In-vehicle air line low temperature test system

Abstract

The application provides a kind of in-vehicle air pipeline low temperature test system.The test system includes: temperature control bin, gas supply pipeline, gas pipeline, brake pipeline and controller.The environmental parameters in the temperature control bin are adjustably set;one end of the gas supply pipeline is communicated with the gas supply device, and the other end is communicated with the gas storage device, and the first electromagnetic valve for controlling the on-off of the gas supply pipeline is arranged on the gas supply pipeline;one end of the gas pipeline is communicated with the gas storage device, and the other end is communicated with the relay valve, and the second electromagnetic valve is arranged on the gas 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 to control the in-vehicle air pipeline to execute different air path modes, and to control the temperature control bin to realize different test conditions.This scheme solves the problem that the air management system in the prior art may freeze at extremely low temperature, thereby affecting the air supply performance of the brake system.

Description

Technical Field

[0001] This invention relates to the field of vehicle air management system technology, and more specifically, to a low-temperature testing system for in-vehicle air ducts. Background Technology

[0002] As commercial vehicles demand increasingly higher levels of safety and reliability, their braking systems primarily utilize compressed air as the transmission medium. In commercial vehicle air management systems, ambient air is compressed by an air compressor and then transmitted to air pipes. After being cooled by the air pipes, the air enters the air handling unit for drying. Therefore, in low-temperature environments, the air management system can effectively reduce the temperature. However, when operating in cold regions, the low temperature causes moisture in the air to freeze inside components such as pipes and air storage devices, leading to a drop in system air pressure, which affects braking performance and may even cause brake failure.

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

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

[0005] To achieve the above objectives, according to one aspect of the present invention, a low-temperature testing system for in-vehicle air ducts is provided, comprising: a temperature control chamber, wherein environmental parameters within the temperature control chamber are adjustable; an air supply line, one end of which is connected to an air supply device and the other end of which is connected to an air storage device, wherein a first solenoid valve for controlling the on / off state of the air supply line is provided on the air supply line; an air delivery line, one end of which is connected to the air storage device and the other end of which is connected to a relay valve, wherein a second solenoid valve is provided on the air delivery line; a brake line, one end of which is connected to the relay valve and the other end of which is connected to a brake chamber; and a controller, wherein the controller is electrically connected to the temperature control chamber, the first solenoid valve, and the second solenoid valve, the controller being used to control the in-vehicle air ducts to execute different air path modes, and the controller being used to control the temperature control chamber to achieve different test conditions.

[0006] Furthermore, an air compressor and an air handling unit are installed on the air supply pipeline, with the air handling unit located 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 which is connected to an air storage device, and the other end of which is connected to the unloading control port of the air compressor. An unloading control valve is installed on the unloading pipeline, and the unloading control valve is electrically connected to the controller. An air handling unit is installed on the unloading pipeline.

[0008] Furthermore, the second solenoid valve has a connected state that connects the gas storage device and the relay valve, a disconnected state that disconnects the gas storage device and the relay valve, and an unloaded state that disconnects the relay valve and connects to the atmosphere.

[0009] Furthermore, there are multiple gas storage devices and multiple gas supply pipelines, with each gas supply pipeline corresponding to one of the multiple gas storage devices.

[0010] Furthermore, there are multiple gas transmission pipelines and multiple gas storage devices, with each gas transmission pipeline corresponding to one of the multiple gas storage devices.

[0011] Furthermore, a first pressure sensor is installed on the gas storage device, the first pressure sensor is electrically connected to the controller, and the first pressure sensor is used to detect the pressure inside the gas storage device, and / or, at least one of the relay valves is equipped with a second pressure sensor, 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 the conducting state and the unloading control valve is in the closed state.

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

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

[0015] Applying the technical solution of this invention, the system simulates an extreme low-temperature environment through a temperature control chamber and sets up three pipelines: an air supply pipeline, an air delivery pipeline, and a braking pipeline. A controller manages the on / off state of these three pipelines by controlling the first and second solenoid valves, enabling performance testing of the vehicle's air pipelines under low-temperature conditions and ensuring the accuracy and reliability of the test. This solution effectively evaluates the anti-icing capability of the air pipelines, ensuring the normal operation of the vehicle in cold conditions and improving driving safety. It solves the problem in existing technologies where air management systems may ic up at extremely low temperatures, thus affecting the air supply performance of the braking system. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0017] Figure 1 A schematic diagram of an embodiment of the in-vehicle air duct low-temperature testing system according to the present invention is shown.

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

[0019] 1. Temperature-controlled chamber;

[0020] 2. Coupling;

[0021] 3. Frequency converter;

[0022] 4. Air filter;

[0023] 5. Gas supply pipeline;

[0024] 6. Controller;

[0025] 7. First pressure sensor;

[0026] 9. Gas storage device;

[0027] 11. Electric motor;

[0028] 12. Brake chamber;

[0029] 18. Relay valve;

[0030] 19. 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 lines;

[0037] 26. Gas supply device. Detailed Implementation

[0038] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0039] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate 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, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0041] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0042] Combination Figure 1 As shown, according to a specific embodiment of this application, a low-temperature testing system for in-vehicle air ducts is provided.

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

[0044] The environmental parameters within 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. A first solenoid valve for controlling the on / off of the gas supply pipeline 5 is provided on 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. A second solenoid valve 20 is installed on the gas pipeline 24.

[0047] One end of the brake line 25 is connected to the relay valve 18, and the other end of the brake line 25 is connected to the brake 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 duct inside the vehicle to execute different air duct modes, and to control the temperature control chamber 1 to achieve different test conditions.

[0049] Applying the technical solution of this invention, the system simulates an extreme low-temperature environment through a temperature control chamber 1, and is equipped with three pipelines: an air supply pipeline 5, an air delivery pipeline 24, and a brake pipeline 25. A controller 6 controls the on / off state of the three pipelines by controlling the first and second solenoid valves 20, enabling performance testing of the vehicle's air pipelines under low-temperature conditions, ensuring the accuracy and reliability of the test. This solution effectively evaluates the anti-icing capability of the air pipelines, ensuring the normal operation of the vehicle under cold conditions and improving driving safety. It solves the problem in existing technologies where air management systems may ic up at extremely low temperatures, thus affecting the air supply performance of the braking system.

[0050] It needs to be further explained that, such as Figure 1 As shown, the air supply line 5 is marked with a thin solid line, the air delivery line 24 is marked with a dashed line, and the brake line 25 is marked with a thin solid line with an arrow. The system has at least six brake chambers 12, which are connected to the relay valve 18 in series or parallel. This connection method can be flexibly adjusted according to test requirements, simulating both the working conditions of a single brake chamber 12 and the complex working conditions of multiple brake chambers 12 operating simultaneously, thus improving the flexibility and adaptability of the test device.

[0051] Furthermore, an air compressor 22 and an air handling unit 21 are installed on the air supply pipeline 5, with the air handling unit 21 located between the air compressor 22 and the air storage device 9. The air handling unit 21, located between the air compressor 22 and the air storage device 9, can filter, dry, and purify the air passing through the air supply pipeline 5 to ensure that the air quality meets the usage requirements and to prevent the air pipeline from freezing in low-temperature environments.

[0052] like Figure 1As shown, the air compressor 22's outlet is connected to one end of the air supply line 5, and the other end of the air supply line 5 is connected to the air inlet of the air handling unit 21. The air outlet of the air handling 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 in actual use and can also control the pressure and flow rate during the test.

[0053] An air filter 4 is installed above the air compressor 22. The main function of the air filter 4 is to filter dust, particulate matter, impurities, and other contaminants from the air entering the air compressor 22. By removing large particulate impurities from 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 pipelines, air handling unit 21, controller 6, and other components, preventing contaminants from entering these critical components and affecting their normal operation.

[0054] The air handling unit 21 typically includes devices such as filters, desiccants, and oil-water separators, which remove impurities, moisture, and oil from the air, improving air quality, extending equipment lifespan, and reducing damage to downstream equipment. Simultaneously, the air handling unit 21 also improves 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 piping low-temperature test system also includes: an unloading pipe 23, one end of which is connected to the air storage device 9, and the other end of which is connected to the unloading control port of the air compressor 22. Figure 1 The route is marked with a thin solid line. The unloading pipeline 23 connects the air storage device 9 and the unloading control port of the air compressor 22. The working status of the air compressor 22 can be controlled through this unloading control port, such as starting, stopping and unloading.

[0056] An unloading control valve is installed on the unloading pipeline 23. The unloading control valve is electrically connected to the controller 6. Through the coordinated operation of the unloading control valve and the controller 6, the controller 6 can control the valve opening and closing via an electrical signal, thereby precisely controlling the working pressure of the air compressor 22 and preventing overpressure or underpressure. When compressed air is not needed, the air compressor 22 can be placed in an unloaded state through the unloading control valve, reducing energy consumption. An air handling unit 21 is installed on the unloading pipeline 23 to treat the air passing through it, ensuring that the air entering the air storage device 9 is clean and dry.

[0057] Specifically, the second solenoid valve 20 has a connected state that connects the gas storage device 9 and the relay valve 18, a disconnected state that disconnects the gas storage device 9 and the relay valve 18, and an unloaded state that disconnects the relay valve 18 and connects to the atmosphere.

[0058] In the connected state, the second solenoid valve 20 connects the gas storage device 9 to the relay valve 18. This connected state allows 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 prevents gas from flowing from the gas storage device 9 to the relay valve 18, helping to control gas flow. In the unloaded state, the second solenoid valve 20 not only disconnects from the relay valve 18 but also connects to the atmosphere. This unloaded state releases pressure in the relay valve 18 through connection to the atmosphere. The switching between different states of the second solenoid valve 20 allows for flexible control of gas flow between the gas storage device 9 and the relay valve 18, as well as pressure release, thereby improving the system's flexibility and safety. This design not only ensures stable system operation but also enables rapid response and pressure release when needed, adapting to different operating conditions and requirements.

[0059] Specifically, there are multiple air storage devices 9 and multiple air supply lines 5, with each air supply line 5 corresponding to one of the multiple air storage devices 9. In this embodiment, two air storage devices 9 are provided, both of which are connected to the air outlet of the air handling unit 21. The air storage devices 9 are used to store compressed air processed by the air handling unit 21 from the multiple air supply lines 5. The air storage device 9 can be designed as an air cylinder or an air tank, with a capacity of 50L. The two air storage devices 9 are connected in parallel. This design can provide a larger air storage capacity, and if one air storage device 9 malfunctions, the other air storage device 9 can continue to work, ensuring the continuity of the experiment.

[0060] Specifically, there are multiple gas transmission lines 24 and multiple gas storage devices 9, with each gas transmission line 24 corresponding to one of the multiple gas storage devices 9. The main function of the gas transmission lines 24 is to transport gas from the source (such as a compressor or gas generation equipment) to the gas storage device 9. The one-to-one correspondence between the multiple gas transmission lines 24 and the multiple gas storage devices 9 means that each gas storage device 9 has a dedicated gas transmission line 24. This optimizes gas flow management, reduces the possibility of gas mixing, and improves system efficiency and safety.

[0061] Furthermore, a first pressure sensor 7 is installed on the air storage device 9, and the first pressure sensor 7 is electrically connected to the controller 6. The first pressure sensor 7 is used to detect the pressure inside the air storage device 9. And / or, at least one of the relay valves 18 is equipped 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, ensuring that they are within a safe operating range.

[0062] The first pressure sensor 7 is installed on the gas storage device 9 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 into an unloading state that is open to the atmosphere. At this time, the gas inside the gas storage device 9 can be discharged, thereby reducing the pressure inside the gas storage device 9.

[0063] The second pressure sensor 19 is mounted on the relay valve 18 to monitor the pressure in the brake line 25. The relay valve 18 accelerates the braking response. The brake line 25 serves as a passage connecting the relay valve 18 and the brake chamber 12. When the driver depresses the brake pedal, the relay valve 18 rapidly increases the pressure in the brake line 25, causing the brake chamber 12 to inflate quickly, thus rapidly applying braking force. When the second pressure sensor 19 detects excessive pressure in the brake line 25, it transmits an electrical signal to the controller 6. The controller 6 then closes the second solenoid valve 20, thereby reducing the pressure in the brake line 25 and ensuring the efficient, rapid, 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 the open state, and the unloading control valve is in the closed state. The open state of the first solenoid valve 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 handling unit 21 and air storage device 9. This setting ensures that the air management system can supply air normally during the test, simulating the air flow under the actual vehicle operating conditions. At the same time, the unloading control valve is set to the closed state. When the unloading control valve is closed, it prevents the unloading process of the air handling unit 21, 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 while keeping the unloading control valve closed, the system can rapidly 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 frequency converter 3 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 a real vehicle, and the closure of the unloading control valve avoids unnecessary unloading of the air handling unit at the beginning of the test, 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 under extreme environments, ensuring its reliability in cold climates.

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

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

[0068] The unloading control valve is set to the open state. Opening 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. At the same time, it ensures that the compressed air inside the air compressor 22 can circulate, reducing water vapor condensation inside the air pipeline and preventing icing.

[0069] In the first unloading test mode, the system simulates a common operating condition in real vehicle operation by closing the first solenoid valve and opening the unloading control valve, namely, the situation where the compressed air supply is cut off but the air compressor is still running. In this mode, the test device can detect whether icing will occur inside the air pipeline in a low-temperature environment, and the performance of the air handling unit 21 during the unloading process, such as drying efficiency and anti-icing capability.

[0070] The first unloading test mode and the first supply test mode complement each other, together forming a comprehensive test of the air management system in low-temperature environments. The supply test mode mainly detects the risk of icing during the supply process, while the first unloading test mode focuses on detecting the tendency of icing during the unloading process. The combination of the two can more comprehensively evaluate the performance and safety of the air management system under different operating conditions.

[0071] Specifically, the in-vehicle air pipeline low-temperature test system has a second unloading detection mode. When the in-vehicle air pipeline low-temperature test system is in the second unloading detection mode, the second solenoid valve 20 is in the 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 depressurization state of the system when it is undergoing unloading regeneration, system maintenance, or when the air supply pressure exceeds the normal operating range.

[0073] In the second unloading detection mode, the air management system undergoes a simulated unloading process, which helps identify and prevent potential icing points. By observing the icing conditions inside the air supply line 24, air handling unit 21, and air storage device 9, the effectiveness of the unloading and regeneration function of air handling unit 21 and the performance stability of the entire system under low-temperature unloading conditions can be evaluated. The test results can provide system designers with direct feedback on the performance of air handling unit 21, helping them optimize unloading and regeneration strategies and improve drying and anti-icing technologies. For example, if icing problems are found in the test, designers may need to adjust the type of desiccant in air handling unit 21, the regeneration cycle, or improve its drying efficiency under low-temperature conditions.

[0074] It should be further explained that the motor 11 is connected to the air compressor 22 via 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 to the air compressor 22 to ensure the generation of compressed air. The motor 11 and the air compressor 22 are connected by a coupling 2. The coupling 2 is designed as a flexible 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] The following steps are taken when using the aforementioned low-temperature testing system for in-vehicle air ducts:

[0076] (1) Start the test program, set the parameters of motor 11 through controller 6, control the speed of motor 11 by modifying the power supply frequency of motor 11, and control the speed of air compressor 22 by controlling the speed of 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 gas storage device 9 is lower than Ybar, the air compressor 22 runs and starts to supply air. 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 by the air compressor 22 cannot enter the air storage device 9. The compressed air is discharged through the unloading control port of the air handling unit 21 and introduced into the unloading control port of the air compressor 22, so that the air compressor 22 enters the unloading state. The controller 6 controls the unloading control valve through the electrical signal, so that the air handling unit 21 enters the unloading state.

[0080] (5) By judging through the control logic, when the air handling unit 21 has finished regenerating, 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 vehicle's braking load spectrum is input into the controller 6. The controller 6 controls the pressure at the control port of the relay valve 18 by reading the vehicle's braking load spectrum. When the braking system pressure value in the load spectrum reaches Z bar, the controller 6 controls the second solenoid valve 20 to open and supplies compressed air to the controller of the relay valve 18 through the air supply line 24. Feedback is received through the second pressure sensor 19. When the pressure at the control port of the relay valve 18 reaches Z bar, the second solenoid valve 20 is closed. The air outlet of the relay valve 18 supplies compressed air to multiple brake chambers 12 through the brake line 25 to simulate the braking of a real vehicle.

[0082] (7) When the Zbar value in the braking load spectrum increases, open the second solenoid valve 20 and continue to charge air into the control port of the relay valve 18 so that the pressure of 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 the unloading state, exhausts the gas pipeline 24, and discharges the compressed air from 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 vehicle air duct low temperature test system into temperature control chamber 1, set the temperature in temperature control chamber 1 to -XX℃, and set the humidity in temperature control chamber 1 to YY%.

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

[0086] (11) Stop the test when the pressure inside the gas storage device 9 only decreases and does not increase, or when it reaches Ah;

[0087] (12) Maintain the temperature and humidity inside the temperature control chamber 1, and disconnect the gas supply line 5;

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

[0089] The endoscope lens has a heating function, which ensures clear observation of the internal situation even in low-temperature environments, avoiding unclear observation caused by lens frost or ice, and improving the accuracy and reliability of the test.

[0090] (14) Locate the ice-covered area in the gas supply line 5 using an endoscope;

[0091] (15) Record the length of the icing location and the air inlet of the gas supply line 5;

[0092] (16) Change the temperature and humidity inside temperature control chamber 1;

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

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

[0095] As can be seen from the above description, the embodiments of the present invention achieve the following technical effects:

[0096] 1. By placing the in-vehicle air piping low-temperature testing system in a temperature-controlled chamber to simulate extremely low temperatures and specific humidity conditions, three piping systems are set up: an air supply piping, an air delivery piping, and a brake piping. A controller is used to control the on / off state of the three piping systems via the first and second solenoid valves. This enables performance testing of the in-vehicle air piping under low-temperature conditions, ensuring the accuracy and reliability of the test. This solves the problem in existing technologies where the air management system may freeze at extremely low temperatures, thus affecting the air supply performance of the brake system.

[0097] 2. Based on the actual vehicle braking load spectrum, the controller automatically adjusts the pressure at the relay valve control port to simulate the air consumption of the actual vehicle braking system. Simultaneously, by monitoring the pressure of the air storage device, it automatically controls the operation of the air compressor and the unloading and regeneration of the air handling unit, achieving automated testing of the air management system under low-temperature conditions.

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

[0099] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0100] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0101] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A low-temperature testing system for in-vehicle air ducts, characterized in that, include Temperature control chamber (1), wherein the environmental parameters within the temperature control chamber (1) can be adjusted; Gas supply pipeline (5), 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). A first solenoid valve for controlling the opening and closing of the gas supply pipeline (5) is provided on the gas supply pipeline (5). Gas transmission pipeline (24), one end of which is connected to gas storage device (9), and the other end of which is connected to relay valve (18), and a second solenoid valve (20) is provided on the gas transmission pipeline (24). Brake line (25), one end of which is connected to the relay valve (18), and the other end of which is connected to the brake chamber (12); 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 in-vehicle air pipeline to execute different air circuit modes, and the controller (6) is used to control the temperature control chamber (1) to achieve different test conditions. The second solenoid valve (20) has a connected state that connects the gas storage device (9) and the relay valve (18), and the second solenoid valve (20) has a disconnected state that disconnects the gas storage device (9) and the relay valve (18), and the second solenoid valve (20) has an unloaded state that disconnects the relay valve (18) and connects to the atmosphere. An air compressor (22) and an air handling unit (21) are provided on the air supply pipeline (5), and the air handling unit (21) is located between the air compressor (22) and the air storage device (9); The in-vehicle air pipeline low temperature test system also includes: 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). The working state of the air compressor (22) can be controlled through the unloading control port, including starting, stopping and unloading. An unloading control valve is provided on the unloading pipeline (23), and the unloading control valve is electrically connected to the controller (6). The air handling unit (21) is provided on the unloading pipeline (23).

2. The low-temperature testing system for in-vehicle air ducts according to claim 1, characterized in that, There are multiple gas storage devices (9) and multiple gas supply pipelines (5), with each gas supply pipeline (5) corresponding to one of the multiple gas storage devices (9).

3. The low-temperature testing system for in-vehicle air ducts according to claim 1, characterized in that, There are multiple gas transmission pipelines (24) and multiple gas storage devices (9), with each of the multiple gas transmission pipelines (24) and the multiple gas storage devices (9) arranged in a one-to-one correspondence.

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

5. The low-temperature testing system for in-vehicle air ducts according to claim 1, 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 the conducting state and the unloading control valve is in the closed state.

6. The low-temperature testing system for in-vehicle air ducts according to claim 1, characterized in that, The in-vehicle air pipeline low-temperature test system has a first unloading detection mode. When the in-vehicle air pipeline low-temperature test system is in the first unloading detection mode, the first solenoid valve is in the closed state and the unloading control valve is in the open state.

7. The low-temperature testing system for in-vehicle air ducts according to claim 1, characterized in that, The in-vehicle air pipeline low temperature test system has a second unloading detection mode. When the in-vehicle air pipeline low temperature test system is in the second unloading detection mode, the second solenoid valve (20) is in the unloading state.

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