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1、 Reference number ISO 13555-3:2004(E) ISO 2004 INTERNATIONAL STANDARD ISO 13555-3 First edition 2004-07-15 Diesel engines Procedure for checking the dynamic timing of diesel fuel injection equipment Part 3: Validation of timing measurement devices Moteurs diesels Procdure pour contrler le calage dyn
2、amique de lquipement dinjection de combustible diesel Partie 3: Validation des dispositifs de mesurage du calage ISO 13555-3:2004(E) PDF disclaimer This PDF file may contain embedded typefaces. In accordance with Adobes licensing policy, this file may be printed or viewed but shall not be edited unl
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6、cluding photocopying and microfilm, without permission in writing from either ISO at the address below or ISOs member body in the country of the requester. ISO copyright office Case postale 56 CH-1211 Geneva 20 Tel. + 41 22 749 01 11 Fax + 41 22 749 09 47 E-mail copyrightiso.org Web www.iso.org Publ
7、ished in Switzerland ii ISO 2004 All rights reserved ISO 13555-3:2004(E) ISO 2004 All rights reserved iii Contents Page Forewordiv 1 Scope 1 2 Normative references . 1 3 Terms and definitions. 1 4 Test rig . 2 5 Validation procedure 8 6 Recording and evaluation of test results . 10 7 Allowed deviati
8、on of the device signal. 10 Annex A (informative) Description of the electronic system (typical) 11 Bibliography . 13 -,-,- ISO 13555-3:2004(E) iv ISO 2004 All rights reserved Foreword ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies (IS
9、O member bodies). The work of preparing International Standards is normally carried out through ISO technical committees. Each member body interested in a subject for which a technical committee has been established has the right to be represented on that committee. International organizations, gove
10、rnmental and non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization. International Standards are drafted in accordance with the rules given in the ISO/IEC
11、Directives, Part 2. The main task of technical committees is to prepare International Standards. Draft International Standards adopted by the technical committees are circulated to the member bodies for voting. Publication as an International Standard requires approval by at least 75 % of the member
12、 bodies casting a vote. Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. ISO shall not be held responsible for identifying any or all such patent rights. ISO 13555-3 was prepared by Technical Committee ISO/TC 22, Road vehicles, Sub
13、committee SC 7, Injection equipment and filters for use on road vehicles. ISO 13555 consists of the following parts, under the general title Diesel engines Procedure for checking the dynamic timing of diesel fuel injection equipment: Part 1: Preconditioning Part 2: Test method Part 3: Validation of
14、timing measurement devices INTERNATIONAL STANDARD ISO 13555-3:2004(E) ISO 2004 All rights reserved 1 Diesel engines Procedure for checking the dynamic timing of diesel fuel injection equipment Part 3: Validation of timing measurement devices 1 Scope This part of ISO 13555 specifies a test rig and re
15、ference method for the validation of timing measurement devices which, by application of the pressure-sensing principle on the high-pressure fuel injection pipe, are used for checking the dynamic setting of fuel injection equipment fitted to diesel engines. (In order to produce a realistic measureme
16、nt situation, the test rig allows the addition of vibrational excitation of the high-pressure fuel injection pipe deemed a primary source of signal corruption when used on running diesel engines.) The validation procedure can be used either in the initial approval of a timing measurement device or t
17、he verification of its proper functioning when already in use. The aim is to ensure that the devices supplied by different manufacturers provide comparable measurement results. 2 Normative references The following referenced documents are indispensable for the application of this document. For dated
18、 references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. ISO 8535-1, Compression-ignition engines Steel tubes for high-pressure fuel injection pipes Part 1: Requirements for seamless cold-drawn single-wall
19、tubes ISO 8535-2, Compression-ignition engines Steel tubes for high-pressure fuel injection pipes Part 2: Requirements for composite tubes 3 Terms and definitions For the purposes of this document, the following terms and definitions apply. NOTE All rig angles are given in terms of engine crankshaft
20、 angles (crank angles). 3.1 test rig test device which consists of an operable fuel injection system of conventional type (pumppipeinjector) and means for the evaluation of sensed signals according to the specified procedure 3.2 clip-on transducer sensor that can be clamped onto the high-pressure fu
21、el injection pipe to detect dynamic pipe dilations 3.3 top dead centre TDC dead centre when the piston is farthest from the crankshaft ISO 2710-1:2000, definition 10.1.4.2 -,-,- ISO 13555-3:2004(E) 2 ISO 2004 All rights reserved 3.4 injection event time at which the fuel pressure has risen to x % of
22、 its peak value, where x % is a defined percentage (e.g. 11 % or 15 %) of the preceding injection NOTE The peak pressure of the preceding injection is taken as 100 % and the mean pressure between injections is taken as 0 %. 3.5 crankshaft position sensor sensor producing one or more defined electric
23、al signals, each representing a specified engine crankshaft position NOTE A plug-in or built-in crankshaft position sensor, e. g. as used for ignition systems testing, is commonly used for diesel engines, too. 3.6 rotational event reference rotational position of the engine with a known relation to
24、the TDC of the engine reference cylinder, sensed according to the engine manufacturers recommendation by a pick-up (“TDC-sensor”) 3.7 stroboscopic event reference position of the engine made visible by a stroboscope 3.8 engine speed mean actual rotational speed of the engine crankshaft, given by the
25、 time period between two successive events, which can be either injection events or, preferably, rotational events NOTE On a 4-stroke engine, one injection period equals two crankshaft revolutions. 3.9 time-to-crank-angle conversion any event determined on a time base that can be expressed on the en
26、gine crank angle base if the relation to the TDC is known 3.10 reference readings engine speed and crank angle position of the injection event as measured on the test rig 3.11 test readings engine speed and crank angle position of the injection event as measured by the device under test 4 Test rig 4
27、.1 Apparatus and general components 4.1.1 Main frame with fuel tank and conventional fuel injection system (pump-pipe-injector), the fuel injection pump normally being driven by an electric motor, the injected fuel recirculated into the fuel tank. See, also, 4.2.2, and Figure 1. 4.1.2 High-pressure
28、fuel injection pipe, divided into two sections, and with a vibration-generating device (4.1.3) connected to it in its centre. Both the high-pressure fuel injection pipe and the vibration-generating device are specially prepared with mounting locations for the clip-on transducer and the fuel pressure
29、 reference sensor(s). The diameters of the pipe sections at the clip-on transducer mounting locations are the minimum and maximum outside, and minimum internal, diameters, according to the tolerances given in the relevant standards (see ISO 8535-1 and ISO 8535-2). The pipe sections and the sensor-mo
30、unting device are -,-,- ISO 13555-3:2004(E) ISO 2004 All rights reserved 3 exchangeable, in order to allow testing of different pipe outside diameters from 4,5 mm up to 6 mm (nominal values). See, also, 4.2.5. 4.1.3 Vibration-generating device for vibrating the high-pressure fuel injection pipe at t
31、he clip-on transducer mounting locations; this device produces vibration in both radial and bending modes. See, also, 4.2.5. 4.1.4 High-precision fuel pressure reference sensor, positioned close to the clip-on transducer mounting locations for detecting fuel pressure in the high-pressure fuel inject
32、ion pipe. 4.1.5 Two markers on the pump flywheel for a crankshaft position sensor, producing a trigger signal twice per pump revolution and thus simulating an engine crankshaft position sensor at a nominal 20 crank angle after the TDC. 4.1.6 Stroboscope light flash detection sensor, used for the det
33、ection of the stroboscopic event, where the device under test features a stroboscopic output. See, also, 4.4. 4.1.7 Electric and electronic components commercially available (preamplifiers, electric controls and interfaces). 4.1.8 Data acquisition and evaluation unit, commercially available, allowin
34、g for the recording, evaluation, and presentation of the sensor reference signals according to the defined method. 4.2 Mechanical components 4.2.1 General Figure 1 shows a schematic of the main frame with the fuel tank. Figure 2 shows a schematic of the fuel injection pump with flywheel and pump dri
35、ve. Figure 3 shows a schematic of the vibration-generating device, including the sensor locations. 4.2.2 Main frame (see Figure 1) 4.2.2.1 Fuel tank with filler neck, drain plug, fuel temperature gauge and fuel injectors, with the volume of the fuel tank dimensioned so as to ensure almost-constant f
36、uel temperature conditions during operation of the test rig, and a flange adapter being provided on the side of the fuel tank for attaching a fuel temperature conditioning unit, if required. 4.2.2.2 Two sections of the high-pressure fuel injection pipe (4.1.2), with vibration-generating device (4.1.
37、3), mounted on the fuel tank unit, allowing free access to the pipe sections and the clip-on locations. 4.2.2.3 Fuel injection pump with flywheel (see 4.2.4), typically driven by an electric motor, mounted on a separate base and vibrationally decoupled from the fuel tank, having a cover to ensure pr
38、oper absorption and insulation of the noise generated by the electric motor and the fuel injection equipment. See Figure 2. 4.2.2.4 Cabinet mounted on the main frame (main frame cabinet), provided for the electrical and electronic installation to permit central connection to the power supply, the ca
39、sing of any electric motor control units, and an easy connection and feed-through of the reference sensor signals to the data acquisition system. -,-,- ISO 13555-3:2004(E) 4 ISO 2004 All rights reserved Key 1 filler neck 2 fuel tank 3 asynchronous electric motor with vibration-generating device 4 dr
40、ain plug 5 connection for high-pressure fuel injection pipe assemblies: one to the fuel injection pump; the other to the fuel injector 6 supply to fuel injection pump 7 fuel return from fuel injection pump 8 cabinet for the electrical and electronic installation (main frame cabinet) 9 fuel temperatu
41、re gauge 10 fuel injector 11 flange adapter Figure 1 Schematic of main frame with fuel tank 4.2.3 Fuel injection equipment 4.2.3.1 Fuel injection pump, typically a two-cylinder in-line pump, with one cylinder in operation, e.g. Bosch, Type A, No. E 040 089 500 1). See Figure 2. 4.2.3.2 Fuel injector
42、s, e.g. Bosch, Type S, No. 9 430 032 256 1), fitted with hole-type nozzles. 4.2.3.3 Accessories (e.g. feed pump, filter, overflow valve, etc.) as required. 4.2.4 Pump drive and flywheel (see Figure 2) Typically, an electric motor of 1,5 kW with a speed control is used to drive the fuel injection pum
43、p and an attached flywheel. These components are mounted on a separate base plate and decoupled from the vibrations of the main frame. In addition to the requirement for an adequate moment of inertia, the flywheel shall have a diameter sufficiently large to give the required accuracy for the two ref
44、erence position sensors. The repeatability shall be 0,1 crank angle and the minimum diameter for the flywheel 300 mm. One sensor shall be positioned at 20 crank angle (20 after TDC) and the other 180 from that position. The flywheel position on the pump shaft shall be set to achieve an injection eve
45、nt at approximately 12 crank angle before TDC. This results in a difference between the injection event and the TDC of 12 crank angle and a simulated reference crankshaft position of 32 crank angle, in accordance with Table 1. 1) These are examples of suitable products available commercially. This i
46、nformation is given for the convenience of users of this part of ISO 13555 and does not constitute an endorsement by ISO of these products. -,-,- ISO 13555-3:2004(E) ISO 2004 All rights reserved 5 Key 1 flywheel with crank angle markers 2 crankshaft position sensor 3 cover for absorption and insulat
47、ion of noise 4 fuel injection pump (2-cylinder in-line pump) with accessories 5 electric motor 6 fuel injection pump outlets Figure 2 Schematic of fuel injection pump with flywheel and pump drive Table 1 Crankshaft and pump shaft positions (crank angles) for timing events Timing event Crankshaft pos
48、ition 2 sensor positions (on flywheel) Injection event (1 per 720 crank angle) + 12 (12 before TDC) 0 TDC of reference cylinder 0 6 +174 Rotational events (reference positions) 20 (20 after TDC) 16 +164 The pump shaft 0 position shall be adjusted precisely to the injection event at 12 crank angle before TDC. 4.2.5 High-pressure fuel injection pipe and vibration-generating device (see Figure 3) The high-pressure fuel injection pipe with clip-on transducer mounting locations shall be exchangeable, in order to allow for testing of different pipe outside d