Engine air inlet tumble testing equipment and testing method

Abstract

The invention belongs to the technical field of engine manufacturing, and discloses engine air inlet tumble testing equipment and a testing method.The testing equipment is used for detecting a to-be-tested cylinder cover of an engine and comprises an air inlet pipe measuring assembly, a testing table, a simulation cylinder sleeve and a double-air-outlet measuring assembly; the air inlet pipe measuring assembly is detachably and fixedly communicated with the upper end of the to-be-tested cylinder cover, the lower end of the to-be-tested cylinder cover is detachably and fixedly arranged on the testing table in a penetrating mode, the lower end of the testing table is fixedly connected with the upper end of the simulation cylinder sleeve, and the lower end of the to-be-tested cylinder cover is communicated into the simulation cylinder sleeve. And the middle part of the double-air-outlet measuring assembly is fixedly communicated with the lower end of the simulation cylinder sleeve. According to the double-valve air passage, two air flows are generated in the simulation cylinder sleeve, the two air flows respectively flow out from closer outlets, the loss of turbulent energy is reduced, and the measurement accuracy is improved; meanwhile, a tumble ratio calculation method for flow coefficient correction is provided, the accuracy of a measurement result is improved, and the product development requirement is met.

Description

Technical Field

[0001] The present invention belongs to the technical field of engine manufacturing, and in particular relates to an engine intake tumble flow testing device and a testing method. Background Art

[0002] The increasing global demand for energy conservation and environmental protection poses significant challenges to traditional automotive companies. Improving engine efficiency, power, and emissions have become key development priorities for various companies. For both gas and gasoline engines, the flow dynamics within the cylinder are a key factor influencing the combustion of the mixture, thereby determining engine performance indicators such as fuel economy, power, and emissions. The tumble motion created during the engine's intake process increases turbulence intensity at the end of compression, accelerating flame propagation within the cylinder, reducing knock, and improving combustion. During the design phase, intake manifold geometry is optimized to enhance intake manifold performance. Measurement equipment is used to test parameters such as the tumble ratio and flow coefficient within the intake manifold.

[0003] Existing tumble measurement equipment mainly uses a single 90° transition elbow to convert gas tumble motion into eddy flow, and measures the eddy intensity through a vane anemometer or eddy flow meter, and uses the eddy intensity to indirectly represent the tumble intensity of the airway. There are the following problems: using a single 90° transition elbow to convert gas tumble motion into eddy flow may not be accurate enough. The actual gas flow conditions are complex and diverse, and it is difficult to ensure that tumble can be completely and accurately converted into measurable eddy flow with only a simple elbow. This may cause some flow information to be lost or distorted during the conversion process, thereby affecting the accuracy of the measurement results and easily causing deviations in the performance comparison of different airway solutions. The traditional tumble ratio calculation formula does not take into account the impact of differences in the size of the outlet airflow flow rate, and does not correct the calculation results according to the outlet mass flow rate, which affects the accuracy of the measurement results and cannot meet product development needs. Summary of the Invention

[0004] The present invention aims to provide an engine intake tumble test device and method. By employing a dual-outlet tumble measurement device, a dual-valve airway generates two airflows within a simulated cylinder liner, each exiting from a closer outlet. This mitigates the interaction between the two airflows during the tumble-to-vortex conversion process, reduces turbulent kinetic energy loss, and improves measurement accuracy. A flow coefficient-corrected tumble ratio calculation method is also provided, accounting for the impact of the difference in flow rate at the two outlets. Substituting the measured data into a new formula yields a revised calculation result, improving measurement accuracy and meeting product development requirements.

[0005] The specific plan is as follows:

[0006] An engine intake tumble test device is provided, which is used for detecting the cylinder head to be tested of the engine. The test device includes an intake pipe measurement component, a test bench, a simulated cylinder liner and a dual-outlet measurement component. The intake pipe measurement component is detachably fixed and connected to the upper end of the cylinder head to be tested, the lower end of the cylinder head to be tested is detachably fixed and passed through the test bench, the lower end of the test bench is fixedly connected to the upper end of the simulated cylinder liner and the lower end of the cylinder head to be tested is connected to the simulated cylinder liner, and the dual-outlet measurement component is horizontally arranged and the middle part thereof is fixedly connected to the lower end of the simulated cylinder liner.

[0007] The intake pipe measurement assembly of the engine intake tumble test equipment of the present invention has its intake pipe fixedly connected to the front end of a pressure stabilizing cylinder. A pressure gauge is fixedly mounted on the pressure stabilizing cylinder and connected thereto. Its placement in the middle of the cylinder facilitates measurement accuracy. A removable, fixed positioning plate is provided on the rear end surface of the pressure stabilizing cylinder. The cylinder head to be tested and the positioning plate are removably fixedly connected and connected to the pressure stabilizing cylinder. The positioning plate is provided with specific positioning holes or protrusions that mate with corresponding structures on the pressure stabilizing cylinder and the cylinder head to be tested to ensure a precise connection between the two. This stable connection reduces component wear and fatigue caused by vibration and extends the service life of the relevant components. Good sealing prevents intake air leakage and ensures stable pressure within the pressure stabilizing cylinder, thereby providing an accurate measurement environment for the pressure gauge and ensuring that the measurement results more accurately reflect the actual engine intake conditions. The positioning plate provides a convenient operating interface for installing and removing the pressure stabilizing cylinder. Through the mounting holes or mounting structures on the positioning plate, the pressure stabilizing cylinder can be quickly attached to or removed from the cylinder head using specific tools, improving maintenance and commissioning efficiency.

[0008] The lower end of the cylinder head to be tested is fixedly connected to the upper end of the test bench through a flange, which is convenient for disassembly. The upper end of the simulated cylinder liner is fixedly connected to the lower end of the test bench, and the simulated cylinder liner and the cylinder head to be tested are connected to each other. The lower end of the simulated cylinder liner is inserted into the center of the horizontally arranged outlet pipe and welded to it and connected to each other. Two secondary pressure-stabilizing cylinders of equal size and identical structure are fixedly connected and connected to the two ends of the outlet pipe. Eddy flow meters are fixedly installed on the inner wall of the tube body near the port at both ends of the outlet, and the two eddy flow meters are symmetrically arranged. Flow meters are provided on both secondary pressure-stabilizing cylinders, and the two flow meters are also symmetrically arranged. Each flow meter is arranged in the middle of the secondary pressure-stabilizing tube, which can ensure the accuracy of the measurement. The engine intake tumble test equipment of the present invention can generate two airflows in the simulated cylinder liner, and the two airflows flow out from the closer outlet respectively, which weakens the interaction between the two airflows during the conversion of tumble flow to vortex flow, reduces the loss of turbulent kinetic energy, and improves the measurement accuracy of the tumble ratio. At the same time, a tumble ratio calculation method with flow coefficient correction is provided. Compared with traditional swirl ratio calculation method The proposed tumble ratio calculation method with flow coefficient correction takes into account the influence of the difference in the airflow flow rate at the two ends of the outlet, and corrects the calculation results according to the mass flow rate at the two ends of the outlet, thereby improving the accuracy of the measurement results and meeting the needs of product development. The derivation process of the tumble ratio calculation formula provided by the present invention is as follows: Formula Where n is the engine speed, n1 is the airflow speed at outlet 1, and n2 is the airflow speed at outlet 2. The engine speed is equal to: Where V h is the engine displacement in L; m is the total mass flow rate; ρ is the fluid density; and the outlet speeds n1 and n2 are equal to: Where, M1 and M2 are momentum, in kg·m / s; m1 and m2 are mass flow rates, in kg / h; D is the cylinder diameter of the cylinder head to be measured, in m; the total gas mass flow rate m is formulated as follows: m=m1+m2. Set the flow rate ratio of the flow meter m1 to the total gas mass m to be X, then m2=(1-X)·m; Substitute the above formula into The calculation formula of the tumble ratio for the flow coefficient correction provided by the present invention is obtained as follows: In the formula, S is the stroke of the engine corresponding to the cylinder head to be tested, in m. Substitute M1, M2, m1, m2 and X into the formula to obtain the tumble ratio R s ;Substitute P1 into the theoretical flow formula Where I is the number of valves, A is the equivalent flow area of ​​the valve, ρ is the fluid density, and P2 is the atmospheric pressure, the theoretical flow rate m is obtained. th ; Replace m and m th Substitute into the flow coefficient formula The flow coefficient C is obtained f The value of the tumble ratio calculated based on the formula for mass flow correction is closely related to the mass flow of the two outlets. The tumble ratio R is obtained by measuring more than 3 times. s and flow coefficient C f The average value of .

[0009] Furthermore, the dual-outlet measuring assembly includes an outlet pipe, two identical secondary pressure-stabilizing cylinders, two vortex momentum meters and two flow meters. The outlet pipe is a horizontally arranged cylindrical thin-walled tube. The lower end of the simulated cylinder liner is vertically welded to the center of the upper tube wall of the outlet pipe to form an inverted T-shaped structure and is connected to the outlet pipe. The two ends of the outlet pipe are respectively fixedly connected to the two secondary pressure-stabilizing cylinders. The two vortex momentum meters are respectively fixedly connected to the inner tube walls at both ends of the outlet pipe body in a symmetrical manner on the left and right. The two flow meters are fixedly connected to the two secondary pressure-stabilizing cylinders in a symmetrical manner on the left and right.

[0010] The airflow enters from the intake pipe, passes through the pressure stabilizing cylinder, and then enters the simulated cylinder liner along the cylinder head to be tested. The lower end of the simulated cylinder liner is welded to the middle of the horizontally set outlet pipe. The airflow enters the outlet pipe from the simulated cylinder liner and is divided into two airflows to the left and right ends of the outlet pipe. The airflow rotates and moves forward around the central axis of the outlet pipe in the outlet pipe, completing the conversion from tumble flow to vortex flow; the airflow flows through the flow meter, and the vortex momentum meter measures the momentum values ​​of the two airflows; the airflow enters the secondary pressure stabilizing cylinders fixedly connected at both ends of the outlet pipe respectively, and a flow meter is fixedly installed in the middle of the secondary pressure stabilizing cylinder, and the flow meter measures the mass flow value.

[0011] Furthermore, the intake pipe measurement assembly includes an intake pipe, a pressure stabilizing cylinder, a pressure gauge and a positioning plate. The intake pipe is fixedly connected to the front end of the pressure stabilizing cylinder, the pressure gauge is fixedly connected to the pressure stabilizing cylinder, and the rear end face of the pressure stabilizing cylinder is detachably fixedly connected to the positioning plate. The upper end of the cylinder head to be tested is detachably fixedly installed on the positioning plate and connected to the pressure stabilizing cylinder. The lower end of the cylinder head to be tested is fixedly connected to the test bench through a flange and is connected to the simulated cylinder liner.

[0012] The intake pipe and the front end of the pressure-stabilizing cylinder are fixedly connected. The blower blows room-temperature air into the intake pipe inlet. The airflow passes through the pressure-stabilizing chamber, reducing the pulsation effect of the airflow and ensuring stable airflow. The pressure gauge is fixedly mounted on the pressure-stabilizing cylinder. The blower flow is adjusted so that the pressure differential measured by the pressure gauge equals the set value. After the pressure counter value stabilizes, the pressure counter value is read. A positioning plate is removably fixedly mounted on the rear end of the pressure-stabilizing cylinder. The upper end of the cylinder head to be tested is removably fixedly mounted on the positioning plate and connected to the pressure-stabilizing cylinder. A through-hole is provided on the test bench. The lower end of the cylinder head to be tested is fixedly connected to the test bench via a flange and connected to the simulated cylinder liner.

[0013] Furthermore, the diameter of the exhaust pipe is equal to the diameter of the simulated cylinder liner.

[0014] The diameter of the exhaust pipe is equal to the diameter of the simulated cylinder liner to maintain airflow continuity and stability, facilitating flow calculation and control. To simulate real working conditions, in actual engines and other equipment, the connection between the cylinder liner and components such as the exhaust pipe will usually try to ensure matching pipe diameters to achieve efficient gas emissions and stable system operation.

[0015] Furthermore, the horizontal straight-line distance between each eddy current meter and the nearest pipe opening of the outlet pipe is 10 cm.

[0016] The horizontal straight-line distance between each eddy flow meter and the nearest outlet of the exhaust pipe is 10 cm to ensure the accuracy of the measurement.

[0017] Furthermore, the length of the air outlet pipe is equal to 3.5 times the cylinder diameter of the cylinder head to be tested.

[0018] The length of the outlet pipe is equal to 3.5 times the cylinder diameter of the cylinder head to be tested, which can stabilize the airflow, help avoid gas backflow or external factors that interfere with the gas state, and optimize pressure measurement.

[0019] Furthermore, the diameter of the secondary pressure stabilizing cylinder is 1.3 times the cylinder diameter of the cylinder head to be tested.

[0020] The diameter of the secondary pressure stabilizing cylinder is 1.3 times the cylinder diameter of the cylinder head to be tested, which can enhance the pressure stabilizing effect, optimize the airflow distribution, and help form a more uniform flow field for the gas in the pressure stabilizing cylinder.

[0021] Furthermore, the length of the secondary pressure stabilizing cylinder is 1.75 times the cylinder diameter of the cylinder head to be tested.

[0022] The length of the secondary pressure stabilizing cylinder is 1.75 times the cylinder diameter of the cylinder head to be tested, which can fully stabilize the pressure, optimize the flow field and suppress resonance.

[0023] A method for testing engine intake tumble flow is applied to the engine intake tumble flow testing device, and the testing steps are as follows:

[0024] S1. Under a fixed valve lift, a blower blows room-temperature air into the intake pipe inlet of the engine intake tumble test equipment. The airflow passes through the pressure stabilizing cylinder, which reduces the airflow pulsation effect and stabilizes the airflow. The blower flow rate is adjusted so that the pressure differential measured by the pressure gauge equals the set value. After the pressure counter value stabilizes, the pressure counter value P1 is read.

[0025] S2. A steady airflow enters the cylinder head to be tested and enters the simulated cylinder liner from the airway outlet, generating two tumble flows in the simulated cylinder liner. The two airflows flow to the outlets at both ends of the outlet pipe respectively. In the outlet pipe, the airflow rotates around the central axis of the pipe, completing the conversion of tumble flow into vortex flow. The two airflows pass through the corresponding vortex momentum meters, and the two vortex momentum meters measure the momentum values ​​M1 and M2 of the two airflows respectively.

[0026] S3. Then the two air flows flow into the secondary pressure stabilizing cylinder respectively, and the readings m1 and m2 of the two flow meters installed on the secondary pressure stabilizing cylinder are read respectively;

[0027] S4. Based on the total gas mass flow rate m formula m=m1+m2, m1 and m2 are substituted into the formula to obtain the total gas mass flow rate m; the ratio of the flow meter m1 to the total gas mass flow rate m is set to X, and based on the formula m2=(1-X)·m, m2 and m are substituted into the formula to obtain the flow rate proportional coefficient X;

[0028] S5, based on the tumble ratio formula In the formula, S is the stroke of the engine corresponding to the cylinder head to be tested. Substitute M1, M2, m1, m2 and X into the formula to obtain the tumble ratio R s ; Based on theoretical flow formula In the formula, I is the number of valves, A is the equivalent flow area of ​​the valve, ρ is the fluid density, and P2 is the atmospheric pressure. Substituting P1 into the formula, we can get the theoretical flow rate m th ; Based on the flow coefficient formula Substituting m1 and m2 into the formula, we get the flow coefficient C f ;

[0029] S6. Repeat the above steps at least 3 times to obtain the tumble ratio R s and flow coefficient C f The average value of .

[0030] Furthermore, the above test process is repeated at different valve lifts to obtain the tumble ratio R under each valve lift. s and flow coefficient C f .

[0031] Compared with the prior art, the present invention has the following beneficial effects:

[0032] 1. The present invention adopts a dual-outlet tumble flow measurement device. The dual-valve airway generates two airflows in the simulated cylinder liner. The two airflows flow out from the closer outlet respectively, which weakens the interaction between the two airflows during the conversion of tumble flow to vortex flow, reduces the loss of turbulent kinetic energy, and improves measurement accuracy.

[0033] 2. The present invention also provides a method for calculating the tumble ratio with flow coefficient correction, taking into account the impact of the difference in the flow rate of the airflow at the two ends of the outlet. The measured data is substituted into the new formula to obtain the corrected calculation result, thereby improving the accuracy of the measurement result and meeting the needs of product development. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 Schematic diagram of the overall structure of the engine intake tumble test equipment of the present invention;

[0035] Figure 2 It is a front view structural schematic diagram of the engine intake tumble test equipment of the present invention.

[0036] In the picture:

[0037] 1. Cylinder head to be tested; 2. Intake pipe measurement assembly; 2.1. Intake pipe; 2.2. Pressure stabilizing cylinder; 2.3.

[0038] Pressure gauge; 2.4. Positioning plate; 3. Test bench; 4. Simulated cylinder liner; 5. Double outlet measurement assembly; 5.1. Outlet pipe; 5.2. Secondary pressure stabilizing cylinder; 5.3. Eddy flow meter; 5.4. Flow meter; 6. Flange. DETAILED DESCRIPTION

[0039] To make the objectives, technical solutions, and advantages of the present invention more apparent, the present invention will be further described in detail below with reference to the accompanying drawings. It is apparent that the embodiments described are only some embodiments of the present invention, rather than all embodiments. All other embodiments obtained by persons of ordinary skill in the art based on the embodiments of the present invention without creative effort are intended to fall within the scope of protection of the present invention.

[0040] The terms used in the present invention are for the purpose of describing specific embodiments only and are not intended to limit the present invention. The singular forms "a", "an", "the" and "the" used in the present invention and the appended claims are also intended to include plural forms, unless the context clearly indicates otherwise, and "a plurality" generally includes at least two.

[0041] It should be noted that the directions or positional relationships indicated by the terms "front", "rear", "inside", "outside", "left", "right", etc. in the present invention are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, it should not be understood as a limitation on the present invention.

[0042] It should be noted in particular that any symbols and / or numbers in the specification that are not marked in the accompanying drawings are not drawing marks.

[0043] The embodiment of the present invention, namely an embodiment of an engine intake tumble test device and a test method, is described below in conjunction with Figure 1 and Figure 2 Provide detailed explanation.

[0044] Example 1:

[0045] See Figure 1 、 Figure 2 As shown, an engine intake tumble test equipment is used to detect the engine's cylinder head 1 to be tested. The test equipment includes an intake pipe measurement component 2, a test bench 3, a simulated cylinder liner 4 and a dual-outlet measurement component 5. The intake pipe measurement component 2 is detachably fixed and connected to the upper end of the cylinder head 1 to be tested, and the lower end of the cylinder head 1 to be tested is detachably fixed and penetrated into the test bench 3. The lower end of the test bench 3 is fixedly connected to the upper end of the simulated cylinder liner 4 and the lower end of the cylinder head 1 to be tested is connected to the simulated cylinder liner 4. The dual-outlet measurement component 5 is horizontally arranged and the middle part thereof is fixedly connected to the lower end of the simulated cylinder liner 4.

[0046] The dual-outlet measurement assembly 5 comprises an outlet pipe 5.1, two identical secondary pressure-stabilizing cylinders 5.2, two eddy flow meters 5.3, and two flow meters 5.4. The outlet pipe 5.1 is a horizontally arranged cylindrical thin-walled tube. The lower end of the simulated cylinder liner 4 is vertically welded to the center of the upper tube wall of the outlet pipe 5.1, forming an inverted T-shaped structure and communicating with the outlet pipe 5.1. The two ends of the outlet pipe 5.1 are respectively fixedly connected to the two secondary pressure-stabilizing cylinders 5.2. The two eddy flow meters 5.3 are fixedly connected to the inner tube walls at both ends of the outlet pipe 5.1 in a bilaterally symmetrical manner. The two flow meters 5.4 are fixedly connected to the two secondary pressure-stabilizing cylinders 5.2 in a bilaterally symmetrical manner.

[0047] The intake pipe measurement assembly 2 includes an intake pipe 2.1, a pressure-stabilizing cylinder 2.2, a pressure gauge 2.3 and a positioning plate 2.4. The intake pipe 2.1 is fixedly connected to the front end of the pressure-stabilizing cylinder 2.2, the pressure gauge 2.3 is fixedly connected to the pressure-stabilizing cylinder 2.2, and the rear end face of the pressure-stabilizing cylinder 2.2 is detachably fixedly connected to the positioning plate 2.4. The upper end of the cylinder head 1 to be tested is detachably fixedly arranged on the positioning plate 2.4 and connected to the pressure-stabilizing cylinder 2.2. The lower end of the cylinder head 1 to be tested is fixedly connected to the test bench 3 through a flange 6 and is connected to the simulated cylinder liner 4.

[0048] The diameter of the air outlet pipe 5.1 is equal to the diameter of the simulated cylinder liner 4.

[0049] The horizontal straight-line distance between each eddy current meter 5.3 and the nearest pipe opening of the air outlet pipe 5.1 is 10 cm.

[0050] The length of the air outlet pipe 5.1 is equal to 3.5 times the cylinder diameter of the cylinder head 1 to be tested.

[0051] The diameter of the secondary pressure stabilizing cylinder 5.2 is 1.3 times the cylinder diameter of the cylinder head 1 to be tested.

[0052] The length of the secondary pressure stabilizing cylinder 5.2 is 1.75 times the cylinder diameter of the cylinder head 1 to be tested.

[0053] Example 2:

[0054] The present invention also provides a method for testing engine intake tumble flow, which is applied to the engine intake tumble flow testing device. The testing steps are as follows:

[0055] S1. With valve lift fixed, a blower blows room-temperature air into the inlet of intake pipe 2.1 of the engine intake tumble test equipment. The airflow passes through pressure stabilizing cylinder 2.2, which reduces the pulsation effect of the airflow and stabilizes the airflow. The blower flow rate is adjusted so that the pressure differential measured by pressure gauge 2.3 equals the set value. After the pressure gauge 2.3 stabilizes, read the value P1 on pressure gauge 2.3.

[0056] S2. A steady airflow enters the cylinder head 1 to be tested and enters the simulated cylinder liner 4 through the airway outlet. Two tumble flows are generated in the simulated cylinder liner 4. The two airflows flow to the outlets at both ends of the outlet pipe 5.1. Inside the outlet pipe 5.1, the airflow rotates around the central axis of the pipe, completing the conversion of the tumble flow into a vortex flow. The two airflows pass through the corresponding vortex momentum meters 5.3, and the two vortex momentum meters 5.3 respectively measure the momentum values ​​M1 and M2 of the two airflows.

[0057] S3. Then the two air flows flow into the secondary pressure stabilizing cylinder 5.2 respectively, and the readings m1 and m2 of the two flow meters 5.4 installed on the secondary pressure stabilizing cylinder 5.2 are read respectively;

[0058] S4. Based on the total gas mass flow rate m formula m=m1+m2, m1 and m2 are substituted into the formula to obtain the total gas mass flow rate m; the ratio of the flow meter m1 to the total gas mass flow rate m is set to X, and based on the formula m2=(1-X)·m, m2 and m are substituted into the formula to obtain the flow rate proportional coefficient X;

[0059] S5, based on the tumble ratio formula In the formula, S is the stroke of the engine corresponding to the cylinder head to be tested. Substitute M1, M2, m1, m2 and X into the formula to obtain the tumble ratio R s ; Based on theoretical flow formula In the formula, I is the number of valves, A is the equivalent flow area of ​​the valve, ρ is the fluid density, and P2 is the atmospheric pressure. Substituting P1 into the formula, we can get the theoretical flow rate m th ; Based on the flow coefficient formula Substituting m1 and m2 into the formula, we get the flow coefficient C f ;

[0060] S6. Repeat the above steps at least 3 times to obtain the tumble ratio R s and flow coefficient C f The average value of .

[0061] Repeat the above test process at different valve lifts to obtain the tumble ratio R at each valve lift. s and flow coefficient C f .

[0062] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. An engine intake tumble test device, the test device is used to detect the cylinder head (1) to be tested of the engine, characterized in that: The test equipment comprises an intake pipe measurement component (2), a test bench (3), a simulated cylinder liner (4) and a dual-air outlet measurement component (5); the intake pipe measurement component (2) is detachably fixed and connected to the upper end of the cylinder head to be tested (1); the lower end of the cylinder head to be tested (1) is detachably fixed and passed through the test bench (3); the lower end of the test bench (3) is fixedly connected to the upper end of the simulated cylinder liner (4) and the lower end of the cylinder head to be tested (1) is connected to the simulated cylinder liner (4); the dual-air outlet measurement component (5) is horizontally arranged and the middle portion thereof is fixedly connected to the lower end of the simulated cylinder liner (4).

2. The engine intake tumble test equipment according to claim 1, characterized in that: The dual-outlet measurement assembly (5) comprises an outlet pipe (5.1), two identical secondary pressure-stabilizing cylinders (5.2), two eddy flow meters (5.3) and two flow meters (5.4); the outlet pipe (5.1) is a horizontally arranged cylindrical thin-walled pipe; the lower end of the simulated cylinder sleeve (4) is vertically welded to the center of the upper pipe wall of the outlet pipe (5.1) to form an inverted T-shaped structure and communicate with the outlet pipe (5.1); the two ends of the outlet pipe (5.1) are respectively fixedly communicated with the two secondary pressure-stabilizing cylinders (5.2); the two eddy flow meters (5.3) are fixedly connected to the inner pipe walls at the two ends of the outlet pipe (5.1) in a bilaterally symmetrical manner; and the two flow meters (5.4) are fixedly connected to the two secondary pressure-stabilizing cylinders (5.2) in a bilaterally symmetrical manner.

3. The engine intake tumble test equipment according to claim 2, characterized in that: The intake pipe measurement assembly (2) comprises an intake pipe (2.1), a pressure stabilizing cylinder (2.2), a pressure gauge (2.3) and a positioning plate (2.4); the intake pipe (2.1) is fixedly connected to the front end of the pressure stabilizing cylinder (2.2); the pressure gauge (2.3) is fixedly connected to the pressure stabilizing cylinder (2.2); the rear end face of the pressure stabilizing cylinder (2.2) is detachably fixedly connected to the positioning plate (2.4); the upper end of the cylinder head (1) to be tested is detachably fixedly arranged on the positioning plate (2.4) and is connected to the pressure stabilizing cylinder (2.2); the lower end of the cylinder head (1) to be tested is fixedly connected to the test bench (3) via a flange (6) and is connected to the simulated cylinder liner (4).

4. The engine intake tumble test equipment according to claim 3, characterized in that: The diameter of the air outlet pipe (5.1) is equal to the diameter of the simulated cylinder sleeve (4).

5. The engine intake tumble test equipment according to claim 4, characterized in that: The horizontal straight-line distance between each eddy flow meter (5.3) and the nearest pipe opening of the air outlet pipe (5.1) is 10 cm.

6. The engine intake tumble test equipment according to claim 5, characterized in that: The length of the air outlet pipe (5.1) is equal to 3.5 times the cylinder diameter of the cylinder head (1) to be tested.

7. The engine intake tumble test equipment according to claim 6, characterized in that: The diameter of the secondary pressure stabilizing cylinder (5.2) is 1.3 times the cylinder diameter of the cylinder head (1) to be tested.

8. The engine intake tumble test equipment according to claim 7, characterized in that: The length of the secondary pressure stabilizing cylinder (5.2) is 1.75 times the cylinder diameter of the cylinder head (1) to be tested.

9. A method for testing engine intake tumble flow, characterized in that: The engine intake tumble test device according to any one of claims 1 to 8 is applied, and the test steps are as follows: S1. Under a fixed valve lift, a blower blows room-temperature air into the inlet of the intake pipe (2.1) of the engine intake tumble test equipment. The airflow passes through the pressure stabilizing cylinder (2.2), which reduces the pulsation effect of the airflow and stabilizes the airflow. The blower flow rate is adjusted so that the pressure difference measured by the pressure gauge (2.3) equals the set value. After the pressure gauge (2.3) value stabilizes, the pressure gauge (2.3) value P1 is read. S2. A stable airflow enters the cylinder head (1) to be tested and enters the simulated cylinder sleeve (4) from the airway outlet. Two tumble flow airflows are generated in the simulated cylinder sleeve (4). The two airflows flow to the outlets at both ends of the outlet pipe (5.1). In the outlet pipe (5.1), the airflow rotates around the central axis of the pipe to complete the conversion from tumble flow to vortex flow. The two airflows pass through the corresponding vortex momentum meters (5.3). The two vortex momentum meters (5.3) respectively measure the momentum values ​​M1 and M2 of the two airflows. S3. Then the two air flows into the secondary pressure stabilizing cylinder (5.2) respectively, and the readings m1 and m2 of the two flow meters (5.4) installed on the secondary pressure stabilizing cylinder (5.2) are read respectively; S4. Based on the total gas mass flow rate m formula m=m1+m2, m1 and m2 are substituted into the formula to obtain the total gas mass flow rate m; the ratio of the flow meter m1 to the total gas mass flow rate m is set to X, and based on the formula m2=(1-X)·m, m2 and m are substituted into the formula to obtain the flow rate proportional coefficient X; S5, based on the tumble ratio formula In the formula, S is the stroke of the engine corresponding to the cylinder head to be tested. Substitute M1, M2, m1, m2 and X into the formula to obtain the tumble ratio R s ; Based on theoretical flow formula In the formula, I is the number of valves, A is the equivalent flow area of ​​the valve, ρ is the fluid density, and P2 is the atmospheric pressure. Substituting P1 into the formula, we can get the theoretical flow rate m th ; Based on the flow coefficient formula Substituting m1 and m2 into the formula, we get the flow coefficient C f ; S6. Repeat the above steps at least 3 times to obtain the tumble ratio R s and flow coefficient C f The average value of .

10. The method for testing engine intake tumble flow according to claim 9, characterized in that: Repeat the above test process at different valve lifts to obtain the tumble ratio R at each valve lift. s and flow coefficient C f .

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