Exhaust Aftertreatment Fatigue Test Combustion System with Adaptive Ignition Position

Abstract

The present invention discloses an exhaust aftertreatment fatigue test combustion system with adaptive ignition position, which includes a combustion chamber, an adaptive ignition device, an injector, a PMW controller and a system controller. The adaptive ignition device includes an igniter, an air-fuel ratio sensor and a two-dimensional drive mechanism. An igniter connection hole is arranged on one side of the injector on the combustion chamber. A tubular housing is horizontally arranged in the igniter connection hole. The outer wall of the tubular housing is elastically sealed with the igniter connection hole. The igniter penetrates into the tubular housing and extends into the combustion chamber. The front part of the igniter is fixedly connected with the air-fuel ratio sensor. The two-dimensional drive mechanism drives the igniter to swing in the horizontal direction or displace along the axis direction of the tubular housing. The system controller receives the signal of the air-fuel ratio sensor and controls the action of the two-dimensional drive mechanism. The present invention solves problems such as poor ignition or even failure to ignite, and improves the test efficiency.

Description

Technical Field

[0001] The present invention relates to an exhaust aftertreatment fatigue test combustion system, and particularly to an exhaust aftertreatment fatigue test combustion system with an adaptive ignition position. Background Art

[0002] With the increasingly strict national emission regulations, the number of installed aftertreatment components such as gasoline / diesel particulate filters (GPF / DPF), oxidation catalytic converters (DOC / POC), and selective catalytic reducers (SCR) has gradually increased. At the same time, relevant aftertreatment component manufacturers are urgently in need of further improving the quality and performance of their products. For the reliability tests of aftertreatment components such as thermal fatigue, thermal shock, and thermal vibration specified in national standards, a dedicated combustion system is usually required to achieve long-term flexible changes in the air flow and temperature in the aftertreatment components. The commonly used combustion systems mainly include three forms: electric heating, gas heating, and fuel heating. The electric heating combustion system has a slow temperature and flow rate change; gas heating cannot meet the current manufacturer's requirements due to safety issues; the fuel heating type combustion system sprays fuel into the combustion chamber during operation and uses an igniter to discharge and ignite the fuel spray to achieve combustion. The fuel heating combustion system has the advantages of high heat flow temperature, large flow rate, and flexible control, and its application range is becoming wider and wider.

[0003] The patent with the Chinese patent publication number CN105090952A discloses a high-precision burner for exhaust system fatigue tests, which uses an engine injector instead of a traditional fuel injector to improve the test accuracy. However, this solution does not specify whether the fuel used is gasoline or diesel. If gasoline is used, gasoline is volatile and prone to spontaneous combustion, with high risks and is not conducive to practical applications. If the fuel used is diesel, due to the high cetane number of diesel, it is not easy to be ignited, and the above solution cannot achieve smooth ignition of the fuel.

[0004] In addition, during the reliability tests of thermal fatigue, thermal shock, and thermal vibration, different temperature cycles need to be carried out, which is mainly achieved by changing the air flow rate, fuel supply, and injection pressure. The position of the igniter of the combustion system is not adjustable during operation, and only when shutting down for maintenance can the height of the igniter be adjusted by increasing or decreasing the number of gaskets, and the angle of the igniter cannot be adjusted. Therefore, during different temperature cycle tests, problems such as poor ignition or even failure to ignite are likely to occur, seriously affecting the test efficiency and accuracy. Summary of the Invention

[0005] Aiming at the above-mentioned defects of the prior art, the task of the present invention is to provide an exhaust aftertreatment fatigue test combustion system with an adaptive ignition position to solve the problem of poor ignition or even failure to ignite during temperature cycle tests.

[0006] The technical solution of the present invention is as follows: An exhaust aftertreatment fatigue test combustion system with self-adaptive ignition position includes a combustion chamber, a self-adaptive ignition device, an injector, a PMW controller, and a system controller. The self-adaptive ignition device includes an igniter, an air-fuel ratio sensor, and a two-dimensional drive mechanism. An igniter connection hole is provided on one side of the injector on the combustion chamber. A tubular housing is horizontally arranged in the igniter connection hole. The outer wall of the tubular housing is elastically sealed to the igniter connection hole. The igniter penetrates into the tubular housing and extends into the combustion chamber. The front part of the igniter is fixedly connected to the air-fuel ratio sensor. The air-fuel ratio sensor is located in the combustion chamber. The two-dimensional drive mechanism is connected to the tail end of the igniter and drives the igniter to swing in the horizontal direction or displace along the axis direction of the tubular housing. The system controller is electrically connected to the air-fuel ratio sensor and the two-dimensional drive mechanism. The system controller receives the signal from the air-fuel ratio sensor and controls the operation of the two-dimensional drive mechanism.

[0007] Further, the two-dimensional drive mechanism includes a first displacement drive assembly and a second displacement drive assembly. The fixed part of the second displacement drive assembly is connected to the movable part of the first displacement drive assembly. The movable part of the second displacement drive assembly is connected to the tail end of the igniter through a universal ball. The moving direction of the movable part of the first displacement drive assembly is horizontal and perpendicular to the axis direction of the tubular housing. The moving direction of the movable part of the second displacement drive assembly is horizontal and perpendicular to the moving direction of the movable part of the first displacement drive assembly.

[0008] Further, the first displacement drive assembly includes a first linear motor and a guide rail. The second displacement drive assembly includes a second linear motor. The stator of the first linear motor is fixedly connected to the guide rail. The mover of the first linear motor is fixedly connected to a slider. The slider is fixedly connected to the stator of the second linear motor. The slider cooperates with the guide rail. The guide rail is horizontally arranged and perpendicular to the axis direction of the tubular housing. The driving direction of the second linear motor is horizontal and perpendicular to the direction of the guide rail.

[0009] Further, springs are respectively connected between the horizontal two sides of the outer wall of the tubular housing and the igniter connection hole. An elastic filler is provided in the gap between the tubular housing and the igniter connection hole.

[0010] Further, a sealing filler is provided in the gap between the igniter and the tubular housing.

[0011] Further, the swinging angle of the igniter in the horizontal direction is -5° to 5°, and the displacement range of the igniter in the axis direction of the tubular housing is 0 to 8 mm.

[0012] Further, the system controller receives the signal from the air-fuel ratio sensor. When the air-fuel ratio measured by the air-fuel ratio sensor is less than the first threshold or greater than the second threshold, the system controller controls the two-dimensional drive mechanism to actuate, causing the igniter to displace along the axial direction of the tubular housing until the air-fuel ratio is between the first threshold and the second threshold. When the igniter has been displaced to the limit position along the axial direction of the tubular housing and the air-fuel ratio is still less than the first threshold or greater than the second threshold, the system controller controls the two-dimensional drive mechanism to actuate, causing the igniter to swing in the horizontal direction. The first threshold is less than the second threshold.

[0013] The advantages of the present invention compared with the prior art are as follows: By detecting the air-fuel ratio and adjusting the position of the igniter, the problems of poor ignition or even failure to ignite easily occurring during fatigue tests are effectively solved, improving the test efficiency, accuracy, and safety. When conducting fatigue tests on automobile exhaust pipes, the performance of automobile exhaust pipes can be detected multi-dimensionally, effectively simulating reliability, stability, and life tests under various temperatures. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a schematic structural diagram of an exhaust aftertreatment fatigue test combustion system with adaptive ignition position.

[0015] Figure 2 It is a schematic top view of the structure of the adaptive ignition device. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0016] The present invention will be further described below in conjunction with embodiments, but it is not intended to limit the present invention.

[0017] Please refer to Figure 1 As shown, the exhaust aftertreatment fatigue test combustion system with adaptive ignition position involved in this embodiment includes a combustion chamber 2, an adaptive ignition device 3, an injector 4, a PMW controller 13, and a system controller 12. In the combustion chamber 2, there is a temperature adjustment air vent 1 provided above the combustion chamber 2 and a combustion assisting air vent 14 provided below the combustion chamber 2. One or more injectors 4 are provided in the combustion chamber 2. An adaptive ignition device 3 is provided outside the injector 4. The injector 4 is connected to a solenoid valve 5, the solenoid valve 5 is connected to an oil pump 7, a pressure sensor 6 is provided on the oil pump 7, one end of the oil pump 7 is connected to the injector 4 through an oil return pipe 11, the other end of the oil pump 7 is connected to a return flow pressure stabilizing valve 9, the other end of the return flow pressure stabilizing valve 9 is connected to a damper 10, and an oil inlet 8 is provided on the oil pump 7.

[0018] As Figure 2As shown in the figure, the adaptive ignition device 3 includes: a sealed spring fastener 15, a universal ball joint 16, a slider 17, a second linear motor 18, a horizontal guide rail 19, a first linear motor 20, an igniter 21, an air-fuel ratio sensor 22, and a tubular housing 23. The sealed spring fastener 15 includes a spring 15a and an elastic filler. An igniter connection hole is provided on one side of the combustion chamber 2 where the fuel injector 4 is located. The tubular housing 23 is horizontally arranged in the igniter connection hole. Spring 15a is respectively connected between the horizontal sides of the outer wall of the tubular housing 23 and the igniter connection hole, and an elastic filler is provided in the gap between the tubular housing 23 and the igniter connection hole. The igniter 21 penetrates into the tubular housing 23 and extends into the combustion chamber, and a sealing filler is provided in the gap between the igniter 21 and the tubular housing 23.

[0019] The slider 17, the second linear motor 18, the horizontal guide rail 19, and the first linear motor 20 constitute a two-dimensional drive mechanism. Among them, the slider 17, the horizontal guide rail 19, and the first linear motor 20 are the first displacement drive components. The second linear motor 18 is the second displacement drive component. The stator of the first linear motor 20 is fixedly connected to the horizontal guide rail 19, and the mover of the first linear motor 20 is fixedly connected to the slider 17. The slider 17 is fixedly connected to the stator of the second linear motor 18, and the slider 17 cooperates with the horizontal guide rail 19. The mover of the second linear motor 18 is connected to the universal ball joint 16, the universal ball joint 16 is connected to the tail end of the igniter 21, and the front end of the igniter 21 is fixedly connected to the air-fuel ratio sensor 22. The horizontal guide rail 19 is arranged in the horizontal direction and perpendicular to the axis direction of the tubular housing 23, and the driving direction of the second linear motor 18 is arranged in the horizontal direction and perpendicular to the direction of the horizontal guide rail 19.

[0020] When there is no external force, the position of the igniter 21 remains unchanged. When the second linear motor 18 works, the igniter 21 moves along the axis of the tubular housing 23 within the tubular housing 23. When the first linear motor 20 works, the spring deforms, and the igniter 21 takes the sealed spring fastener 15 as a fulcrum, and the movement direction of the tip of the igniter 21 is opposite to the movement direction of the slider 17. Among them, the air-fuel ratio sensor 22 is fixed to the front part of the igniter 21. The swing angle of the igniter 21 in the horizontal direction is -5° to 5°, and the displacement range in the axis direction of the tubular housing 23 is 0 to 8 mm.

[0021] The PMW controller 13 is successively connected to the adaptive ignition device 3, the fuel injector 4, and the solenoid valve 5. The PMW controller 13 is connected to the system controller 12, and the system controller 12 performs overall control.

[0022] In specific implementation, when the fuel injector 4 starts to inject fuel, the air-fuel ratio sensor 22 in the adaptive ignition device 3 starts to detect the air-fuel ratio around the igniter 21 and transmits the signal to the control system 12. When it is detected that the air-fuel ratio satisfies 0.8

Claims

1. An exhaust aftertreatment fatigue test combustion system with adaptive ignition position, Characterized in that, it includes a combustion chamber, an adaptive ignition device, an injector, a PMW controller and a system controller. The adaptive ignition device includes an igniter, an air-fuel ratio sensor and a two-dimensional drive mechanism. An igniter connection hole is provided on one side of the combustion chamber where the injector is located. A tubular housing is horizontally arranged in the igniter connection hole. The outer wall of the tubular housing is elastically sealed to the igniter connection hole. The igniter penetrates into the tubular housing and extends into the combustion chamber. A sealing filler is provided in the gap between the igniter and the tubular housing. The front part of the igniter is fixedly connected to the air-fuel ratio sensor, and the air-fuel ratio sensor is located in the combustion chamber. The two-dimensional drive mechanism is connected to the tail end of the igniter and drives the igniter to swing in the horizontal direction or displace along the axis direction of the tubular housing. The system controller is electrically connected to the air-fuel ratio sensor and the two-dimensional drive mechanism. The system controller receives the signal of the air-fuel ratio sensor and controls the action of the two-dimensional drive mechanism; The two-dimensional drive mechanism includes a first displacement drive assembly and a second displacement drive assembly. The fixed part of the second displacement drive assembly is connected to the movable part of the first displacement drive assembly. The movable part of the second displacement drive assembly is connected to the tail end of the igniter through a universal ball. The moving direction of the movable part of the first displacement drive assembly is horizontal and perpendicular to the axis direction of the tubular housing. The moving direction of the movable part of the second displacement drive assembly is horizontal and perpendicular to the moving direction of the movable part of the first displacement drive assembly. The first displacement drive assembly includes a first linear motor and a guide rail. The second displacement drive assembly includes a second linear motor. The stator of the first linear motor is fixedly connected to the guide rail. The mover of the first linear motor is fixedly connected to a slider. The slider is fixedly connected to the stator of the second linear motor. The slider cooperates with the guide rail. The guide rail is horizontally arranged and perpendicular to the axis direction of the tubular housing. The driving direction of the second linear motor is horizontal and perpendicular to the direction of the guide rail.

2. The exhaust aftertreatment fatigue test combustion system with adaptive ignition position according to claim 1, Characterized in that, springs are respectively connected between the horizontal two sides of the outer wall of the tubular housing and the igniter connection hole, and an elastic filler is provided in the gap between the tubular housing and the igniter connection hole.

3. The exhaust aftertreatment fatigue test combustion system with adaptive ignition position according to claim 1, Characterized in that, the swinging angle of the igniter in the horizontal direction is -5° to 5°, and the displacement range of the igniter in the axis direction of the tubular housing is 0 to 8 mm.

4. The exhaust aftertreatment fatigue test combustion system with adaptive ignition position according to claim 1, Characterized in that, The system controller receives the signal from the air-fuel ratio sensor. When the air-fuel ratio measured by the air-fuel ratio sensor is less than the first threshold or greater than the second threshold, the system controller controls the two-dimensional drive mechanism to actuate so that the igniter displaces along the axial direction of the tubular housing until the air-fuel ratio is between the first threshold and the second threshold. When the displacement along the axial direction of the tubular housing reaches the limit position and the air-fuel ratio is still less than the first threshold or greater than the second threshold, the system controller controls the two-dimensional drive mechanism to actuate so that the igniter swings in the horizontal direction. The first threshold is less than the second threshold.

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