Method of control speed of vehicle internal combustion engine

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention relates to testing and regulating of internal combustion engines. According to proposed method, radius rk of vehicle propulsor is measuring and as well as vehicle gross weight G, and using load brake, engine torque Me is changed. Engine torque Me and engine speed n are measured. Fuel consumption for each value of engine torque Me is measured and basing on results of measurement curve is plotted showing dependence of engine power Ne from engine torque Me, tangential traction force Pt of vehicle propulsor on radius rk is found from expression Pt= Me·ηtr·i/rk, where ηtr is transmission efficiency; I is transmission gear ratio, speed V of vehicle engine is found from expression V=3,377·rk·n/i, maximum tangential traction force Pt max, created by propulsors of vehicle with gross weight G is found from expression Pt maxmax·G, where ϕmax is maximum adhesion coefficient of propulsors with ground. Results are transformed into electric signals, signals are sent to computer and, basing on the signals curves are plotted showing dependence of traction force Pt from engine torque Me and dependences of vehicle speeds V for different gears of vehicle from value of tangential traction force Pt and after determining maximum tangential traction force Pt max for each gear of vehicle, signals are formed and sent to computer to determine corresponding speed Vmax 1 for maximum tangential traction force Pt max from relationship of vehicle speed V and value of tangential traction force Pt and corresponding value of torque Me1 for maximum tangential traction force Pt max from dependence of tangential traction force Pt from torque Me after which signals are formed and sent to computer to determine power Ne for maximum tangential traction force Pt max by value of torque Me1 from curve showing dependence of engine power Ne from engine torque Me. If value of maximum tangential traction force Pt max exceeds value of tangential traction force Pt1 for first gear, signals are formed and sent to computer to determine power Ne1 and torque Men1 from expressions Ne1=Pt max·V1/270·ηtr1 and Men1 Pt max·rk/ ηtr1·i1, where V1 is speed of vehicle in first gear, i1 is transmission gear ratio in first gear; ηtr1 is transmission efficiency in first gear, rk is vehicle propulsor radius. Power values found by calculations and from curve, are compared, and if they do not coincide, speed n of engine and transmission gear ratio I are adjusted.

EFFECT: improved efficiency of use of vehicle internal combustion engine owing to increased accuracy of measurement of engine power with account of specific operating conditions of vehicle, reduced labor input at measurements and processing of results of measurements.

1 dwg

 

The invention relates to the field of engine development, in particular to the testing and regulation of internal combustion engines.

There is a method of determining power and other operating parameters of the internal combustion engine, which consists in bench tests of the engine, the load changes on the engine with the brakes, the building regulatory characteristics depending on parameters of the engine from the torque value and the determination of the number of operational parameters of the engine such as engine speed, fuel consumption and other (see Gunzburg BJ Tractors and automobiles, Moscow, SHSO, 1968, p.3-69).

The disadvantage of this method is that the determination of the power is produced without taking into account the dependence of the tangential thrust of the propulsion of the vehicle for each transmission from the torque engine that allows you to define only a very approximate estimate of the magnitude of engine power.

There is a method of determining the power of the internal combustion engine of a vehicle, in which the load of the internal combustion engine, measuring the frequency of rotation of the motor shaft when the vehicle with admissible traction load and the estimated speed and the determination of the power of mathematical expressions, citymouse the number of turns, the primary factor of time and the parameters of the Converter (see patent USSR No. 1806336, IPC G 01 M 15/00, published 30.03.1993).

The known method of regulating the number of revolutions of the internal combustion engine on a test stand with a load device, which consists in changing the mode of operation of the engine load and the supply of electrical signals to the Executive body, managing fuel into the engine (see USSR author's certificate No. 486138, IPC F 02 D 37/00, published 09.01.1976).

A disadvantage of the known technical solutions lies in the insufficient accuracy of measurement of engine power, because it does not take into account the dependence of the tangential thrust of the propulsion of the vehicle for each transmission from the torque of the engine of fuel, and are not taken into account the specific conditions of a vehicle.

Objective of the claimed invention is to increase the efficiency of the internal combustion engine of a vehicle, which is achieved by the following technical result is to increase the accuracy of the measurement of engine power with respect to the specific operating conditions of the vehicle and reducing the complexity of the measurement results of measurements and their processing.

This technical result is achieved by a method of regulating the Chi is La speed of the internal combustion engine of the vehicle is that measure the value of radius rkpropulsion of the vehicle - driving wheel or sprocket, the total weight G of the vehicle, carry out load brake change torque value Mdengine, with measured torque value Mdengine and number of revolutions n of the engine, installed control engine for each torque value Mdto measure the fuel consumption for each torque value Mdengine and used to build regulatory characteristic dependence of engine power Nethe magnitude of the torque Mdengine, determine the tangent thrust Ptopropulsion of the vehicle on the radius rkpropulsion of the vehicle, according to the expression Rto=Md·ηTr·i/rkwhere ηTr- the efficiency of the transmission, i - gear ratio transmission, determine the speed V of the vehicle according to the expression V=0,377·rk·n/i, determine the maximum tangent thrust Pkmahcreated by the propulsion of the vehicle with a total weight G of the vehicle for the expression of Pkmahmax·G, σmax- maximum coefficient coupling the mode of propulsion of the vehicle with the soil, convert the data into electrical signals, generate and send signals to the computer and used to build the dependence of the tangential traction control Ptothe magnitude of the torque Mdengine and dependence of the velocities V of the vehicle for different transmission of the vehicle from the magnitude of the tangential traction control Ptoafter determining the maximum tangential traction control Pkmahfor each transmission of a vehicle form and send signals to the computer to determine the corresponding velocity Vmax1for maximum tangential traction control Pkmahon the dependence of the speed V of the vehicle from the magnitude of the tangential traction control Ptoand the corresponding torque value M1for maximum tangential traction control Pkmahfrom the dependence of the tangential traction control Ptothe torque Mdafter which generate and send signals to the computer to determine the power of Nefor maximum tangential traction control Pkmahthe torque M1from a regulatory characteristics depending on the engine power of Nethe magnitude of the torque Mdengine, and if the value of the maximum tangential traction control Pkmahthe greater the magnitude of the tangential force P K1for the first transfer form and sent to the computer signals to determine the power of Ne1and torque MDNexpression of Ne1=Pkmah·V1/270·ηTP1and MDN=Pkmah·rkTP1·i1where V1- the speed of the vehicle in first gear, i1- the gear ratio of the transmission in first gear, ηTP1- the efficiency of the transmission in first gear, rkis the radius of the propulsion of the vehicle, comparing the power calculated and regulatory characteristics, and in case of discrepancies between their values regulate the number of revolutions n of the engine and the gear ratio i of the transmission.

The drawing shows the graphical dependences used in the process of implementing the inventive method.

The claimed method can be implemented in known automated stand with program management, allowing to simulate the operation of the engine on the vehicle. Such a stand, as a rule, contains experienced an internal combustion engine, dynamometer, electrical or hydraulic brake, Tacho, fuel metering, sensors of various parameters of the engine, the computer (electronic computer) with the device into the project for the measured parameters into electric signals and input them into the computer. Such stands are widely known, for example, from the book Stefanovsky BS and other Tests of internal combustion engines, Meters: machinery, 1972, s.43-49, or from a patent USSR No. 1729303, IPC G 01 M 15/00, published 23.04.1992, or patent of the Russian Federation No. 2053492, IPC G 01 M 15/00, published 27.01.1996, and can be used for implementing the inventive method.

The method of regulating the operating parameters of the internal combustion engine and the vehicle as a result of determining the power of the internal combustion engine is that they measure the value of radius rkpropulsion of the vehicle - driving wheel or sprocket and the total weight G of the vehicle.

Next, perform a load brake change torque value Mdengine.

When this measured torque value Mdengine and number of revolutions n of the engine, installed control engine for each torque value Mdto measure the fuel consumption for each torque value Mdengine and used to build the regulatory characteristics of dependence And power of the engine of Nethe magnitude of the torque Mdmotor (see drawing dependence of A - Ne=f(Md)).

Determine the tangent thrust Ptothe expectations the El vehicles on the radius r kpropulsion of the vehicle, according to the expression Rto=Md·ηTr·i/rkwhere ηTr- the efficiency of the transmission, i - gear ratio transmission.

Determine the speed V of the vehicle according to the expression V=0,377·rk·n/i.

Determine the maximum tangent thrust Pkmahcreated by the propulsion of the vehicle with a total weight G of the vehicle for the expression of Pkmahmax·G, ϕmax- maximum grip propulsion of the vehicle with the soil.

When driving wheeled vehicles on dry roads, snow, stubble or dry derno the value of the coefficient of coupling of the propulsion of the vehicle with the soil (ϕmaxchoose from a range 0,8...1,0.

Convert the data into electrical signals, generate and send signals to the computer, and they build dependencies B tangential thrust Ptothe magnitude of the torque Mdmotor (see drawing dependence of the B - Rto=f(Md)).

In the same way build dependencies In the velocities V of the vehicle for different transmission of the vehicle from the magnitude of the tangential traction control Pto(see drawing dependence V=f(Mthe )).

After determining the maximum tangential traction control Pkmahfor each transmission of the vehicle is formed and sent to the computer signals 1 (see drawing) to determine the corresponding velocity Vmax1for maximum tangential traction control Pkmahbased on the speed V of the vehicle from the magnitude of the tangential traction control Pto.

Form and sent to the computer signals 2 (see drawing) to determine the correct torque value M1for maximum tangential traction control Pkmahfrom B tangential thrust Ptothe torque Md.

Then generate and send signals 3 (see drawing) in the computer to determine the power required Nefor maximum tangential traction control Pkmahthe torque Mdfrom a regulatory characteristics And dependencies of engine power Nethe magnitude of the torque Mdengine.

If the value of the maximum tangential traction control Pkmahmore than the value of the tangential force PK1for the first transfer form and sent to the computer signals to determine the power of Ne1and torque MDNexpression of Ne1=Pkmah·V1/270·ηTP1and MDN/sub> =Pkmah·rkTP1·i1where V1- the speed of the vehicle in first gear, i1- the gear ratio of the transmission in first gear, ηTP1- the efficiency of the transmission in first gear, rkis the radius of the propulsion of the vehicle.

Then compare the power of Ne1and Neobtained by calculation , and regulatory characteristics And, in case of discrepancies between their values regulate the number of revolutions n of the engine and the gear ratio i of the transmission.

Thus, improving the accuracy of measuring engine power taking into account the specific operating conditions of the vehicle and reducing the complexity of the measurement results of measurements and their processing.

The method of regulating the number of revolutions of the internal combustion engine of the vehicle, namely, that measure the value of radius rkpropulsion of the vehicle - driving wheel or sprocket, the total weight G of the vehicle, carry out load brake change torque value Mdengine, with measured torque value Mdengine and number of revolutions n of the engine, installed control engine for each value to Otsego moment M dto measure the fuel consumption for each torque value Mdengine and used to build regulatory characteristic dependence of engine power Nethe magnitude of the torque Mdengine, determine the tangent thrust Ptopropulsion of the vehicle on the radius rkpropulsion of the vehicle in the expression of Pto=Md·ηTr·i/rkwhere ηTr- the efficiency of the transmission, i - gear ratio transmission, determine the speed V of the vehicle according to the expression V=0,377·rk·n/i, determine the maximum tangent thrust Pkmahcreated by the propulsion of the vehicle with a total weight G of the vehicle for the expression of Pkmahmax·G, ϕmax- maximum grip propulsion of the vehicle with the soil, convert the data into electrical signals, generate and send signals to the computer and used to build the dependence of the tangential traction control Ptothe magnitude of the torque Mdengine and dependence of the velocities V of the vehicle for different transmission of the vehicle from the magnitude of the tangential traction control Ptoonce defined , mA the maximum tangential traction control P kmahfor each transmission of a vehicle form and send signals to the computer to determine the corresponding velocity Vmax1for maximum tangential traction control Pkmahon the dependence of the speed V of the vehicle from the magnitude of the tangential traction control Ptoand the corresponding torque value M1for maximum tangential traction control Pkmahfrom the dependence of the tangential traction control Ptothe torque M1after which generate and send signals to the computer to determine the power of Nefor maximum tangential traction control Pkmahthe torque M1from a regulatory characteristics depending on the engine power of Nethe magnitude of the torque Mdengine, and if the value of the maximum tangential traction control Pkmahmore than the value of the tangential force PK1for the first transfer form and sent to the computer signals to determine the power of Ne1and torque MDNexpression of Ne1=Pkmah·V1/270·ηTP1and MDN=Pkmah·rkTP1·i1where V1- the speed of the vehicle in first gear, i1- the gear ratio of the transmission at first before the che, ηTP1- the efficiency of the transmission in first gear, rkis the radius of the propulsion of the vehicle, comparing the power calculated and regulatory characteristics, and in case of discrepancies between their values regulate the number of revolutions n of the engine and the gear ratio i of the transmission.



 

Same patents:

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: according to proposed method, radius rk of vehicle propulsor, namely, drive wheel or drive sprocket, and vehicle gross weight G, are measured, and using load brake, engine torque Me id changed. Engine torque Me and engine speed n set by means of governor are measured for each value of torque Me, and fuel consumption for each value of engine torque Me is measured and, basing on results of measurements, curve is plotted showing dependence of power Ne from engine torque Me. Drawbar force Pdr of traction vehicle is found from expression Pdr= Metr·i/rk)-Pfmax, where ηtr is transmission efficiency; I is transmission gear ratio; Pfmax is traction vehicle maximum rolling resistance found from expression Pfmax=fmax·G, where fmax is maximum rolling resistance coefficient, and G is gross weight of traction vehicle. Skid coefficient δ of traction vehicle is found and result are transformed into electric signals which are sent to computer to plot curves showing dependence of drawbar force Pdr from engine torque Me for different gears of vehicle and dependence of skid coefficient δ from drawbar force Pdr of traction vehicle after which maximum drawbar force Pdrmax created by propulsors of traction vehicle with gross weight is determined and signals are formed and sent to computer to determine skid coefficient from dependence of skid coefficient δ from vehicle drawbar force Pdr, for each gear of vehicle signals are formed and sent to computer to determine corresponding value of torque Me1 maximum drawbar force Pdrmax dependence of drawbar force Pdr from torque Me, then signal is formed and sent to computer to determine power Ne1 for maximum drawbar force Pdrmax by value of torque Me1 from curve showing dependence of engine power Ne from engine torque Me, value of power Ne1, thus found, is compared with value of power Ne from engine specifications and if they do not coincide, engine speed n and transmission gear ratio I are adjusted.

EFFECT: improved efficiency of use of vehicle engine owing to increased accuracy of measurement of engine power with account of specific operating conditions of vehicle, reduced labor input at measurements and processing of results of measurements.

2 cl, 1 dwg

FIELD: engine engineering.

SUBSTANCE: bench comprises machine to be tested, driving engine connected with the machine through a hydraulic transmission that switches in the controllable pump kinematically connected with the driving engine, tank, and hydraulic machine kinematically connected with the machine to be tested and the controllable pump through the supplying hydraulic line and tank through the discharging hydraulic line and controllable valve. The safety valve and slide valve with the overflow valve are interposed between the hydraulic lines. The hydraulic machine can be controlled. The discharging hydraulic line is connected with the supplying hydraulic line through the check valve and tank through the valve. The outlet of the overflowing valve is connected with the space of the housing of the hydraulic machine which is connected to the tank via the additional hydraulic line.

EFFECT: enhanced reliability and reduced metal consumption.

1 cl, 1 dwg

FIELD: manufacture of engines; tests of internal combustion engines.

SUBSTANCE: proposed method includes measurement of radius "rw" of prime mover and total weight G. Magnitude of torque Men is changed by loading brake. Then, magnitude of torque Men and number of revolutions "n" set by means of regulator for each magnitude of torque Men are measured. Fuel consumption for each magnitude of torque is measured and control characteristic is plotted. Thrust force is determined. Theoretical speed of tractive transport facility Vtr is determined by the following expression Vtr=0,377·r·n/1, slippage coefficient δ of tractive transport facility is determined, actual speed V of tractive transport facility is determined by the following expression V=Vtr-(1-δ),magnitudes thus obtained are converted into electrical signals which are shaped and directed to computer and dependence of hook force Ph versus engine torque Mg is plotted, dependences of theoretical speeds Vtr of tractive transport facility for various transmissions are plotted, dependence of slippage coefficient δ versus force thrust Ph on transport facility hook and dependence of actual speed V of transport facility versus hook thrust force Ph are plotted and signal for determination of maximum thrust force Ph.max. on transport facility hook and respective speed Vmax1 is formed; said force is created by prime movers of transport facility at total preset weight with slippage coefficient taken into account. After determination of maximum thrust force Ph.max. on tractive facility hook for each transmission of transport facility signals are shaped and directed to computer for determination of respective magnitude of torque Men for maximum thrust force Ph.max. on transport facility hook from dependence of hook thrust force Ph versus torque Men, after which signal is shaped and directed to computer for determination of hourly fuel consumption Gf.max. versus maximum thrust force on transport facility hook by magnitude of torque Men1 from control characteristic of fuel consumption Gf. Fuel endurance q100.max. of transport facility by maximum fuel consumption per 100 km of run for maximum thrust force Ph.max. on hook and preset transmission is determined by hourly fuel consumption Gf.max. from the expression q100.max=100·Gf.max/γ·Vmax 1 , where γ is fuel specific weight.

EFFECT: enhanced efficiency of use of internal combustion engine due to enhanced accuracy of measurement of fuel consumption.

2 cl, 1 dwg

FIELD: manufacture of engines; testing internal combustion engines.

SUBSTANCE: proposed method includes measurement of radius "rw" of drive wheel or drive sprocket of transport facility prime mover and total weight G of transport facility. Engine torque Men is changed by means of loading brake. Magnitude of engine torque Men and number of revolutions "n" of engine set by means of regulator for each magnitude of torque Men are measured; fuel consumption is measured for each magnitude of engine torque Men and control characteristic of dependence of fuel consumption Gtr versus engine torque Men is plotted. Tangential thrust force Ptan of transport facility prime mover at radius "rw" is determined from the following expression: Ptan=Men·ηtr·i/rw, where ηtr is transmission coefficient and i is transmission ratio. Speed of transport facility is determined by the following expression V=0.377·rw·n/i; maximum tangential force Ptan.max created by transport facility prime movers is determined from the following expression Ptan.max=φ·λ·G, where φmax is coefficient of maximum adhesion of prime movers with ground, λ is ratio of preset adhesion weight Gad and total weight G of transport facility. Data thus obtained are converted into electrical signals which are shaped and directed to computer and on their base dependence of tangential force Ptan versus magnitude of engine torque Men and dependence of speed V of transport facility for various transmissions versus magnitude of tangential thrust force Ptan are plotted. After determination of maximum tangential thrust force Ptan.max. for each transmission of transport facility, signals are shaped by dependence of speed V versus tangential thrust force Ptan and are directed to computer for determination of respective speed Vmax1 for maximum tangential thrust force Ptan.max and for determination of dependence of tangential force Ptan versus torque Men corresponding to torque Men1 for maximum tangential force Ptan.max, after which signals are shaped by magnitude of torque Men1 and are directed to computer for determination of dependence of fuel consumption Gf versus engine torque Men, magnitude of hourly fuel consumption Gfmax corresponding to maximum tangential thrust force Ptan max. Fuel endurance q100 max of transport facility by maximum consumption of fuel per 100 km of run for maximum tangential thrust force Ptanmax and preset transmission of transport facility are determined by hourly fuel consumption Gf max from the following expression: q100 max=100Gf max/Vmax1, where γ is specific weight of fuel.

EFFECT: enhanced efficiency of use of internal combustion engine due to enhanced accuracy of measurements.

1 dwg

FIELD: transport engineering; diesel locomotives.

SUBSTANCE: proposed plant includes internal engine, main generator, auxiliary sets and fuel system with fuel tank. For checking condition of power plant according to proposed method, fuel consumption at operation of power plant under load, energy generated by main generator to provided traction and to drive auxiliary sets, fuel consumption per time unit under no-load and time of operation under no-load are measured. Using measured values, fuel consumption during operation of power plant under load is found form equation . Then mean value of specific fuel consumption is found from equation and, basing on results of comparing value with standard value condition of power plant is determined. Leakage of fuel or its draining from fuel system is determined by ratio where is fuel consumption from fuel tank during period . Values of measured magnitudes are recorded in real scale on carrier protected from unauthorized use from which they can be read by machine or transmitted by radio to stationary data processing system.

EFFECT: provision of estimation of condition of power plant in operation and revealing unauthorized use of fuel.

9 cl, 2 tbl, 1 dwg

FIELD: agricultural; agricultural instrumentation engineering.

SUBSTANCE: according to proposed method, under operating conditions first delivery of fuel is reduced to get minimum speed of engine crankshaft. Then fuel delivery is instantaneously increase to preset value corresponding to preset speed of engine crankshaft and control rack of fuel injection pump is fixed in this position. Then acceleration of engine crankshaft is measured and rack is released. Torque is determined as product of multiplication of acceleration value by corrected moment of inertia. Power is calculated by multiplying engine torque by preset speed of engine crankshaft.

EFFECT: improved accuracy of determination of engine power owing to elimination of oscillations of control rack of fuel injection pump.

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention are designed for revealing condition of cylinder-piston group of internal combustion engine by flow rate of gases blowing by from combustion chamber into crankcase through ring seals of pistons. On Warmed up engine oil filler neck of crankcase is opened, and after sealing of crankcase space, housing of flowmeter is fitted on neck. Restrictor is fitted in gas channel of said housing. For each specific type of engine used as restrictor is each of two replaceable diaphragms with different areas of cross sections, smallest one being chosen to conform to preset condition. With engine attaining preset steady operating conditions, flow rate of crankcase gases is determined by pressure drop on restrictor and area of cross section of restrictor by measuring two times of one of said parameters at two preset values of other parameter using dependence given in description of invention.

EFFECT: provision of accurate and reliable measurement of flow rate at reduction of labor input.

7 cl, 1 dwg

FIELD: engine manufacturing.

SUBSTANCE: assembly can be used in modern auto-tractor and armor-tank equipment. Assembly has fuel container with filled-in neck and discharge branches, both disposed in thermal chamber. Stop valve is mounted onto first branch. Neck and branches are connected in sequence along flow of strainer. Assembly also has fuel booster pump, receiving container and unit for controlling sequence of operation. Corresponding inputs of control unit are connected with fuel temperature detectors inside container and in front of strainer, with detector of pressure drop onto strainer and fuel discharge detector through fine filter. Corresponding outputs are connected with stop valve onto first discharge branch and with actuating mechanism of booster pump. Assembly is provided with centrifugal fuel pump which has sucking-inline connected with second discharge branch of container, with manual booster pump mounted in front of fine filter, three-wave cock through which head line of centrifugal pump is connected either with sucking-in line of manual booster pump or through the first discharge branch - with container, and additional stop cocks. One cock is disposed between fine filter and fuel discharge detector, and the other one - onto additional fuel duct which connects basic fuel duct with neck of fuel container in front of fine filter. Control inputs of centrifugal fuel pump, three-way cock and additional stop cocks are connected with corresponding outputs of unit for controlling sequence of operations.

EFFECT: improved precision of results; improved truth of results.

1 dwg

FIELD: devices for testing ramjet engines.

SUBSTANCE: adjusting orifice is mounted in branch of stand air-intake device at leeward side of flying vehicle. Drainage branch is connected lower along the flow. There are measuring device and adjusting orifice inside drainage branch. Depending on angle of attack the adjusting orifice turns (shifts) in such a way that it overlaps part of flow area of branch which results to reduction in air discharge through that branch. Air discharge through branches simulating location at windward side of flying vehicle can increase (change) due to brake of coming air by case of flying vehicle. Corresponding increase in air discharge through those branches can be achieved due to change in total pressure in connected pipe-line, which pressure is provided due to adjustable stand orifice (regulating door) placed on line of supply pipe-line. Stand allows measuring parameters of combustion chamber and ramjet engine - as completeness of combustion of fuel, draught, specific pulse) when simulating flight of flying vehicle at different angles of attack.

EFFECT: improved precision.

3 cl, 2 dwg

FIELD: mechanical engineering; internal combustion engines; testing facilities.

SUBSTANCE: proposed stand contains movable platform, engine fastening device is form of rotary trunnion with attachment plate mounted on lever. Horizontal shaft is fitted inside flatform. Lever is secured on horizontal shaft.

EFFECT: facilitated fastening of engine, enlarged operating capabilities, provision of multipurposeness of test stand.

5 cl, 4 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: according to proposed method, radius rk of vehicle propulsor, namely, drive wheel or drive sprocket, and vehicle gross weight G, are measured, and using load brake, engine torque Me id changed. Engine torque Me and engine speed n set by means of governor are measured for each value of torque Me, and fuel consumption for each value of engine torque Me is measured and, basing on results of measurements, curve is plotted showing dependence of power Ne from engine torque Me. Drawbar force Pdr of traction vehicle is found from expression Pdr= Metr·i/rk)-Pfmax, where ηtr is transmission efficiency; I is transmission gear ratio; Pfmax is traction vehicle maximum rolling resistance found from expression Pfmax=fmax·G, where fmax is maximum rolling resistance coefficient, and G is gross weight of traction vehicle. Skid coefficient δ of traction vehicle is found and result are transformed into electric signals which are sent to computer to plot curves showing dependence of drawbar force Pdr from engine torque Me for different gears of vehicle and dependence of skid coefficient δ from drawbar force Pdr of traction vehicle after which maximum drawbar force Pdrmax created by propulsors of traction vehicle with gross weight is determined and signals are formed and sent to computer to determine skid coefficient from dependence of skid coefficient δ from vehicle drawbar force Pdr, for each gear of vehicle signals are formed and sent to computer to determine corresponding value of torque Me1 maximum drawbar force Pdrmax dependence of drawbar force Pdr from torque Me, then signal is formed and sent to computer to determine power Ne1 for maximum drawbar force Pdrmax by value of torque Me1 from curve showing dependence of engine power Ne from engine torque Me, value of power Ne1, thus found, is compared with value of power Ne from engine specifications and if they do not coincide, engine speed n and transmission gear ratio I are adjusted.

EFFECT: improved efficiency of use of vehicle engine owing to increased accuracy of measurement of engine power with account of specific operating conditions of vehicle, reduced labor input at measurements and processing of results of measurements.

2 cl, 1 dwg

The invention relates to vehicles equipped with internal combustion engine

The invention relates to shipbuilding, in particular to the operation of vessels with diesel engines, equipped trosikom remote control

The invention relates to systems for remote automated control (DAU) main ship engines (DG) running on the propeller controllable pitch

The invention relates to the field of shipbuilding, in particular to the operation of vessels with diesel engines mainly with mechanical remote control

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: according to proposed method, radius rk of vehicle propulsor, namely, drive wheel or drive sprocket, and vehicle gross weight G, are measured, and using load brake, engine torque Me id changed. Engine torque Me and engine speed n set by means of governor are measured for each value of torque Me, and fuel consumption for each value of engine torque Me is measured and, basing on results of measurements, curve is plotted showing dependence of power Ne from engine torque Me. Drawbar force Pdr of traction vehicle is found from expression Pdr= Metr·i/rk)-Pfmax, where ηtr is transmission efficiency; I is transmission gear ratio; Pfmax is traction vehicle maximum rolling resistance found from expression Pfmax=fmax·G, where fmax is maximum rolling resistance coefficient, and G is gross weight of traction vehicle. Skid coefficient δ of traction vehicle is found and result are transformed into electric signals which are sent to computer to plot curves showing dependence of drawbar force Pdr from engine torque Me for different gears of vehicle and dependence of skid coefficient δ from drawbar force Pdr of traction vehicle after which maximum drawbar force Pdrmax created by propulsors of traction vehicle with gross weight is determined and signals are formed and sent to computer to determine skid coefficient from dependence of skid coefficient δ from vehicle drawbar force Pdr, for each gear of vehicle signals are formed and sent to computer to determine corresponding value of torque Me1 maximum drawbar force Pdrmax dependence of drawbar force Pdr from torque Me, then signal is formed and sent to computer to determine power Ne1 for maximum drawbar force Pdrmax by value of torque Me1 from curve showing dependence of engine power Ne from engine torque Me, value of power Ne1, thus found, is compared with value of power Ne from engine specifications and if they do not coincide, engine speed n and transmission gear ratio I are adjusted.

EFFECT: improved efficiency of use of vehicle engine owing to increased accuracy of measurement of engine power with account of specific operating conditions of vehicle, reduced labor input at measurements and processing of results of measurements.

2 cl, 1 dwg

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention relates to testing and regulating of internal combustion engines. According to proposed method, radius rk of vehicle propulsor is measuring and as well as vehicle gross weight G, and using load brake, engine torque Me is changed. Engine torque Me and engine speed n are measured. Fuel consumption for each value of engine torque Me is measured and basing on results of measurement curve is plotted showing dependence of engine power Ne from engine torque Me, tangential traction force Pt of vehicle propulsor on radius rk is found from expression Pt= Me·ηtr·i/rk, where ηtr is transmission efficiency; I is transmission gear ratio, speed V of vehicle engine is found from expression V=3,377·rk·n/i, maximum tangential traction force Pt max, created by propulsors of vehicle with gross weight G is found from expression Pt maxmax·G, where ϕmax is maximum adhesion coefficient of propulsors with ground. Results are transformed into electric signals, signals are sent to computer and, basing on the signals curves are plotted showing dependence of traction force Pt from engine torque Me and dependences of vehicle speeds V for different gears of vehicle from value of tangential traction force Pt and after determining maximum tangential traction force Pt max for each gear of vehicle, signals are formed and sent to computer to determine corresponding speed Vmax 1 for maximum tangential traction force Pt max from relationship of vehicle speed V and value of tangential traction force Pt and corresponding value of torque Me1 for maximum tangential traction force Pt max from dependence of tangential traction force Pt from torque Me after which signals are formed and sent to computer to determine power Ne for maximum tangential traction force Pt max by value of torque Me1 from curve showing dependence of engine power Ne from engine torque Me. If value of maximum tangential traction force Pt max exceeds value of tangential traction force Pt1 for first gear, signals are formed and sent to computer to determine power Ne1 and torque Men1 from expressions Ne1=Pt max·V1/270·ηtr1 and Men1 Pt max·rk/ ηtr1·i1, where V1 is speed of vehicle in first gear, i1 is transmission gear ratio in first gear; ηtr1 is transmission efficiency in first gear, rk is vehicle propulsor radius. Power values found by calculations and from curve, are compared, and if they do not coincide, speed n of engine and transmission gear ratio I are adjusted.

EFFECT: improved efficiency of use of vehicle internal combustion engine owing to increased accuracy of measurement of engine power with account of specific operating conditions of vehicle, reduced labor input at measurements and processing of results of measurements.

1 dwg

FIELD: motors and pumps.

SUBSTANCE: invention relates to motor engineering industry, and particularly to gas-turbine boost motors. The method of motor lifetime increase and fuel consumption decrease on motor ships with gas-turbine boost motors is specific by the motor operation set at minor revolutions as compared to the operating revolutions. Simultaneously rotation frequency and exhaust gas temperature are decreased, and travel and disc ratio of propeller screw is increased.

EFFECT: increase of motor lifetime and fuel consumption decrease.

2 cl, 4 tbl

FIELD: automotive industry.

SUBSTANCE: invention relates to automotive control instrumentation. Proposed control instrument controls the device incorporated with the vehicle to generate setting for vehicle device, control the latter using said setting and settle conflicts between several settings for one device. In the case of conflict, at least one of two settings is expressed in units other than those of another setting. Control instrument converts physical magnitudes of settings to unify units. Prior to converting physical magnitude of setting, the latter is memorised by control instrument. Conflict settled and setting required inverse conversion of physical magnitude, control instrument outputs memorised setting to make a device setting. Said device can made a vehicle traction force source. In setting generation, first and second settings are generated. First setting is base don driver manipulations (S100). Second setting is not based on driver manipulations. When engine makes the vehicle traction force source, first setting "a" is expressed in torque units (S200). Second setting "A" is expressed in traction force units (S400). On converting physical magnitudes, conversion into units of traction forces (S500) is carried out. First setting "a" (S300) is memorised. If first setting is selected after conflict settling (no S600), memorised first setting "a" (S900) is set for the engine.

EFFECT: better vehicle controllability.

3 cl, 3 dwg

FIELD: engines and pumps.

SUBSTANCE: piston engine comprises engine control system and valve timing phase variation system. Intake pipe houses blow valve while cylinder accommodates intake and discharge valves driven by camshaft. Blow receiver is arranged between blow valve and intake valve. In compliance with this invention, blow valve is opened by partial or complete displacement of throttle driven by common armature of several electromagnets in response to engine control system and valve timing variation system instructions, while intake and discharge valves are driven with no part of valve timing system. Note here that intake valve opens before blow valve to communicate combustion chamber with blow receiver but closes after, before or at a time with blow valve after BDC of intake stroke.

EFFECT: improved operating performances.

13 cl, 13 dwg

Up!