CN210738703U - Engine and pressure measuring mechanism thereof - Google Patents
Engine and pressure measuring mechanism thereof Download PDFInfo
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- CN210738703U CN210738703U CN201921320161.3U CN201921320161U CN210738703U CN 210738703 U CN210738703 U CN 210738703U CN 201921320161 U CN201921320161 U CN 201921320161U CN 210738703 U CN210738703 U CN 210738703U
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- 230000007246 mechanism Effects 0.000 title claims abstract description 27
- 238000012360 testing method Methods 0.000 claims description 19
- 238000007789 sealing Methods 0.000 claims description 8
- 230000003137 locomotive effect Effects 0.000 claims description 3
- 230000007248 cellular mechanism Effects 0.000 claims 1
- 238000009530 blood pressure measurement Methods 0.000 abstract description 3
- 238000003745 diagnosis Methods 0.000 description 7
- 238000012423 maintenance Methods 0.000 description 4
- 230000009286 beneficial effect Effects 0.000 description 3
- 238000001514 detection method Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 230000002349 favourable effect Effects 0.000 description 2
- 238000003466 welding Methods 0.000 description 2
- XUIMIQQOPSSXEZ-UHFFFAOYSA-N Silicon Chemical compound [Si] XUIMIQQOPSSXEZ-UHFFFAOYSA-N 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 238000004887 air purification Methods 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 239000000428 dust Substances 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 239000012535 impurity Substances 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000003921 oil Substances 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 238000000746 purification Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 239000004065 semiconductor Substances 0.000 description 1
- 229910052710 silicon Inorganic materials 0.000 description 1
- 239000010703 silicon Substances 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
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Abstract
The utility model discloses an engine and pressure measurement mechanism thereof corresponds respectively on the throttle body and mounting structure and sets up first pressure sensor and second pressure sensor. Acquiring the air inlet pressure in the throttle valve body through a first pressure sensor; and acquiring the atmospheric pressure through a second pressure sensor. When the engine is not started, the pressure in the throttle body is equal to or approximately equal to the atmospheric pressure, and at the moment, the first pressure sensor and the second pressure sensor are combined for use, and the pressure values are compared. And acquiring the running state of the first pressure sensor in time according to the comparison result of the first pressure sensor and the second pressure sensor. If the pressure value obtained by the first pressure sensor is equal or approximately equal to the pressure value obtained by the second pressure sensor, judging that the first pressure sensor normally operates; then, the operating condition of the engine is further accurately judged by the first pressure sensor.
Description
Technical Field
The utility model relates to an engine technical field especially relates to an engine and pressure measurement mechanism thereof.
Background
When the engine is started, the throttle valve body is opened, and gas enters the engine cylinder body through the throttle valve body and is mixed with gasoline to form combustible mixed gas; under the action of the igniter, combustion is carried out and work is done on the piston. In a conventional engine, a pressure sensor is usually installed at a throttle body, and an intake pressure at the throttle body is detected so as to determine an operating condition of the engine and perform relevant control such as fuel injection amount. However, the conventional engine cannot detect the pressure sensor at the throttle body and cannot acquire the operating condition of the pressure sensor, so that once the pressure sensor fails, the operating condition of the pressure sensor cannot be acquired in time, and the operating condition of the engine is easily misjudged and miscontrolled. Therefore, the conventional pressure measuring mechanism cannot meet the requirements of the second generation vehicle-mounted diagnosis system.
SUMMERY OF THE UTILITY MODEL
Therefore, the engine and the pressure measuring mechanism thereof are needed to be provided, the pressure measuring condition can be obtained in time, the running condition of the engine can be accurately judged, and the requirements of a second generation vehicle-mounted diagnosis system are met.
The technical scheme is as follows:
a pressure measurement mechanism of an engine, comprising: the engine comprises a throttle body, a first pressure sensor and a second pressure sensor, wherein the throttle body is used for being communicated with an engine body, and the throttle body is provided with the first pressure sensor which is used for testing the air inlet pressure in the throttle body; and the mounting structure and the throttle body are respectively used for being arranged on a locomotive, and a second pressure sensor is arranged on the mounting structure and is used for testing atmospheric pressure.
In the pressure measuring mechanism of the engine, the throttle body and the mounting structure are respectively provided with the first pressure sensor and the second pressure sensor correspondingly. Acquiring the air inlet pressure in the throttle valve body through a first pressure sensor; and acquiring the atmospheric pressure through a second pressure sensor. When the engine is not started, the pressure in the throttle body is equal to or approximately equal to the atmospheric pressure, and at the moment, the first pressure sensor and the second pressure sensor are combined for use, and the pressure values are compared. And acquiring the running state of the first pressure sensor in time according to the comparison result of the first pressure sensor and the second pressure sensor. If the pressure value obtained by the first pressure sensor is equal or approximately equal to the pressure value obtained by the second pressure sensor, judging that the first pressure sensor normally operates; then, the running state of the engine is further accurately judged through the first pressure sensor, and meanwhile, the air inflow in the throttle valve body can be reasonably adjusted through the first pressure sensor so as to improve the running state of the engine; and if the difference between the pressure value acquired by the first pressure sensor and the pressure value acquired by the second pressure sensor is larger, judging that the first pressure sensor fails, and performing maintenance operation in time. In addition, when the engine is started, whether the first pressure sensor normally operates can be preliminarily judged through comparison of the first pressure sensor and the second pressure sensor. Therefore, the scheme can timely acquire the pressure measuring condition by jointly using the first pressure sensor and the second pressure sensor, thereby being beneficial to accurately judging the running condition of the engine and greatly meeting the requirements of the second generation vehicle-mounted diagnosis system.
The principle and effect of the present invention will be further explained by combining the above scheme:
in one embodiment, the mounting structure includes a filter, a frame tube, and an air inlet tube communicated with an air inlet end of the filter, an air outlet end of the filter is communicated with the throttle body, the filter is disposed on the frame tube or disposed on the engine body, the air inlet tube and the frame tube are respectively used for communicating with the atmosphere, and at least one of the filter, the frame tube, and the air inlet tube is provided with the second pressure sensor.
In one embodiment, the second pressure sensor is disposed on the filter, and the test end of the second pressure sensor extends into the filter.
In one embodiment, a filter element is arranged in the filter, the filter element divides the interior of the filter into a clean cavity and a dirty cavity, the clean cavity is communicated with the throttle body, the dirty cavity is communicated with the air inlet pipe, and the test end of the second pressure sensor extends into the dirty cavity.
In one embodiment, the filter is provided with a first mounting hole, and the second pressure sensor penetrates into the first mounting hole and is connected with the filter in a sealing manner.
In one embodiment, the second pressure sensor is disposed on the intake pipe, and the testing end of the second pressure sensor extends into the intake pipe.
In one embodiment, a second mounting hole is formed in the air inlet pipe, and the second pressure sensor penetrates into the second mounting hole and is connected with the air inlet pipe in a sealing mode.
In one embodiment, the second pressure sensor is disposed on the frame tube, and the testing end of the second pressure sensor extends into the frame tube.
In one embodiment, a third mounting hole is formed in the frame tube, and the second pressure sensor penetrates into the third mounting hole and is connected with the frame tube in a sealing mode.
In one embodiment, the frame tube includes a first longitudinal tube, a second longitudinal tube, and a transverse tube disposed between the first longitudinal tube and the second longitudinal tube, the transverse tube is respectively communicated with the first longitudinal tube and the second longitudinal tube, at least one of the transverse tube, the first longitudinal tube, and the second longitudinal tube is used for communicating with the atmosphere, and the second pressure sensor is disposed on the first longitudinal tube or the second longitudinal tube or the transverse tube.
An engine comprises an engine body and a pressure measuring mechanism of the engine, wherein the engine body is communicated with a throttle body.
The engine adopts the pressure measuring mechanism of the engine, and the throttle body and the mounting structure are respectively provided with the first pressure sensor and the second pressure sensor correspondingly. Acquiring the air inlet pressure in the throttle valve body through a first pressure sensor; and acquiring the atmospheric pressure through a second pressure sensor. When the engine is not started, the pressure in the throttle body is equal to or approximately equal to the atmospheric pressure, and at the moment, the first pressure sensor and the second pressure sensor are combined for use, and the pressure values are compared. And acquiring the running state of the first pressure sensor in time according to the comparison result of the first pressure sensor and the second pressure sensor. If the pressure value obtained by the first pressure sensor is equal or approximately equal to the pressure value obtained by the second pressure sensor, judging that the first pressure sensor normally operates; then, the running state of the engine is further accurately judged through the first pressure sensor, and meanwhile, the air inflow in the throttle valve body can be reasonably adjusted through the first pressure sensor so as to improve the running state of the engine; and if the difference between the pressure value acquired by the first pressure sensor and the pressure value acquired by the second pressure sensor is larger, judging that the first pressure sensor fails, and performing maintenance operation in time. In addition, when the engine is started, whether the first pressure sensor normally operates can be preliminarily judged through comparison of the first pressure sensor and the second pressure sensor. Therefore, the scheme can timely acquire the pressure measuring condition by jointly using the first pressure sensor and the second pressure sensor, thereby being beneficial to accurately judging the running condition of the engine and greatly meeting the requirements of the second generation vehicle-mounted diagnosis system.
Drawings
Fig. 1 is a sectional view of an engine according to an embodiment of the present invention;
fig. 2 is a schematic view of a pressure measuring mechanism of an engine when a second pressure sensor according to an embodiment of the present invention is disposed in a filter;
fig. 3 is a schematic view of a pressure measuring mechanism of the engine when the second pressure sensor is disposed in the intake pipe according to an embodiment of the present invention;
fig. 4 is a schematic view of a pressure measuring mechanism of an engine when the second pressure sensor is disposed on the frame tube according to an embodiment of the present invention.
Description of reference numerals:
100. the engine comprises a throttle body, 110, a first pressure sensor, 200, a mounting structure, 210, a filter, 211, a filter element, 212, a clean cavity, 213, a dirty cavity, 214, a first mounting hole, 220, an air inlet pipe, 221, a second mounting hole, 230, a frame pipe, 231, a first longitudinal pipe, 232, a second longitudinal pipe, 233, a transverse pipe, 234, a steering vertical pipe, 235, a main beam pipe, 236, a third mounting hole, 240, a second pressure sensor, 300 and an engine body.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more clearly understood, the present invention will be further described in detail with reference to the accompanying drawings and the following detailed description. It should be understood that the detailed description and specific examples, while indicating the scope of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.
It will be understood that when an element is referred to as being "secured to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "left," "right," and the like as used herein are for illustrative purposes only and do not represent the only embodiments.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.
In the present invention, the terms "first" and "second" do not denote any particular quantity or order, but are merely used to distinguish names.
In one embodiment, referring to fig. 1, a pressure measuring mechanism of an engine includes a throttle body 100 and a mounting structure 200. The throttle body 100 is configured to communicate with the engine body 300, and the throttle body 100 is provided with a first pressure sensor 110. The first pressure sensor 110 is used to test the intake pressure within the throttle body 100. The mounting structure 200 and the throttle body 100 are respectively used for being installed on a locomotive, and the second pressure sensor 240 is arranged on the mounting structure 200. The second pressure sensor 240 is used to test atmospheric pressure.
In the pressure measuring mechanism of the engine, the first pressure sensor 110 and the second pressure sensor 240 are provided in the throttle body 100 and the mounting structure 200, respectively, in correspondence therewith. Acquiring an intake pressure in the throttle body 100 through the first pressure sensor 110; the atmospheric pressure is acquired by the second pressure sensor 240. When the engine is not started, the pressure in the throttle body 100 is equal to or approximately equal to the atmospheric pressure, and at this time, the first pressure sensor 110 and the second pressure sensor 240 are used in combination, and the pressure values of the two are compared. According to the comparison result between the first pressure sensor 110 and the second pressure sensor 240, the operation status of the first pressure sensor 110 is obtained in time. If the pressure value obtained by the first pressure sensor 110 is equal to or approximately equal to the pressure value obtained by the second pressure sensor 240, it is determined that the first pressure sensor 110 normally operates; then, the running state of the engine is further accurately judged through the first pressure sensor 110; meanwhile, the air inflow in the throttle body 100 can be reasonably adjusted through the first pressure sensor 110 so as to improve the running state of the engine; if the difference between the pressure value obtained by the first pressure sensor 110 and the pressure value obtained by the second pressure sensor 240 is large, it is determined that the first pressure sensor 110 has a fault, and the maintenance operation should be performed in time. Further, when the engine is started, it is also possible to preliminarily determine whether the first pressure sensor 110 is operating normally by comparing the first pressure sensor 110 with the second pressure sensor 240. In this way, the pressure measuring condition is obtained in time by using the first pressure sensor 110 and the second pressure sensor 240 together, so that the running condition of the engine can be accurately judged, and the requirements of a second generation vehicle-mounted diagnosis system are greatly met; meanwhile, the adaptability of the vehicle is improved, the emission and the oil consumption are reduced, and the tail gas purification, energy conservation and consumption reduction of the whole vehicle are realized.
It should be noted that, when the engine is started, whether the first pressure sensor 110 normally operates can be preliminarily determined through comparison between the first pressure sensor 110 and the second pressure sensor 240, which should be understood that when the engine is started, the pressure value obtained by the first pressure sensor 110 should be smaller than the pressure value obtained by the second pressure sensor 240, and if the pressure value obtained by the first pressure sensor 110 is greater than or equal to the pressure value obtained by the second pressure sensor 240, it can be determined that the first pressure sensor 110 abnormally operates.
Alternatively, the first pressure sensor 110 and the second pressure sensor 240 are both a diffused silicon pressure transducer, a semiconductor piezo-resistive type sensor, or an electrostatic capacity type sensor.
Further, referring to fig. 1, the mounting structure 200 includes a filter 210, a frame tube 230, and an intake pipe 220 communicating with an intake end of the filter 210. The outlet end of the filter 210 communicates with the throttle body 100. The filter 210 is provided on the frame tube 230 or for being provided on the engine body 300. The intake pipe 220 and the frame pipe 230 are used to communicate with the atmosphere, respectively. At least one of the filter 210, the frame tube 230, and the intake pipe 220 is provided with a second pressure sensor 240. Therefore, in the embodiment, the second pressure sensor 240 is arranged on at least one of the filter 210, the frame tube 230 and the air inlet tube 220, so that the pressure measuring mechanism of the engine is only improved on the original structure, the additional structure is not required, and the installation operation of the second pressure sensor 240 is greatly facilitated. At the same time, the second pressure sensor 240 is also made to stably acquire the atmospheric pressure. In addition, since at least one of the filter 210, the frame tube 230, and the intake tube 220 is provided with the second pressure sensor 240, the number of the second pressure sensors 240 in the present embodiment may be one or two or more. The filter 210 may be provided in the engine body 300.
Further, referring to fig. 1, the second pressure sensor 240 is disposed on the filter 210, and the testing end of the second pressure sensor 240 extends into the filter 210. Therefore, the test end of the second pressure sensor 240 is prevented from being directly exposed to the outside air, so that the second pressure sensor 240 is effectively protected, and the second pressure sensor 240 is favorable for stably obtaining the atmospheric pressure value in the filter 210.
In one embodiment, referring to FIG. 1, a filter element 211 is disposed within the filter 210. The filter element 211 divides the interior of the filter 210 into a clean chamber 212 and a dirty chamber 213. The clean chamber 212 communicates with the throttle body 100. The dirty chamber 213 communicates with an intake pipe 220. The testing end of the second pressure sensor 240 extends into the dirty chamber 213. Therefore, in the embodiment, the clean cavity 212 is separated from the dirty cavity 213 through the filter element 211, so that the air pressure influence of the throttle body 100 on the dirty cavity 213 is reduced, the air pressure in the dirty cavity 213 is always kept substantially consistent with the external atmospheric pressure, the air pressure value obtained by the second pressure sensor 240 is substantially equal to the external atmospheric pressure value, and the operation condition of the first pressure sensor 110 can be accurately judged by an operator according to the pressure value obtained by the second pressure sensor 240. It should be noted that "substantially the same" and "substantially equal" in this embodiment are to be understood that there is a certain fluctuation between the air pressure in the dirty cavity 213 and the external atmospheric pressure, and the difference generated by the fluctuation is within an acceptable range, and of course, the value of the acceptable range can be specifically set according to the actual product.
It should also be noted that the operating principle of the filter 210 is as follows: the external air enters the dirty cavity 213 from the air inlet pipe 220; then filtered by the filter element 211, and the filtered air enters the clean cavity 212; and then, the air enters the throttle body 100 from the clean cavity 212, so that the air purification is completed, a large amount of dust or impurities are prevented from entering the engine, and the continuous and stable running of the engine is favorably maintained.
In one embodiment, referring to FIG. 2, the filter 210 is provided with a first mounting hole 214. The second pressure sensor 240 penetrates the first mounting hole 214 and is sealingly coupled to the filter 210. Thus, the second pressure sensor 240 is quickly mounted on the filter 210 through the first mounting hole 214; meanwhile, the second pressure sensor 240 is convenient to disassemble and maintain quickly. It should be noted that the sealed connection of the present embodiment is understood that the second pressure sensor 240 penetrates into the first mounting hole 214, and in order to avoid air in the filter 210 from leaking between the second pressure sensor 240 and the hole wall of the first mounting hole 214, the second pressure sensor 240 needs to be in sealed fit with the hole wall of the first mounting hole 214. The sealing connection mode can be bolt connection, threaded connection, welding or bonding. In addition, second pressure sensor 240 sets up on filter 210 for second pressure sensor 240 can't see from whole car positive side, reaches the effect of hiding second pressure sensor 240, is favorable to promoting the whole outward appearance aesthetic feeling of whole car.
In one embodiment, referring to fig. 1, the second pressure sensor 240 is disposed on the intake pipe 220, and the testing end of the second pressure sensor 240 extends into the intake pipe 220. Therefore, the second pressure sensor 240 is arranged in the air inlet pipe 220, so that the second pressure sensor 240 can accurately acquire the atmospheric pressure, the operation condition of the first pressure sensor 110 can be accurately acquired, the operation condition of the engine can be accurately judged, and the requirements of a second-generation vehicle-mounted diagnosis system can be met. It should be noted that the second pressure sensor 240 may be selectively installed between the intake pipe 220 and the filter 210, and of course, the second pressure sensor 240 may be installed on both the intake pipe 220 and the filter 210.
Further, referring to fig. 3, a second mounting hole 221 is disposed on the air inlet pipe 220. The second pressure sensor 240 penetrates into the second mounting hole 221 and is hermetically connected with the intake pipe 220. Thus, the second pressure sensor 240 can be easily attached to and detached from the intake pipe 220 through the second mounting hole 221. The sealing connection mode can be bolt connection, threaded connection, welding or bonding.
In one embodiment, the second pressure sensor 240 is disposed on the frame tube 230. The test end of the second pressure sensor 240 extends into the frame tube 230. Since the frame tube 230 communicates with the atmosphere, the second pressure sensor 240 can accurately acquire the atmospheric pressure on the frame tube 230. Meanwhile, the frame tube 230 is farther away from the engine than the filter 210 or the intake tube 220, so that the second pressure sensor 240 on the frame tube 230 is less affected by the engine, the detection performance of the second pressure sensor 240 is more reliable, and the detection result is more reliable. In addition, the second pressure sensor 240 may be selectively installed between the intake duct 220, the filter 210, and the frame tube 230, but the second pressure sensor 240 may be installed on all of the intake duct 220, the filter 210, and the frame tube 230.
In one embodiment, referring to fig. 4, the frame tube 230 is provided with a third mounting hole 236. The second pressure sensor 240 penetrates into the third mounting hole 236 and is sealingly connected to the frame tube 230. In this manner, the attaching and detaching operation of the second pressure sensor 240 to and from the frame tube 230 is facilitated.
In one embodiment, referring to fig. 4, the frame tube 230 includes a first longitudinal tube 231, a second longitudinal tube 232, and a transverse tube 233 disposed between the first longitudinal tube 231 and the second longitudinal tube 232, the transverse tube 233 is respectively communicated with the first longitudinal tube 231 and the second longitudinal tube 232, at least one of the transverse tube 233, the first longitudinal tube 231, and the second longitudinal tube 232 is used for communicating with the atmosphere, and the second pressure sensor 240 is disposed on the first longitudinal tube 231, the second longitudinal tube 232, or the transverse tube 233. In this manner, accurate detection by the second pressure sensor 240 is facilitated. Specifically in this embodiment, frame tube 230 further includes a steering riser 234 and a main beam tube 235. The steering stand pipe 234, the first longitudinal pipe 231, and the second longitudinal pipe 232 are disposed on the girder pipe 235.
In one embodiment, referring to fig. 1, an engine includes an engine body 300 and a pressure measuring mechanism of the engine in any one of the above embodiments. The engine body 300 is provided in communication with the throttle body 100.
The engine described above employs the above-described pressure measuring mechanism of the engine, and the first pressure sensor 110 and the second pressure sensor 240 are provided on the throttle body 100 and the mounting structure 200, respectively, in correspondence therewith. Acquiring an intake pressure in the throttle body 100 through the first pressure sensor 110; the atmospheric pressure is acquired by the second pressure sensor 240. When the engine is not started, the pressure in the throttle body 100 is equal to or approximately equal to the atmospheric pressure, and at this time, the first pressure sensor 110 and the second pressure sensor 240 are used in combination, and the pressure values of the two are compared. According to the comparison result between the first pressure sensor 110 and the second pressure sensor 240, the operation status of the first pressure sensor 110 is obtained in time. If the pressure value obtained by the first pressure sensor 110 is equal to or approximately equal to the pressure value obtained by the second pressure sensor 240, it is determined that the first pressure sensor 110 normally operates; then, the running state of the engine is further accurately judged through the first pressure sensor 110; meanwhile, the air inflow in the throttle body 100 can be reasonably adjusted through the first pressure sensor 110 so as to improve the running state of the engine; if the difference between the pressure value obtained by the first pressure sensor 110 and the pressure value obtained by the second pressure sensor 240 is large, it is determined that the first pressure sensor 110 has a fault, and the maintenance operation should be performed in time. Further, when the engine is started, it is also possible to preliminarily determine whether the first pressure sensor 110 is operating normally by comparing the first pressure sensor 110 with the second pressure sensor 240. Therefore, the scheme can timely acquire the pressure measuring condition by using the first pressure sensor 110 and the second pressure sensor 240 together, thereby being beneficial to accurately judging the running condition of the engine and greatly meeting the requirements of the second generation vehicle-mounted diagnosis system.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only represent some embodiments of the present invention, and the description thereof is specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several variations and modifications can be made, which are within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.
Claims (10)
1. A pressure measuring mechanism of an engine, comprising:
the engine comprises a throttle body, a first pressure sensor and a second pressure sensor, wherein the throttle body is used for being communicated with an engine body, and the throttle body is provided with the first pressure sensor which is used for testing the air inlet pressure in the throttle body; and
the mounting structure and the throttle body are respectively used for being arranged on a locomotive, and a second pressure sensor is arranged on the mounting structure and used for testing atmospheric pressure.
2. The pressure measuring mechanism according to claim 1, wherein the mounting structure includes a filter, a frame tube, and an intake tube communicating with an intake end of the filter, an outlet end of the filter communicates with the throttle body, the filter is disposed on the frame tube or disposed on the engine body, the intake tube and the frame tube are respectively configured to communicate with the atmosphere, and at least one of the filter, the frame tube, and the intake tube is provided with the second pressure sensor.
3. The pressure measuring mechanism of an engine according to claim 2, wherein the second pressure sensor is disposed on the filter, and a test end of the second pressure sensor extends into the filter.
4. The pressure measuring mechanism of the engine according to claim 3, wherein a filter element is arranged in the filter, the filter element divides the interior of the filter into a clean chamber and a dirty chamber, the clean chamber is communicated with the throttle body, the dirty chamber is communicated with the air inlet pipe, and the test end of the second pressure sensor extends into the dirty chamber.
5. The pressure measuring mechanism of the engine according to claim 3, wherein the filter is provided with a first mounting hole, and the second pressure sensor penetrates into the first mounting hole and is connected with the filter in a sealing manner.
6. The pressure measuring mechanism of an engine according to claim 2, wherein the second pressure sensor is provided on the intake pipe, and a test end of the second pressure sensor protrudes into the intake pipe.
7. The pressure measuring mechanism of the engine according to claim 6, wherein a second mounting hole is formed in the air inlet pipe, and the second pressure sensor penetrates into the second mounting hole and is connected with the air inlet pipe in a sealing mode.
8. The load cell mechanism according to claim 2, wherein the second pressure sensor is provided on the frame tube, and a test end of the second pressure sensor extends into the frame tube.
9. The pressure measuring mechanism of the engine according to claim 8, wherein a third mounting hole is formed in the frame tube, and the second pressure sensor penetrates into the third mounting hole and is connected with the frame tube in a sealing manner; or,
the frame tube comprises a first longitudinal tube, a second longitudinal tube and a transverse tube arranged between the first longitudinal tube and the second longitudinal tube, the transverse tube is respectively communicated with the first longitudinal tube and the second longitudinal tube, at least one of the transverse tube, the first longitudinal tube and the second longitudinal tube is used for being communicated with the atmosphere, and the second pressure sensor is arranged on the first longitudinal tube or the second longitudinal tube or the transverse tube.
10. An engine comprising an engine body and a pressure measuring mechanism of the engine according to any one of claims 1 to 9, wherein the engine body is arranged to communicate with the throttle body.
Priority Applications (1)
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| CN201921320161.3U CN210738703U (en) | 2019-08-15 | 2019-08-15 | Engine and pressure measuring mechanism thereof |
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| CN201921320161.3U CN210738703U (en) | 2019-08-15 | 2019-08-15 | Engine and pressure measuring mechanism thereof |
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| CN210738703U true CN210738703U (en) | 2020-06-12 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN110397526A (en) * | 2019-08-15 | 2019-11-01 | 江门市大长江集团有限公司 | Engine and its pressure measuring mechanism |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN110397526A (en) * | 2019-08-15 | 2019-11-01 | 江门市大长江集团有限公司 | Engine and its pressure measuring mechanism |
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