Inlet water pressure control device for engine cold and hot impact test
By designing a water inlet pressure control device for adjusting the steam pressure in the coolant tank in the hot and cold impact test of small gasoline engines, the problem of water inlet pressure fluctuations in the hot and cold impact test is solved, and more stable pressure control and safety are achieved The operating procedures are suitable for more stringent experimental conditions.
Patent Information
- Application Number
- CN202411487821.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-24
- Publication Date
- 2025-01-03
AI Technical Summary
In the hot and cold impact test of small gasoline engines, the coolant container is small in size and the temperature drop sharply, causing the water inlet pressure to fluctuate. The existing bypass valve adjustment method is inefficient and has safety hazards, which cannot meet the testing needs.
A water inlet pressure control device including a coolant chamber, a compressed air passage and a pressure relief pipe is designed. Through the control of solenoid valves No. 1 and No. 2, the steam pressure in the coolant chamber is adjusted by using compressed air and a pressure relief pipe. Dynamic balance of water inlet pressure is achieved, and preset pressure values P3 and P4 are set to maintain the pressure within a constant range.
It improves the stability and safety of water inlet pressure control, is easy to operate, has a wider range of applicable scenarios, and can obtain more scientific and accurate experimental data under harsh conditions.
Smart Images
Figure CN119248024A_ABST
Abstract
Description
Technical Field
[0001] The invention relates to the technical field of engine performance testing, in particular to a water inlet pressure control device for engine cold and hot shock testing. Background Art
[0002] An engine is a device that converts fuel energy or other forms of energy into mechanical energy. It is widely used to drive various mechanical equipment such as vehicles, aircraft and ships. Its core function is to release energy by burning fuel and convert it into rotational or linear motion to drive the machine. Engine performance testing is to comprehensively evaluate and verify the performance, efficiency, reliability and durability of the engine to ensure that it can meet the design requirements under various operating conditions. These tests include power output, fuel efficiency, emission levels, durability and thermal management. By simulating actual use conditions to check the working status of the engine, potential problems can be discovered and solved in a timely manner, performance can be optimized, and overall operating efficiency and safety can be improved. Performance testing is crucial to ensure that the engine can operate stably under various extreme conditions, extend its service life, and meet increasingly stringent environmental regulations.
[0003] In the current hot and cold shock test of small gasoline engines, the volume of coolant in the two tanks changes frequently due to the small volume of the coolant container in the hot and cold shock equipment. At the same time, due to the rapid drop in the coolant temperature during the cold shock process, it often drops from 110°C to 25°C within 30 seconds, resulting in a sharp drop in the coolant vapor pressure inside the cold tank, which causes the water inlet pressure at the engine water inlet to drop sharply, and the pressure fluctuates, which cannot meet the test technology requirements. The previous response measure was to add a bypass valve to the cold tank outlet pipeline and adjust the water inlet pressure by adjusting the opening of the bypass valve. This method is quite effective for large hot and cold shock equipment, but for small gasoline engine hot and cold shock equipment, the opening of the bypass has a greater impact on the engine water inlet flow. When the water inlet pressure is met, the water inlet flow cannot be controlled within the technical condition boundary, which often leads to the test data failing to meet the corresponding requirements of the experiment, and the test personnel are required to frequently adjust the bypass valve during the test, which is accompanied by great safety hazards. Summary of the invention
[0004] In view of the deficiencies in the prior art, the present invention provides a water inlet pressure control device for engine thermal shock testing, which solves the problem that the existing testing method has low efficiency and certain safety hazards.
[0005] To achieve the above objectives, the present invention is implemented through the following technical solutions: a water inlet pressure control device for engine thermal shock test, comprising a coolant tank, the upper end of which is respectively provided with a water inlet, a compressed air channel and a pressure relief pipe, the water inlet is located in the middle of the upper end of the coolant tank, the compressed air channel and the pressure relief pipe are located on both sides of the coolant tank, the tail end of the pressure relief pipe is provided with a No. 2 solenoid valve, and the tail end of the compressed air channel is provided with a No. 1 solenoid valve; The coolant tank is connected to the engine through a water outlet pipe, a pressure sensor is connected to the water inlet of the engine, the other end of the pressure sensor is connected to a pressure acquisition module, and the pressure acquisition module is connected to a test control system.
[0006] Preferably, a water inlet pipe is provided at the upper end of the rear side of the coolant tank, and the test control system is electrically connected to the No. 1 solenoid valve and the No. 2 solenoid valve respectively. The test control system can output digital signals to the No. 1 solenoid valve and the No. 2 solenoid valve to control the opening and closing of the No. 1 solenoid valve and the No. 2 solenoid valve.
[0007] Preferably, the pressure sensor is connected to the pressure acquisition module via a signal line, and the pressure sensor can transmit the measured pressure value to the pressure acquisition module via the signal line.
[0008] Preferably, the pressure relief pipe has two elbows, and the opening of the final elbow head faces upward.
[0009] Preferably, the pressure acquisition module is connected to the test control system via a signal line, and the pressure acquisition module converts the analog signal transmitted from the pressure sensor into a digital signal, and transmits the digital signal to the test control system via the signal line.
[0010] Working principle: Set the boundary values P3 and P4 of the engine water inlet pressure during the test in the test control system (P1 < P3 < P < P4 < P2, where P1 is the lower limit of the test water inlet pressure, P2 is the upper limit of the test water inlet pressure, P1 and P2 are given by the test outline, P is the real-time pressure of the engine water inlet pipe, and P3 and P4 are the preset pressure boundaries used to judge the opening and closing states of the control solenoid valves). During the hot shock process, the water inlet pressure is relatively stable and P meets the experimental requirements. When the cold shock starts, the steam pressure in the coolant tank drops, causing the water inlet pressure P to start to drop. When P drops below the preset value P3 in the test control system (P1 < P3), the test control system outputs a signal to the first solenoid valve, and the first solenoid valve changes from the closed state to the open state at this time. At this time, the compressed air passage is connected, and compressed air is introduced into the coolant tank. The steam pressure in the coolant tank rises, and the pressure presses the coolant, causing the engine water inlet pressure P to start to increase. When P > P3, the test control system outputs a signal to the first solenoid valve at this time, and the first solenoid valve changes from the open state to the closed state, cutting off the compressed air passage, and compressed air is no longer introduced into the coolant tank. The steam pressure no longer rises, and the water inlet pressure no longer rises. When the output signal is slow or the instantaneous inflow of compressed air is too large, causing the steam pressure to rise rapidly and the water inlet pressure P to reach the system preset value P4 (P4 < P2), the test control system outputs a signal to the second solenoid valve at this time, and the second solenoid valve changes from the closed state to the open state, opening the pressure relief pipeline. The steam inside the coolant tank escapes from the pressure relief valve, and the steam pressure inside the coolant tank drops, and the water inlet pressure P drops accordingly. When P < P4, the test control system outputs a signal to the second solenoid valve, and the second solenoid valve changes from the open state to the closed state, closing the pressure relief pipeline, and the steam pressure no longer drops, and the water inlet pressure no longer drops. Therefore, the water inlet pressure is in dynamic balance throughout the process and is stable between the limit values P1 and P2. By presetting the water inlet pressures P3 and P4, when the water inlet pressure exceeds the preset pressure value but has not reached the technical condition limit value, the test control system controls the opening and closing of the first solenoid valve and the second solenoid valve, so that the steam pressure inside the coolant tank is maintained within a limited range, thereby ensuring that the water inlet pressure is maintained within a constant range during the cooling process.
[0011] The present invention provides a water inlet pressure control device for engine thermal shock testing. It has the following beneficial effects: The present invention provides a water inlet pressure control device for engine thermal shock testing. By setting the preset pressure values P3 and P4, the constant pressure control of the engine water inlet pressure can be completed. The operator does not need to enter the laboratory to adjust the pressure, and both the working safety and the operation simplicity are greatly improved.
[0012] The present invention provides a water inlet pressure control device for engine thermal shock testing. By setting preset pressure values P3 and P4, the present invention can complete the dynamic balance control of the water inlet pressure during the thermal shock process, and the water flow rate can also be maintained within a relatively constant range. Compared with the traditional bypass type pressure adjustment structure, the pressure control is more stable and the applicable scenarios are wider. More stringent experimental conditions can be carried out to obtain more scientific and accurate experimental data. BRIEF DESCRIPTION OF THE DRAWINGS
[0013] Figure 1 It is a schematic diagram of the structural flow of the present invention.
[0014] Among them, 1. Test control system; 2. Pressure acquisition module; 3. Pressure sensor; 4. Water outlet pipe; 5. Water inlet; 6. Solenoid valve No. 1; 7. Solenoid valve No. 2; 8. Pressure relief pipe; 9. Water inlet pipe; 10. Coolant tank; 11. Compressed air channel; 12. Engine. DETAILED DESCRIPTION
[0015] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.
[0016] like Figure 1 As shown, an embodiment of the present invention provides a water inlet pressure control device for engine thermal shock test, including a coolant tank 10, the upper end of the coolant tank 10 is respectively provided with a water inlet 5, a compressed air channel 11 and a pressure relief pipe 8, the water inlet 5 is located in the middle of the upper end of the coolant tank 10, the compressed air channel 11 and the pressure relief pipe 8 are located on both sides of the coolant tank 10, the tail end of the pressure relief pipe 8 is provided with a No. 2 solenoid valve 7, and the tail end of the compressed air channel 11 is provided with a No. 1 solenoid valve 6; The coolant tank 10 is connected to the engine 12 via the water outlet pipe 4 , the water inlet of the engine 12 is connected to the pressure sensor 3 , the other end of the pressure sensor 3 is connected to the pressure acquisition module 2 , and the pressure acquisition module 2 is connected to the test control system 1 .
[0017] A water inlet pipe 9 is provided at the upper end of the rear side of the coolant tank 10. The test control system 1 is electrically connected to the No. 1 solenoid valve 6 and the No. 2 solenoid valve 7 respectively. The test control system 1 can output digital signals to the No. 1 solenoid valve 6 and the No. 2 solenoid valve 7 to control the opening and closing of the No. 1 solenoid valve 6 and the No. 2 solenoid valve 7. The pressure sensor 3 is connected to the pressure acquisition module 2 through a signal line, and the pressure sensor 3 can transmit the measured pressure value to the pressure acquisition module 2 through the signal line.
[0018] The pressure relief pipe 8 has two elbows, and the opening of the final elbow head faces upward. The pressure acquisition module 2 is connected to the test control system 1 through a signal line. The pressure acquisition module 2 converts the analog signal transmitted from the pressure sensor 3 into a digital signal and transmits it to the test control system 1 through the signal line.
[0019] Two channels, a compressed air channel and a pressure relief pipe 8, are provided above the coolant tank 10. This ensures that when the collection frequency of the pressure collection module 2 is low, the entire system can still play a role in maintaining constant pressure. Two elbows are added to the pressure relief pipe 8, which are parallel and rotating. The coolant vapor discharged through the pressure relief pipe 8 can be quickly cooled and condensed, and the condensed droplets will remain inside the elbow. During inspection, the pressure relief pipe 8 can be removed, and the condensed coolant inside can be poured back into the coolant tank 10 to prevent the waste of coolant due to volatilization.
[0020] The outlet pipe of the coolant tank 10 and the inlet pipe of the engine 12 are directly connected, and the bypass pipe in the middle of the pipe is eliminated. The water inlet flow rate of the engine 12 is completely determined by the vapor pressure in the coolant tank 10. The vapor pressure is in a relatively constant range, so the water inlet flow rate will also be more stable. The preset pressure values are all completed in the test control system 1. During the test, the staff does not need to enter the laboratory to debug the bypass valve. They only need to operate the test control system 1 in the operating room and enter the preset pressure value to complete the constant pressure control, which greatly increases the work safety.
[0021] The test control system 1 is connected to the pressure acquisition module 2 through a signal line, and can receive the digital signal transmitted by the pressure acquisition module 2. The pressure acquisition module 2 is connected to the pressure sensor 3 through a signal line, and can receive the pressure value signal measured by the pressure sensor 3. The pressure sensor 3 is installed on one side of the water inlet pipe of the engine 12, and can measure the water pressure value inside the pipe in real time. The water outlet pipe 4 is connected to the coolant tank 10. The coolant tank 10 is provided with a water inlet pipe 9 and a water outlet pipe 4 to ensure the normal circulation of the coolant. A compressed air channel 11 is installed above the coolant tank 10, and a first solenoid valve (6) is installed at the end of the compressed air channel 11. The first solenoid valve (6) controls the opening and closing of the compressed air channel 11. A pressure relief pipe 8 is installed above the coolant tank 10, and a second solenoid valve (7) is installed at the end of the pressure relief pipe 8. The second solenoid valve (7) controls the opening and closing of the pressure relief valve. The test control system 1 outputs a signal to the first solenoid valve (6) and the second solenoid valve (7) according to the pressure signal received from the pressure acquisition module 2, thereby controlling the opening and closing of the compressed air channel 11 and the pressure relief pipe 8, thereby controlling the steam pressure in the coolant tank 10 to remain constant, and further controlling the water inlet pressure and water inlet flow rate of the engine 12 to remain constant.
[0022] This ensures that the staff can adjust the water inlet pressure in the operating room throughout the entire process. They only need to input the preset pressure values P3 and P4 into the test control system 1 to achieve the effect of controlling the water pressure to be constant. There is no need for the staff to enter the test room to adjust the bypass valve, which improves work safety and efficiency.
[0023] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.
Claims
1. A water inlet pressure control device for engine thermal shock testing, comprising a coolant tank (10), characterized in that: The upper end of the coolant box (10) is respectively provided with a water inlet (5), a compressed air channel (11) and a pressure relief pipe (8), wherein the water inlet (5) is located in the middle of the upper end of the coolant box (10), the compressed air channel (11) and the pressure relief pipe (8) are located on both sides of the coolant box (10), the tail end of the pressure relief pipe (8) is provided with a No. 2 solenoid valve (7), and the tail end of the compressed air channel (11) is provided with a No. 1 solenoid valve (6); The coolant tank (10) is connected to an engine (12) via a water outlet pipe (4); a water inlet of the engine (12) is connected to a pressure sensor (3); the other end of the pressure sensor (3) is connected to a pressure acquisition module (2); and the pressure acquisition module (2) is connected to a test control system (1).
2. The water inlet pressure control device for engine thermal shock test according to claim 1, characterized in that: A water inlet pipeline (9) is provided at the upper end of the rear side of the coolant tank (10), and the test control system (1) is electrically connected to the No. 1 solenoid valve (6) and the No. 2 solenoid valve (7), respectively.
3. The water inlet pressure control device for engine thermal shock test according to claim 1, characterized in that: The pressure sensor (3) is connected to the pressure acquisition module (2) via a signal line.
4. The water inlet pressure control device for engine thermal shock test according to claim 1, characterized in that: The pressure relief pipe (8) has two elbows, and the opening of the final elbow head faces upward.
5. The water inlet pressure control device for engine thermal shock test according to claim 1, characterized in that: The pressure acquisition module (2) is connected to the test control system (1) via a signal line.