pressure data value. The several air compressors include two air compressors.

[0090] Those skilled in the art will understand that the engine casing air tightness detection equipment and method provided in this embodiment can be any engine casing structure with the same structure, as long as it can meet the basic operation process of inflation and deflation in this embodiment, it can pass several seals and several parameter detections, such as the pressure and flow monitoring of this embodiment, and be implemented under the condition of determined parameter threshold judgment, which will not be elaborated here.

[0091] Thus far, the technical solutions of the present invention have been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art may make equivalent changes or substitutions to the relevant technical features, and the technical solutions after such changes or substitutions will fall within the scope of protection of the present invention.

[0092] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that the present invention is susceptible to various modifications and variations. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A method for improving the efficiency of engine casing air tightness testing equipment, characterized in that: include, Step S1: assemble the components of the engine casing to be inspected, determine the air inlet and inspection port of the engine casing based on the assembled engine casing, seal the other openings of the engine casing, connect the air compressor nozzle of the equipment to the air inlet of the engine casing, and connect the pressure gauge of the air tightness inspection equipment to the inspection port of the engine casing and perform a sealing process; Step S2, inflating the interior of the housing by the air compressor, during the inflation process, the controller calculates a real-time standard pressure based on the real-time air volume inside the engine housing and the volume of the air charged into the housing detected by the flow meter, calculates a real-time standard pressure difference based on the calculated real-time standard pressure and the real-time inflation pressure detected by the pressure gauge, and determines the real-time standard pressure difference and the real-time inflation pressure based on the standard inflation detection pressure difference and the real-time standard pressure, until the real-time inflation pressure inside the engine housing is greater than or equal to the preset holding pressure, then stops inflating the interior of the engine housing, and completes the determination of the inflation process inside the engine housing; In step S3, when the interior of the engine casing is inflated until the real-time inflation pressure inside the engine casing is equal to the preset holding pressure, the controller determines the pressure holding process inside the engine casing, obtains the pressure data value detected by the pressure gauge, calculates the real-time holding pressure drop and the real-time pressure drop rate according to the pressure data value, determines the real-time holding pressure drop according to the allowable holding pressure drop, and determines the real-time pressure drop rate according to the standard pressure drop rate, so as to determine whether the engine casing is qualified.

2. The method for improving the efficiency of engine casing air tightness testing equipment according to claim 1, characterized in that: In step S2, the process of determining the real-time standard pressure difference and the real-time inflation pressure according to the standard inflation detection pressure difference and the real-time standard pressure is as follows: if the real-time standard pressure difference is less than or equal to the standard inflation detection pressure difference, it is determined that the process of inflating the interior of the engine housing is normal; If the real-time standard pressure difference is greater than the standard inflation detection pressure difference, it is determined that the inflation process inside the engine housing is abnormal, and the real-time inflation pressure is determined based on the real-time standard pressure to determine the pressure state inside the engine housing; If it is determined that the process of inflating the interior of the engine housing is normal, then the inflating of the interior of the engine housing is stopped until the real-time inflation pressure inside the engine housing is greater than or equal to the preset holding pressure.

3. The method for improving the efficiency of engine casing air tightness testing equipment according to claim 2, characterized in that: When the controller determines that the real-time standard pressure difference is greater than the standard inflation detection pressure difference, the controller compares the real-time standard pressure with the real-time inflation pressure. If the real-time inflation pressure is greater than the real-time standard pressure, the air compressor stops the operation of injecting air into the interior of the engine housing, and the controller inflates the interior of the engine housing through another air compressor; If the real-time charging pressure is less than the real-time standard pressure, the controller will determine the real-time pause pressure difference according to the allowable holding pressure drop to determine whether the engine housing is qualified.

4. The method for improving the efficiency of engine casing air tightness testing equipment according to claim 3, characterized in that: When the controller determines that the real-time inflation pressure is less than the real-time standard pressure, the controller records the real-time inflation pressure detected by the pressure gauge at the current moment as the initial pause pressure, disassembles the air compressor pipe mouth connected to the engine casing, and seals the connection between the air compressor pipe mouth and the engine casing. The timing device provided inside the controller starts the timing detection. When the timing duration is equal to the pause holding pressure duration, the controller obtains the real-time inflation pressure inside the engine casing detected by the pressure gauge as the pause end pressure, calculates the real-time pause pressure difference according to the pause initial pressure and the pause end pressure, and determines the real-time pause pressure difference according to the allowable holding pressure drop, wherein, If the real-time pause pressure difference is greater than the allowable holding pressure drop, the engine housing is judged to be unqualified; If the real-time pause pressure difference is less than or equal to the allowable holding pressure drop, the air compressor is determined to be leaking, the air compressor nozzle connected to the engine housing is disassembled, another air compressor nozzle is selected to be connected to the engine housing inflation port, and the above operation of inflating the engine interior through the air compressor is repeated, and the real-time standard pressure is calculated. The real-time standard pressure difference is determined based on the standard inflation detection pressure difference, and the real-time standard pressure is compared with the real-time inflation pressure for determination; The real-time pause pressure difference is the absolute value of the difference between the pause initial pressure and the pause end pressure.

5. The method for improving the efficiency of engine casing air tightness testing equipment according to claim 3, characterized in that: When the controller determines that the real-time inflation pressure is greater than the real-time standard pressure, the air compressor stops filling air into the engine casing, the air compressor pipe mouth connected to the engine casing is disassembled, and the air is exhausted through the connection between the air compressor pipe mouth and the engine casing, and the other air compressor pipe mouth is connected to the engine casing inflation port, and the above-mentioned operation of inflating the interior of the engine through the air compressor and comparing the real-time standard pressure with the real-time inflation pressure is repeated. The real-time standard pressure difference is judged according to the standard inflation detection pressure difference, and the judgment operation of comparing the real-time standard pressure with the real-time inflation pressure is recorded as completing one judgment.

6. The method for improving the efficiency of engine casing air tightness testing equipment according to claim 5, characterized in that: The controller is internally set with a standard determination number. When another air compressor nozzle is connected to the engine housing inflation port, the above-mentioned determination operation of inflating the engine interior through the air compressor and comparing the real-time standard pressure with the real-time inflation pressure is repeated, the controller obtains the cumulative determination number of the engine interior inflation process and determines the cumulative determination number according to the repeated determination number, wherein, If the cumulative number of determinations is less than the standard number of determinations, the above calculation of the real-time standard pressure is repeated, the real-time standard pressure difference is determined based on the standard inflation detection pressure difference, and the real-time standard pressure is compared with the real-time inflation pressure for determination; If the cumulative number of determinations is greater than or equal to the standard number of determinations, the controller determines that the airtightness detection during the inflation process inside the engine housing is abnormal and will perform on-site troubleshooting.

7. The method for improving the efficiency of engine casing air tightness testing equipment according to claim 2, characterized in that: In step S3, when the controller determines that the real-time standard pressure difference is less than or equal to the standard inflation detection pressure difference and the real-time inflation pressure inside the engine casing is equal to the preset holding pressure, the air compressor stops inflating the inside of the engine casing, the timing device starts timing, and the pressure gauge starts transmitting the real-time detected pressure data value to the controller for recording. When the timing time reaches the preset holding pressure time, the timing device stops timing, and the controller stops recording the pressure data value, obtains the pressure data value at the current moment as the holding pressure detection pressure, and calculates the real-time holding pressure drop based on the preset holding pressure and the holding pressure detection pressure, and determines the real-time holding pressure drop based on the set allowable holding pressure drop, wherein, If the real-time holding pressure drop is less than the allowable holding pressure drop, the controller will determine the real-time charging pressure drop rate according to the standard change rate to determine whether the engine housing is qualified; If the real-time holding pressure drop is greater than or equal to the allowable holding pressure drop, the controller determines that the engine housing is unqualified.

8. The method for improving the efficiency of engine casing air tightness testing equipment according to claim 7, characterized in that: When the controller determines that the real-time holding pressure drop is less than the allowable holding pressure drop, the controller divides the preset holding pressure time into a number of preset unit time periods, obtains the real-time internal pressure drop within each preset unit time period based on the recorded pressure data value, calculates the corresponding real-time pressure drop rate within each unit time period, and determines each real-time pressure drop rate based on the standard pressure drop rate. If the real-time pressure drop rates are all less than the standard pressure drop rates, the controller determines that the engine housing is qualified; If the real-time pressure drop rate is greater than or equal to the standard pressure drop rate, the controller determines that the engine housing is unqualified.

9. The method for improving the efficiency of engine casing air tightness testing equipment according to claim 2, characterized in that: When the air compressor performs an inflating operation into the engine casing, the controller obtains the volume of air charged into the engine casing through the flow meter, obtains the standard atmospheric pressure and the real-time air volume inside the engine casing, and calculates the real-time standard pressure based on the charged air volume, the standard atmospheric pressure and the real-time air volume.

10. The method for improving the efficiency of engine casing air tightness testing equipment according to claim 1, characterized in that: The real-time standard pressure is set to Pb=P0×(Vs+Vc) / Vs, where Vc is the volume of air charged into the engine housing by the air compressor, Vs the real-time air volume inside the engine case, P0 is standard atmospheric pressure.

Images