Light vehicle post-processing part aging device

Abstract

The utility model discloses an aging device for post-processing parts of a light vehicle, which is used for improving the aging control precision of a catalytic converter of the light vehicle. The light vehicle post-processing part aging device comprises an SBC secondary air injection control system, a signal acquisition and control unit, an oxygen sensor, a compressed air supply assembly, an execution mechanism and an automobile engine control assembly. The SBC secondary air injection control system is in electric signal connection with the signal acquisition and control unit, the oxygen sensor is connected with a catalyst to be aged, and the signal output end of the oxygen sensor is in electric signal connection with the signal acquisition and control unit. The compressed air output end of the compressed air supply assembly is connected with the compressed air input end of the execution mechanism through an air pipe, and the signal output end of the signal acquisition and control unit is in electric signal connection with the compressed air output control signal end of the execution mechanism. The compressed air output end of the executing mechanism is connected with a compressed air connector of the catalytic converter through an air pipe, and a thermocouple signal collecting module used for detecting the temperature of the catalytic converter is arranged on the catalytic converter.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile post-processing aging, particularly a light vehicle post-processing component aging device. Background Art

[0002] The National VI emission regulations have made major changes in durability, mainly in terms of durability time, durability cycle conditions and durability methods. In addition to the introduction of the SRC road durability test cycle, the engine bench durability SBC cycle has also been added. Compared with vehicle durability, bench durability SBC is a new durability method, and in terms of management mode, the mileage management of the vehicle has been changed to a time management mode.

[0003] The bench durability SBC is a 60-second cycle that is repeated as needed for the required period of time on the weathering bench to perform the weathering test. The SBC cycle is specified based on the catalyst temperature, engine air / fuel (A / F) ratio and the number of secondary air injection devices added before the first catalyst.

[0004] For manufacturers, using the SBC cycle instead of the 160,000-kilometer actual vehicle durability cycle can shorten the test cycle, save test costs, and reduce the risks that may arise during vehicle road durability. Therefore, with the advancement of the National VI standard, some companies will tend to use SBC instead of actual vehicle durability for the purpose of reducing costs or changing suppliers, and only replace the catalyst of the vehicle. Therefore, it is necessary to develop an efficient SBC system that meets regulatory requirements to meet the SBC test needs of light vehicles.

[0005] In the prior art, the patent with publication number CN102435443A discloses a rapid aging data acquisition system for automobile catalysts, and specifically discloses a host computer (11), a CAN card (12) connected to the host computer (11), the connector of the CAN card (12) is connected to the CAN bus, and there are also a vehicle condition tracking unit (A), a driver monitoring unit (B) and an exhaust post-treatment device temperature test unit (C) respectively arranged on the automobile and connected to the host computer (11) through the CAN bus and the CAN card (12) in sequence. The disadvantage of the existing automobile catalyst rapid aging data acquisition system is that only the post-treatment device temperature test unit is disclosed, the aging control accuracy of the post-treatment device is poor, and the air-fuel ratio cannot be adjusted according to the change of gas flow caused by the fluctuation of temperature and pressure, which affects the test accuracy. Summary of the invention

[0006] The utility model aims to provide an aging device for a light vehicle after-treatment component in view of the problems existing in the existing aging data acquisition system for an automobile after-treatment device described in the background technology.

[0007] In order to achieve the above objectives, the present invention is implemented through the following technical solutions:

[0008] A light vehicle aftertreatment component aging device comprises an SBC secondary air injection control system, a signal acquisition and control unit, an oxygen sensor, a compressed air supply assembly, an actuator and an automobile engine control assembly; the SBC secondary air injection control system is electrically connected to the signal acquisition and control unit, the oxygen sensor is connected to a catalyst to be aged, the signal output end of the oxygen sensor is electrically connected to the signal acquisition and control unit, the compressed air output end of the compressed air supply assembly is connected to the compressed air input end of the actuator through an air pipe, the signal output end of the signal acquisition and control unit is electrically connected to the compressed air output control signal end of the actuator, the compressed air output end of the actuator is connected to the compressed air interface of the catalyst through an air pipe, a thermocouple signal acquisition module for detecting the temperature of the catalyst is provided on the catalyst, the signal output end of the thermocouple signal acquisition module is electrically connected to the signal acquisition and control unit, the rich mixed gas output end of the automobile engine control assembly is connected to the rich mixed gas input end of the catalyst through the air pipe, and the enriched fuel injection signal output end of the automobile engine control assembly is electrically connected to the signal acquisition and control unit.

[0009] In the above scheme, there are at least two groups of thermocouple signal acquisition modules on the catalyst, and the thermocouple signal acquisition modules are respectively connected to the signal acquisition and control unit by electrical signals. By setting at least two groups of thermocouple signal acquisition modules, each group of thermocouple signal acquisition modules complements each other, and taking the higher value of the collected temperature as the basis for temperature rise alarm, not only can the temperature of the catalyst be monitored in real time and the temperature rise effect of the catalyst be checked, but also the catalyst temperature can be prevented from being too high due to various reasons, which may burn out the filter element.

[0010] In the above scheme, the compressed air supply assembly includes an air tank, a filter and an air compressor, the compressed air output end of the air compressor is connected to the filter through an air pipe, the compressed air output end of the filter is connected to the air tank through an air pipe, and the air outlet of the air tank is connected to the compressed air input end of the actuator through an air pipe. Through this arrangement, the air compressor can supply compressed air to the air tank, the filter can be provided to filter the compressed air entering the air tank, and the compressed air can be stored in the air tank.

[0011] In the above scheme, the automobile engine control component includes an engine, an engine controller, an ECU and a dynamometer, the signal output end of the engine controller is electrically connected to the signal input end of the ECU and the dynamometer respectively, the signal output end of the ECU and the dynamometer is electrically connected to the control signal input end of the engine, the engine controller is electrically connected to the signal acquisition and control unit, and the rich mixture output end of the engine is connected to the rich mixture intake end of the catalyst. Through this arrangement, the switch quantity signal of the start and end time of the engine's enrichment injection can be collected by the signal acquisition and control unit as a trigger signal for air injection, so that the timing of the compressed air supply component to inject compressed air by the SBC secondary air injection control system is adapted to the timing of the engine's enrichment injection, so as to improve the control accuracy of the catalyst temperature and air-fuel ratio.

[0012] In the above scheme, the oxygen sensor is a wide-range oxygen sensor. Through this arrangement, the detection accuracy of the oxygen concentration of the catalyst can be higher, thereby improving the detection accuracy of the air-fuel ratio of the engine and improving the control accuracy of the secondary air injection.

[0013] In the above scheme, the actuator is a mass flow controller. The actuator is set as a mass flow controller, which can accurately control the quality and flow of the compressed air output from the air tank. Compared with ordinary solenoid valves, it has higher control accuracy and can improve the control accuracy of the compressed air injected into the catalyst.

[0014] It should be noted that the present utility model does not involve any improvement in the software part, and the software used are all control software known in the prior art, and therefore meet the protection requirements for utility models stipulated in the Patent Law.

[0015] The utility model has positive effects: 1) The light vehicle after-treatment component aging device of the utility model can automatically adjust the mass flow rate of each air injection according to the catalyst temperature and the engine air-fuel ratio (A / F), and the injection time can strictly correspond to the timing of the "rich" mixture stage to improve the control accuracy of the catalyst temperature and the air-fuel ratio. At the same time, it can collect the air-fuel ratio signal and form a negative feedback closed-loop control with the mass flow controller to improve the control accuracy of the secondary air injection in the catalyst. The air flow delivered to the catalyst can be corrected according to the pressure and temperature to improve the control accuracy; 2) The light vehicle after-treatment component aging device of the utility model has undergone more than hundreds of hours of actual test operation tests, and the equipment runs stably and reliably. The results show that the air injection amount and the catalyst temperature rise can be controlled within the regulatory requirements of 3%±1% and 90℃±10% temperature rise range without human intervention, thereby ensuring the aging test of the light vehicle after-treatment components. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1It is a structural schematic diagram of the light vehicle post-processing component aging device of the utility model.

[0017] The reference numerals in the figure are: SBC secondary air injection control system 1, signal acquisition and control unit 2, oxygen sensor 3, compressed air supply component 4, actuator 5, automobile engine control component 6, thermocouple signal acquisition module 7, catalyst 8, air compressor 9, filter 10, air tank 11, engine 12, engine controller 13, ECU 14, dynamometer 15. DETAILED DESCRIPTION

[0018] The technical solution of the utility model is described clearly and completely below through embodiments. Obviously, the described embodiments are only a part of the embodiments of the utility model, not all of them. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0019] like Figure 1 The light vehicle after-treatment component aging device shown includes an SBC secondary air injection control system 1, a signal acquisition and control unit 2, an oxygen sensor 3, a compressed air supply component 4, an actuator 5 and a vehicle engine control component 6.

[0020] The signal acquisition and control unit 2 is used to collect the switching signals of the start and end times of the enrichment injection of the automobile engine as the trigger signal of the air injection, and to collect the signals of the actuator 5 and the sensor signals of the oxygen sensor 3 and the thermocouple signal acquisition module 7 connected to the catalyst 8, and send the signals to the SBC secondary air injection control system 1. At the same time, it can also receive the control signal of the SBC secondary air injection control system 1 and send a signal to the actuator to control the actuator to inject secondary air into the catalyst 8.

[0021] The SBC secondary air injection control system 1 is used to receive the signal collected by the signal acquisition and control unit 2, calculate the air-fuel ratio of the engine 12, and output the secondary air injection control signal according to the temperature and air-fuel ratio of the catalyst 8, control the mass and flow rate of the secondary air delivered to the catalyst 8, and use the switching signal of the start and end time of the enrichment injection of the automobile engine as the trigger signal of the air injection, so as to match the injection timing of the secondary air with the timing of the enrichment injection of the engine 12, thereby improving the control accuracy of the aging test of the catalyst 8.

[0022] The oxygen sensor 3 is used to detect the oxygen concentration in the output gas of the catalyst 8 to be aged, and transmit the data to the signal acquisition and control unit 2. The signal output end of the oxygen sensor 3 is electrically connected to the signal acquisition and control unit 2, and the oxygen concentration value detected is combined with the switch quantity signal of the start and end time of the enrichment injection of the automobile engine, and the air-fuel ratio value of the automobile engine is calculated by the SBC secondary air injection control system 1. The oxygen sensor 3 preferably adopts a wide-range oxygen sensor. Through this setting, the detection accuracy of the oxygen concentration of the catalyst can be higher, thereby improving the detection accuracy of the air-fuel ratio of the engine and the control accuracy of the secondary air injection.

[0023] The compressed air supply assembly 4 is used to supply compressed air to the actuator, and the compressed air supply assembly 4 includes an air tank 11, a filter 10 and an air compressor 9. The compressed air output end of the air compressor 9 is connected to the filter 10 through an air pipe, the compressed air output end of the filter 10 is connected to the air tank 11 through an air pipe, and the air outlet of the air tank 11 is connected to the compressed air input end of the actuator 5 through an air pipe. Through this arrangement, compressed air can be supplied to the air tank 11 through the air compressor 9, and the compressed air entering the air tank 11 can be filtered by setting the filter 10, and the compressed air can be stored through the air tank 11.

[0024] The actuator 5 can be a mass flow controller, the compressed air output end of the mass flow controller is connected to the compressed air interface of the catalyst 8 through an air pipe, and the air outlet of the air storage tank 11 is connected to the compressed air input end of the mass flow controller through an air pipe. The compressed air output control signal end of the mass flow controller is electrically connected to the signal acquisition and control unit 2. The mass flow controller can accurately control the quality and flow of the compressed air output by the air storage tank 11. Compared with an ordinary solenoid valve, it has higher control accuracy and can improve the control accuracy of the compressed air injected into the catalyst 8.

[0025] The automobile engine control assembly includes an engine 12, an engine controller 13, an ECU 14 and a dynamometer 15, the signal output end of the engine controller 13 is electrically connected to the signal input end of the ECU 14 and the dynamometer 15 respectively, the signal output end of the ECU 14 and the dynamometer 15 is electrically connected to the control signal input end of the engine 12, the engine controller 13 is electrically connected to the signal acquisition and control unit 2, and the rich mixture output end of the engine 12 is connected to the rich mixture intake end of the catalyst 8. Through this arrangement, the switch quantity signal of the start and end time of the rich injection of the engine 12 can be collected by the signal acquisition and control unit 2 as the trigger signal of the air injection, so that the timing of the compressed air supply assembly to inject compressed air by the SBC secondary air injection control system 1 is adapted to the timing of the rich injection of the engine, so as to improve the control accuracy of the temperature of the catalyst and the air-fuel ratio.

[0026] A thermocouple signal acquisition module 7 for detecting the airflow temperature is provided on the catalyst 8 to be aged. The signal output end of the thermocouple signal acquisition module 7 is electrically connected to the signal acquisition and control unit 2 .

[0027] As a preferred solution, there are at least two groups of thermocouple signal acquisition modules on the catalyst, and the thermocouple signal acquisition modules are respectively connected to the signal acquisition and control unit by electrical signals. By setting at least two groups of thermocouple signal acquisition modules, each group of thermocouple signal acquisition modules complements each other, and taking the higher value of the collected temperature as the basis for temperature rise alarm, not only can the temperature of the catalyst be monitored in real time and the temperature rise effect of the catalyst be checked, but also the catalyst temperature can be prevented from being too high due to various reasons, which may burn out the filter element.

[0028] The utility model of the aging device for the after-treatment components of a light vehicle, when in use, connects the compressed air input end of the catalyst to be aged to the mass flow controller, and the rich mixture output end of the engine to the rich mixture intake end of the catalyst. At least two groups of thermocouple signal acquisition modules and wide-range oxygen sensors are connected to the catalyst, and each group of thermocouple signal acquisition modules complements each other. The higher value of the collected temperature is taken as the basis for the temperature rise alarm, which can not only monitor the temperature of the catalyst in real time and check the temperature rise effect of the catalyst, but also avoid the catalyst temperature rising too high due to various reasons and burning the filter element. The oxygen concentration in the output gas of the catalyst is detected by the wide-range oxygen sensor to improve the detection accuracy of the oxygen concentration. The intake flow rate and fuel flow rate of the engine in the initial state are input into the SBC secondary air injection control system, and the SBC secondary air injection control system can calculate the initial flow rate of the secondary air injection, send a signal to the mass flow controller through the signal acquisition and control unit, and set the initial flow rate of the air injected into the catalyst. Start the car engine, collect the switch signal of the start and end time of the enrichment injection output by the engine controller through the signal acquisition and control unit, and send the signal to the SBC secondary air injection control system. The SBC secondary air injection control system calculates the air-fuel ratio based on the oxygen concentration of the catalyst exhaust gas detected by the wide-range oxygen sensor and the fuel flow of the engine. According to the comparison between the air-fuel ratio and the standard value, and the temperature of the catalyst detected by the thermocouple signal acquisition module, the SBC secondary air injection control system outputs a control signal to the signal acquisition control unit to control the mass and flow of the compressed air output to the catalyst by the mass flow controller, thereby accurately controlling the aging process of the catalyst, and controlling the air injection amount and the catalyst temperature rise within the regulatory requirements of 3%±1% and 90℃±10%, to ensure the aging test of the light vehicle aftertreatment components.

[0029] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A light vehicle aftertreatment component aging device, characterized in that: It includes an SBC secondary air injection control system, a signal acquisition and control unit, an oxygen sensor, a compressed air supply component, an actuator and an automobile engine control component; the SBC secondary air injection control system is electrically connected to the signal acquisition and control unit, the oxygen sensor is connected to the catalyst to be aged, the signal output end of the oxygen sensor is electrically connected to the signal acquisition and control unit, the compressed air output end of the compressed air supply component is connected to the compressed air input end of the actuator through an air pipe, the signal output end of the signal acquisition and control unit is electrically connected to the compressed air output control signal end of the actuator, the compressed air output end of the actuator is connected to the compressed air interface of the catalyst through an air pipe, a thermocouple signal acquisition module for detecting the temperature of the catalyst is provided on the catalyst, the signal output end of the thermocouple signal acquisition module is electrically connected to the signal acquisition and control unit, the rich mixed gas output end of the automobile engine control component is connected to the rich mixed gas input end of the catalyst through an air pipe, and the enriched fuel injection signal output end of the automobile engine control component is electrically connected to the signal acquisition and control unit.

2. The light vehicle aftertreatment component aging device according to claim 1 is characterized in that: There are at least two groups of thermocouple signal acquisition modules on the catalyst, and the thermocouple signal acquisition modules are respectively connected to the signal acquisition and control unit with electrical signals.

3. The light vehicle aftertreatment component aging device according to claim 1 is characterized in that: The compressed air supply assembly includes an air tank, a filter and an air compressor. The compressed air output end of the air compressor is connected to the filter through an air pipe, the compressed air output end of the filter is connected to the air tank through an air pipe, and the air outlet of the air tank is connected to the compressed air input end of the actuator through the air pipe.

4. The light vehicle aftertreatment component aging device according to claim 1 is characterized in that: The automobile engine control component includes an engine, an engine controller, an ECU and a dynamometer. The signal output end of the engine controller is electrically connected to the signal input ends of the ECU and the dynamometer respectively, the signal output ends of the ECU and the dynamometer are electrically connected to the control signal input end of the engine, the engine controller is electrically connected to the signal acquisition and control unit, and the rich mixture output end of the engine is connected to the rich mixture intake end of the catalyst.

5. The light vehicle aftertreatment component aging device according to claim 1, characterized in that: The oxygen sensor is a wide-range oxygen sensor.

6. The light vehicle aftertreatment component aging device according to claim 1, characterized in that: The actuator is a mass flow controller.

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