A variable-temperature operation loss sealed chamber test system

Abstract

The present invention discloses a test system for a variable-temperature operation loss closed chamber, which includes a closed chamber, an HC analyzer connected to the closed chamber through a sampling pipe for measuring the HC concentration in the closed chamber, a fresh air system for connecting to the intake port of a vehicle engine to supply fresh intake air to the vehicle engine and fresh air to the closed chamber, and an exhaust system for connecting to the vehicle exhaust pipe to exhaust vehicle exhaust gas to the atmosphere; the closed chamber is provided with a chassis dynamometer for the vehicle to travel in the closed chamber, a front-end blower for cooling the vehicle, a driver assistant for helping the driver driving the vehicle to track the cycle working condition curve, a fuel temperature control system for controlling the change of the fuel temperature in the vehicle fuel tank, an air bag for adjusting the pressure in the closed chamber for volume compensation, and a closed chamber temperature control system for controlling the change of the temperature in the closed chamber. The present invention can test and obtain the HC emissions generated by the whole vehicle during driving except for exhaust emissions.

Description

Technical Field

[0001] The present invention relates to the technical field of automotive evaporative pollutant detection, and particularly to a variable-temperature running loss closed chamber test system. Background Art

[0002] VOCs, as an important precursor of secondary organic aerosols and ozone, has "carcinogenic, teratogenic, and mutagenic effects". Vehicle evaporative emissions, as the main source of vehicle VOCs emissions, must therefore be controlled. Existing test procedures for automotive evaporative pollutant detection are all test procedures for the whole vehicle in a static state, including refueling emissions, hot soak emissions, and diurnal emissions tests, that is, HC emissions generated when the whole vehicle refuels, emissions after the engine stops running, and emissions after continuous parking during the day.

[0003] Existing closed chamber test systems for automotive evaporative pollutant detection can control the internal environmental temperature during the test, control the temperature at a constant temperature or reproduce the diurnal temperature change, measure the HC content in the closed chamber during the test, and finally obtain all HC emissions generated by the whole vehicle during the entire static process through calculation. However, existing closed chamber test systems do not include an engine intake system, an exhaust system, a fuel temperature reproduction device, or a drum device, making it impossible for the whole vehicle to drive in the closed chamber, nor can it ensure that the vehicle does not exchange gas with the closed chamber during driving, and it cannot be used to test HC emissions generated by the whole vehicle during driving. Summary of the Invention

[0004] The purpose of the present invention is to address the technical defects existing in the prior art, and to provide a variable-temperature running loss closed chamber test system for measuring HC emissions generated by the whole vehicle during driving, which can ensure that the intake and exhaust of the whole vehicle do not exchange gas with the gas in the closed chamber and the pressure in the closed chamber does not fluctuate greatly during vehicle driving, so as to achieve the measurement of HC emissions generated by the whole vehicle during driving, and solve the problems that the existing test system cannot drive the vehicle in the closed chamber, the vehicle will exchange gas with the closed chamber during driving, and the fuel temperature cannot reproduce the temperature change during actual road driving.

[0005] The technical solution adopted to achieve the purpose of the present invention is as follows:

[0006] A variable-temperature running loss closed chamber test system for measuring HC emissions generated by the whole vehicle during driving, comprising a closed chamber, an HC analyzer connected to the closed chamber through a sampling tube for measuring the HC concentration in the closed chamber, a fresh air system for connecting to the vehicle engine intake port to supply fresh air for the vehicle engine intake, and an exhaust system for connecting to the vehicle exhaust pipe to exhaust the vehicle exhaust gas to the atmosphere;

[0007] The enclosed chamber is provided with a chassis dynamometer for the vehicle to run in the enclosed chamber, a front-end fan for dissipating heat from the vehicle, a driver assistant for helping the driver driving the vehicle to track the cycle working condition curve, a fuel temperature control system for controlling the temperature change of the fuel in the vehicle fuel tank, an air bag for adjusting the pressure in the enclosed chamber for volume compensation, and an enclosed chamber temperature control system for controlling the temperature change in the enclosed chamber;

[0008] The HC analyzer, the fuel temperature control system, the fresh air system, the exhaust system and the enclosed chamber temperature control system are connected to the main control computer of the enclosed chamber; the chassis dynamometer and the front-end fan are connected to the main control computer of the drum; the driver assistant is connected to the main control computer of the driver assistant; under the control of the main control computer of the enclosed chamber, the whole enclosed chamber can be in a sealed state so that the gas in the enclosed chamber does not exchange with the gas outside the enclosed chamber.

[0009] The variable-temperature operation loss enclosed chamber test system of the present invention can solve problems such as the vehicle being unable to run in the existing enclosed chamber, the vehicle exchanging gas with the enclosed chamber during driving, and the fuel temperature being unable to reproduce the temperature change during actual road driving. Through this system, the HC emissions of the whole vehicle during driving except for tail gas emissions can be tested. Description of the Drawings

[0010] Figure 1 is a schematic diagram of the variable-temperature operation loss enclosed chamber test system of the present invention.

[0011] Description of the Reference Numerals:

[0012] 1 - enclosed chamber, 2 - chassis dynamometer, 3 - driver assistant, 4 - HC analyzer, 5 - chiller, 6 - fresh air unit, 7 - exhaust system, 8 - enclosed chamber temperature control system, 9 - air bag, 10 - fuel temperature control system;

[0013] 101 - main control computer of the enclosed chamber, 102 - enclosed chamber temperature sensor, 103 - enclosed chamber pressure sensor, 104 - first door, 105 - second door, 106 - first intake valve, 107 - outlet valve;

[0014] 201 - drum control computer, 202 - front-end fan;

[0015] 301 - main control computer of the driver assistant;

[0016] 401 - HC analyzer sampling port;

[0017] 601 - second intake valve, 602 - intake temperature sensor, 603 - intake pipeline, 604 - first heating wire;

[0018] 701 - tail exhaust fan, 702 - exhaust pressure sensor, 703 - exhaust pipeline, 704 - exhaust valve;

[0019] 801 - Plate heat exchanger, 802 - Copper grille, 803 - First circulation fan;

[0020] 901 - Air bag intake flow valve, 902 - Air bag intake fan, 903 - Air bag exhaust valve, 904 - Air bag exhaust fan, 905 - Air bag pressure sensor;

[0021] 1001 - Second circulation fan, 1002 - Circulating air intake hole, 1003 - Cooling water circulation pipeline, 1004 - Second heating wire, 1005 - Blowing device, 1006 - Fuel temperature sensor. Specific embodiments

[0022] The present invention will be further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0023] As Figure 1 shown, the variable - temperature operation loss closed - chamber test system of the embodiment of the present invention is used to measure the HC emissions generated by the whole vehicle during driving. It includes a closed chamber 1, an HC analyzer 4 connected to the HC analyzer sampling port 401 of the closed chamber through a sampling pipe to measure the HC concentration in the closed chamber, a fresh - air system for connecting to the vehicle engine intake port to provide fresh intake air for the vehicle engine and fresh air for the sealed chamber, and an exhaust system for connecting to the vehicle exhaust pipe to exhaust the vehicle exhaust gas to the atmosphere; the HC analyzer, the fresh - air unit 6 of the fresh - air system, and the tail - exhaust fan 701 of the exhaust system are arranged outside the closed chamber;

[0024] A chassis dynamometer 2 for the vehicle to drive in the closed chamber, a head fan 202 for dissipating heat from the vehicle, a driver assistant 3 for helping the driver driving the vehicle to track the cycle working condition curve, a fuel - temperature control system for controlling the change of the fuel temperature in the vehicle fuel tank, an air bag 9 for adjusting the pressure in the closed chamber for volume compensation, and a closed - chamber temperature control system for controlling the change of the temperature in the closed chamber are arranged in the closed chamber 1;

[0025] The HC analyzer, the fuel - temperature control system, the fresh - air system and the exhaust system, and the closed - chamber temperature control system are all connected to the closed - chamber main control computer 101; the chassis dynamometer 2 and the head fan 202 are both connected to the drum main control computer 201; the driver assistant is connected to the driver - assistant main control computer 301; under the control of the closed - chamber main control computer, the entire closed chamber can be in a sealed state so that the gas in the closed chamber does not exchange with the gas outside the closed chamber.

[0026] In some embodiments, the chassis dynamometer is disposed at the bottom of the enclosed chamber; the front head fan, the driver assistant, and the fuel temperature control system are placed on the plane where the chassis dynamometer is located; the driver assistant can move on the plane; the airbag and the temperature control system are disposed at the top of the enclosed chamber.

[0027] In some embodiments, the control computer of the enclosed chamber, the control computer of the drum, and the control computer of the driver assistant are placed outside the enclosed chamber.

[0028] In some embodiments, the intake pipeline 603 of the fresh air system penetrates into the enclosed chamber from the top of the front side chamber of the enclosed chamber. A first intake valve 106 for controlling the supply of fresh air to the sealed chamber and a second intake valve 601 for supplying fresh air to the intake port of the vehicle engine are provided at the top of the front side chamber of the enclosed chamber. The intake sides of the first intake valve 106 and the second intake valve 601 are connected to the outlet side of the fresh air system 6 through pipelines. A first heating wire 604 and an intake air temperature sensor 602 are provided in the intake pipeline 603 for supplying fresh air to the vehicle. The engine intake air temperature sensor provided in the intake pipeline is used to detect the change of the engine intake air temperature for easy control.

[0029] The exhaust pipeline 703 of the exhaust system penetrates into the enclosed chamber from the top of the rear side chamber of the enclosed chamber. An exhaust valve 704 is provided at the top of the rear side chamber of the enclosed chamber to control the opening or closing of the exhaust pipeline 703. An exhaust pressure sensor 702 is provided on the outdoor section of the exhaust pipeline 703. The outlet end of the exhaust pipeline 703 is connected to the tail exhaust fan 701. When the pressure in the exhaust pipeline is detected to increase by the exhaust pressure sensor provided on the exhaust pipeline, the tail exhaust fan is controlled to work to exhaust the vehicle exhaust gas to the outside atmosphere.

[0030] In some embodiments, the variable temperature operation loss enclosed chamber test system further includes a chiller 5. The chiller is connected to the fresh air unit of the fresh air system, the fuel temperature control system, and the enclosed chamber temperature control system to provide cooling capacity for the fresh air unit of the fresh air system, the fuel temperature control system, and the enclosed chamber temperature control system.

[0031] In some embodiments, the enclosed chamber includes a first door 104 for personnel to enter and exit and a second door 105 for vehicles to enter and exit, which facilitate the entry and exit of personnel and vehicles and are separately arranged.

[0032] In some embodiments, the temperature control system of the sealed chamber includes a sealed chamber temperature sensor 102 installed on the inner side of the bulkhead of the sealed chamber for measuring the temperature inside the sealed chamber, a plate heat exchanger 801, a copper grille 802, and a first circulation fan 803 provided on one side of the steel grille; the plate heat exchanger is connected to the copper grille through a pipeline. The copper grille 802 is composed of pipelines, and ethylene glycol flows through the pipelines it constitutes, so that ethylene glycol is used as a heat exchange medium in the circulation pipeline between the copper grille 802 and the plate heat exchanger 801 for heat exchange work.

[0033] Among them, the plate heat exchanger is internally provided with heating wires, which can provide heat for the copper grille, and the chiller can provide cooling capacity for the copper grille. When the temperature of the sealed chamber is controlled, the first circulation fan operates to make the gas flow through the copper grille, and the gas flowing through is heated or cooled by the copper grille, and the temperature of the flowing gas is controlled, thereby controlling the temperature of the sealed chamber.

[0034] In some embodiments, the fuel temperature control system includes a fuel temperature sensor 1006 installed in the vehicle fuel tank, a blowing device 1005, a second circulation fan 1001, a circulating air intake port 1002, a heating wire 1004, and a cooling water circulation pipeline 1003. The inlet of the second circulation fan is connected to the circulating air intake port, and the outlet is connected to the air flow pipeline. The end of the air flow pipeline is divided into two branches, which flow out after blowing through the blowing device and blow towards the bottom of the test vehicle fuel tank to achieve fuel temperature control; there are two blowing devices, which are symmetrically distributed on the left and right sides of the sealed chamber, and the two blowing devices are connected to the chamber wall of the sealed chamber through pipelines, and the two blowing devices can move on the plane where the chassis dynamometer 2 is located.

[0035] Among them, a section of the air flow pipeline has a cooling water circulation pipeline wound around the inner wall of the pipeline, and a section of the pipeline has a heating wire wound around the inner side of the pipeline; when refrigeration is required, the cooling water circulation pipeline works, and when heating is required, the heating wire works. When controlling the fuel temperature, according to the comparison result between the measured value and the set value of the fuel temperature sensor in the fuel tank, hot air or cold air is controlled to be blown towards the fuel tank at the bottom of the vehicle, so that the fuel temperature in the fuel tank is controlled within a constant range; the second circulation fan operates, extracts the air in the sealed chamber through the circulating air intake port on the inner wall of the sealed chamber, makes the extracted air flow through the second heating wire and the cooling water circulation waterway in the air flow pipeline to be heated or cooled, and then blows out from the blowing device in the sealed chamber.

[0036] In some embodiments, the airbag is connected to an airbag exhaust and intake fan (including an airbag exhaust fan 904 and an airbag intake fan 902) and an airbag pressure sensor 905. When the airbag pressure detected by the airbag pressure sensor is greater than a predetermined positive value, the airbag exhaust fan 904 is controlled to start exhausting. When the pressure inside the airbag is detected to reach a predetermined negative value, the airbag intake fan 902 starts to intake air. There is an airbag intake flow valve 901 on the airbag intake pipe and an airbag exhaust valve 903 on the airbag exhaust pipe. The main control computer of the enclosed chamber controls the opening and closing of the airbag valves to control the intake and exhaust of the airbag. Inside the enclosed chamber, during vehicle driving, the airbag valves are controlled to open so that the gas inside the airbag communicates with the outside atmosphere.

[0037] In some embodiments, an air outlet valve 107 is provided at the top of the enclosed chamber, and an enclosed chamber pressure sensor 103 is further provided on the side wall of the enclosed chamber.

[0038] During the test, there is circulating air, air from the head fan, and air for fuel tank heating inside the enclosed chamber, and the enclosed chamber is in a sealed state, which will cause large fluctuations in the pressure inside the enclosed chamber. However, the pressure difference that the enclosed chamber can withstand is limited. Therefore, pressure compensation for the enclosed chamber is required. The pressure compensation for the enclosed chamber is as follows: There is a large airbag at the upper position inside the enclosed chamber. The airbag communicates with the outside atmosphere and has no exchange with the air inside the enclosed chamber. Before the experiment, when the enclosed chamber is not closed, the airbag is filled with a predetermined volume of air. After the restart ends, the airbag valve is closed and does not communicate with the outside atmosphere. After the test starts, the airbag valve is opened, and the pressure inside the enclosed chamber is adjusted by the inflow and outflow of air between the airbag and the outside atmosphere.

[0039] The driver assistant is a display screen that can display the speed-time curve of the standard cycle condition and the actual speed-time curve run by the driver, helping the driver control the speed deviation. It is a device of the prior art.

[0040] According to the operation loss test process, the steps of using the enclosed chamber test system of the present invention are as follows:

[0041] 1. Push the test vehicle equipped with a car tie-down hook into the enclosed chamber 1 and place it on the chassis dynamometer 2. Use a chain to fix the car tie-down hook to the car tie-down pile.

[0042] 2. Connect the exhaust pipe 703 to the tail pipe of the test vehicle; connect the intake pipe 603 to the engine intake port of the test vehicle.

[0043] 3. Push the blowing device 1005 under the test vehicle so that the air outlet of the blowing device 1005 faces the bottom of the fuel tank of the test vehicle.

[0044] 4. Drill a hole in the fuel pump of the test vehicle fuel tank and insert the fuel temperature sensor 1006 into the fuel tank.

[0045] 5. Import the fuel temperature change curve data into the system through the closed chamber control computer.

[0046] 6. Start the experimental program through the closed chamber control computer, and the program is initialized and loaded.

[0047] 7. The program activates the purging function, and the actions are as follows:

[0048] The fresh air unit of the fresh air system extracts the outside atmosphere and filters it. The filtered gas enters the closed chamber through the first intake valve 106 at the top of the closed chamber. The first circulation fan 803 operates, and the gas blows from the first intake valve 106, through the copper grille 802 towards the lower and rear parts of the closed chamber, flows above the air bag layer, and is exhausted to the outside atmosphere through the exhaust valve 107; the above purging process ends after continuous purging for 10 minutes; the above function is used to replace the gas in the closed chamber and reduce the initial HC concentration value in the closed chamber.

[0049] 8. After the purging ends, the closed chamber temperature control program, the fuel heating program, the engine intake air heating program, and the closed chamber pressure compensation program are activated simultaneously;

[0050] 8.1. Closed chamber pressure compensation:

[0051] The air bag exhaust valve 903 is opened, and the air bag exhaust fan 904 operates to exhaust the air in the air bag 9. When the pressure sensor 905 in the air bag measures that the pressure reaches a certain negative value, the exhaust stops, and the air bag exhaust valve 903 is closed. Subsequently, the air bag intake flow valve 901 is opened, and the air bag intake fan 902 operates to supplement gas into the air bag 9 until the cumulative flow measured by the volume flow valve reaches 6m 3 After that, the gas supply stops. At this time, the air bag intake flow valve 901 and the air bag exhaust valve 903 are closed, and the air bag 9 is in a sealed state.

[0052] 8.2. Activation of the closed chamber temperature control program:

[0053] 8.2.1. Temperature control mechanism of the copper grille 802:

[0054] Antifreeze is used as the heat exchange medium in the circulation pipeline between the chiller 5 and the plate heat exchanger 801; ethylene glycol is used as the heat exchange medium in the circulation pipeline between the copper grille 802 and the plate heat exchanger 801; the circulating water temperature of the chiller 5 is kept constant at 6 - 8 °C, and it can exchange heat and cool down with ethylene glycol in the plate heat exchanger 10. The plate heat exchanger 801 contains heating wires to heat the ethylene glycol in the circulation pipeline. Ethylene glycol exchanges heat with the copper grille 802 to control the temperature of the copper grille 802.

[0055] 8.2.2. Temperature control mechanism of the air in the closed chamber:

[0056] The first circulation fan 803 operates. After the gas flows through the copper grille 802 and is heated or cooled, it blows towards the lower, rear, and upper parts of the sealed chamber, forming a circulating air path as shown by the arrow direction in the figure, and ensuring that the gas temperature in the sealed chamber is evenly mixed. Thus, the temperature of the entire sealed chamber is controlled.

[0057] 8.2.3. Temperature adjustment mechanism in the sealed chamber:

[0058] The temperature sensor 102 in the sealed chamber measures the actual temperature inside the sealed chamber, feeds it back to the sealed chamber control computer, compares it with the set value of the sealed chamber temperature in the program, and then adjusts the temperature to form a closed-loop control system.

[0059] 8.3 Activation of fuel heating program

[0060] 8.3.1. Airflow circulation route of the fuel temperature control system 10:

[0061] The second circulation fan 1001 extracts the gas in the sealed chamber. The gas flows through the coolant circulation water path 1003 and the heating wire 1004 from the circulating air intake hole 1002, and then blows towards the fuel tank installed at the bottom of the vehicle through the air outlet of the blowing device 1005 to control the temperature of the fuel tank through heat exchange.

[0062] 8.3.2. Temperature adjustment mechanism of the fuel temperature control system:

[0063] The actual temperature inside the vehicle fuel tank is measured by the fuel temperature sensor 1006 in the fuel tank and compared with the set value of the fuel temperature of 35°C in the sealed chamber control computer. When it is less than 35°C, the heating wire 1004 increases the heating amount, the air temperature in the fuel temperature control system 10 rises, and the fuel is heated. When it is greater than 35°C, the heating wire 1004 stops working, the coolant starts to circulate in the coolant circulation pipeline, the air temperature in the fuel temperature control system 10 decreases, and the fuel tank is cooled. Thus, the fuel temperature is stabilized at 35 ± 2°C for one hour.

[0064] 8.4 Activation of engine intake air heating program

[0065] 8.4.1. Engine intake air route:

[0066] The outside air is filtered by the fresh air unit 6 of the fresh air system and flows into the intake pipeline 603. After passing through the first heating wire 604, the second intake valve 601, and the intake air temperature sensor 602, it provides air with a constant flow rate to the engine intake pipeline.

[0067] 8.4.2. Engine intake air temperature adjustment mechanism:

[0068] When the intake air temperature measured by the intake air temperature sensor 602 is lower than the set value, the first heating wire 604 increases the heating power; when it is higher than the set value, the first heating wire 604 decreases the heating power, forming a closed-loop feedback regulation to control the intake air temperature of the engine.

[0069] 9. Preparatory work before the running loss test:

[0070] 9.1. Through the driver assistant control computer 301, call out the working condition curve, and the working condition curve is displayed on the driver assistant 3;

[0071] 9.2. Activate the chassis dynamometer 2 through the drum control computer 201, and the chassis dynamometer 2 can rotate with the wheels;

[0072] 9.3. The HC analyzer 4 starts to perform calibration;

[0073] 9.4. After the driver enters the sealed chamber 1, the sealed chamber 1 is completely sealed, the first door 104 and the second door 105 are closed and sealed, the first intake valve 106 and the exhaust valve 107 are closed, and there is no gas exchange between the sealed chamber and the outside world.

[0074] 10. Activate the running loss test process, and the following steps continue from the start of the test process to the end of the test process:

[0075] 10.1. The HC analyzer 4 extracts a small amount of gas from the sealed chamber through the HC analyzer sampling port 401 to analyze the HC content in the sealed chamber. The sealed chamber temperature sensor 102 and the pressure sensor 103 respectively measure the temperature T1 and pressure P1 of the sealed chamber at this time.

[0076] 10.2. The working condition curve on the driver assistant 3 is activated and starts to change with time. The driver starts to drive the vehicle according to the working condition curve, and the chassis dynamometer 2 rotates with the wheels. The curve of the actual vehicle speed changing with time is also displayed on the driver assistant 3 to remind the driver.

[0077] 10.3. Activate the fuel temperature curve to start changing with time: The fuel temperature in the fuel tank changes with the fuel temperature curve imported in step 5, and the temperature adjustment mechanism is the same as 8.3.2.

[0078] 10.4. Open the second intake valve 601, and the fresh air unit 6 of the fresh air system supplies air with a stable temperature of 35 °C to the engine through the intake pipe 603. The engine intake air temperature adjustment mechanism is the same as 8.4.2;

[0079] 10.5. The exhaust system 7 works:

[0080] 10.5.1. Discharge the vehicle exhaust gas through the emission route:

[0081] Discharge it to the outside atmosphere through the exhaust pipe 703, the exhaust valve 704, and the tail exhaust fan 701.

[0082] 10.5.2. Engine Exhaust System Working Mechanism:

[0083] When the vehicle exhaust gas leads to the exhaust pipe 703, the pressure in the exhaust pipe 703 increases. The exhaust pressure sensor 702 transmits the pressure signal to the closed chamber control computer. When the pressure value exceeds the set value of 0 Pa, the exhaust valve 704 opens and the exhaust fan 701 operates. When the pressure value does not exceed 0 Pa, the exhaust fan stops working and no longer pumps gas outwards.

[0084] 11. At the end of the entire working condition cycle, the HC analyzer 4 extracts a small amount of gas from the closed chamber through the HC analyzer sampling port 401 to analyze the HC content in the closed chamber. The closed chamber temperature sensor 102 and the closed chamber pressure sensor 103 respectively measure the temperature T2 and the pressure P2 at this time.

[0085] 12. Calculation of Test Results;

[0086]

[0087] Where M HC — Mass of hydrocarbon, g; C — Concentration of hydrocarbon in the closed chamber, ppm; V — Net volume of the closed chamber corrected by the vehicle volume (windows and trunk open). If the vehicle volume is not determined, subtract 1.42 m3; T — Ambient temperature in the closed chamber, K; P — Atmospheric pressure, kPa; H / C — Hydrogen-carbon ratio, take 2.33; K — 1.2×(12 + H / C); 1 — Subscript, initial reading; 2 — Subscript, final reading.

[0088] The above shows and describes the basic principles, main features and advantages of the present invention. For those skilled in the art, it is obvious that the present invention is not limited to the details of the above exemplary embodiments, and can be implemented in other specific forms without departing from the spirit or basic features of the present invention.

[0089] Therefore, from any point of view, the embodiments should be regarded as exemplary and non-limiting. The scope of the present invention is defined by the appended claims rather than the above description. Therefore, all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be included in the present invention.

[0090] In addition, it should be understood that although this specification is described according to embodiments, not every embodiment only contains an independent technical solution. This narrative way of the specification is only for clarity. Those skilled in the art should regard the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A variable-temperature operation loss closed chamber test system, characterized in that, Used for measuring the HC emissions generated by a whole vehicle during driving, including an airtight chamber, an HC analyzer connected to the airtight chamber through a sampling pipe to measure the HC concentration in the airtight chamber, a fresh air system used to connect to the vehicle engine intake port to supply fresh intake air to the vehicle engine and fresh air to the airtight chamber, and an exhaust system used to connect to the vehicle exhaust pipe to exhaust the vehicle exhaust gas to the atmosphere; The airtight chamber is provided with a chassis dynamometer for the vehicle to drive in the airtight chamber, a head fan for cooling the vehicle, a driver assistant for helping the driver driving the vehicle to track the cycle working condition curve, a fuel temperature control system for controlling the fuel temperature change in the vehicle fuel tank, an air bag for adjusting the pressure in the airtight chamber for volume compensation, and an airtight chamber temperature control system for controlling the temperature change in the airtight chamber; The HC analyzer, the fuel temperature control system, the fresh air system, the exhaust system, and the airtight chamber temperature control system are connected to the airtight chamber main control computer; the chassis dynamometer and the head fan are connected to the drum main control computer; the driver assistant is connected to the driver assistant main control computer; under the control of the airtight chamber main control computer, the airtight chamber can be in a sealed state so that the gas in the airtight chamber does not exchange with the gas outside the airtight chamber.

2. The variable-temperature operation loss sealed chamber test system according to claim 1, wherein The chassis dynamometer is arranged at the bottom of the airtight chamber; the head fan, the driver assistant, and the fuel temperature control system are placed on the plane where the chassis dynamometer is located; the driver assistant can move on the plane; the air bag and the airtight chamber temperature control system are placed at the top inside the airtight chamber; the HC analyzer, the fresh air unit of the fresh air system, the tail exhaust fan of the exhaust system, the airtight chamber control computer, the drum control computer, and the driver assistant control computer are placed outside the airtight chamber.

3. The variable-temperature operation loss sealed chamber test system according to claim 1, wherein The top of the airtight chamber has an air outlet valve, and the side wall has an airtight chamber pressure sensor.

4. The variable-temperature operation loss airtight chamber test system according to claim 1, wherein, The intake pipe of the fresh air system penetrates into the airtight chamber from the front side chamber top of the airtight chamber, and the exhaust pipe of the exhaust system penetrates into the airtight chamber from the rear side chamber top of the airtight chamber.

5. The variable-temperature operation loss sealed chamber test system according to claim 1, characterized in that Including a chiller, the chiller is connected to the fresh air system, the fuel temperature control system, and the airtight chamber temperature control system, and provides cooling capacity for the fresh air system, the fuel temperature control system, and the airtight chamber temperature control system.

6. The variable-temperature operation loss airtight chamber test system according to claim 1, wherein The airtight chamber includes a first door for personnel to enter and exit and a second door for the vehicle to enter and exit.

7. The variable-temperature operation loss sealed chamber test system according to claim 1, wherein The exhaust system includes a pressure sensor arranged in the exhaust pipe, which is used to control the tail exhaust fan to work and exhaust the vehicle exhaust gas to the outside atmosphere when detecting an increase in the pressure in the exhaust pipe; the fresh air system includes an intake pipe connected to the engine intake port, and a first heating wire and an engine intake temperature sensor for detecting the change of the engine intake temperature are arranged in the intake pipe.

8. The variable-temperature operation loss sealed chamber test system according to claim 1, wherein The airtight chamber temperature control system includes a temperature sensor installed on the inner side of the cabin wall of the airtight chamber for measuring the temperature in the airtight chamber, a plate heat exchanger, a copper grille, and a first circulation fan; the plate heat exchanger is connected to the copper grille, and the first circulation fan is located on one side of the copper grille.

9. The variable-temperature operation loss sealed chamber test system according to claim 1, wherein The fuel temperature control system includes a blowing device, a second circulation fan, a circulating air intake port, a second heating wire, and a cooling water circulation pipeline; there are two blowing devices, which are symmetrically distributed on the left and right sides of the closed chamber. The two blowing devices are connected to the chamber wall of the closed chamber through pipelines, and the two blowing devices can move on the plane where the chassis dynamometer is located; the inlet of the second circulation fan is connected to the circulating air intake port and the outlet is connected to the air circulation pipeline. The end of the air circulation pipeline is divided into two branches and flows to the two blowing devices; a section of the air circulation pipeline has a cooling water circulation pipeline wound around the inner wall of the pipeline, and a section of the pipeline has a second heating wire wound around the inner side of the pipeline; when controlling the fuel temperature, according to the comparison result between the measured value of the fuel temperature sensor in the fuel tank and the set value, hot air or cold air is controlled to be blown towards the fuel tank at the bottom of the vehicle, so that the fuel temperature in the fuel tank is controlled within a constant range; the second circulation fan operates, extracts the air in the closed chamber through the circulating air intake port on the inner wall of the closed chamber, and the air is heated or cooled by flowing through the second heating wire and the cooling water circulation water path in the air circulation pipeline, and is blown out from the blowing device in the closed chamber and towards the fuel tank at the bottom of the vehicle.

10. The variable-temperature operation loss sealed chamber test system according to claim 1, characterized in that, The airbag is connected to an airbag exhaust fan and an airbag pressure sensor. When the airbag pressure detected by the airbag pressure sensor is greater than a predetermined positive value, the airbag exhaust fan is controlled to start exhausting. When the pressure in the airbag is detected to reach a predetermined negative value, the airbag intake fan starts to intake air; The main control computer of the closed chamber controls the opening and closing of the airbag valve of the airbag to control the intake and exhaust of the airbag; in the closed chamber, during the driving of the vehicle, the airbag valve is opened, and the gas in the airbag communicates with the outside atmosphere.

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