ENGINE PISTON TEMPERATURE MEASUREMENTS FOR THERMAL LOADING USING A FIBER BRAGG GRATING (FBG) EMBEDDED INTO THE PISTON SURFACE
ENGINE PISTON TEMPERATURE MEASUREMENTS FOR THERMAL LOADING USING A FIBER BRAGG GRATING (FBG) EMBEDDED INTO THE PISTON SURFACE
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发表时间：
2004
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通讯作者：
D. M. Ward
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作者：
D. M. Ward
最近，光纤传感器经过了改进，使其成为传统测量设备的有吸引力的替代品。光纤传感器体积小巧，易于安装，而且相对便宜。这些特点使它们成为活塞温度测量的理想测量工具。该项目研究了将光纤传感器嵌入金属活塞，传感器的校准以及用三种不同光源测量活塞温度的可行性。本研究使用的光纤布拉格光栅（FBG）传感器是市售的。开发了详细的程序，使用低温电镀工艺将FBG传感器完全嵌入小型公用发动机活塞中。通过测量光纤光栅的波长位移并将其与热电偶测量的温度进行比较，对嵌入式传感器进行了校准。在研究的光源中，两个是波长扫描激光器，而第三个是宽带光源。由于通过系统的光损失很大，用宽带光源测量活塞温度的尝试失败了。所使用的波长扫描激光器都成功地以非接触方式测量活塞温度。由于光传输效率的周期性变化，慢速扫描激光只能在发动机停止后测量活塞温度。发动机以1700转/分、710千帕的负荷运行后，测得的活塞最高温度为149℃。快速扫描激光技术在发动机运行的情况下测得活塞在相同条件下的温度为136℃。比较两种温度测量的结果只产生了13摄氏度的差异，这被认为是很好的相关性。
Optical fiber sensors have undergone refinements recently that make them attractive alternatives for traditional measurement devices. Optical fiber sensors are compact in size, easy to install and relatively inexpensive. These features have made them an ideal measurement tool for taking piston temperature measurements. This project investigated embedding an optical fiber sensor into a metal piston, calibration of the sensor and the feasibility of measuring piston temperature with three different light sources. The fiber Bragg grating (FBG) sensor was used in this research was commercially purchased. A detailed procedure was developed that used a low temperature electroplating process to fully embed the FBG sensor into a small utility engine piston. The embedded sensor was calibrated by measuring the wavelength shift of the FBG and comparing it the temperature as measured by a thermocouple. Of the light sources investigated, two were wavelength scanning lasers while the third was a broadband source. Attempts to measure piston temperature with the broadband source were unsuccessful due to the large light loss through the system. The wavelength scanning lasers used were both successful in measuring piston temperature in a non-contact manner. Due to cycle-to-cycle variations in the light transmission efficiency the slow scanning laser could only measured the piston temperature after the engine had been stopped. After running the engine at 1700 RPM with a load of 710 kPa IMEP the maximum piston temperature measured was 149 0C. The fast scanning laser technique measured the piston temperature with the running engine at the same conditions to be 136 0C. Comparing the results from both temperature measurements yielded only a discrepancy of 13 0C, which is believed to be good correlation.