文献翻译—多功能转速表的应用
多功能转速测量仪的研制
Ｏ 引 言
转速是常见 的物理量 ， 它存 在于人类周 围， 是人们
生活中不可缺少 的一 部 分 ， 例如 ： 电脑 中的磁光 盘 机 、 硬盘 ， 要求转速既高 又稳 定。 出租汽 车计价 器 的正确 与否也 与转速计量有关 。转速不仅 与人类 生活息息相
转速 的应用相 当广泛 。最 常见的是对物体表面进行涂
叶 蔷 铍 天 鼎
（ 海 市计量 测试技 术研 究院 ， 海 上 上 ２０３ ） ０２３
摘
要 ：针对 目前在 转速 测 量的 过程 中 ， 在着 一定 的误 差 ， 存 结合 转速 测量 仪 的测量 方法 进行 改进 ， 绍 了多功 能 转速 测 量仪 的研 制 介
过程 。它 与原有 的转 速测 量 仪相 比 ， 不 降低技 术指 标 的前提 下 增加 了瞬 态 转 速测 量 、 转 速测 量 、 数 、 时 、 速度 测 量 、 在 低 计 计 线 双通 道
测 量功 能 为一 体 ， 与原有 的设备 相 比 ， 加 了瞬态转 增
速、 低转 速检 测 、 计数 、 时 、 计 测线 速度 和测 加速 度 等 功能。
１ 标 准 装置 的构 成和 工 作原 理
多功能转 速测量仪 由转速 传感 器 、 率转速 采集 频 器和 电脑组成 …。该 仪器通过转速传感器接收到旋转
ｔ ｎ ｄ ｐ ｒｍｅ ｔ ｉ ｅ ａｔ ｎ ． ｏ
Ｋ ｅ ｗｏ ｄ ｙ ｒ ｓ： Ｍｕｌ —ｕ ｃｉｎ Ｒｏａｉｇ ｓ ｅ Ｍｅ ｓ ｒｎ ｎ ｔ ｍｅ ｔ Ｓ ａ ｌ ｔｔ Ｉ ｓａ ｔｎ ｏ ｓｓａｅ ｔｆｎ ｔ ｉ ｏ ｔｔ ｐｅ ｄ ｎ ａ ｕ ｇ ｉｓｒ ｉ ｕ ｎ ｔｂ ｅ ｓａｅ ｎ ｔｎａ ｅ ｕ ｔｔ
测量 等功 能 。项 目成 果在 今后 的转 速 检测 中将显 现 出 良好 的社会 效益 ， 为计量 行政 管理 部 门提供 有力 的技 术保 障 。 并
多功能转速表的设计-文献综述
文献综述测量转动体的速度常用的是转速计量仪表，机械式转速表在测量速率时必须要将轴接触被测转动体，以获得同步转速，通过内部齿轮变速后用指针表头示数。
因此使用机械式转速表势必干扰被测物体的运动，还会对接触转动体施加压力，影响测量的准确度。
而这里介绍的是一种非接触式的数字转速表，这种红外光电反射式转速表无需接触转动体，由专用的探头装置发射红外线，同时接受从被测物体反射回来的的红外线，通过光电转换变为电流信号，因此它不影响物体的运动，还可以测量深缩在机壳内部的某个局部物体的转速，经过仪表内部结构线路处理，并能保证相当高的测量准确度。
由于发射和接受的都是红外线，所以不受可见光的干扰，保证了测量的准确可靠。
在《单片机应用系统设计与训练》了解到干扰是造成单片机应用系统故障的主要因素之一，所以在设计中考虑到尽量减少干扰的来源，并且进行软、硬件设计，保障系统能正常运行。
在《单片机原理及应用实验教程》认识到对转速表的转速计算及误差分析里涉及到利用频率测速法和周期测速法，利用门控方式和中断方式对高低转速进行计数。
我也是采用次方法对设计中输出的脉冲进行计数的，从而实现光电传输产生的脉冲与AT89C51单片机的接轨。
在《单片机控制工程实践技术》中有关键盘设计的问题做了详细的说明。
在《单片机原理与应用》认识到：当一个单片机应用系统完成软硬件设计后，通常不可能一次成功，不可避免地要出现一些错误，这就需要系统调试。
另一方面如果单片机已正常工作过，在以后运行过程中出现了某些故障而导致系统失灵，查找并排除故障，使系统重新进入正常工作，这就要靠系统维护及维修来解决。
因此我利用此书中的“单片机应用系统的调试和维护”方法进行设计。
在四位显示部分我们采用《AT89C51系列单片机原理与接口技术》中的串行LED显示驱动器MC14499 ，它是MOTOROLA公司生产的具有SPI串行接口的BCD码输入—十进制码输出COMS LED 译码驱动器。
外文翻译+外文文献+英文文献+数字式转速测量仪
外文翻译外文文献英文文献数字式转速测量仪外文翻译Digital Meter for Measuring Rotational SpeedAbstract A digital meter for measuring the rotational speed is introduced in this paper. It is controlled by an MCS-51 series single-chip microcomputer 8032. It contains the following features: rational design, high accuracy, wide measurability range and powerful functionand dependability. Moreover, it is very nimble and convenient to use. The work principle is presented in detail in the paper and the block diagram and program flowchart are given as well.Key works: digital measuring apparatus; rotation speed; single-chip micro-computerThe rotor speed control system of industry is one of the important parameters. Mechanical tachometer measuring speed, the rotor contactwith the measured object must be to get the synchronous speed, through the internal gear shift instruction after the pointer speed with thesize of the header. Use of mechanical tachometer measured object can interfere with movement, especially when measured rotor mass is very small, speed tables on the rotor pressure is not a small additional load, which affects the measurement accuracy. This paper describes a 8032single-chip microcomputer as the core to the non-contact Digital Tachometer.1 speed measuring principleThe gun speed-sensitive devices with infrared sensors, launched bythe specialized infrared detection devices, while receiving reflected back from the measured object infrared, photoelectric conversion into electrical pulses through the signal, does not affect the rotation ofthe object. Tubes and pipes are fixed in the detection of acceptable shelf, through the lens focus, semi-transparent film not only to the reflected infrared light fired rotating objects, they can rotate the object by the reflected infrared light through the translucent membrane back fired for management. Along the circumference of a rotating body even paste some reflection paper, it directed reflection infrared to receive the reflected acceptance of the infrared control.Photovoltaic conversion shown in Figure In the optical triode 3DU5C adding an appropriate bias, when 3DU5C by infrared irradiation, at the conduction state, A pointfor the low level, 3DG6 end, B point is high; when no infrared radiation, the photoelectric transistor closed A high point presentation, so 3DG6 low collector point B, B point of the pulse signal through the inverter 1,2 plastic, and then the door 3 RP, frequency and speed willbe proportional to the size of the corresponding changes The speed pulse signal. Speed pulse signal into the 8032 microcontroller timer / counter, through the microcontroller to calculate speed software processing.Figure 1 Schematic photoelectric conversionWhen the machine used in the measurement speed M / T method and timing method were used. M/T M / T method is the detection time Tc, the time according to speed pulse m1 and m2 to calculate the speed pulse. If a fixed period Tc, the total time taken and pulse rotation pulse fp fc's Pulse on m1 and m2, timing pulse frequency f, rotor output pulses per revolution for the p, the speed n = 60fm1 / pm2 (r / min). Such as the speed measured over 1 s pulses for the m1, rotor output pulse number per revolution, that great number of p, the speed n = 60m1 / p (r / min). 2 hardware speed measurement instrumentFigure 2 constitute the grounds of speed 8032 MCU measuring circuit. 8032 is MCS-51 series single chip, compared with the common 8031 chip, a feature more than 8032 strong T2 timer / counters and 128 bytes of internal RAM, which T2 counter with 16-bit auto-reload and capture, can for timer / counter with, but also used as a baud rate generator. The system used for time T2, which take into account regular pulse, regular pulse signal directly from the 8032 chip address latch signal ALE clientleads, and through the 74LS74 dual D flip-flop frequency, was two points. Whenusing 6 MHz crystal oscillator, the time pulse frequency fc is 0.5 MHz. T0 accrual speed pulse counter fp, T1 time pulse counter for taking into account fc, trigger DFF1, DFF2 and 1,2,3,4 component count and gate control circuit, can also start and stop counters T0 and T1. P0 port to allow control through the end of 8D with latch 74LS377 extends an 8-bit output, as a five segment LED digital display of the data line selection code. P3.0, P3.1 access switches S1 and S4, S1 for the very few P set selector switch, S4 input pulse for the very few keys. P3.2 and P3.3 are connected S2 and S3 switch, S2 switch method for the speed selection key; select the use of M / T method speed, or velocity measurement with time. S3 for the speed frequency select switch, to select the measuring speed or frequency measurements. When using regular method to measure the speed, the system can be easily measured by measuring the frequency.3 software design and anti-interference measuresSystem programming includes the main program, interrupt procedures, code conversion routines, display routines, etc. The hardware structure of two measurement methods are identical, but different software process, to set the speed through the P3.2 port approach. The following two measurement methods were discussed works.M / T method, first of all by the end of 8032 the P1.1 output start pulse signal, the start pulse cleared DFF1 and DFF2 two triggers, sothat Q1 ended output low, blocking the door 2,3,4, Q- 1 side open thedoor for the high one, and trigger DFF2 the Q-2-ended output is high, ready for the start of work. When the speed pulse signal fp receives the rising edge, the flip-flop DFF1 turn, Q-1 is low, blocking the door 1, Q1 is high, open the door 2,3,4, so that start time T2, m1, m2 and started counting. In the interrupt program, the P1.2 8032 ended output pulse signal to stop, set bit trigger DFF2, Q-2 low-side outputs, blocking the door 2,3,4, T0, T1 and stop counting. Interrupt the program while reading speed signal pulses and timing signal pulses m1 m2, in the main program, in accordance with m1, m2, P and f calculated speed n =60fm1/pm2, and converted to BCD code sent to the digital look-up table display, complete a data collection and display.In the regular method, due to the timing signal generated 1 s, while the maximumtime the system 131 ms, it is the law in time to take 10 consecutive 100 ms time method, when the time to 100 ms, the timer T2 overflow interrupt to the 8032 application. Interrupt in the interrupt process of the cumulative number of times, if the cumulative number of times until they break 10, not to make any operation on the return, T2 to the next 100ms the time, T0 to count speed pulse, when the interrupt when the number reached 10 in interrupt the program, set bit P1.2, stop counting, and reading the count value T0 m1, corresponding in the main program to calculate the speed of operation, and converted to BCD code, send LED display. Time here with 16-bit counter with auto-loading feature of the T2 counter, when T2 overflow interrupt the same time, the counter countsautomatically reload the initial value, continue to regularly. So it's time is continuous, without interruption and response procedures for dealing with the impact of disruption. If not overloaded by features such as timers T0 or T1, then when the timer overflow, it should be in response to failure, reset the timer interrupt program, the initial value. Timer timing is intermittent, the impact of timing accuracy, thereby affecting measurement precision. Visible by 8032 in the T2 counter timer is a feature of the system, it can significantly improve measurement precision. The guns range in 0-49r/min accuracy up to ? 0.1 r / min, at 50-99 999r/min range of accuracy up to ? 1 r / min.The gun can measure the number of different pole pulse generator pulse occurs, such as infrared detectors above, when changing the rotating body attached to the amount of reflection paper, issued by the rotor per revolution pulse number p is also changed accordingly, At this point, if still in accordance with the procedures in the original p value calculation, calculation error will be. Therefore, the system provides very few of the features set the scene: P3.0 I take very few set selector switch, when P3.0 is high time that need to set the pole, then the system waiting for input into the mouth by the P3.1 pulse signal, each pulse makes the system very few register value plus 1, and displayed in the LED digital tube.Velocity measurement at the time, and when not to n = 60m1 / p the operators directly to the speed of 1 s pulses m1 transformed into BCDcode shows that the value obtained is obviously the input pulse frequency. Therefore, the system set up speedfrequency options. P3.3 port access speed frequency select switch S3, when P3.3 is high time that test frequency.Meanwhile, the system software has set a number of logical fault diagnosis functions, such as speeds above 99 999 r / min, the systemwill display PPPPP, that go beyond the scope of this gun is measured,and as if the M / T velocity measurement, the Select the measurement frequency, it shows EEEEE, prompts the user error and so on.As the gun is generally in the industrial field in the working environment of sources of interference, so in the design, using anti-jamming measures, such as power supply filtering, decoupling, pay attention to the trend of ground, then the locations and other hardware interference approach to CPU, RAM self-test, software redundancy, software, software such as anti-jamming technology trap.Figure 2 Circuit Digital Speed Meter中文翻译数字式转速测量仪摘要介绍了一种以MCS-51系列单片机8032为控制主体的数字式转速测量仪。
基于单片机的多功能转速表的方案设计书
摘要关于转速表的设计已经有很多可供参考,但大部分都是由机械式或模拟数字电路来实现的。
存在着体积大、精度低、不直观、功耗大、功能少，而且采样时间长，难以测得瞬时转速。
由于单片机具有体积 ...<P><BR>摘要<BR>关于转速表的设计已经有很多可供参考,但大部分都是由机械式或模拟数字电路来实现的。
存在着体积大、精度低、不直观、功耗大、功能少，而且采样时间长，难以测得瞬时转速。
由于具有体积小、控制功能强等特点,故它在控制方面得到了广泛的应用。
我们所要设计的多功能转速控制系统就是以为核心来实现智能化仪表。
它具有功能多,功耗小、直观准确,可显示时间、限速报警系统、打印、瞬间转速等优点。
文中阐述了该类转速表的光电传感器工作原理、结构及转速转换电路的设计。
本设计采用的译码器是MC，它是MOTOROLA公司的高集成度LED显示驱动器，采用动态扫描方式显示驱动4个LED数码管。
它集锁存、译码、驱动、扫描、时钟于一体。
<p class='Qbk630'></p></P><P>关键词：转速表，单片机，驱动器MC </P><P><BR>Abstract<BR>On the rotational speed table design has many available, but mostly by mechanical or simulated digital circuits to achieve. There are large in size, precision low, not visual, electronics large, less functional and sampling time, it is difficult to detect instantaneous rotational speed. As the Micro Controller Unit with both small and control functions such strong characteristics, so it widely in control applications. We want multifunctional rotational speed control system is designed to the Micro Controller Unit as the core to achieve intelligent meters. It is more functional, small electronics, and visual accuracy, showing time, speed warning systems, printing, such as instant rotational speed advantage. The article explained the photoelectric sensors such rotational speed table operating principles, structure and rotational speed switching circuit design. The design is a decoder MC, which is integrated high degree LED Motorola companies that drive, a dynamic scanning driven four LED digital display control. It sets Suocun, decoding, driving, scanning, the clock on integration. 。
中英文文献翻译-多功能汽车底盘测功机
附录AA. multi-purpose vehicle chassis dynamometerWith the rapid development of the automotive industry, traffic accidents and environmental pollution on the growing threat to human life, thus increasing the importance of vehicle detection technology stand out a variety of testing equipment have emerged. As a large-scale laboratory equipment, automobile chassis dynamometer can simulate vehicle road test a variety of conditions, the completion of the car's economy test, power test, evaluation and analysis of emissions performance, reliability test and drive the car on the special test . It is in the automotive testing research, product development and quality testing new cars and the car is essential. Use complete chassis dynamometer test and the type of vehicle quality inspection and road test compared with the usual test speed, high precision, low cost, data stability, comparability and good.In view of chassis dynamometers these advantages, many domestic manufacturers have developed a series of dynamometer products, these products are mainly used to detect the following auto axle load 10 t chassis power output, the maximum absorption power of 150 kW. Test items mainly: chassis power output, the driving force, speed, acceleration, glide performance and the accuracy of the speedometer and odometer, and so on.But domestic dynamometer products there are many imperfections, must be resolved. For example: car in different conditions, different load and other conditions, the dynamic performance can not be achieved continuous measurement and control system, control method is relatively backward. This article is for these deficiencies, the control system, control method has been improved to achieve the different conditions and different load conditions, the car's dynamic performance for accurate and reliable continuous measurement and continuous measurement of emissions to increase functionality. In addition, the light of foreign advanced technology and experience, the use of computer technology for vehicle-related transmission loss, rolling resistance, altitude, temperature and other parameters of simulation and correction.Multi-purpose vehicle chassis dynamometer (hereinafter referred to as dynamometer) is a new chassis dynamometer. Aircraft measurement and control system is the key toachieve its power equipment.Dynamometer testing computer control system to control the use of high performance industrial control computer, the entire control system including computer, monitor, keyboard, mouse, printers, input and output terminal blocks, multi-PC bus interface card, SCR and its control circuit, all components have been installed in the 1.8 m high of the standard 19-inch industrial control cabinet. Dynamometer control system coupled with the mechanical part of the (bench) constitute the entire dynamometer. Bench control system by the pressure sensor, speed sensor, pneumatic lift, and eddy current machines and other equipment to complete the dynamometer measurement and control.PC bus interface board is a multi-computer interfaces and measurement equipment, control channel, on-site analog signal amplification and analog-digital conversion, digital signal measurement done by it, the interface card can also control multiple actuator movements, other The card also provides a counter for frequency measurement of the interface.Wheel drive car in the bench rotating drum, drum rotation by the optical pulse output of the decoder, access multi-function card counter, measuring speed and distance traveled. Car driving in the bench, the driving force can drum machine by the eddy current coupling the pressure sensor, the input channel signal sent to the computer, combined with the speed signal measurable car's dynamic performance. In the actual measurement process, the measured speed signal and set the speed comparison, according to a certain algorithm to adjust bias resistance (eddy current excitation current), so that speed can be stabilized at a given value, complete constant speed under the conditions of the various data measurements.Dynamometer applications from the measurement control program, the login program and database service program structure, program design using advanced C / S (Client / Server) design. Measurement control program and the login program is a client application, they exchange data with the database is a database service procedures are completed, the database structure is transparent to users, to facilitate the system and other motor vehicle testing equipment or manage network connections. User login process is complete the basic information on the vehicle, the initial set of test items; measurement control program is the core of the system program, its main function is to complete the measurement and control hardware signals, according to testing requirements set by the login program to completethe detection task, the program also provides another parameter setting, test results query, print and other auxiliary functions.Eddy current machines, also known as eddy current dynamometer, is based on the eddy current (also known physics Foucault current) work equipment. It consists of two parts, the stator and rotor. The stator frame and the stator part including the exciting coil mounted on top. The stator frame around the hole, the excitation coils installed in the hole. The framework of the central part of the stator hub, with two bearing supports the rotor shaft. Including the rotor shaft and the rotor part fixed on the axis of the two rotors, two rotors are located at both ends of the stator part of the rotor shaft can be driven by external forces and free rotation. The inside of the rotor and the stator end face to maintain a small gap, the gap is called electromagnetic air gap. The inner side of the rotor is a very smooth surface, eddy current is generated in the smooth plane.Eddy current machine field winding access current, flux through the stator, eddy current ring, the air gap, rotor constitute a closed magnetic circuit. When the car wheel and drive roller rotates the rotor eddy current machines, due to changes in magnetic flux density of the surface of the rotor eddy current, the eddy current and magnetic field interact to produce the reverse braking torque, the stator swing around the spindle axis. Pass through the leverage of the brake torque to the pressure sensor, pressure sensor gives the corresponding electrical signals, processed by the calculation, the instantaneous power can be drawn vehicle parameters. Adjust the excitation current size, you can change the eddy current machine braking torque, with a corresponding change in vehicle speed, changing the excitation current and speed the formation of a closed loop, constant speed or constant force and, ultimately, the power measurement.Eddy current machine has a maximum speed and load range. In addition, its small size, low cost, more suitable for control automation. AC motors (induction motors) with a minimum speed (800 ~ 1500r/min) and load range, less stable, with a little hard to load features. DC Braking device with high performance, easy operation, stable working conditions, the transition easy and smooth, but its test-bed high cost, low-speed braking torque is small, thus limiting the application.This system was chosen as the eddy current unit load device, because of its external features and cost, reliability, accuracy decision.Currently, the majority of domestic water vortex machine dynamometer, eddy currentmachine has a small amount of several major water-cooled, easy-to leakage, resulting in corrosion of the bearing parts, easy to magnetic flux leakage, constant speed control accuracy, and the volume weight, need a water cooling system and lubrication system inside the vortex, very easy to use, in northern China, especially in winter does not apply. More importantly, domestic water eddy current machine for almost all the engine power measurement of high-speed power absorption unit (maximum power absorption range of 1500 ~ 4000 r / min), does not apply to vehicle chassis dynamometer, which is the maximum power absorption range of 500 ~ 1000 r / min. The international production of this special low speed, high torque eddy current machine only company in Spain and France TELMA FRENELSA company, their product mix to air-cooled.As the dynamometer torque and power measurement of the speed and load requirements to a large extent, considering cost, reliability, accuracy in the case we have chosen FRENELSA's F16-160-type air-cooled eddy current machine group 16, the absorption maximum torque speed of 750 r / min, vortex machine voltage is DC96V, current is 35A, the maximum absorption torque of 160 kg. The vortex machine constant high precision, volume weight, simple structure, easy to operate, do not need cooling water, and built-in thermocouple 160 ℃, can overheat when the automatic power-off, to avoid eddy current machine was burned.Eddy current machine is a constant speed control accuracy of the dynamometer test one of the key factors, most of the domestic dynamometer does not really solve the problem. According to standard, constant accuracy should reach ± 2 km / h (such as China GB86-94), but because of large mechanical movement of the system inertia, and inertia of different models is different from the same time, there are dead out of control, non-linear, lag reaction speed feedback in the difficulty of making the design of constant speed control has become one of the key.Currently, we are to be addressed in several ways, one direct drive as far as possible, reducing the dead zone and hysteresis control response, and digital speed control and adaptive control to solve the different moment of inertia effects. In addition, two large closed-loop speed and current use of different sampling frequency in order to effectively control the vortex dynamics and the feedback current machine. Test proved to be stable to ± 0.5 km / h, is a standard 1 / 4.Control process is as follows: the car began to accelerate, due to the speed differencebetween running speed and a larger set, using the experience of the control algorithm that is according to certain rules and gradually increase the resistance; Once the vehicle speed close to the set speed, adaptive control work. Because in the start-up phase, the running speed as soon as possible close to the set speed is the primary goal, and the last way in which speed is not stable in the set under consideration, the experience of control is simple and works well in control. The speed close to the set speed, the speed and stability the only objective, experience, control can not do anything at this time. The actual vehicle operating conditions is very complex, and the speed variation is difficult to predict, and thus the control of any form pre-set parameters are not always achieve the best control action, the effect of operating conditions and with the pros and cons of changing. Adaptive control is to adapt to similar conditions and developed, it can under the conditions and adjust the control parameters in order to achieve real-time optimal control.Car in idle state, the different load conditions, different speeds and different road conditions in the case of the emissions are different, the measured data for vehicle maintenance is important, but more important is to determine whether emissions from vehicles qualified to provide a basis for the environmental protection departments to provide accurate detection and rich data material. The dynamometer with the exhaust gas analyzer can be in different working conditions under the conditions of vehicle emissions testing, testing standards fully in line with the introduction of a new national standard (GB14761-1999).The following chassis dynamometer at constant speed, for example, analysis of measurement results.Experimental conditions: the initial speed of 60 km / h, the termination rate of 80 km / h, speed step of 5 km, constant and stable point 5. Test vehicle for the Santana sedan.In constant speed mode with exhaust gas analyzer, we carried out the engine output power, wheel torque and power output, transmission loss of power, CO, CO2, HC, O2, eight parameters were measured, and the speed, power, torque for real-time monitoring.In this experiment, the wheel and experience the power output values match, the engine output power wheel power output of power and transmission losses and. Maximum power output of the corresponding wheel speed of 75 km / h. Transmission loss of power to test the vehicle drive power is an important parameter passing, it is directly related to the car's dynamic performance.Multi-function chassis dynamometer is a motor transport and maintenance industry, comprehensive performance inspection stations, environmental protection, transportation (cars scrapped in the future will be according to their dynamic performance and emissions performance may be) and other necessary test equipment industry, with broad market prospects. By computer-controlled eddy current dynamometer load to achieve resistance simulation, different conditions can be measured vehicle dynamic performance and environmental performance (emissions performance), and has correction, the actual measurement data closer to the car when driving data. The dynamometer speed control through the adaptive control algorithm to improve the car's constant stability and achieve a dynamic performance and environmental performance of continuous measurement.附录B多功能汽车底盘测功机随着汽车工业的迅猛发展，交通事故及环境污染对人类生命的威胁越来越大，因而汽车检测技术的重要性日益突出出来，各种检测设备也应运而生。
发动机类外文文献翻译
400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A.Tel: (724) 776-4841 Fax: (724) 776-5760SAE TECHNICAL PAPER SERIES2000-01-1546Lightweight Engine Design StrategiesW. Schöffmann, F. Beste and R. MarquardAVL List GmbH, AustriaReprinted From: 2000 Future Car Congress Proceedings CD-ROM2000 Future Car CongressArlington, VirginiaApril 2-6, 2000The appearance of this ISSN code at the bottom of this page indicates SAE’s consent that copies of the paper may be made for personal or internal use of specific clients. This consent is given on the condition,however, that the copier pay a $7.00 per article copy fee through the Copyright Clearance Center, Inc.Operations Center, 222 Rosewood Drive, Danvers, MA 01923 for copying beyond that permitted by Sec-tions 107 or 108 of the U.S. Copyright Law. 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A process is available by which discussions will be printed with the paper if it is published in SAE T ransactions. For permission to publish this paper in full or in part, contact the SAE Publications Group.Persons wishing to submit papers to be considered for presentation or publication through SAE should send the manuscript or a 300word abstract of a proposed manuscript to: Secretary, Engineering Meetings Board, SAE.Printed in USAAll SAE papers, standards, and selected books are abstracted and indexed in the Global Mobility Database2000-01-1546Lightweight Engine Design StrategiesW. Schöffmann, F. Beste and R. MarquardAVL List GmbH, Austria Copyright © 2000 Society of Automotive Engineers, Inc.ABSTRACTDuring the past years advances in fuel efficiency of car engines did not result in the expected reduction in overall fuel consumption of new car generations. One reason is the increasing vehicle weight. In an overall-weight analysis of an automobile the engine and as part of it, the crankcase represents a single component with a high weight reduction potential. This paper discusses weight reduction strategies using lightweight materials and modern design approaches.The application of lightweight materials for new crankcase concepts implies comprehensive design considerations to achieve weight reductions as close as possible to the potential of the selected material. A specific approach for inline and V-engine crankcase concepts is discussed in detail. Engine weight reduction can also be achieved through substituting large and therefore heavy engines with small high performance engines. Modern technologies applied to existing engine concepts increase the power-weight ratio, the engine’s capability and therefore its marketing value.New lightweight design strategies allow a significant reduction of engine mass compared to conventional concepts and represent an important contribution to reduce the overall vehicle weight.INTRODUCTIONThe demands on the automobile have increased significantly in terms of ecological aspects and are generally set to continue with regard to future transportation concepts. This customer-induced pressure is accompanied by tightened legal requirements especially in the USA and in Europe. In anticipating this fact, answers need to be found to the central question of fuel consumption, emissions and recycling strategies. Progress was made in the development of car engines during the past years. A significant increase in power output in combination with decreased specific fuel consumption and emissions have been obtained through enormous development efforts. The most remarkable advances were achieved through applying direct injection, exhaust-gas turbo charging and multi-valve technology to high performance diesel engines [1. ]. The resulting engine efficiency increases were not translated into vehicle efficiency improvements when a new car model replaced its precursor with a comparable performance. One reason for the stagnating or even decreasing overall vehicle efficiency is an increase of 15-20% in the mass of cars over the past 15 years (Figure 1). Despite the growing use of lightweight materials and the designers’ sensitivity towards lightweight construction, the weight reductions have been more than compensated. Reasons for this include :•additional vehicle features•improved safety and security•improved comfort aspects in regard to NVH •increased power output to maintain or improve car performance•improved reliabilityFigure 1.Vehicle weight increase [Data corresponding to 2. ]This development is not reversible. The continuously growing customer demands and stricter standards support the trend toward heavier cars. Therefore, it is important to identify the most convenient way to reduce the mass of a car engine while maintaining the engine’s performance. Special attention was given to the crankcase, which contributes 20-25% to the overall engine weight. Most challenging is the diesel engine crankcase. Peak firing pressures of up to 16MPa result in the comparably highest specific part loads.Figure 2 shows the weight contribution of the core components of a typical 2 liter gasoline engine. One dominant part is the crankcase yielding a potential for weight reductions of 10-12% based on the cast-iron version.Figure 2.Weight contributions of main engine componentsThe conditions of use for each material need to be improved and the applicability of new, lightweight materials must be evaluated from technical as well aseconomic viewpoints. The purpose of weight reduction is not merely reduced consumption and emissions and improved vehicle performance, it is also suitable to reduce the costs of individual components. This paper discusses the conception of modern high performance engines with regard to the achievable weight reductions.ENGINE CONCEPTEngines with a high power-weight ratio and torque have the highest potential to reduce the engine weight. Direct injection and exhaust gas turbo charging are the key technologies for a maximum power density of modern diesel engines. Four-valve technology should be considered for cylinder diameters of 75mm and above to facilitate an increased power-weight ratio (Pe/m) relative to standard drive units while observing tightened emission laws. Figure 3 displays the growing power-weight ratio for an engine during its production life cycle achieved with only small changes to the base engine structure.The scope for further increases in power-weight ratio and engine torque through technologies such as direct injection and turbo-charging is being narrowed as more stringent emission regulations are enacted. Therefore,structural approaches will win a growing importance to engine development in future. Modern crankcase concepts employing lightweight materials and adapted design concepts are one central contribution to the necessary vehicle weight reductions.Figure 3.Power density progressLIGHTWEIGHT DESIGN CONCEPTS – Different single or combined strategies can be employed to effectively reduce the weight of a typical car engine. Figure 4displays the four main approaches for a lightweight concept. The basic engine concept, the component design and the material are strongly linked due to the accompanying calculations of structural strength and acoustic behavior.Figure 4.Weight reduction strategiesThe dominant boundary conditions for crankcase design result form the production process and functional requirements. Innovative design approaches are essential to utilize the potentials of lightweight materials resulting from their advantage in material density.Because of higher material costs and the in some cases more costly processing simple material substitution from ferrous to lightweight materials yields higher component costs. Only the combined use of lightweight materials and an innovative approach to engine concept and component design results in a lighter and cheaper component (Figure 5).Figure 5. Component optimization and lightweight costsThe effort to find the optimum design for specific lightweight material properties is often limited due to additional requirements imposed by engine familyconcepts. Dedicated production lines, for example, call for constant main dimensions such as bore spacing and top deck height. Nevertheless, increasing the marketing value of an existing crankcase is also feasible through material substitution while keeping the machining and assembly process constant. Redesigning needs to be performed only on the casting itself to adapt it to the changed material properties (Figure 6).Figure 6.Material substitution CI→ Aluminum [3. ]Crankcase design revisions with some flexibility in the machining process and new crankcase designs allow significantly more freedom in the crankcase concept.One example is the make of a crankcase following the AVL trussing concept [4. ]. The main core package comprises a single-piece crank core with two stiff grid cores on each side (Figure 7). The AVL trussing system unites a high weight reduction potential with a stiff structural concept. Other advantages are the acoustic behavior and the design of the oil drain channels with connecting horizontal galleries allowing the integration of the crankcase ventilation.Figure 7.Core package of the AVL trussing conceptAt first this trussing concept was designed as a material optimized concept for compacted graphite iron (CGI)crankcases [5. ] but has also proven to be a base design for gray cast iron (CI) crankcases [6. , 7. and 8. ].A material-sensitive top deck design of a CGI crankcase is shown in Figure 8. In structurally stressed areas the deck thickness is crowned between 10-14mm to obtain good acoustic behavior and to reduce the top deck weight [9. ]. Areas with minor stresses were made with the minimum wall thickness of 3.5mm. A weight-optimized design of crankcase flange areas is of higher significance for the lightweight potential compared to the costly reduction of the minimum wall thickness.Figure 8.T op deck designMATERIAL CONCEPTS – Figure 9 shows a variety of possible crankcase materials and design concepts and their fundamental effect to the component weight.Figure 9.Effect of crankcase material and designCGI offers, despite nearly identical material densities with CI, the superior material strength and a potential weight advantage of about 10% if combined with a consequent lightweight design approach. The shown compound concepts constitute special solutions. A complex skeleton frame made of a ferrous material carries the gas and bolt forces and integrates cylinder liners and threat bosses for the cylinder head and main bearing wall bolts. For the Steel compound (St comp) solution the sealing outer skin is made of cast-in sheet metal [10. ] and the skeleton frame of the Aluminum compound (Al comp) solution is enveloped with an aluminum alloy. The applicability of both concepts for standard low-cost inline crankcases is limited due to the additional costs caused by the complex skeleton frame. An alternative to this technologyfacilitating lightweight materials even for high-speed diesel engines are less complex, separate inlays made of CGI or spherical graphite iron (SGI) in each main bearing wall excluding the cylinder liners.T oday, aluminum, with a weight reduction potential of up to 40%, substitutes the former proven ferrous designs.Especially die-cast crankcases made of secondary aluminum with cast-in CI liners have proven to be a suitable solution for mass production. Decisive reasons beside the dominant weight-reduction potentials are •superior thermal conductivity•potential for advanced manufacturing technologies supporting complex and filigree structures like cast-in oil feeds•high integration potential•tighter range of tolerances possible •marketing advantageMagnesium, the lightest material suitable for crankcases,constitutes a design challenge especially for high-speed diesel engines. Basic risks in the use of magnesium naturally exist, but research programs for mass production magnesium crankcases normally result in beneficial design solutions for the aluminum version.Nevertheless, the current value of the minimum wall thickness for aluminum and magnesium makes it impossible to reduce the weight according to the materials full potential.Selecting the material for a typical crankcase involves defined design parameters as well as the question if the specific properties of the pre-selected material fulfill the requirements of the engine to that component. T able 1summarizes the main material properties. Decisive for the structural stiffness is the ratio of Y oung’s modulus and material density. The tensile strength and Y oung’s modulus mainly influence the static strength of the crankcase and the maximum main bearing and cylinder-head bolt forces. Main parameter for the dynamic strength and the endurable peak firing pressure is the bending endurance limit of the material (fatigue limit).Other important material properties for crankcase designT able parison of main material propertiesCompacted Graphite Iron(GGV 40)Secondary Aluminum(AlSi9Cu3)Magnesium (sand casting alloy)Y oung’s Modulus [kN/mm2]130 - 1607545T ensile Strength [N/mm2]300 - 500200 - 240160 - 180Bending Endurance [N/mm2]160 - 21070 - 9045 - 55Density [kg/dm3]7.1 – 7.42.751.75include thermal conductivity, mechanical and thermal endurance strength, creep resistance at high temperatures, damping coefficient, thermal expansion coefficient, corrosion resistance against cooling fluids,mineral oil and salt water, specific weight and last not least the castability.DESIGN CONCEPTS – The current standard for gasoline inline crankcases is a high-pressure die cast Al crankcase with cast in CI liners and thick main bearing shells of 4.5mm or inlays representing a modern lightweight concept with small potential for further weight reduction. The crankshaft bearings are implemented as a bedplate (Figure 10, left) or as a deep-skirt concept with cut-free main bearing walls and an aluminum ladder frame connecting the skirts (Figure 10, right). One remaining potential of about 0.5kg per cylinder can be found in replacing the CI liners by aluminum liners or by a thermal sprayed coating. Replacing the CI liners also benefits the heat dissipation from the combustion chambers by avoiding microscopic gaps between the CI liners and the surrounding material. Substituting the crankcase material with magnesium reduces the weight further.Figure 10.In-line gasoline crankcase conceptsThe common material for diesel inline crankcases with peak firing pressures of up to 16MPa is CI. Modern crankcases correspond to the deep-skirt concept mentioned above with SGI bearing caps and an aluminum ladder frame (Figure 11, left).This crankcase design concept is based on the tunnel-concept of the technological demonstration engine AVL LEADER [11. and 12. ]. The purpose of this concept is the acoustic decoupling of the main bearing walls excited by high combustion gas forces and the sound radiating outer crankcase structure. This design results in a relative flexible main bearing wall while the “tunnel”constitutes a structure with a high torsional and bending stiffness. A one-piece tunnel crankcase as cast for the first prototype of the AVL-LEADER engine is unacceptable for modern high volume production.Therefore, the shown production optimized crankcase requires a two-piece design [13. ], oil-pump and suction pipe can be integrated in the ladder frame.Figure 11.In-line diesel crankcase conceptsThe use of aluminum alloys for diesel and aluminum inline crankcases within one engine family offers the chance of a combined production. T oday aluminum is the standard material for gasoline crankcases. But the broad use for high-speed diesel engines is still prevented by questions regarding the achievable strength of the main bearing wall, the warping of cylinder liners and top deck and the al behavior.High potential to reduce the crankcase weight while ensuring the high structural stiffness has the compound concept. Investigations are currently conducted for a sand-cast aluminum/magnesium compound crankcase.The crankcase shown in Figure 11, right is designed as a bolt-through concept and optionally includes inlays in bedplate and/or crankcase to support the main bearing shells. Thread bosses integrated in these inlays are also capable to replace the bolt-through joint to avoid costly assembly procedures.Latest production gasoline V-engine crankcases are built, as are the their inline versions, of a high-pressure die cast aluminum crankcase and bedplate with only a small potential for further weight reductions by replacing the CI liners. Currently most diesel V-engine crankcases are made of CI, due to their high peak firing pressures. Bedplate designs with the separation plane through the crankshaft centerline and deep-skirt designs with SGI bearing caps have proven to be suitable concepts. Four bolts per main bearing and in case of single bearing caps additional horizontal bolts are essential to relieve the load on the cross guides of the bearing caps. Because of its superior material properties CGI is increasingly taken into consideration for diesel V-engine crankcases. A significant weight reduction relative to CI is possible especially in the high loaded areas around the main bearings. Different design solutions for diesel V-engine crankcases were compared using the finite element analysis.The chosen sand cast crankcase for this investigation is designed for a 90° V8-Engine (Figure 12, left). The finite element analysis considers four bolts per main bearing wall and a thick bearing shell of 4mm to reduce thermal expansion of the main bearings.Figure 12.V-engine crankcase designsFINITE ELEMENT ANALYSISExtensive finite element analyses were conducted for thehalf-cylinder 3D models of the inline and V-engine crankcases. The finite analysis model consists of thecrankcase and bedplate sections, the half of the bearing shells and of the cylinder head and main bearing bolts (Figure 13). Special attention was given to the critical area around the main bearing wall to calculate the endurable peak firing pressures.The finite element models of the different variants were loaded with static main bearing bolt forces calculated for different peak firing pressures and with dynamic loads taking different engine temperatures into account. The peak firing pressure limits listed below resulted from the calculated safety factors and the main bearing deformations under static and dynamic load. The different variants analyzed in this investigation were necessary to take different lightweight materials –secondary aluminum (AlSi9Cu3), warm hardening aluminum (AlSi10Mg wa), a sand cast magnesium alloy –and compound versions with SGI and CGI inlays into consideration. Figure 14 summarizes the results.Previous calculations resulted in a limit of 13.5MPa for the in-line high-pressure die-cast crankcases of a production diesel and gasoline engine family. This bedplate design was analyzed with reinforcing inlays.Figure 14.Peak firing pressure limits (cylinder spacing/bore = 1.12)The investigations of the inline crankcase (shown in Figure 11, right) yielded a peak firing pressure limit of 11.5MPa when using the sand-cast magnesium alloy without reinforcement. The secondary aluminum (AlSi9Cu3) reached its limit at 13.0MPa and peak firing pressures of up to 14.5MPa require the warm hardening aluminum alloy (AlSi10Mg wa) if no inlays are used. CGI or SGI inlays embedded in the aluminum or magnesium alloy base structure will allow peak firing pressures of 15MPa or more to be achieved.The design of V-engine crankcases for aluminum and magnesium alloys is, because of V-engine design features, more demanding than for inline crankcases.Each main bearing wall has to withstand the load of two cylinders instead of one, the necessary offset of the two cylinder banks weakens the wall structure and bolt through solutions with a straight force transmission (cylinder head – main bearing cap) are not possible.These constraints reduce the expectable peak firing pressure limits compared to their inline counterpart.Figure 13. Finite element modelsDue to their principal use in upper class vehicles, V-engines normally allow slightly higher costs for their components. The cast-in CGI or SGI skeleton frame is suitable to increase the peak firing pressure limit to 14MPa and above (Figure 12, right). The offset of cylinder-head bolts and main bearing wall strongly encourages the use of a complex frame instead of separate inlays for each main bearing wall. An additional reduction in the crankcase weight of about 0.5kg/cylinder is feasible if sprayed multi-component liners, aluminum liners or a thermal coating are used instead of the skeleton frame integrated liners.SUMMARY/CONCLUSIONSThe potential of ferrous crankcases even with thin-wall technologies is limited in comparison with lightweight materials because of the achievable minimum wall thickness. Aluminum alloys offer, in addition to their low material density, the possibility of a combined production of gasoline and diesel engines versions within one engine family. The critical aspects of the use of lightweight materials for modern crankcases are the achievable strength of the main bearing wall especially for high-speed diesel engines, the warping of cylinder liners and top deck and the acoustic behavior of lightweight crankcases.The application of lightweight materials for V-engine crankcases is restricted in terms of the achievable strength. If no reinforcing measures are implemented, the finite element analysis results suggest peak firing pressure limits of 14.5MPa for in-line and of 14.0Mpa for V-engine crankcases. Additional reinforcing inlays (of SGI or CGI) in the main bearing wall are essential to withstand the high peak firing pressures (15.0MPa and more) of modern high-speed diesel engines. Complex cast-in skeleton frames are suitable only for V-engine crankcases where the primary use in upper class vehicles allows slightly higher component costs. The skeleton frame is best able to compensate for the cylinder bank offset and to carry the load of two cylinders per main bearing wall. Optionally the cylinder liners can be an integrated part of the skeleton frame.The lightest material suitable for crankcases, magnesium, constitutes a design challenge especially for high-speed diesel engines. Research programs continue to work on design solutions for magnesium crankcases to exploit its potential.The development of lightweight crankcases is not a merely a question of the selected material, but of the overall concept and design of an engine. The lightweight concepts presented in this paper are increasingly being introduced to volume production and underline the strategy to commit to lightweight design of crankcases especially for modern high-speed diesel engines.REFERENCES1.R. Glanz, P. Wünsche, “Vier Ventile für den PKWDieselmotor mit direkter Einspritzung (Passenger car diesel engines with four-valve technology and direct injection)”, Vortrag im Haus der T echnik in Essen, 24th February 19942.R. Porro, “Magnesium in car design: cost vs. weightsaving”, Automotive Engineering International, August 1998, pp. 533.R. Arndt, K. Kusenbauch, R. Rösch, M. Stenzel, “DasAluminium-Kurbelgehäuse der Audi-Vierzylinder mit 1,6 und 1,8l Hubraum (The aluminum crankcase of the Audi 1,6 and 1,8l four cylinder engine)”, MTZ, October 1997, pp. 6004.Austrian Registration of Design A T 002 105 U1 andA T 002 109 U15.R. Marquard, H. Sorger, M. McDonald, “Crank it up”,Engine T echnology International, June 1998, pp. 58 6.F. Anisits, K. Borgmann, H. Kratochwill, F.Steinparzer, “Der neue BMW Vierzylinder Dieselmotor (The new BMW four cylinder diesel engine)”, MTZ-Special BMW, 1998, pp. 1047.F. Anisits, K. Borgmann, H. Kratochwill, F.Steinparzer, “Der neue BMW Sechszylinder Dieselmotor (The new BMW six cylinder diesel engine)”, MTZ, November 1998, pp. 6988.H. Henkel, F. Winter, “Sechszylinder Dieseltriebwerkvon BMW (The BMW six cylinder diesel engine)”, MTZ, November 19989.H. Sorger, H. Hick, “ Future T rends for EngineDesign”, Sintercast Compacted Graphite Iron Proceedings, Bad Nauheim, November 199810.Austrian Registration of Design A T 002 544 U111.P. Wünsche, K. Wojik, “AVL-LEADER: Die neuePKW-Dieselgeneration konstruiert für niedrige Emissionen (AVL-LEADER: The new generation of passenger car diesel engines, designed for low emissions)”, 14th Internationales Wiener Motorensymposium, 199312.F. König, K. Wojik, “Der HSDI-Motor AVL-LEADER imFahrzeug (The HSDI engine AVL-LEADER in a passenger car)”, 16th Internationales Wiener Motorensymposium, 199513.F. Brandl, W. Schoeffmann, K. Isono, Y. Ohtani,“Noise Reduction of Diesel Engines by Structure Modifications of the Cylinder Block”, JSAE 9838462 14.R. Marquard, W. Schöffmann, F. Beste, …Leichtbau –eine neue Herausforderung für PKW-Hochleistungsdiesel-motoren“, 20th Internationale Wiener Motorensymposium, 6.-7. May 199915.F. Beste, W. Schöffmann, R. Marquard, …Modernengine design using lightweight materials“, 32nd ISA T A, 14.-18. June 1999。
转速测量仪机车光电转速传感器中英文对照外文翻译文献
中英文对照外文翻译英文原文:Designing the Testing and Controlling Instrument of the Photoelectric Rotating Speed Sensor Based on AT89C52AbstractAiming at the necessity of performance test of photoelectric rotating speed sensor and the limitation of traditional testing instruments,by using dual-processormodular structure of AT89C52, a new testing instrument is designed and developed, which is a generation of advanced instrument with practical high performance and high reliability. The photoelectric rotating speed sensor is driven and tested by the instrument.The drive and test of the photoelectric rotating speed sensor are implemented. The hardware design of drive and test circu it module in testing and controlling instrument are introduced, and the software design is also presented by drive and test circu it procedures of step motor. The practical running indicates the developed testing and controlling instrument improves working efficiency and testing objective reality, it has definitely practical value.Key words:Pulse Sensor Microprocessor StepmotorB.1 IntroductionTQG15 locomotive the Photoelectric Rotating Speed Sensoris used for detecting the speed of Railway locomotive vehicle wheel, it provides electric pulse signal for locomotive electric control system,and is one of the main parameters of the locomotive safety, reliability,normal work. To ensure the TQG15 locomotive photoelectric rotational speed sensor quality and performance, The test is very important.The traditional detection devices are based on manual operation, only a few limited performance indicators of detection, there is a high precision and productivity low disadvantages. With the continuous development of electronic technology, especially the Single-chip technology in intelligent instrument widely application, development a new generation of high performance and practical the testing and controlling instrument of the photoelectric sensor is imperative.B.2 TQG15 locomotive the Photoelectric Rotating Speed SensorB.2.1 Structure and working principleTQG15 locomotive the Photoelectric Rotating Speed Sensor consists of fulcrum bearing institutions、rotation shaft and universal united shaft driving、optoelectronic conversion circuit.Optoelectronic conversion circuit 's the core is small circuit boards which consists of grating plate and photosensitive transistor,grating plate fixed in the hinge shaft ends,through seven-core cable to connect a small circuit board and the external circuit,Seven-core cable is divided into two groups A and B,each group has three lines,two of the lines to add 15V DC power,other output pulse signals.After TQG15 locomotive the Photoelectric Rotating Speed Sensor connected to 15V power supply, using light-emitting diodes (leds) as the light source, grating plate rotating driven by the wheel shaft, because the blocking effect of grating plate，thus the light source becomes intermittent light, then lead the light interrupters photosensitive transistor switch interchangeably to produce the pulse signals, through the magnifying circuit reshaping, output square-wave pulse that it and speed is proportional, in order to meet the electrical control system of locomotive work needs.B.2.2 Performance index and test contentthe Testing and Controlling Instrument required performance index for: Dc working power: (15±15% )V, power dissipation current less than: 50mA, output pulse amplitude(Whenthe load resistor is 3kΩ)：high-level≥9V，low-level≤2V，phase position：90°±50%，rotational speed range：0~1 000 r/min，the number of pulses per circle:200, the dutyfactor of output pulse: (50±20)%.the Testing and Controlling Instrument required test parameters for: rotational speed、pulse number、The lowest high-level、The highest low-level and the dutyfactor of pulse.B.2 The Testing and Controlling Instrument’s hardware designThe AT89C52 is a low-power, high-performance CMOS 8-bit microcontroller with 8K bytes of in-system programmable Flash memory and 256 bytes of RAM, the development of instrument chosen AT89C52 microcontroller.According to the work principle of photoelectric sensor, the main performance indexes and test content, the Testing and Controlling Instrument’s general principle structure schematic instrument is shown in figure 1Fig·1Hardware structure of measuring and controlling instrument Its working process:through the keyboard of initialization and function after setting,then execute AT89C52 applications,output pulse signal,drive stepp motor and photoelectric sensors rotate,through the signal circuit and A/D converter,then photoelectric sensor output pulse signals into digital signals,into the AT89C52 microcontroller,after data processing,sendto monitor and micro printer output..Stepmotor lifting speed control need two timer interrupt handling;Although photoelectric speed sensor pulse signal test content can be a step-by-step process,but in testing dutyfactor、when two channel's phase difference is equal,all need two timers.but AT89C52 Chip can only provide three timer/counter,the AT89C52 single resources are not qualified for the testing and controlling instrument’s job.Besides,in order to simplify the operation of the testing and controlling instrument and use,the testing and controlling instrument adopts the dual structure of AT89C52 microprocessor, therefore, the testing and controlling instrument of the photoelectric rotating speed sensor divided into drive circuit and signal measuring circuit two functional modules.B.2.1 Driving circuit module designIn order to drive photoelectric sensors rotate and easily adjust its speed,you need to select suitable for the system characteristics and applications of motor,as the photoelectric rotating speed sensor’s powerplant. sepmotor has four characters: ①Step angle and speed size only and proportional to the pulse frequency; ②By changing the size of the pulse frequency range can adjust motor speed; ③To achieve quick start-up, brake, inversion; ④High control accuracy and reliable operation. Stepmotor characteristics of these four aspects,applicable to the system,therefore, in the test apparatus-driven part of the selection of the stepper motor as a power plant.Stepmotor is a type of electric pulse into angular displacement of motor.the power to drive by special offers a series of stepping motor with certain regularity of electrical signals,each input an electrical pulse,it further before stepping motor,its angular and pulse proportional to the number of,motor speed proportional to the pulse frequency,rotating speed and rotating d irection are connected with each phase windings’ way of electricity[1].Use AT89C52 MCU photoelectric speed sensor drive circuit module,output the desired frequency pulse signals.according to the function requirement of drive circuit and the principle of stepping motor,the testing and controlling instrument driver module hardware principle as shown in Figure 2:Fig·2Structure schematic of drivermoduleIn Figure 2 for the stepper motor speed grading control, In AT89C52 microcontroller P1 port pin access control 300, 500, 700 and 900 four speed (r/min) work in the press. Take advantage of some of the P2 port pin drive light-emitting diode, indicates the current step motor speed segment. While, P2.0 tube feet output stepping motor required pulse signal, control stepper motors work. Besides,P1 • 6 and P1 • 7 pin used to implement the drive circuit and test circuit of simple communication,namely stepper motor work needed to speed, take advantage of P1 • 6 control test circuitry for t esting, while the test is completed, with P1.7 control stepper motor can work to the next file.B.2.2 Test circuit module designAccording to the photoelectric sensor output speed electric pulse signal characteristics and the required test parameters, the testing and controlling instrument of measurement circuit module hardware configuration as shown in Figure 3Fig·3Structure schematic of test circuitFigure 3 the measuring circuit consists of four parts: ①Signal conditioning and acquisition circuit, the photoelectric speed sensor 15V square wave signal converting can receive the CMOS AT89C52 level. used to measure photoelectric sensor’s the number of pulses, pulse duty cycle and phase parameters.besides, using high-performance ADC AD574A achieve pulse signal high-low amplitude measurement; ②Switch control circuit, take advantage of the P1 port selection through A, B channel pulse signals; meet A and B channel pulse signal testing work; ③The I/O circuit, one is to use the keyboard input circuit of the relevant information about realizing function keys of initialization and different test content, the second is to use the LCD display the work of the test instrument in time, three is the use of micro-printer to print the test results archive. ④SCM AT89C52, AT89C52 is the core of the test circuit, to achieve coordination of data input, output, operation and processing.B.3 software designThe software design based on the system function, performance, and user requirements, and adopt modularized structure and "top-down" approach to design job.To improve the work efficiency,run-time minimizing manual intervention and action,while,system initializationwork status online adjustable, intuitive display.according to the testing and controlling instrument hardware structure layout and functionality requirements,software design content mainly includes the stepmotor driver and signal testing two basic modules,the following is a description.B.3.1 Stepmotor driver developmentPhotoelectric sensor performance parameters of the test,need a multi-level speed driven by its output signal of electrical impulses along with any exceptions to those conditions test. Stepping motor speed is the use of multistage AT89C52 application system,by changing the frequency of driven pulse to implementation,in addition there is a limit to start stepping motor and the frequency and maximum working frequency,that is, the acceleration and deceleration excessive exist-problem, in devising their control program is to give full consideration[2] As shown in Figure 4 is in accordance with the requirements for the design of driving part of the main module flowchart.Fig·4Flowchart ofmain control program for stepmotorWhen developing a stepper motor driver, you should also deal with three issues: first, on the work of the State flag of motor planning and application; the second is the stepper motor acceleration and deceleration of discrete tranche and the correspondence between the operating frequency;the third is determined by pulse frequency is the SCM timer interrupt output, but the initial timer interrupt response and there is an additional delay of Mount, the program performs processing necessary[2].B.3.2 Software development of testing modulesTest modules of software into the monitoring program and the interrupt service program, where each part consists of a number of functional modules. Monitor mainly includes initialization modules, self-diagnostics and test module, display module and key scanning and processing module; interrupt service program mainly consists of A/D conversion, data read, timer, and clock handling function module.Depending on the test circuit functional requirements, which monitor the overall process as shown in Figure 5. Various monitoring module of key features are: initialize module is used to initialize the extension interface, internal RAM and SFR (special function register) and work status flag; test and diagnostic module, used to check the data input and output channels, DAC and display hardware circuit is functional; display module, used to display the test work parameters and the work of the State; key scanning and processing module, complete key recognition and execution of the function, each key to set the flags. The main function keys and function keys for lot number is used to set the test batch; date key is used to set the test day channel key toggles the A/B test pulse output channel; keys are used to perform the testing capabilities; print key control miniature printer output test reports.Fig·5Flowchart ofmonitoring programDepending on the system needs, pulse more performance indicators of measurement, is in the main test key control for itemized testing, test module to process as shown in Figure 6. To test the implementation requires the combination of appropriate sub modules, the interrupt service program and hardware wiring.Fig·6Operational flowchart of testingmoduleTest method for main parameters: its a number of measurement, pulse, qualified grating spare should open with 200 tanks, according to the stepper motor speed, you can determine a desired time, scheduled count total; Secondly, the pulse of high and low level measurement, belong to the analog test, the use of pulse of rising and falling edge as the interrupt flag, with A/d converter, converts the analog voltage digital; its three, duty cycle measurement, pulse input to the external interrupt interface, with its rising and falling edge control two timer start and stop; fourth, two channel phase difference measurement, in the phase difference function keys under the control of the complete switch about wiring, makes A, B channel pulse signal received two external interrupt port, and then use a timer to determine its latency, combined with pulse signal cycle can determine the phase difference between the two.B.4 conclusionThe development of the Testing and Controlling Instrument of the Photoelectric Rotating Speed Sensor with dual microprocessor architecture, in the system's hardware and software,both in terms of structure, its control operations simple and practical, work performance and high reliability. The actual running shows that the design of the instrument has high utility value.Article From：Xi'an University of Technology中文翻译:基于AT89C52的机车光电转速传感器测控仪设计摘要针对光电转速传感器性能指标测试的必要性和传统测试仪的局限性,引入AT89C52双微处理器模块结构,设计开发出先进而实用的高性能、高可靠性的新一代光电转速传感器测控仪,实现光电转速传感器的驱动和测试工作。
多功能转速表的设计-开题报告
毕业设计 (论文)开题报告1．本课题所涉及的问题在国内(外)的研究现状综述在计算机硬件和软件技术发展的推动下，使目前国内外这类功能单一、精度低、体积大及价格高的转速表装备得到更新换代。
目前转速表作为一种通用测量工具, 已有多种形式面市, 如: 机械式、机电式、电磁式、光电式等。
尽管它们大都测量精确、使用安全、操作简便、但普遍存在的问题是功能单一，在现今的硬件和软件的精度和功能全面的提高的基础上实现了设备的更新换代，提高了实验技术水平。
采用新技术研制开发的多功能转速表除具有一般转速表的功能外, 还具有另外的特殊功能。
从70 年代起，人类在航空航天、交通运输及兵器工业上所遇到的问题难以用传统的理论来解决。
生产力发展的需要促使在计算机系统技术得以发展。
同时伴随着电子计算机软件和硬件技术的飞速发展，多功能转速表在集成度、功能、性能、体系结构方面都有了飞速发展，已能集成一个完整的功能强大、性能优良的测速系统。
现在欧美等发达国家，测速系统的技术已成功地应用于航空航天、交通运输、兵器工业、机械设计等多种领域，已产生巨大的效益，同时也使传统的设计试验方法发生了巨大变化。
这与现代市场对产品的需求很不适应，如何提高初次设计的成功率是传统设计方法的一个难题。
目前广泛使用的不合微机的数字式转速表，其硬件电路复杂，测量范围与精度不能兼顾，而且采样时间长难以测得瞬时转速，更不能扩展仪表的功能：如任意设置报警值、转速值的永久存贮、按需要进行打印控制等等。
单片微型计算机的出现为自动检测仪表打开了广阔的前景。
特别是MCS-SJ-型单片微机的性能价格比、尺寸、能耗上的优势，以及极强的计算、处理和记忆存贮能力，使出单片机为控制部件的智能仪表成为工业产品更新换代的既经济又先进的技术手段。
具有峰值保持能力。
转速变化时能“记忆最大转速值。
具有“黑匣子功能。
能永久保存重要的转速数据，供事故追忆时分析应用，正常情况下也可提供数据分析。
不需要保存时可以擦除，以备下次存数。
汽车的转速表有什么用？
汽车的转速表有什么用？对于很多人来说，汽车的转速表只是一个看起来很酷的仪表盘上的装饰品，但实际上，它是一个非常重要的工具，可以帮助驾驶员更好地掌控车辆的性能和状况。
转速表可以帮助驾驶员掌握车辆的转速。
在汽车的发动机运转时，转速表会显示发动机每分钟的转数。
通过观察转速表，驾驶员可以了解发动机的工作状态，以及是否需要进行换挡或减速。
如果转速表显示的转速过高，可能意味着发动机正处于高负荷状态，需要及时减速或换挡，以避免发动机过热或损坏。
转速表可以帮助驾驶员掌握车辆的速度。
在某些情况下，驾驶员可能无法准确地判断车辆的速度，例如在夜间或雨天行驶时。
这时，转速表可以作为一个辅助工具，帮助驾驶员更准确地了解车辆的速度。
转速表还可以帮助驾驶员判断车辆的状况。
例如，在汽车的启动过程中，转速表会显示发动机的启动速度。
如果启动速度过慢或过快，可能意味着发动机存在问题，需要进行检修或维护。
汽车的转速表是一个非常重要的工具，可以帮助驾驶员更好地掌握车辆的性能和状况。
通过观察转速表，驾驶员可以了解发动机的工作状态，以及是否需要进行换挡或减速。
转速表还可以作为一个辅助工具，帮助驾驶员更准确地了解车辆的速度。
在驾驶汽车时，我们应该重视转速表的作用，学会正确地使用它，以保证行车的安全和顺畅。
汽车的转速表是一个非常重要的工具，可以帮助驾驶员更好地掌握车辆的性能和状况。
通过观察转速表，驾驶员可以了解发动机的工作状态，以及是否需要进行换挡或减速。
转速表还可以作为一个辅助工具，帮助驾驶员更准确地了解车辆的速度。
在驾驶汽车时，我们应该重视转速表的作用，学会正确地使用它，以保证行车的安全和顺畅。
转速表（计）的原理、使用方法和相关计算
转速表（计）的原理、使用方法和相关计算◆分类1、离心式转速利用离心力与拉力的平衡来指示转速。
离心式转速仪是最传统的转速测量工具，是利用离心力原理的机械式转速仪；测量精度一般在1~2级，一般就地安装。
一只优良的离心式转速仪不但有准确直观的特点，还具备可靠耐用的优点。
但是结构比较复杂。
2、磁性转速仪利用旋转磁场，在金属罩帽上产生旋转力，利用旋转力与游丝力的平衡来指示转速。
磁性转速表，是成功利用磁力的一个典范，是利用磁力原理的机械式转速仪；一般就地安装，用软轴可以短距离异地安装。
磁性转速仪，因结构较简单，目前较普遍用于摩托车和汽车以及其它机械设备。
异地安装时软轴易损坏。
3、电动式转速仪由小型交流发电机、电缆、电动机和磁性表头组成。
小型交流发电机产生交流电，交流电通过电缆输送，驱动小型交流电动机，小型交流电动机的转速与被测轴的转速一致。
磁性转速头与小型交流电动机同轴连接在一起，磁性表头指示的转速自然就是被测轴的转速；电动式转速，异地安装非常方便，抗振性能好，广泛运用于柴油机和船舶设备。
4、磁电式转速仪磁电传感器加电流表，异地安装非常方便。
5、闪光式转速仪利用视觉暂留的原理。
闪光式转速仪，除了检测转速（往复速度）外，还可以观测循环往复运动物体的静像，对了解机械设备的工作状态，是一必不可少的观测工具。
◆原理转速表将接收的数字脉冲信号（由传感器发出的），处理后直接读入cpu的计数口，经软件计算出转速、和指针相应的位置，再通过cpu的控制口，放大后驱动步进电机正负方向旋转，指示相应转速值（指针直接安装在步进电机的旋转轴上），步进电机走一步仅为1/3度。
◆用途常用于电机、电扇、造纸、塑料、化纤、洗衣机、汽车、飞机、轮船等制造业。
大多常用的为手持离心式转速表。
转速仪测量在国民经济的各个领域，都是必不可少的。
◆使用方法1、根据被测旋转物的具体情况，选择合适的连接件，如橡皮接头等。
2、用旋转量程开关来选择合适的量程(将刻度数值转到同表盘处于同一水平面)。
多功能转速表的设计-任务书
毕业设计(论文)任务书学生姓名指导教师_ _职称_ _系别信电系专业电气技术年级班级班课题名称___ 多功能转速表的设计 ________________________________________________任务与要求一、设计基本参数及技术要求：1、转速测量范围： 2～9999r/min；2、能自动变换测量周期：当转速低于3662 r/min时用门控计数法；当转速高于3662 r/min时用中断计数法；3、具有“黑匣子”功能：能保存重要的转速数据，供分析事故时用。
要求工作时每隔30秒保存一次转速值，最大能保存10天的转速数据；4、具有声光报警功能：可任意设定报警上、下限的值，当转速超过该值时就会自动发出声光报警信号；5、有自动打印功能，可根据需要打印出所需的转速值（选做）；二、系统的工作环境：环境温度－10～80℃；相对湿度≤85%；空气中不含有腐蚀性气体；周边没有强磁场干扰。
三、设计任务：1、查阅相关资料，在前3周内完成开题报告及文献综述；2、至少翻译一篇与本设计课题相关的外文资料；3、依据课题要求确定系统硬件框图；4、画出系统电气原理图，包括电源电路；5、依据电气图，查阅相关手册，给出系统中主要元件的参数；6、依据电气图写出系统工作原理；7、依据课题要求确定系统软件流程框图；8、依据系统硬、软写出系统资源分配表及各相关单元的初值；9、据系统软件框图编写系统软件（包括主程序和各种子程序）；10、撰写毕业设计说明书（要注明设计过程中所用的参考文献）四、设计要求：1、系统设计时要进行总体方案比较说明；2、要对系统电气原理图的工作原理进行说明；3、要标明系统设计中所应用的电路或公式的出处；4、要对系统中的主要元器件说明选用依据；5、要在规定的时间内，按毕业设计规定的格式完成设计任务。
五、毕业设计的一般步骤：1、依据课题要求写出开题报告；2、确定系统硬件框图，画出系统电气原理图；3、依据电气图，查阅相关手册，给出系统中主要元件的参数；4、依据电气图写出系统工作原理；5、依据课题要求确定系统软件流程框图；6、依据系统硬、软写出系统资源分配表及各相关单元的初值；7、据系统软件框图编写系统软件（包括主程序和各种子程序）；8、撰写毕业设计说明书（要注明设计过程中所用的参考文献）。
多功能数字转速表设计及实现
多功能数字转速表设计及实现作者：王红军来源：《电脑知识与技术》2009年第32期摘要:该系统采用凌阳十六位单片机SPCE061A实现转速测量,转速信号由LTH1650红外反射光电传感器和放大电路、滤波电路、整形电路提供。
通过M/T算法实现对电机转速的实时测量,具有转速最大值,最小值,平均值的数字语音播报和显示,加速度显示;另外还有转速超限报警功能,通过键盘手工输入转速上限值,当所测量的转速超过这个值,发出报警声音;为了便于与其它数字仪、计算机通讯或构成闭环系统, 同时还留有异步串行通讯口与上位机连接。
关键词: 转速表;凌阳单片机;语音播报;显示;通讯;报警中图分类号:TP311文献标识码:A 文章编号:1009-3044(2009)32-9071-02Multi-function Digital Tachometer Design and ImplementationWANG Hong-jun(School of Computer Science, Shandong Yingcai University, Ji'nan 250104, China)Abstract: This system adopts and 16 one-chip computers SPCE061A of male genital and realizes rotational speed measurement, the rotational speed signal is reflect the photoelectric sensor and amplifies the circuit infraredly, strain the wave circuit, has a facelift in the circuit to offer by LTH1650. Realize the real-time measurement to the rotational speed of the electrical machinery through M/T algorithm, have rotational speed maximums , the minimum, the digital speech of the average reports and shows , the acceleration shows; There is ultra warning function of limit of rotational speed in addition , input the limit on the rotational speed by hand through the keyboard, as the rotational speed measured exceeds this value, emit the warning sound; In order to make it convenient for with other digital appearances , computer news reports or form and close the ring system, leave asynchronous serial communication mouth and go to location plane join also at the same time.Key words: Speedometer; 16 one-chip computers SPCE061A; pronunciation reporting; show; communication; reporting to the police1 概述转速表作为一种通用测量工具,已有多种形式面市,如:机械式、机电式、电磁式、光电式等。
单片机的多功能转速表的设计方案
基于单片机的多功能转速表的设计摘要关于转速表的设计已经有很多可供参考,但大部分都是由机械式或模拟数字电路来实现的。
存在着体积大、精度低、不直观、功耗大、功能少，而且采样时间长，难以测得瞬时转速。
由于单片机具有体积 ...<P><BR>摘要<BR>关于转速表的设计已经有很多可供参考,但大部分都是由机械式或模拟数字电路来实现的。
存在着体积大、精度低、不直观、功耗大、功能少，而且采样时间长，难以测得瞬时转速。
由于具有体积小、控制功能强等特点,故它在控制方面得到了广泛的应用。
我们所要设计的多功能转速控制系统就是以为核心来实现智能化仪表。
它具有功能多,功耗小、直观准确,可显示时间、限速报警系统、打印、瞬间转速等优点。
文中阐述了该类转速表的光电传感器工作原理、结构及转速转换电路的设计。
本设计采用的译码器是MC，它是MOTOROLA公司的高集成度LED显示驱动器，采用动态扫描方式显示驱动4个LED数码管。
它集锁存、译码、驱动、扫描、时钟于一体。
<p class='Qbk630'></p> </P><P>关键词：转速表，单片机，驱动器MC </P><P><BR>Abstract<BR>On the rotational speed table design has many available, but mostly by mechanical or simulated digital circuits to achieve. There are large in size, precision low, not visual, electronics large, less functional and sampling time, it is difficult to detect instantaneous rotational speed. As the Micro Controller Unit with both small and control functions such strong characteristics, so it widely in control applications. We want multifunctional rotational speed control system is designed to the Micro Controller Unit as the core to achieve intelligent meters. It is more functional, small electronics, and visual accuracy, showing time, speed warning systems, printing, such as instant rotational speed advantage. The article explained the photoelectric sensors such rotational speed table operating principles, structure and rotational speed switching circuit design. The design is a decoder MC, which is integrated high degree LED Motorola companies that drive, a dynamic scanning driven four LED digital display control. It sets Suocun, decoding, driving, scanning, the clock on integration. 。
转速表的用途
转速表的用途转速表是一种测量和显示旋转物体转速的仪器。
它在各种领域中都有广泛的应用，包括机械工程、汽车工业、航空航天等。
转速表的主要功能是通过旋转物体上的传感器来测量转速，并将结果以数字或指针形式显示出来。
转速表的用途之一是在机械工程中。
在机械设备的运行过程中，转速是一个重要的参数。
通过转速表可以准确地测量设备的运行速度，以确保设备正常运行。
例如，在发电机组中，转速表可以帮助工程师了解发电机的转速，以确保其在额定转速范围内运行，避免过高或过低的运行速度对设备造成损坏。
此外，在工厂的生产线上，转速表也可以用于监测设备的转速，以确保生产过程的稳定性和效率。
转速表在汽车工业中也有重要的应用。
汽车引擎的转速是衡量发动机运行状态的重要参数之一。
转速过高或过低都可能导致引擎故障。
转速表可以直接连接到汽车引擎上，通过测量引擎的转速，驾驶员可以及时了解到引擎的运行状态，并根据需要进行调整。
此外，转速表还可以用于比赛车辆中，以帮助车手掌握车辆的运行状态和性能。
航空航天领域也是转速表的应用之一。
在飞机的发动机和旋翼系统中，转速是关键的参数。
过高或过低的转速都可能对飞机的飞行安全造成影响。
转速表可以帮助飞行员及时了解飞机发动机和旋翼的转速，以确保飞机在安全范围内运行。
此外，在航天器的发射过程中，转速表也可以用于监测发动机的转速，以确保发射过程的稳定性和安全性。
除了以上应用领域外，转速表还可以在实验室和科研领域中使用。
例如，在材料研究中，转速表可以用于测量材料的旋转速度，以研究材料的性质和行为。
在科学实验中，转速表可以用于测量旋转装置的转速，以探索物理规律和现象。
转速表作为一种测量和显示旋转物体转速的仪器，在机械工程、汽车工业、航空航天以及实验室和科研领域中都有广泛的应用。
它可以帮助工程师和操作人员及时了解旋转物体的转速，并根据需要进行调整和控制，以确保设备和系统的正常运行。
转速表的使用介绍
转速表的使用介绍转速表是一种测量旋转物体转速的仪器。
在机械制造、工业生产及实验室等领域中都有广泛应用。
本文将介绍转速表的使用方法、注意事项以及常见故障处理方法。
使用方法原理转速表是通过磁性感应或光电传感器等检测旋转体产生的脉冲信号来计算出转速的。
使用时，将转速表连接到旋转物体上，转子动力学方程和给定设备的特性曲线可用于描绘被测旋转物体与表计之间的关系。
步骤1.选好合适的探头，通常有磁性感应式和光电传感器式两种，根据需要选择合适的探头；2.将探头连接到转速表上；3.将转速表接到被检测设备上，连接正极和负极；4.打开转速表并设置测量范围和单位；5.启动被检测设备，观察表盘读数，即可得知被测设备的转速。
注意事项在使用转速表时，需要注意以下几个方面：1.测量前需要检查探头是否正确连接以及探头与被检测设备是否对应；2.测量时需要做好防抖动和防滑的措施；3.测量前要注意将设备接地，保证测量的安全性；4.测量过程中要注意掌握技巧和操作规范，以免引起误差；5.测量结束后，要及时对转速表进行维护和保养。
常见故障处理方法转速表由于经常使用，也可能会遇到一些故障，常见故障原因和解决方法如下：1.读数不稳定或干扰较大，可能是探头接触不良或探头所在的位置不对，重新调整探头即可；2.读数偏小或偏大，可能是设备故障导致，需要找到故障点进行维修或更换设备；3.测量误差较大，可能是使用途中硬件设备严重老化，需要检查硬件设备是否需要更换。
结语转速表是一种重要的测量工具，可以帮助人们更加准确地测量旋转物体的转速，应用范围广泛。
本文介绍了转速表的使用方法、注意事项和常见故障处理方法，希望对读者有所帮助。
在使用转速表时，要注意安全、准确、规范，避免不必要的测量误差和事故的发生。
多功能转速测量仪的研制
多功能转速测量仪的研制
叶菁;钱大鼎
【期刊名称】《自动化仪表》
【年(卷),期】2008(029)012
【摘要】针对目前在转速测量的过程中,存在着一定的误差,结合转速测量仪的测量方法进行改进,介绍了多功能转速测量仪的研制过程.它与原有的转速测量仪相比,在不降低技术指标的前提下增加了瞬态转速测量、低转速测量、计数、计时、线速度测量、双通道测量等功能.项目成果在今后的转速检测中将显现出良好的社会效益,并为计量行政管理部门提供有力的技术保障.
【总页数】3页(P41-43)
【作者】叶菁;钱大鼎
【作者单位】上海市计量测试技术研究院,上海,200233;上海市计量测试技术研究院,上海,200233
【正文语种】中文
【中图分类】TP217
【相关文献】
1.基于CPLD的相对转速测量仪研制 [J], 钟青山;杨纪明;吴培根;闫勇
2.汽油发动机转速测量仪校准装置研制 [J], 李伟克
3.一种发动机转速测量仪的研制 [J], 何平;王盛学;王金强;赵国安
4.一种发动机转速测量仪的研制 [J], 何平;王盛学;王金强;赵国安
5.多功能转速测量仪的设计及其在磁体表磁测量中应用 [J], 海广田;刘德弟;许洋;刘悦;何洋洋
因版权原因，仅展示原文概要，查看原文内容请购买。
数字转速表的用途
数字转速表的用途数字转速表是一种常见的测量仪表，用于测量旋转物体的转速。
它在工业生产、科学研究以及日常生活中都有广泛的应用。
数字转速表通过测量转速的变化来提供精确的数据，帮助人们更好地掌握和管理旋转物体的运行状态。
数字转速表在工业生产中起着重要的作用。
在机械制造、汽车制造、航空航天等行业，旋转物体的转速是非常重要的参数。
数字转速表能够准确测量机械设备的转速，帮助工程师们监控设备的运行情况，及时发现并解决潜在问题，确保设备的正常运转。
例如，在汽车制造中，数字转速表可以测量发动机的转速，以确保汽车的正常工作。
在机械制造中，数字转速表可以测量机床的转速，以保证加工工艺的准确性和稳定性。
数字转速表在科学研究中也扮演着重要的角色。
在物理学、化学、生物学等科学领域，研究人员经常需要测量实验中旋转物体的转速。
数字转速表的高精度和灵敏度使得科学家们可以准确地测量和记录实验中的转速变化，从而获得准确的实验数据。
例如，在物理实验中，数字转速表可以测量旋转物体的角速度，进而计算出物体的线速度和加速度，为研究人员提供重要的实验依据。
数字转速表在日常生活中也有一定的应用。
例如，在健身房中，人们使用跑步机来进行有氧运动。
数字转速表可以测量跑步机的转速，帮助跑步者掌握自己的运动状态，调整运动强度，从而达到更好的健身效果。
另外，在家庭中，数字转速表还可以应用于家用电器的维修和保养。
例如，当洗衣机出现异常噪音时，使用数字转速表可以测量洗衣机的转速，判断是否存在故障，并及时进行修理或更换零件。
总结起来，数字转速表的用途十分广泛，涉及工业生产、科学研究和日常生活的各个领域。
它以其高精度、灵敏度和稳定性，为人们提供了准确的转速数据，帮助人们更好地掌握和管理旋转物体的运行状态。
随着科技的不断进步和发展，数字转速表的功能和性能还将不断提升，为人们带来更多便利和实用性。
相信在未来，数字转速表将继续发挥重要作用，为各行各业的发展做出更大的贡献。
数字转速表的用途
数字转速表的用途数字转速表是一种用来测量旋转物体转速的仪器，它能够直接显示旋转物体的转速，具有测量范围广、测量精度高、使用方便等优点。
数字转速表广泛应用于工业生产、科研实验、机械设备维护等领域，其用途多种多样，下面将详细介绍几个常见的用途。
1. 工业生产在工业生产中，数字转速表被广泛用于机械设备的运行状态监测与维护。
例如，某些设备在运行过程中需要保持特定的转速范围，如果转速偏离过大，可能会导致设备的故障甚至事故。
通过安装数字转速表可以及时监测设备的转速，一旦出现异常情况，可以立即采取相应的措施进行修复，以保证设备的正常运行。
2. 科研实验在科研实验中，数字转速表常用于测量旋转物体的转速，以获取实验数据并进行分析。
例如，在流体力学实验中，研究人员可以通过数字转速表测量水泵、风机等旋转设备的转速，从而研究其性能特点和工作原理。
此外，数字转速表还可以用于测量旋转物体的加速度和减速度，以便研究物体的运动规律和动力学特性。
3. 机械设备维护在机械设备维护中，数字转速表是一种常用的工具。
通过使用数字转速表，维修人员可以快速准确地测量机械设备的转速，并判断设备是否正常运行。
例如，在汽车维修中，维修人员可以使用数字转速表测量发动机的转速，以确定发动机是否存在故障。
此外，数字转速表还可以用于检测电机、风机、轴承等设备的转速，以及判别设备是否需要进行维护保养或更换零部件。
4. 赛车运动在赛车运动中，数字转速表是必不可少的设备之一。
赛车运动需要高速驾驶，而驾驶员需要通过数字转速表实时监测赛车的转速。
通过数字转速表，驾驶员可以准确地掌握赛车的转速情况，从而调整驾驶技巧和赛车的工作状态，以取得更好的成绩。
数字转速表在赛车运动中的应用不仅提升了赛车的性能和安全性，也为赛车运动提供了重要的技术支持。
数字转速表具有广泛的应用领域，包括工业生产、科研实验、机械设备维护和赛车运动等。
数字转速表通过直接显示旋转物体的转速，方便快捷地提供了重要的信息，能够帮助人们监测设备的运行状态，获取实验数据，进行设备维护和优化驾驶技巧。
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