In-vehicle air pipeline low-temperature test system

Abstract

The invention provides an in-vehicle air pipeline low-temperature test system. The test system comprises a temperature control bin, a gas supply pipeline, a gas transmission pipeline, a brake pipeline and a controller. Environmental parameters in the temperature control bin are adjustably set; one end of the gas supply pipeline is communicated with the gas supply device, the other end is communicated with the gas storage device, and a first electromagnetic valve for controlling on-off of the gas supply pipeline is arranged on the gas supply pipeline; one end of the gas conveying pipeline communicates with the gas storage device, the other end of the gas conveying pipeline communicates with the relay valve, and a second electromagnetic valve is arranged on the gas conveying pipeline; one end of the brake pipeline is communicated with the relay valve, and the other end is communicated with the brake chamber; the controller is electrically connected with the temperature control bin, the first electromagnetic valve and the second electromagnetic valve, and the controller is used for controlling the in-vehicle air pipeline to execute different air path modes and controlling the temperature control bin to realize different test working conditions. According to the scheme, the problem that in the prior art, an air management system possibly freezes at the extremely low temperature, and consequently the air supply performance of a brake system is affected is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle air management systems, and in particular to a low-temperature test system for in-vehicle air pipelines. Background Art

[0002] As commercial vehicles have higher and higher requirements for safety and high reliability, the braking system of commercial vehicles currently mainly uses compressed air as the transmission medium. In the air management system of commercial vehicles, the air in the environment is compressed by the air compressor and transmitted to the air pipe. After cooling through the air pipe, it enters the air handling unit for drying. Therefore, in a low temperature environment, however, when the air management system is operating in cold areas, due to the low temperature, the moisture in the air freezes inside components such as pipelines and air storage devices, causing the system air pressure to drop, affecting the braking performance, and even brake failure.

[0003] There is currently no effective solution to the above problems. Summary of the invention

[0004] The main purpose of the present invention is to provide a low-temperature test system for in-vehicle air pipelines to solve the problem in the prior art that the air management system may freeze at extremely low temperatures, thereby affecting the air supply performance of the brake system.

[0005] In order to achieve the above-mentioned purpose, according to one aspect of the present invention, there is provided a low-temperature test system for in-vehicle air pipelines, comprising: a temperature control chamber, in which the environmental parameters in the temperature control chamber can be adjusted; an air supply pipeline, one end of which is connected to the air supply device, and the other end of which is connected to the air storage device, and a first solenoid valve for controlling the on-off of the air supply pipeline is arranged on the air supply pipeline; an air delivery pipeline, one end of which is connected to the air storage device, and the other end of which is connected to the relay valve, and a second solenoid valve is arranged on the air delivery pipeline; a brake pipeline, one end of which is connected to the relay valve, and the other end of which is connected to the brake air chamber; a controller, which is electrically connected to the temperature control chamber, the first solenoid valve and the second solenoid valve, and is used to control the in-vehicle air pipeline to execute different air circuit modes, and the controller is used to control different test conditions in the temperature control chamber.

[0006] Furthermore, an air compressor and an air processing unit are arranged on the air supply pipeline, and the air processing unit is arranged between the air compressor and the air storage device.

[0007] Furthermore, the in-vehicle air pipeline low-temperature test system also includes: an unloading pipeline, one end of the unloading pipeline is connected to the air storage device, the other end of the unloading pipeline is connected to the unloading control port of the air compressor, an unloading control valve is arranged on the unloading pipeline, the unloading control valve is electrically connected to the controller, and the air handling unit is arranged on the unloading pipeline.

[0008] Furthermore, the second solenoid valve has a connected state in which the gas storage device and the relay valve are connected, and the second solenoid valve has a disconnected state in which the gas storage device and the relay valve are disconnected, and the second solenoid valve has an unloaded state in which the relay valve is disconnected and connected to the atmosphere.

[0009] Furthermore, there are multiple gas storage devices and multiple gas supply pipelines, and the multiple gas supply pipelines are arranged in a one-to-one correspondence with the multiple gas storage devices.

[0010] Furthermore, there are multiple gas pipelines and multiple gas storage devices, and the multiple gas pipelines and the multiple gas storage devices are arranged in a one-to-one correspondence.

[0011] Furthermore, a first pressure sensor is arranged on the air storage device, the first pressure sensor is electrically connected to the controller, and the first pressure sensor is used to detect the pressure in the air storage device, and / or, a second pressure sensor is arranged on at least one relay valve, the second pressure sensor is electrically connected to the controller, and the second pressure sensor is used to detect the pressure in the brake line.

[0012] Furthermore, the in-vehicle air pipeline low-temperature test system has an air supply detection mode. When the in-vehicle air pipeline low-temperature test system is in the air supply detection mode, the first solenoid valve is in a conducting state, and the unloading control valve is in a closed state.

[0013] Furthermore, the in-vehicle air pipeline low-temperature test system has a first air unloading detection mode. When the in-vehicle air pipeline low-temperature test system is in the first air unloading detection mode, the first solenoid valve is in a closed state, and the unloading control valve is in a conducting state.

[0014] Furthermore, the in-vehicle air pipeline low-temperature test system has a second air unloading detection mode. When the in-vehicle air pipeline low-temperature test system is in the second air unloading detection mode, the second solenoid valve is in an unloading state.

[0015] By applying the technical solution of the present invention, the system simulates an extreme low temperature environment through a temperature control chamber, sets three pipelines: an air supply pipeline, an air transmission pipeline and a brake pipeline, and uses a controller to control the first solenoid valve and the second solenoid valve to control the on-off of the three pipelines, thereby realizing the performance test of the air pipeline in the vehicle under low temperature conditions, ensuring the accuracy and reliability of the test. This solution can effectively evaluate the anti-icing ability of the air pipeline, ensure the normal operation of the vehicle under cold conditions, and improve driving safety. It solves the problem in the prior art that the air management system may freeze at extremely low temperatures, thereby affecting the air supply performance of the brake system. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The drawings constituting a part of the present application are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0017] Figure 1 A schematic structural diagram of an embodiment of a low-temperature test system for in-vehicle air pipelines according to the present invention is shown.

[0018] The above drawings include the following reference numerals:

[0019] 1. Temperature control chamber;

[0020] 2. Coupling;

[0021] 3. Frequency converter;

[0022] 4. Air filter;

[0023] 5. Gas supply pipeline;

[0024] 6. Controller;

[0025] 7. A first pressure sensor;

[0026] 9. Gas storage device;

[0027] 11. Motor;

[0028] 12. Brake air chamber;

[0029] 18. Relay valve;

[0030] 19. A second pressure sensor;

[0031] 20. Second solenoid valve;

[0032] 21. Air handling unit;

[0033] 22. Air compressor;

[0034] 23. Unloading pipeline;

[0035] 24. Gas pipeline;

[0036] 25. Brake pipe;

[0037] 26. Air supply device. DETAILED DESCRIPTION

[0038] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0039] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0040] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein, for example. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0041] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in a variety of different forms and should not be construed as being limited to the embodiments described herein. It should be understood that these embodiments are provided to make the disclosure of the present application thorough and complete, and to fully convey the concepts of these exemplary embodiments to those of ordinary skill in the art. In the accompanying drawings, for the sake of clarity, the thickness of the layers and regions may be enlarged, and the same reference numerals are used to represent the same devices, and thus their descriptions will be omitted.

[0042] Combination Figure 1 As shown, according to a specific embodiment of the present application, a low-temperature test system for an in-vehicle air pipeline is provided.

[0043] Specifically, the test system includes: a temperature control chamber 1 , an air supply pipeline 5 , an air transmission pipeline 24 , a brake pipeline 25 and a controller 6 .

[0044] The environmental parameters in the temperature control chamber 1 can be adjusted;

[0045] One end of the gas supply pipeline 5 is connected to the gas supply device 26, and the other end of the gas supply pipeline 5 is connected to the gas storage device 9. The gas supply pipeline 5 is provided with a first solenoid valve for controlling the on-off of the gas supply pipeline 5;

[0046] One end of the gas pipeline 24 is connected to the gas storage device 9, and the other end of the gas pipeline 24 is connected to the relay valve 18. The gas pipeline 24 is provided with a second solenoid valve 20;

[0047] One end of the brake line 25 is communicated with the relay valve 18, and the other end of the brake line 25 is communicated with the brake air chamber 12;

[0048] The controller 6 is electrically connected to the temperature control chamber 1, the first solenoid valve and the second solenoid valve 20. The controller 6 is used to control the air pipeline in the vehicle to execute different air circuit modes, and the controller 6 is used to control the temperature control chamber 1 to realize different test conditions.

[0049] By applying the technical solution of the present invention, the system simulates an extreme low temperature environment through a temperature control chamber 1, sets three pipelines: an air supply pipeline 5, an air delivery pipeline 24 and a brake pipeline 25, and uses a controller 6 to control the first solenoid valve and the second solenoid valve 20 to control the on-off of the three pipelines, thereby realizing the performance test of the air pipeline in the vehicle under low temperature conditions, ensuring the accuracy and reliability of the test. This solution can effectively evaluate the anti-icing ability of the air pipeline, ensure the normal operation of the vehicle under cold conditions, and improve driving safety. It solves the problem in the prior art that the air management system may freeze at extremely low temperatures, thereby affecting the air supply performance of the brake system.

[0050] It needs to be further explained that if Figure 1 As shown, the air supply line 5 is a line marked with a thin solid line in the figure, the air delivery line 24 is a line marked with a dashed line in the figure, and the brake line 25 is a line marked with a thin solid line with an arrow in the figure. The number of brake air chambers 12 in the system is at least six, and the brake air chambers 12 are connected to the relay valve 18 in series or in parallel. Such a connection mode can be flexibly adjusted according to the test requirements, and can simulate the working conditions of a single brake air chamber 12, and can also simulate the complex working conditions of multiple brake air chambers 12 working at the same time, thereby improving the flexibility and adaptability of the test device.

[0051] Furthermore, the air supply pipeline 5 is provided with an air compressor 22 and an air processing unit 21, and the air processing unit 21 is provided between the air compressor 22 and the air storage device 9. The air processing unit 21 is provided between the air compressor 22 and the air storage device 9 and can filter, dry and purify the air passing through the air supply pipeline 5 to ensure that the air quality meets the use requirements and prevent the air pipeline from freezing in a low temperature environment.

[0052] like Figure 1As shown, the air outlet of the air compressor 22 is connected to one end of the air supply pipeline 5, the other end of the air supply pipeline 5 is connected to the air inlet of the air processing unit 21, and the air outlet of the air processing unit 21 is connected to the air storage device 9. The main function of the air compressor 22 is to provide compressed air. The compressed air provided by the air compressor 22 can be used to simulate the air flow during actual use, and can also control the pressure and flow during the test.

[0053] An air filter 4 is arranged above the air compressor 22. The main function of the air filter 4 is to filter dust, particulate matter, impurities and other pollutants in the air entering the air compressor 22. By removing large particles of impurities in the air, the air filter 4 can reduce the suction resistance of the air compressor 22, improve its suction efficiency, and thus improve the compression efficiency and energy utilization efficiency of the entire air management system. The air filter 4 not only protects the air compressor 22, but also provides protection for downstream components such as the pipeline, air handling unit 21, and controller 6 to prevent pollutants from entering these key components and affecting their normal operation.

[0054] The air handling unit 21 generally includes a filter, a desiccant, an oil-water separator and other equipment, which can remove impurities, moisture and oil in the air, improve air quality, extend the service life of the equipment, and reduce damage to downstream equipment. At the same time, the air handling unit 21 can also improve the efficiency and stability of the air compressor 22 and the air storage device 9. The air storage device 9 is used to store compressed air processed by the air handling unit 21.

[0055] Furthermore, the in-vehicle air pipeline low temperature test system further includes: an unloading pipeline 23, one end of the unloading pipeline 23 is connected to the air storage device 9, and the other end of the unloading pipeline 23 is connected to the unloading control port of the air compressor 22. Figure 1 A thin solid line is used to mark the route, and the unloading pipeline 23 connects the gas storage device 9 and the unloading control port of the air compressor 22. The working state of the air compressor 22 can be controlled through this unloading control port, such as starting, stopping and unloading.

[0056] The unloading pipeline 23 is provided with an unloading control valve, which is electrically connected to the controller 6. Through the coordinated work of the unloading control valve and the controller 6, the controller 6 can control the valve switch of the unloading control valve through an electrical signal, thereby accurately controlling the working pressure of the air compressor 22 to avoid overpressure or underpressure. When compressed air is not needed, the air compressor 22 can be placed in an unloading state through the unloading control valve to reduce energy consumption. The air processing unit 21 is provided on the unloading pipeline 23 to process the air passing through the unloading pipeline 23 to ensure that the air entering the air storage device 9 is clean and dry.

[0057] Specifically, the second solenoid valve 20 has a connected state connecting the air storage device 9 and the relay valve 18, and the second solenoid valve 20 has a disconnected state disconnecting the air storage device 9 and the relay valve 18, and the second solenoid valve 20 has an unloaded state disconnecting the relay valve 18 and conducting to the atmosphere.

[0058] In the connected state, the second solenoid valve 20 can connect the gas storage device 9 with the relay valve 18. This connected state allows the gas in the gas storage device 9 to flow to the relay valve 18 for subsequent use. In the disconnected state, the second solenoid valve 20 disconnects the connection between the gas storage device 9 and the relay valve 18. This disconnected state can prevent the gas from flowing from the gas storage device 9 to the relay valve 18, which helps to control the flow of gas. In the unloaded state, the second solenoid valve 20 is not only disconnected from the relay valve 18, but also connected to the atmosphere. This unloaded state realizes the release of pressure in the relay valve 18 through connection with the atmosphere. The switching of the second solenoid valve 20 in different states can flexibly control the gas flow between the gas storage device 9 and the relay valve 18, and realize the release of pressure, thereby improving the flexibility and safety of the system. This design can not only ensure the stable operation of the system, but also respond quickly when needed to realize the rapid release of pressure to adapt to different working conditions and requirements.

[0059] Specifically, there are multiple gas storage devices 9, and there are multiple gas supply pipelines 5. The multiple gas supply pipelines 5 are arranged in a one-to-one correspondence with the multiple gas storage devices 9. In this embodiment, two gas storage devices 9 are arranged, and the two gas storage devices 9 are connected to the gas outlet of the air processing unit 21. The gas storage device 9 is used to store the compressed air in the multiple gas supply pipelines 5 that has been processed by the air processing unit 21. The gas storage device 9 can be designed as an air storage cylinder or an air storage tank. The capacity of the gas storage device 9 is 50L. The two gas storage devices 9 are connected in parallel. Such a design can provide a larger gas storage capacity. At the same time, when one of the gas storage devices 9 has a problem, the other gas storage device 9 can continue to work to ensure the continuity of the test.

[0060] Specifically, there are multiple gas pipelines 24 and multiple gas storage devices 9, and the multiple gas pipelines 24 are arranged in a one-to-one correspondence with the multiple gas storage devices 9. The main function of the gas pipeline 24 is to transport gas from a source (such as a compressor or a gas generating device) to the gas storage device 9. Multiple gas pipelines 24 are arranged in a one-to-one correspondence with multiple gas storage devices 9, which means that each gas storage device 9 has a dedicated gas pipeline 24, which can optimize the management of gas flow, reduce the possibility of gas mixing, and improve the efficiency and safety of the system.

[0061] Further, the air storage device 9 is provided with a first pressure sensor 7, which is electrically connected to the controller 6 and is used to detect the pressure in the air storage device 9, and / or at least one of the relay valves 18 is provided with a second pressure sensor 19, which is electrically connected to the controller 6 and is used to detect the pressure in the brake line 25. Through the first pressure sensor 7 and the second pressure sensor 19, the system can monitor the pressure in the air storage device 9 and the brake line 25 in real time to ensure that they are within a safe working range.

[0062] The first pressure sensor 7 is installed on the gas storage device 9 and is used to detect the pressure level inside the gas storage device 9. When the pressure inside the gas storage device 9 is too high, the signal is transmitted to the controller 6. The controller 6 controls the second solenoid valve 20 to disconnect from the relay valve 18 and puts the relay valve 18 in an unloading state connected to the atmosphere. At this time, the gas in the gas storage device 9 can be discharged, thereby reducing the pressure in the gas storage device 9.

[0063] The second pressure sensor 19 is arranged on the relay valve 18 to monitor the pressure in the brake line 25. The function of the relay valve 18 is to accelerate the braking response. The brake line 25 serves as a passage connecting the relay valve 18 and the brake air chamber 12. When the driver steps on the brake pedal, the relay valve 18 can quickly increase the pressure of the brake line 25, so that the brake air chamber 12 is quickly inflated, thereby quickly applying the braking force. When the second pressure sensor 19 detects that the pressure in the brake line 25 is too high, it is transmitted to the controller 6 through an electrical signal. The controller 6 controls the second solenoid valve 20 to close, thereby reducing the pressure in the brake line 25, ensuring the efficient, fast and safe operation of the braking system.

[0064] Furthermore, the in-vehicle air pipeline low-temperature test system has an air supply detection mode. When the in-vehicle air pipeline low-temperature test system is in the air supply detection mode, the first solenoid valve is in a conducting state and the unloading control valve is in a closed state. The first solenoid valve being in a conducting state means that the compressed air output from the air compressor 22 can pass through the air supply pipeline 5 without obstruction and enter the subsequent air processing unit 21 and the air storage device 9. This setting ensures that during the test, the air management system can supply air normally to simulate the air flow under the actual vehicle operating conditions. At the same time, the unloading control valve is set to a closed state. When the unloading control valve is closed, the unloading process of the air processing unit 21 is prevented, so that the compressed air circulates in the system without being discharged, thereby achieving the stable air pressure state required for the test.

[0065] By placing the first solenoid valve in the on state and keeping the unloading control valve closed, the system can quickly accumulate air pressure until the set test pressure point is reached. Once the air pressure in the air storage device 9 reaches or exceeds the predetermined pressure value, the controller 6 will control the inverter 3 through a signal to stop the power supply to the motor 11, thereby stopping the air supply process of the air compressor 22. In this mode, the system can efficiently simulate the air supply state of the actual vehicle. At the same time, due to the closure of the unloading control valve, unnecessary unloading of the air handling unit in the early stage of the test is avoided, saving test time and energy. In the air supply detection mode, the system simulates the normal air supply state, which helps to observe whether the air management system can effectively prevent icing in extreme environments and ensure its reliability in cold climates.

[0066] Specifically, the in-vehicle air pipeline low temperature test system has a first air discharge detection mode. When the in-vehicle air pipeline low temperature test system is in the first air discharge detection mode, the first solenoid valve is in a closed state, and the unloading control valve is in a conducting state.

[0067] The first solenoid valve is set to a closed state. This means that the compressed air generated by the air compressor 22 cannot enter the air processing unit 21 and the air storage device 9 in the air management system, thereby cutting off the air supply path of the brake pipeline 25 and the brake air chamber 12. This operation simulates the situation where the air supply of the vehicle is suddenly stopped during driving, or the state when the system is undergoing maintenance or unloading regeneration.

[0068] The unloading control valve is set to the on state. The opening of the unloading control valve allows the air compressor 22 to release excess compressed air through the unloading control port during operation, thereby avoiding excessive system pressure, while ensuring that the compressed air inside the air compressor 22 can circulate, reducing water vapor condensation inside the air pipeline and preventing ice.

[0069] In the first air unloading detection mode, the system simulates a common working condition in actual vehicle operation, that is, the compressed air supply is cut off while the air compressor is still running, by closing the first solenoid valve and opening the unloading control valve. In this mode, the test device can detect whether ice will form inside the air pipeline in a low temperature environment, as well as the performance of the air handling unit 21 during the air unloading process, such as drying efficiency and anti-icing ability.

[0070] The first air discharge test mode complements the air supply test mode and together constitutes a comprehensive test of the air management system in a low temperature environment. The air supply test mode mainly detects the risk of icing during the air supply process, while the first air discharge test mode focuses on detecting the icing tendency during the air discharge process. The combination of the two can more comprehensively evaluate the performance and safety of the air management system under different working conditions.

[0071] Specifically, the in-vehicle air pipeline low-temperature test system has a second air unloading detection mode. When the in-vehicle air pipeline low-temperature test system is in the second air unloading detection mode, the second solenoid valve 20 is in an unloading state.

[0072] The second solenoid valve 20 is set to the unloading state. This means that even if the air compressor 22 is still running, the compressed air will not be stored in the air storage device 9, but will be directly discharged through the unloading control port of the second solenoid valve 20. This operation simulates the pressure relief state of the system when it is performing unloading regeneration, system maintenance, or when the air supply pressure exceeds the normal working range.

[0073] In the second unloading detection mode, the air management system undergoes a simulated unloading process, which helps to identify and prevent possible icing points. By observing the icing conditions inside the gas pipeline 24, the air handling unit 21, and the air storage device 9, it is possible to evaluate whether the unloading regeneration function of the air handling unit 21 is effective, as well as the performance stability of the entire system under low-temperature unloading conditions. The test results can provide system designers with direct feedback on the performance of the air handling unit 21, helping them optimize the unloading regeneration strategy and improve drying and anti-icing technologies. For example, if an icing problem is found during the test, the designer may need to adjust the desiccant type, regeneration cycle, or improve the drying efficiency of the air handling unit 21 under low-temperature conditions.

[0074] It should be further explained that the motor 11 is connected to the air compressor 22 through the frequency converter 3. The frequency converter 3 preferably adopts a vector control method to achieve more precise power regulation. The power range of the motor 11 is 10KW to 20KW, which can provide stable and efficient power for the air compressor 22 to ensure the generation of compressed air. The motor 11 is connected to the air compressor 22 through a coupling 2, and the coupling 2 is designed as an elastic coupling. This coupling design can reduce noise and energy loss caused by mechanical vibration, and improve the stability and efficiency of the entire test system.

[0075] Use the above-mentioned in-vehicle air pipeline low temperature test system to conduct test inspection, the steps are as follows:

[0076] (1) Start the test program, set the parameters of the motor 11 through the controller 6, control the speed of the motor 11 by modifying the power supply frequency of the motor 11, and control the speed of the air compressor 22 by controlling the speed of the motor 11;

[0077] (2) The controller 6 determines the pressure value in the gas storage device 9 by receiving the pressure signal sent by the first pressure sensor 7;

[0078] (3) When the pressure value in the air storage device 9 is lower than Ybar, the air compressor 22 starts to supply air, and the controller 6 controls the air handling unit 21 to close the first solenoid valve and the unloading control valve;

[0079] (4) When the pressure value in the air storage device 9 reaches X bar, the controller 6 controls the first solenoid valve to cut off the air handling unit 21, so that the compressed air discharged from the air compressor 22 cannot enter the air storage device 9, and the compressed air is exhausted through the unloading control port of the air handling unit 21 to pass the compressed air into the unloading control port of the air compressor 22 to put the air compressor 22 into an unloading state. The controller 6 controls the unloading control valve through an electrical signal to put the air handling unit 21 into an unloading state;

[0080] (5) Through control logic judgment, when the regeneration of the air handling unit 21 is completed, the controller 6 controls the unloading control valve to close through an electrical signal to stop the regeneration of the air handling unit 21;

[0081] (6) The braking load spectrum of the vehicle is input into the controller 6. The controller 6 controls the control port pressure of the relay valve 18 by reading the braking load spectrum of the vehicle. When the braking system pressure value in the load spectrum reaches Zbar, the controller 6 controls the second solenoid valve 20 to open, and introduces compressed air to the controller of the relay valve 18 through the air supply pipeline 24. The compressed air is fed back through the second pressure sensor 19. When the control port pressure of the relay valve 18 reaches Zbar, the second solenoid valve 20 is closed, and the air outlet of the relay valve 18 inputs the compressed air into the multiple brake air chambers 12 through the brake pipeline 25, so as to simulate the braking of the actual vehicle.

[0082] (7) When the Zbar value in the brake load spectrum increases, the second solenoid valve 20 is opened to continue to charge the control port of the relay valve 18 so that the pressure at the control port of the relay valve 18 changes with the Z value in the load spectrum;

[0083] (8) When the Z value decreases, the controller 6 controls the second solenoid valve 20 to be in an unloading state, exhausts the gas pipeline 24, and exhausts the compressed air at the control port of the relay valve 18, so that the pressure at the control port of the relay valve 18 changes with the Z value in the load spectrum;

[0084] (9) Place the entire in-vehicle air pipeline low-temperature test system into the temperature control chamber 1, set the temperature in the temperature control chamber 1 to -XX°C, and set the humidity in the temperature control chamber 1 to YY%;

[0085] (10) Continuously run program Ah in the temperature control chamber 1 set at a specific temperature and humidity, and record the pressure in the gas storage device 9 at all times;

[0086] (11) When the pressure in the gas storage device 9 only decreases but does not increase or reaches Ah, stop the test;

[0087] (12) Maintain the temperature and humidity in the temperature control chamber 1 and remove the air supply pipeline 5;

[0088] (13) Use an endoscope to extend from the air inlet of the air supply line 5 and observe;

[0089] The endoscope lens has a heating function, which can ensure that the internal situation can still be clearly observed in a low temperature environment, avoiding unclear observation problems caused by frost or ice on the lens, and improving the accuracy and reliability of the test.

[0090] (14) Using an endoscope, find the location of ice in the air supply line 5;

[0091] (15) Record the length between the ice formation position and the air inlet position of the air supply pipeline 5;

[0092] (16) Changing the temperature and humidity in the temperature control chamber 1;

[0093] (17) Repeat the above test and optimize and improve the air management system until there is no ice in the air supply pipeline 5.

[0094] The temperature control range of the temperature control chamber 1 is -40°C to 0°C, and the humidity control range is 30% to 80%. Such a temperature and humidity control range can simulate various extreme cold environments and is suitable for testing the air pipeline low temperature test system under different low temperature and humidity conditions.

[0095] From the above description, it can be seen that the above embodiments of the present invention achieve the following technical effects:

[0096] 1. By placing the in-vehicle air pipeline low-temperature test system in a temperature control chamber, simulating extremely low temperature and specific humidity conditions, setting three pipelines: air supply pipeline, air transmission pipeline and brake pipeline, and using the controller to control the first solenoid valve and the second solenoid valve to control the on-off of the three pipelines, the performance test of the in-vehicle air pipeline under low temperature conditions is realized to ensure the accuracy and reliability of the test. The problem that the air management system in the prior art may freeze at extremely low temperatures, thereby affecting the air supply performance of the brake system, is solved.

[0097] 2. Based on the actual vehicle brake load spectrum, the controller automatically adjusts the relay valve control port pressure to simulate the air consumption of the actual vehicle brake system. At the same time, by monitoring the pressure of the air storage device, the operation of the air compressor and the unloading regeneration of the air handling unit are automatically controlled to achieve automated testing of the air management system under low temperature conditions.

[0098] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0099] In addition to the above, it should be noted that "one embodiment", "another embodiment", "embodiment", etc. mentioned in this specification refer to the specific features, structures or characteristics described in conjunction with the embodiment included in at least one embodiment generally described in this application. The same expression appearing in multiple places in the specification does not necessarily refer to the same embodiment. Further, when describing a specific feature, structure or characteristic in conjunction with any embodiment, it is claimed that the realization of such feature, structure or characteristic in conjunction with other embodiments also falls within the scope of the present invention.

[0100] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0101] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A low temperature test system for in-vehicle air pipelines, characterized in that: include A temperature controlled chamber (1), wherein environmental parameters in the temperature controlled chamber (1) are adjustable; An air supply pipeline (5), one end of the air supply pipeline (5) being in communication with the air supply device (26), the other end of the air supply pipeline (5) being in communication with the air storage device (9), and a first solenoid valve for controlling the on-off of the air supply pipeline (5) being provided on the air supply pipeline (5); A gas delivery pipeline (24), one end of the gas delivery pipeline (24) being in communication with the gas storage device (9), the other end of the gas delivery pipeline (24) being in communication with the relay valve (18), and a second solenoid valve (20) being provided on the gas delivery pipeline (24); A brake pipeline (25), one end of the brake pipeline (25) being in communication with the relay valve (18), and the other end of the brake pipeline (25) being in communication with the brake air chamber (12); A controller (6), wherein the controller (6) is electrically connected to the temperature control chamber (1), the first solenoid valve, and the second solenoid valve (20), and the controller (6) is used to control the in-vehicle air pipeline to execute different air circuit modes, and the controller (6) is used to control the temperature control chamber (1) to implement different test conditions.

2. The in-vehicle air pipeline low temperature test system according to claim 1, characterized in that: An air compressor (22) and an air processing unit (21) are arranged on the air supply pipeline (5); the air processing unit (21) is arranged between the air compressor (22) and the air storage device (9).

3. The in-vehicle air pipeline low temperature test system according to claim 2, characterized in that: The in-vehicle air pipeline low-temperature test system further comprises: a unloading pipeline (23), one end of the unloading pipeline (23) being connected to the air storage device (9), and the other end of the unloading pipeline (23) being connected to the unloading control port of the air compressor (22), and an unloading control valve being arranged on the unloading pipeline (23), and the unloading control valve being electrically connected to the controller (6), and the air processing unit (21) being arranged on the unloading pipeline (23).

4. The in-vehicle air pipeline low temperature test system according to claim 1, characterized in that: The second solenoid valve (20) has a connected state in which the air storage device (9) and the relay valve (18) are connected, and the second solenoid valve (20) has a disconnected state in which the air storage device (9) and the relay valve (18) are disconnected, and the second solenoid valve (20) has an unloaded state in which the relay valve (18) is disconnected and connected to the atmosphere.

5. The in-vehicle air pipeline low temperature test system according to claim 1, characterized in that: There are a plurality of gas storage devices (9), there are a plurality of gas supply pipelines (5), and the plurality of gas supply pipelines (5) are arranged in a one-to-one correspondence with the plurality of gas storage devices (9).

6. The in-vehicle air pipeline low temperature test system according to claim 1, characterized in that: There are a plurality of gas delivery pipelines (24), and a plurality of gas storage devices (9). The plurality of gas delivery pipelines (24) and the plurality of gas storage devices (9) are arranged in a one-to-one correspondence.

7. The in-vehicle air pipeline low temperature test system according to claim 1, characterized in that: A first pressure sensor (7) is provided on the air storage device (9), the first pressure sensor (7) is electrically connected to the controller (6), and the first pressure sensor (7) is used to detect the pressure in the air storage device (9), and / or at least one of the relay valves (18) is provided with a second pressure sensor (19), the second pressure sensor (19) is electrically connected to the controller (6), and the second pressure sensor (19) is used to detect the pressure of the brake pipeline (25).

8. The in-vehicle air pipeline low temperature test system according to claim 3, characterized in that: The in-vehicle air pipeline low-temperature test system has an air supply detection mode. When the in-vehicle air pipeline low-temperature test system is in the air supply detection mode, the first solenoid valve is in a conducting state and the unloading control valve is in a closed state.

9. The in-vehicle air pipeline low temperature test system according to claim 3, characterized in that: The in-vehicle air pipeline low temperature test system has a first air unloading detection mode. When the in-vehicle air pipeline low temperature test system is in the first air unloading detection mode, the first solenoid valve is in a closed state and the unloading control valve is in a conducting state.

10. The in-vehicle air pipeline low temperature test system according to claim 4, characterized in that: The in-vehicle air pipeline low temperature test system has a second air unloading detection mode. When the in-vehicle air pipeline low temperature test system is in the second air unloading detection mode, the second solenoid valve (20) is in the unloading state.

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