Miller cycle supercharged diesel engine test bed

Abstract

The invention discloses a Miller cycle supercharged diesel engine test bench, and relates to the technical field of engine detection. The positioning assembly is movably arranged in the test cabin and is used for receiving or sending out the supercharged diesel engine; the dual-fuel supply assembly is used for providing basic diesel and biodiesel for the supercharged diesel engine; the gas detector is arranged in the test cabin and is used for detecting the emission condition of the supercharged diesel engine; the gas detector is configured to adjust the proportion of the base diesel oil and the biodiesel oil provided by the dual-fuel supply assembly based on the detected emission condition; the supercharged diesel engine works based on a Miller cycle, and the test bench can simulate the operation condition of the supercharged diesel engine in a plateau environment, thereby providing guidance for the proportion of basic diesel oil and biodiesel.

Description

Technical Field

[0001] This invention relates to the field of engine testing technology, specifically to a Miller cycle turbocharged diesel engine test bench. Background Technology

[0002] In high-altitude areas, the performance degradation of diesel engines is essentially due to reduced combustion caused by decreased oxygen content in the cylinder. Oxygenated fuels are also a crucial way to restore the performance of diesel engines at high altitudes. Biodiesel is a typical oxygenated fuel with a high cetane number, ensuring complete combustion. In high-altitude areas, using biodiesel in diesel engines helps alleviate the problem of incomplete combustion caused by the hypoxic environment. However, compared to pure diesel, blending biodiesel into diesel engines results in higher nitrogen oxide (NOx) emissions.

[0003] Existing research indicates that blending an appropriate proportion of biodiesel with the Miller cycle is a relatively easy way to improve thermal efficiency and reduce pollutant emissions. The Miller cycle, as a key technology for in-engine purification, achieves an effective compression ratio lower than the expansion ratio by advancing or delaying the intake valve closing time, thus possessing the potential to improve thermal efficiency and reduce NOx emissions, and has become a research hotspot.

[0004] However, existing research on the blending of biodiesel with the Miller cycle in diesel engines in high-altitude areas is still very limited. Specifically, it is difficult to simulate the operation of turbocharged diesel engines in high-altitude environments, and thus provide guidance on the ratio of base diesel to biodiesel.

[0005] Therefore, it is necessary to provide a Miller cycle turbocharged diesel engine test bench to solve the above problems. Summary of the Invention

[0006] To address the aforementioned problems, the present invention provides the following technical solution: a Miller cycle turbocharged diesel engine test bench, comprising: a test chamber; a positioning assembly movably disposed within the test chamber for receiving or delivering the turbocharged diesel engine; a dual-fuel supply assembly for providing the turbocharged diesel engine with base diesel and biodiesel; a gas detector disposed within the test chamber for detecting the emissions of the turbocharged diesel engine; the gas detector is configured to adjust the ratio of base diesel and biodiesel provided by the dual-fuel supply assembly based on the detected emissions; the turbocharged diesel engine operates based on the Miller cycle.

[0007] Furthermore, the dual-fuel supply assembly includes a base plate with two feeding assemblies at its bottom; the liquid outlets of the two feeding assemblies are respectively connected to a collecting pipe; the two collecting pipes are arranged in a V-shape and converge to a mixing cylinder, which is used to supply liquid to the turbocharged diesel engine; the liquid inlet of one feeding assembly is connected to a first feeding cylinder, and the liquid inlet of the other feeding assembly is connected to a second feeding cylinder.

[0008] Furthermore, the feeding assembly includes: a feeding bin; a temporary storage bin connected to one side of the feeding bin via a connecting pipe; a preheater for temperature control of the temporary storage bin; a suction bin connected to the other side of the feeding bin, wherein a piston is disposed; a first telescopic rod connected to the piston for driving the piston to move within the suction bin; a one-way valve disposed in the connecting pipe; and the bottom of the feeding bin connected to the collecting pipe.

[0009] Furthermore, the inner wall of the connecting pipe includes an integrally formed contraction section, a straight section, and an expansion section; a lever is rotatably disposed in the feeding bin, with one end of the lever disposed adjacent to the expansion section.

[0010] Furthermore, one end of the lever is connected to the connecting rod; the other end of the connecting rod is hinged to the base plate with a second telescopic rod.

[0011] Furthermore, the positioning assembly includes: a slide seat, movably disposed within the test chamber; a support seat, the top of which is fixed with two symmetrically arranged first side plates and two symmetrically arranged second side plates, wherein the first side plates are hinged to the slide seat; a hydraulic rod, hinged between the slide seat and the second side plates; and a base plate, fixed to the slide seat, for supporting the turbocharged diesel engine.

[0012] Furthermore, a protective frame is fixed on the support base, and a plurality of symmetrically arranged first locking components are provided on the protective frame; a plurality of second locking components located on the side of the first locking components are also provided on the support base.

[0013] Furthermore, the first locking assembly includes: a locking rod fixed to the protective frame and having a retractable locking end; a locking disc fixed to the locking end; a plurality of locking pins and a plurality of locking cylinders disposed on the locking disc; and a first strain gauge disposed on the locking disc, corresponding to the locking pins and locking cylinders, for detecting locking force or vibration force.

[0014] Furthermore, the second locking assembly includes: an angle plate fixed to the bearing seat, with a limit seat fixed to one side of the angle plate; a deflection arm hinged to the lower part of the angle plate; multiple elastic elements connected between the deflection arm and the limit seat; an adjusting seat fixed to the deflection arm; and an adjusting rod threaded to the adjusting seat, with a pressure seat fixed to the end of the adjusting rod for pressing the turbocharged diesel engine. A second strain gauge is also embedded in the pressure seat for detecting locking force or vibration force.

[0015] Compared with the prior art, the present invention provides a Miller cycle turbocharged diesel engine test bench, which has the following advantages:

[0016] This invention simulates high and low temperature environments at high altitudes using a test chamber, and combines this with positioning components to simulate vehicle attitudes such as going uphill, downhill, acceleration, and braking. This dual dynamic simulation of environment and attitude can realistically expose the engine's performance under complex operating conditions.

[0017] This invention constructs a system that monitors emissions in real time using a gas detector and automatically adjusts the ratio of biodiesel to base diesel to achieve optimal environmental performance. Furthermore, it introduces strain gauges to monitor engine vibration and uses NVH (noise, vibration, and harshness) performance as another optimization target in order to find the optimal fuel blend. Attached Figure Description

[0018] Figure 1 A schematic diagram of a test bench for a Miller cycle turbocharged diesel engine;

[0019] Figure 2 This is a three-dimensional structural diagram of the positioning component, the first locking component, and the second locking component in this invention;

[0020] Figure 3 This is a three-dimensional structural diagram of the first locking component and the second locking component in this invention;

[0021] Figure 4 This is a three-dimensional structural diagram of the dual-fuel supply assembly in this invention;

[0022] Figure 5 This is a cross-sectional view of the dual-fuel supply assembly in this invention.

[0023] Figure 6 for Figure 5 A magnified structural diagram at point A;

[0024] In the diagram: 1. Test chamber; 2. Positioning assembly; 21. Slide; 22. Bearing seat; 23. Protective frame; 24. First side plate; 25. Second side plate; 26. Hydraulic rod; 27. Base plate; 3. First locking assembly; 31. Locking rod; 32. Locking disc; 33. Locking column; 34. Locking cylinder; 4. Second locking assembly; 41. Angle plate; 42. Deflection arm; 43. Limiting seat; 44. Elastic element; 45. Adjusting seat; 46. Adjusting rod; 47. Pressure seat; 5. Double... 51. Fuel supply assembly; 52. Base plate; 53. Feeding assembly; 54. Manifold; 55. First feeding cylinder; 56. Second feeding cylinder; 57. Mixing cylinder; 58. Feeding bin; 59. Temporary storage bin; 50. Connecting pipe; 51. Preheater; 52. Suction bin; 52. First telescopic rod; 52. Paddle; 52. Second telescopic rod; 52. Connecting rod; 523. Contraction section; 5232. Straight cylinder section; 5233. Expansion section; 6. Gas detector. Detailed Implementation

[0025] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0026] Example: In this embodiment of the invention, please refer to... Figures 1-6 A Miller cycle turbocharged diesel engine test bench is provided, including a test chamber 1. The test chamber 1 is used to simulate low-pressure high-temperature environment or low-pressure low-temperature environment. For example, the test chamber 1 includes a low-pressure control unit and a temperature control unit. The low-pressure control unit is used to simulate low-pressure environment, while the temperature control unit is used to simulate different temperatures. By combining the temperature control unit with the low-pressure control unit, it is possible to simulate low-pressure high-temperature environment or low-pressure low-temperature environment, thereby simulating different environments in high-altitude areas. This provides a test bench for turbocharged diesel engines that is close to the actual operating conditions.

[0027] A positioning assembly 2 is movably disposed within the test chamber 1. The positioning assembly 2 is used to receive or deliver the turbocharged diesel engine. Specifically, the positioning assembly 2 includes: a slide 21, movably disposed within the test chamber 1; a support 22, the top of which is fixed with two symmetrically arranged first side plates 24 and two symmetrically arranged second side plates 25, wherein the first side plates 24 are hinged to the slide 21; a hydraulic rod 26, hinged between the slide 21 and the second side plates 25; and a base plate 27, fixed to the slide 21, for supporting the turbocharged diesel engine.

[0028] The entire positioning assembly 2 is mounted on the guide rail of the test chamber 1 via a slide 21. The slide 21 can carry the turbocharged diesel engine into or out of the test chamber 1 as a whole. This solves the problem of convenience in the installation, disassembly, and maintenance of the turbocharged diesel engine. During testing, the turbocharged diesel engine is placed into the designated position inside the test chamber 1. After the test is completed, it is removed from the test chamber 1.

[0029] In the initial state, the hydraulic rod 26 is at a fixed length, and the turbocharged diesel engine is in a horizontal position.

[0030] When the angle of the turbocharged diesel engine needs to be adjusted, the hydraulic rod 26 is extended or retracted. The support seat 22 is hinged to the slide seat 21 via the first side plate 24, and this hinge point forms a fixed axis of rotation. When the hydraulic rod 26 extends, it pushes the second side plate 25, causing the entire support seat 22 to rotate upwards around the hinge point of the first side plate 24; when the hydraulic rod 26 retracts, it pulls the support seat 22 downwards, thus simulating the vehicle's posture under different road conditions.

[0031] It is important to note that traditional engine mounts are mostly horizontally fixed and cannot simulate the actual dynamic posture of a vehicle. However, positioning component 2 can simulate uphill / downhill driving and acceleration / braking posture.

[0032] In addition, the turbocharged diesel engine is supplied with base diesel and biodiesel by a dual-fuel supply assembly 5. The dual-fuel supply assembly 5 supplies the engine with a mixture of base diesel and biodiesel according to an initially set ratio. The dual-fuel supply assembly 5 includes a base plate 51, at the bottom of which two feeding assemblies 52 are provided. The liquid outlets of the two feeding assemblies 52 are respectively connected to a manifold 53. The two manifolds 53 are arranged in a V-shape and converge to a mixing cylinder 56. The mixing cylinder 56 is used to supply liquid to the turbocharged diesel engine. The liquid inlet of one feeding assembly 52 is connected to a first feeding cylinder 54, and the liquid inlet of the other feeding assembly 52 is connected to a second feeding cylinder 55.

[0033] The first feed cylinder 54 stores basic diesel fuel, and the second feed cylinder 55 stores biodiesel. Each feed cylinder (first feed cylinder 54 and second feed cylinder 55) is connected to an independent feeding assembly 52.

[0034] The feeding assembly 52 is an active control unit. It can supply fuel in a specific ratio (e.g., 70% diesel and 30% biodiesel), with the fuel flowing from the two feeding assemblies 52 entering their respective manifolds 53.

[0035] The two manifolds 53 are designed in a V-shape. The V-shape naturally and smoothly guides the two independent fluid streams to a common confluence point, reducing drastic changes in fluid direction. After the two fuel streams converge at the end of the V-shaped pipes, they flow into the mixing cylinder 56.

[0036] The mixing cylinder 56 can be designed with static mixers (such as spiral blades), baffles, or generate turbulence using the special structure of the cylinder itself. When the two fuels enter the mixing cylinder 56, they will undergo repeated splitting, rotation, and merging, thus forming a homogeneous mixture of fuels before flowing out, which will not be elaborated further here.

[0037] To better adjust the ratio of base diesel and biodiesel, in this embodiment, a gas detector 6 is also provided in the test chamber 1. The gas detector 6 is used to detect the emissions of the turbocharged diesel engine. The gas detector 6 is configured to adjust the ratio of base diesel and biodiesel provided by the dual-fuel supply assembly 5 based on the detected emissions.

[0038] More specifically, when the gas detector 6 detects excessive emissions (such as increased NOx), the system recalculates the ratio of base diesel and biodiesel. The feeding assembly 52 then adjusts the output flow of the two fuels based on this ratio, thereby rapidly changing the mixed fuel ratio supplied to the turbocharged diesel engine and achieving real-time emission optimization.

[0039] It should be noted that the turbocharged diesel engine operates based on the Miller cycle.

[0040] The oxygen-containing nature of biodiesel helps alleviate combustion degradation in high-altitude areas; however, a major problem with blending biodiesel is the high NOx emissions. EGR (Exhaust Gas Reduction) is one effective measure to reduce NOx emissions. However, high-pressure EGR is strongly coupled with the turbocharging system, and using EGR in the low intake air density environment of high altitudes significantly worsens combustion conditions, even leading to combustion instability. The traditional diffusion combustion mode of diesel engines creates an inherent trade-off between NOx and fuel consumption, as well as between NOx and particulate matter (PM). The Miller cycle, on the other hand, is an effective technology for reducing NOx emissions and improving thermal efficiency in diesel engines.

[0041] In other words, turbocharged diesel engines operate based on the Miller cycle. Its core characteristic is that the expansion ratio is greater than the compression ratio, typically achieved by closing the intake valves earlier. This results in a longer power stroke (expansion stroke) than the compression stroke, allowing for more efficient utilization of the combustion gases and improved thermal efficiency. The turbocharger forces more air into the cylinders to compensate for the potentially insufficient charging efficiency of the Miller cycle at low speeds and to ensure sufficient intake air volume in high-altitude, low-pressure environments, thereby maintaining power output.

[0042] Even though turbocharged diesel engines operate based on the Miller cycle, they may still generate high NOx emissions. Therefore, in this embodiment, gas detector 6 analyzes key components in the exhaust gas in real time and converts this emission data into electrical signals. If excessive NOx emissions are detected, the ratio of base diesel to biodiesel is adjusted.

[0043] In one specific embodiment, the feeding assembly 52 includes: a feeding bin 521; a temporary storage bin 522 connected to one side of the feeding bin 521 via a connecting pipe 523; a preheater 524 for temperature control of the temporary storage bin 522; a suction bin 525 connected to the other side of the feeding bin 521, wherein a piston is disposed; a first telescopic rod 526 connected to the piston for driving the piston to move within the suction bin 525; a one-way valve disposed in the connecting pipe 523; and the bottom of the feeding bin 521 is connected to the collecting pipe 53.

[0044] The inner wall of the connecting pipe 523 includes an integrally formed shrinkage portion 5231, a straight cylindrical portion 5232, and an expansion portion 5233; a paddle 527 is rotatably disposed in the feeding bin 521, and one end of the paddle 527 is disposed adjacent to the expansion portion 5233.

[0045] In addition, one end of the lever 527 is connected to the connecting rod 529; the other end of the connecting rod 529 is hinged to the base plate 51 with a second telescopic rod 528.

[0046] Before operation or during standby, the preheater 524 is activated to control the temperature of the fuel in the temporary storage chamber 522. For fuels such as biodiesel, whose viscosity varies greatly with temperature, maintaining a constant temperature ensures that their fluidity remains at its optimal level.

[0047] Then, the first telescopic rod 526 retracts, causing the piston inside the suction chamber 525 to move backward. This increases the volume of the suction chamber 525, creating a negative pressure inside. This negative pressure is transmitted to the discharge chamber 521 through an internal channel, making the pressure inside the discharge chamber 521 lower than that in the temporary storage chamber 522. Under the action of the pressure difference, the fuel in the temporary storage chamber 522 is "sucked" into the connecting pipe 523. The one-way valve (not shown in the figure) in the connecting pipe 523 opens in this direction, allowing fuel to pass through. After the fuel flows through the connecting pipe 523, the second telescopic rod 528 drives the paddle 527 to swing via the connecting rod 529. The paddle 527 is located at the outlet of the expansion section 5233, and its function is to agitate the fuel, prevent sedimentation or agglomeration, and ensure that the fuel entering the connecting pipe 523 is uniform and smooth.

[0048] When the piston reaches the predetermined position, the first telescopic rod 526 extends, pushing the piston forward. The positive pressure generated by the piston's forward displacement forces the fuel in the feed hopper 521 through its bottom outlet into the manifold 53. At this time, the one-way valve in the connecting pipe 523 closes under reverse pressure, ensuring that the fuel does not flow back into the temporary storage hopper 522.

[0049] It should also be explained that even if the second telescopic rod 528 does not drive the paddle 527 to swing, the paddle 527 will still vibrate under the impact of fuel and react on the fuel.

[0050] In one specific embodiment, a protective frame 23 is also fixed on the support base 22, and a plurality of symmetrically arranged first locking components 3 are provided on the protective frame 23; a plurality of second locking components 4 located on the side of the first locking components 3 are also provided on the support base 22.

[0051] The first locking assembly 3 includes: a locking rod 31, which is fixed to the protective frame 23 and has a retractable locking end; a locking disc 32, which is fixed to the locking end; a plurality of locking pins 33 and a plurality of locking cylinders 34, which are disposed on the locking disc 32; and a first strain gauge, which is disposed on the locking disc 32, corresponding to the locking pins 33 and the locking cylinders 34, and is used to detect locking force or vibration force.

[0052] When the turbocharged diesel engine is hoisted or moved onto the support 22, multiple locking pins 33 on the locking disc 32 will align and insert with the pre-drilled mounting holes on the turbocharged diesel engine. This multi-point pin-hole mating structure first achieves the positioning of the turbocharged diesel engine, prevents misalignment during the locking process, and avoids unnecessary installation stress.

[0053] During implementation, the locking end of the drive locking rod 31 extends, pushing the locking disc 32 towards the turbocharged diesel engine. Once the locking pin 33 is fully inserted, the locking rod 31 continues to extend, applying a preload to the turbocharged diesel engine. As the preload increases, the locking disc 32 undergoes a slight elastic deformation. The first strain gauge captures this deformation and converts it into an electrical signal. The actual locking force can be calculated based on this signal.

[0054] If the locking force does not reach the preset safety threshold, continue to drive the locking lever 31 to extend.

[0055] If the locking force reaches or slightly exceeds the threshold, stop driving and complete locking.

[0056] Once the turbocharged diesel engine starts running, the combustion and mechanical motion inside it will generate complex vibrations. These vibrations will be transmitted to the locking pin 33 and locking disc 32 through the mounting points.

[0057] At this point, the role of the first strain gauge changes from a static force sensor to a dynamic vibration sensor.

[0058] In one specific embodiment, the second locking assembly 4 includes: an angle plate 41 fixed to the bearing seat 22, with a limit seat 43 fixed to one side of the angle plate 41; a deflection arm 42 hinged to the lower part of the angle plate 41; a plurality of elastic elements 44 connected between the deflection arm 42 and the limit seat 43; an adjusting seat 45 fixed to the deflection arm 42; and an adjusting rod 46 threadedly connected to the adjusting seat 45, with a pressure seat 47 fixed to the end of the adjusting rod 46 for pressing the turbocharged diesel engine. A second strain gauge is also embedded in the pressure seat 47 for detecting locking force or vibration force.

[0059] The operator rotates the adjusting rod 46, and due to its threaded connection with the adjusting seat 45, the pressure seat 47 will slowly advance until its end face gently contacts the side of the turbocharged diesel engine or another mounting point.

[0060] As the adjusting lever 46 continues to rotate, the pressure seat 47 applies a thrust to the turbocharged diesel engine. This force is transmitted through the deflection arm 42, causing it to deflect around the hinge point. At this time, multiple elastic elements 44 connected between the deflection arm 42 and the limit seat 43 are compressed, generating an elastic force opposite to the direction of the thrust. When the thrust and the elastic force are balanced, the system reaches a stable preload state.

[0061] Once the turbocharged diesel engine starts running, the combustion and mechanical motion inside it will generate complex vibrations. These vibrations will be transmitted to the elastic element 44 through the pressure seat 47. The elastic element 44 will dissipate some of the vibration energy like a shock absorber, thereby preventing or weakening the transmission of vibration to the bearing seat 22.

[0062] Similarly, the second strain gauge embedded in the pressure seat 47 will sense the pressure changes on the contact surface between the pressure seat 47 and the turbocharged diesel engine in real time.

[0063] This pressure change contains two key pieces of information: the magnitude of the initial applied static preload and the dynamic vibration force transmitted from the turbocharged diesel engine during operation. By analyzing these signals, the stress state and vibration of the locking point can be monitored in real time.

[0064] In other words, the first locking assembly 3 is responsible for fixing the reference position of the turbocharged diesel engine on the carrier 22. The second locking assembly 4, based on the positioning of the first locking assembly 3, applies an adjustable and elastic preload to other parts of the turbocharged diesel engine.

[0065] As mentioned earlier, the gas detector 6 is configured to adjust the ratio of base diesel and biodiesel provided by the dual-fuel supply component 5 based on the detected emissions, which is essentially an adjustment aimed at environmental protection. Of course, it can also be adjusted for smoothness; for example, the first and second strain gauges are configured to adjust the ratio of base diesel and biodiesel provided by the dual-fuel supply component 5 based on vibration. These two adjustment methods are essentially multi-objective optimizations. Potential conflicts may exist in this process, therefore, a trade-off should be made according to preset weights or strategies: Strategy A (Emissions Priority): Prioritize the lowest emissions while ensuring vibration does not exceed safety limits. Strategy B (Smoothness Priority): Prioritize the best NVH performance while meeting emission regulations. Strategy C (Comprehensive Optimization): Find a Pareto optimal solution for emissions and vibration, that is, the balance point where both performance is best overall.

[0066] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A Miller cycle turbocharged diesel engine test bench, characterized in that, include: Test chamber (1); The positioning component (2) is movably disposed within the test chamber (1) for receiving or sending out the turbocharged diesel engine; Dual-fuel supply assembly (5) for supplying base diesel and biodiesel to the turbocharged diesel engine; A gas detector (6) is installed inside the test chamber (1) to detect the emissions of the turbocharged diesel engine; The gas detector (6) is configured to adjust the ratio of base diesel and biodiesel supplied by the dual-fuel supply assembly (5) based on the detected emissions. The turbocharged diesel engine operates based on the Miller cycle.

2. The Miller cycle turbocharged diesel engine test bench according to claim 1, characterized in that, The dual-fuel supply assembly (5) includes a base plate (51) with two feeding assemblies (52) at its bottom. The liquid outlets of the two feeding assemblies (52) are respectively connected to a collecting pipe (53); The two manifolds (53) are arranged in a V-shape and converge to connect to the mixing cylinder (56), which is used to supply liquid to the turbocharged diesel engine; One of the feeding components (52) has its liquid inlet end connected to the first feeding cylinder (54), and the other feeding component (52) has its liquid inlet end connected to the second feeding cylinder (55).

3. The Miller cycle turbocharged diesel engine test bench according to claim 2, characterized in that, The feeding assembly (52) includes: Feeding bin (521); The temporary storage bin (522) is connected to one side of the unloading bin (521) via a connecting pipe (523); A preheater (524) is used to control the temperature of the temporary storage chamber (522); The suction chamber (525) is connected to the other side of the discharge chamber (521) and a piston is installed inside it; The first telescopic rod (526) is connected to the piston and is used to drive the piston to move within the suction chamber (525); A one-way valve is provided in the connecting pipe (523); The bottom of the discharge hopper (521) is connected to the collection pipe (53).

4. The Miller cycle turbocharged diesel engine test bench according to claim 3, characterized in that, The inner wall of the connecting pipe (523) includes an integrally formed contraction section (5231), a straight section (5232), and an expansion section (5233). A paddle (527) is rotatably disposed in the feeding bin (521), with one end of the paddle (527) located adjacent to the expansion portion (5233).

5. The Miller cycle turbocharged diesel engine test bench according to claim 4, characterized in that, The paddle (527) is connected to one end of the connecting rod (529); The other end of the connecting rod (529) is hinged to the base plate (51) with a second telescopic rod (528).

6. The Miller cycle turbocharged diesel engine test bench according to claim 1, characterized in that, The positioning component (2) includes: A slide (21) is movably disposed within the test chamber (1); The support base (22) has two symmetrically arranged first side plates (24) and two symmetrically arranged second side plates (25) fixed on its top, wherein the first side plates (24) are hinged to the slide (21); The hydraulic rod (26) is hinged between the slide (21) and the second side plate (25); The base plate (27) is fixed on the slide (21) and is used to support the turbocharged diesel engine.

7. The Miller cycle turbocharged diesel engine test bench according to claim 6, characterized in that, A protective frame (23) is also fixed on the support base (22), and a plurality of symmetrically arranged first locking components (3) are provided on the protective frame (23). The support base (22) is also provided with a plurality of second locking components (4) located on the side of the first locking component (3).

8. The Miller cycle turbocharged diesel engine test bench according to claim 7, characterized in that, The first locking component (3) includes: Locking rod (31), which is fixed to the protective frame (23) and has a retractable locking end; Locking disc (32) is fixed to the locking end; Multiple locking pins (33) and multiple locking cylinders (34) are disposed on the locking disc (32); The first strain gauge is disposed on the locking disc (32) and is disposed corresponding to the locking pin (33) and the locking cylinder (34) for detecting the locking force or vibration force.

9. The Miller cycle turbocharged diesel engine test bench according to claim 7, characterized in that, The second locking assembly (4) includes: An angle plate (41) is fixed on the bearing seat (22), and a limit seat (43) is fixed on one side of the angle plate (41). A deflection arm (42) is hinged below the angle plate (41); Multiple elastic elements (44) are connected between the deflection arm (42) and the limiting seat (43); Adjustment seat (45) is fixed on the deflection arm (42); An adjusting rod (46) is threaded to the adjusting seat (45). A pressure seat (47) is fixed to the end of the adjusting rod (46) for pressing the turbocharged diesel engine. A second strain gauge is also embedded in the pressure seat (47) for detecting locking force or vibration force.

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