CN113125160B - New energy vehicle emission detection device, emission test system and emission detection method - Google Patents

New energy vehicle emission detection device, emission test system and emission detection method Download PDF

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CN113125160B
CN113125160B CN201911395654.8A CN201911395654A CN113125160B CN 113125160 B CN113125160 B CN 113125160B CN 201911395654 A CN201911395654 A CN 201911395654A CN 113125160 B CN113125160 B CN 113125160B
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engine
emission
exhaust
new energy
control valve
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CN113125160A (en
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刘宗剑
郝斌
高建平
张玉龙
李海龙
付超
王秋杰
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Yutong Bus Co Ltd
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Yutong Bus Co Ltd
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    • GPHYSICS
    • G01MEASURING; TESTING
    • G01MTESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M15/00Testing of engines
    • G01M15/04Testing internal-combustion engines
    • G01M15/10Testing internal-combustion engines by monitoring exhaust gases or combustion flame
    • G01M15/102Testing internal-combustion engines by monitoring exhaust gases or combustion flame by monitoring exhaust gases
    • GPHYSICS
    • G01MEASURING; TESTING
    • G01MTESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00Testing of vehicles
    • G01M17/007Wheeled or endless-tracked vehicles
    • GPHYSICS
    • G01MEASURING; TESTING
    • G01NINVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N1/00Sampling; Preparing specimens for investigation
    • G01N1/02Devices for withdrawing samples
    • G01N1/22Devices for withdrawing samples in the gaseous state
    • G01N1/2247Sampling from a flowing stream of gas
    • G01N1/2252Sampling from a flowing stream of gas in a vehicle exhaust
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/40Engine management systems

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  • General Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Health & Medical Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Biomedical Technology (AREA)
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  • General Health & Medical Sciences (AREA)
  • Immunology (AREA)
  • Pathology (AREA)
  • Testing Of Engines (AREA)

Abstract

The application relates to a new energy vehicle emission detection device, an emission test system and an emission detection method, wherein the emission detection device comprises a tail gas connecting pipe used for being connected with an engine exhaust pipe and a test connecting pipe used for being connected with an air inlet pipe of the emission test system, the tail gas connecting pipe is communicated with the test connecting pipe, and a first control valve is arranged in the tail gas connecting pipe; the engine control system further comprises a controller, wherein the controller is provided with a first communication interface for acquiring an engine control command and the engine rotating speed, and the controller is in control connection with the first control valve and used for controlling the first control valve to be closed when the engine is in a stop state. The application can prevent the temperature of the exhaust aftertreatment system from being affected by continuous sampling of the exhaust test system, and improves the accuracy of the exhaust sampling result.

Description

New energy vehicle emission detection device, emission test system and emission detection method
Technical Field
The application relates to a new energy vehicle emission detection device, an emission test system and an emission detection method, and belongs to the technical field of automobile detection equipment.
Background
The new energy vehicles are favored by the vast users in terms of energy conservation and environmental protection, and along with the increasing market share of the new energy vehicles, the new energy vehicles with pollutant emission characteristics are also more and more concerned about pollutant emission. At present, the emission test system used by the new energy vehicle is the same as that of the traditional vehicle, mainly comprises a dilution sampling system (such as a full-flow constant volume sampling system) and a direct sampling system (such as vehicle-mounted emission test equipment), and the new energy vehicle is different from the traditional fuel vehicle in power configuration, working logic and the like, and the emission test system of the traditional vehicle is not completely suitable for the emission evaluation of the new energy vehicle.
For example, in the emission test process of a conventional vehicle, an engine keeps a continuous running state, and in the running process of a hybrid new energy vehicle, the engine is frequently started and stopped, so that in the running process of the hybrid new energy vehicle, an emission test system still samples when the engine is stopped, and two problems exist: 1) The residual engine tail gas pollutants in the exhaust pipeline can be continuously collected, but the pollutants discharged into the atmosphere after the engine is stopped are theoretically zero, and the emission test system continuously collects the residual tail gas pollutants to cause the detected concentration of the emissions to be higher; 2) The exhaust test system continuously samples after the engine is stopped, a certain negative pressure is formed in the exhaust pipeline, so that the engine enters the exhaust system to form a certain gas flow, the temperature drop of the exhaust pipeline, particularly an exhaust aftertreatment system, is increased to a certain extent by the gas flow, the conversion efficiency of a catalyst in the exhaust aftertreatment system is further influenced, the concentration of exhaust pollutants after the engine is started is higher, the emission performance of the vehicle is influenced, and the detection result is inaccurate.
In addition, a fixed emission test bench (such as a new energy rotary drum test bench) is generally provided with an exhaust device (such as an exhaust fan), and the exhaust device can continuously exhaust air under the engine shutdown working condition in the emission test process, and also can increase the temperature drop of an engine shutdown post-treatment system, influence the conversion efficiency of a catalyst and cause the deviation of emission test results.
Disclosure of Invention
The application aims to provide a new energy vehicle emission detection device, an emission test system and an emission detection method, which are used for solving the problem that the emission aftertreatment system temperature is reduced due to continuous sampling of the emission test system after an engine is stopped, so that the detection result is inaccurate.
In order to solve the technical problems, the application provides a new energy vehicle emission detection device, which comprises an exhaust connecting pipe used for being connected with an engine exhaust pipe and a test connecting pipe used for being connected with an air inlet pipe of an emission test system, wherein the exhaust connecting pipe is communicated with the test connecting pipe, and a first control valve is arranged in the exhaust connecting pipe; the engine control system further comprises a controller, wherein the controller is provided with a first communication interface for acquiring an engine control command and the engine rotating speed, and the controller is in control connection with the first control valve and used for controlling the first control valve to be closed when the engine is in a stop state.
The beneficial effects of the application are as follows: when judging that the engine is stopped, the first control valve is controlled to be closed, so that the exhaust test system can be prevented from continuously sampling to form certain negative pressure in the exhaust pipeline, and further certain gas flow from the engine air inlet to the exhaust system is avoided, the temperature of the exhaust aftertreatment system can not be influenced by the continuous sampling of the exhaust test system, the exhaust performance of the vehicle is ensured not to be influenced by the exhaust test system, and the accuracy of the exhaust sampling result is improved.
Further, in order to avoid inaccurate concentration of the emissions detected by the emission testing system after the engine is stopped, the emission testing system further comprises an auxiliary air source, a ventilation opening is arranged on the testing connecting pipe, and an air outlet of the auxiliary air source is connected with the ventilation opening; the ventilation opening is provided with a second control valve, and the controller is in control connection with the second control valve and is used for controlling the second control valve to be opened when the engine is stopped, so that gas in the auxiliary gas source flows into the test connecting pipe.
Further, in order to make the concentration of the emissions detected by the emissions testing system further conform to the actual situation, the controller is further provided with a second communication interface for communicating with the emissions testing system to obtain the emissions testing result, and for controlling the opening of the second control valve so that the emissions testing result reaches the set target value by using the emissions testing result as the feedback quantity.
Further, to improve the accuracy of the concentration of emissions detected by the emissions test system after the engine is shut down, the controller is configured to control the first control valve to close when the engine is in a shut down state and after a set time delay.
Further, in order to realize reliable control, the first control valve is an electric control switching value butterfly valve.
Further, in order to realize reliable control of the opening, the second control valve is an electric control continuous position butterfly valve.
Further, in order to avoid the problem that the exhaust fan of the engine continuously works to cause temperature drop of the aftertreatment system, so that the conversion efficiency of the catalyst is improved and the deviation of the exhaust test result is caused, the controller is further provided with a third communication interface which is used for being in communication connection with the exhaust fan of the engine and is used for controlling the exhaust fan of the engine to be closed when the engine is stopped.
In order to solve the technical problems, the application also provides an emission testing system which comprises an emission testing system body and the new energy vehicle emission detection device.
The beneficial effects of the application are as follows: when judging that the engine is stopped, the first control valve is controlled to be closed, so that the exhaust test system can be prevented from continuously sampling to form certain negative pressure in the exhaust pipeline, and further certain gas flow from the engine air inlet to the exhaust system is avoided, the temperature of the exhaust aftertreatment system can not be influenced by the continuous sampling of the exhaust test system, the exhaust performance of the vehicle is ensured not to be influenced by the exhaust test system, and the accuracy of the exhaust sampling result is improved.
In order to solve the technical problems, the application also provides a new energy vehicle emission detection method, which comprises the following steps:
judging whether the engine is in a stop state according to the engine control command and the engine rotating speed;
and if the engine is in a stop state, prohibiting gas in an exhaust pipe of the engine from entering an air inlet pipe of the emission testing system.
The beneficial effects of the application are as follows: when judging that the engine is stopped, the first control valve is controlled to be closed, so that the exhaust test system can be prevented from continuously sampling to form certain negative pressure in the exhaust pipeline, and further certain gas flow from the engine air inlet to the exhaust system is avoided, the temperature of the exhaust aftertreatment system can not be influenced by the continuous sampling of the exhaust test system, the exhaust performance of the vehicle is ensured not to be influenced by the exhaust test system, and the accuracy of the exhaust sampling result is improved.
Further, to avoid inaccurate emission concentration detected by the emission testing system after engine shutdown, the method further includes: and if the engine is in a stop state, injecting pollution-free gas into an air inlet pipe of the emission test system so as to reduce an emission test result of the emission test system.
Drawings
FIG. 1 is a schematic structural diagram of a new energy vehicle emission detection device of the present application;
FIG. 2 is a schematic diagram of engine operating state determination logic of the present application;
fig. 3 is an engine state and ECU control timing of the present application;
FIG. 4 is control logic of the ECU of the present application in different modes;
wherein: 1 is a tail gas connecting pipe clamp; 2 is a tail gas connecting pipe; 3 is a new energy vehicle emission detection device; 4, testing a connecting pipe clamp; 5 is an air inlet pipe of the emission test system; 6 is a test connection tube; 7 is an electrically controlled continuous position butterfly valve; 8 is an auxiliary air source; 9 is an auxiliary air source pipe; 10 is an electric control switching value butterfly valve; reference numeral 11 denotes an engine exhaust pipe.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application will be further described in detail with reference to the accompanying drawings and specific embodiments.
Emissions test system embodiment:
the present embodiment provides an emission testing system, as shown in fig. 1, which includes an emission testing system body and a new energy vehicle emission detection device. The new energy vehicle emission detection device 3 comprises a device body, a tail gas connecting pipe 2, a test connecting pipe 6, an auxiliary air source pipe 9, an auxiliary air source 8 and a whole vehicle controller (ECU).
The device body is internally communicated with three channels a, b and c, one ends of the tail gas connecting pipe 2, the test connecting pipe 6 and the auxiliary air source pipe 9 are respectively connected with the three channels a, b and c through ports a, b and c of the device, and the other ends of the tail gas connecting pipe 2, the test connecting pipe 6 and the auxiliary air source pipe 9 are respectively connected with an engine exhaust pipe 11, an exhaust test system air inlet pipe 5 and an air outlet of the auxiliary air source 8. An electric control continuous position butterfly valve 7 (butterfly valve 1, which can realize any opening between 0 and 100%) and an electric control switching value butterfly valve 10 (butterfly valve 2, which can realize opening between 0 and 100%) are respectively arranged at the front ends of the intersection of the three channels in the opening c and the opening a of the device, the butterfly valve 1 is used for controlling whether the gas of an auxiliary gas source enters the device through the opening c, and the butterfly valve 2 is used for controlling whether the exhaust tail gas of a vehicle to be tested enters the device through the opening a.
Of course, as other embodiments, the a-channel and tail gas connecting pipe 2, the b-channel and test connecting pipe 6, the c-channel and auxiliary gas source pipe 9 may be integrally formed, but it is necessary to ensure that the engine exhaust pipe 11 and the exhaust test system gas inlet pipe 5 and the auxiliary gas source pipe 9 and the exhaust test system gas inlet pipe 5 are internally communicated. In addition, when the channel a and the exhaust connecting pipe 2, and the channel b and the test connecting pipe 6 are integrally formed, the exhaust connecting pipe 2 and the test connecting pipe 6 may be the same pipe. In addition, the auxiliary air source 8 may be connected to the test connection pipe 6 without the auxiliary air source pipe 9, and instead, an air vent opening may be provided in the test connection pipe 6, and an air outlet of the auxiliary air source 8 is connected to the air vent opening, and the electrically controlled continuous butterfly valve 7 is provided at the air vent opening, so that when the opening of the electrically controlled continuous butterfly valve 7 is not zero, the air inside the auxiliary air source 8 may enter the test connection pipe 6 through the air vent opening, and further enter the air inlet pipe 5 of the emission test system. The gas in the auxiliary gas source 8 can be pollution-free air or nitrogen; the butterfly valve 2 may also be an electrically controlled continuous position butterfly valve.
In addition, in order to facilitate the fixed sealing connection, the exhaust connection pipe 2 is connected with the engine exhaust pipe 11 through the exhaust connection pipe clamp 1, and the test connection pipe 6 is connected with the air inlet pipe 5 of the emission test system through the test connection pipe clamp 4. The diameters of the two sections of pipelines fixed and sealed through the clamp are the same, and if different pipelines are needed, additional conversion pipes are added to connect the new energy vehicle emission detection device with the vehicle to be detected and the emission test system.
The ECU is connected with the butterfly valve 1 and the butterfly valve 2 through control connecting wires and is used for controlling the butterfly valve 1 and the butterfly valve 2 to be opened and closed. The ECU is also provided with a first communication interface and a second communication interface, wherein the first communication interface is in communication connection with a diagnosis interface of a vehicle diagnosis system (OBD) through a CAN communication connection line, the second communication interface is in communication connection with an output CAN bus of an emission test system through the CAN communication connection line, the ECU CAN acquire an engine rotating speed signal, an engine stop instruction signal and an engine start instruction signal from the OBD diagnosis interface through the first communication interface, and CAN acquire instantaneous values of various pollutants in engine exhaust from the output CAN bus of the emission test system through the second communication interface. In addition, the ECU is also connected with an engine exhaust fan through a control connecting wire (used in a hub test). Of course, as another embodiment, the ECU may be directly connected to the whole vehicle CAN bus to acquire the engine rotation speed signal, the engine stop command signal, and the engine start command signal. In addition, the ECU is also provided with a third communication interface for being in communication connection with an engine exhaust fan.
In the present embodiment, the entire vehicle controller ECU is used as a controller of the emission test system to control the opening and closing of the butterfly valve 2 and to control the opening of the butterfly valve 1. Of course, as other embodiments, the emission test system may also be provided with a controller exclusively to realize the functions realized by the vehicle controller ECU. At this time, the controller may communicate with the OBD through the communication interface to obtain the engine speed signal, the engine stop command signal, and the engine start command signal from the OBD diagnostic interface, or may communicate with the ECU through the communication interface to obtain the engine speed signal, the engine stop command signal, and the engine start command signal from the ECU.
Based on fig. 1, the ecu logically determines the states of the engine, including a stop state, a start-up process, an operation state, and a stop process, by an engine rotation speed signal, an engine stop command signal, and an engine start command signal, and performs different control on the 2 butterfly valves in different states. The logic for determining the running state of the engine by the ECU according to the engine speed signal, the engine stop command signal and the engine start command signal is shown in fig. 2, and specifically includes:
when the jump of the engine starting command signal from 0 to 1 is detected, judging that the engine enters a starting process; otherwise, the next step is to judge the engine speed interval.
When the engine speed is between n1 and n2, it is determined whether the rotational speed differential is less than 0. When the differential of the rotating speed is smaller than 0, the rotating speed of the engine is reduced, and if the stopping instruction of the engine is effective at the moment, the engine is judged to be in the stopping process; if the engine stop command is invalid at this time, judging whether the engine speed is less than n3, if the engine speed is less than n3, indicating that the engine speed is reduced while the engine speed is lower, and also judging that the engine is in the stop process. If the engine stop command is invalid and the engine speed is not lower than n3, the engine state judged last time is maintained, and the engine speed interval is judged again. When the rotational speed differential is not less than 0, the engine rotational speed is said to be rising or to be stable, alternatively, when the engine rotational speed is between n1 and n2 and the rotational speed differential is not less than 0, the engine is judged to be in the starting process.
When the engine rotating speed is greater than n4, judging whether an engine stop instruction is effective, and if the engine stop instruction is ineffective, judging that the engine is in a running state; if the engine stop command is valid, the engine state judged last time is maintained, and the engine speed interval is judged again.
When the rotating speed of the engine is less than or equal to n1, judging whether an engine stop instruction is effective, and if the engine stop instruction is effective, judging that the engine is in a stop state; if the engine stop command is invalid, the engine state judged last time is maintained, and the engine speed interval is judged again.
When the engine speed is between n2 and n4, the engine state judged last time is maintained, and the engine speed interval is judged again.
Taking the engine speed in fig. 2 as an example, in the present embodiment, n1, n2, n3, n4 are set to 10rpm, 500rpm, 300rpm, 700rpm, respectively, and the magnitude relation of n1, n2, n3, n4 should be compliant with n1< n3< n2< n4.
Under different engine states, the ECU adopts different control logics for the two butterfly valves and the engine exhaust fan, and specifically comprises the following contents:
the engine state and the ECU control time sequence are shown in the figure 3, in the engine state time sequence, t 0-t 1 is the engine starting process, t 1-t 2 is the engine normal running state, t 2-t 3 is the engine stopping process, and t 3-t 4 is the engine stopping state; the ECU control time sequence corresponds to and is slightly different from the engine state, t0 to t11 correspond to the control of the ECU during the engine starting process, t11 to t2 are the control of the ECU during the engine running state, t2 to t31 are the control of the ECU during the engine stopping process, and t31 to t4 are the control of the ECU during the engine stopping state. When the ECU judges that the engine is in a starting process, namely, enters a starting process control, the ECU finishes the starting process control in preference to the starting process of the engine, so that the starting process control is ended at the time t11 to enter an operating process control; when the ECU judges that the engine is in a shutdown process, the control of the shutdown process is entered, and the control logic of the shutdown process of the ECU is the same as that of the control logic of the running state; when the ECU judges that the engine finishes the stopping process, the delay setting time delta t enters the stopping state control at the moment t31, and the reason of the delay time delta t is that the air flow and the emission test system after the engine is stopped have delay. Of course, as another embodiment, when the ECU determines that the engine has completed the stop process, the ECU may directly enter the stop state control without performing the delay.
The ECU starts the process control as shown in fig. 4 (a): when the ECU detects that the engine starts to enter the start-up process, start-up process control is entered. The opening of the butterfly valve 1 is controlled to be 0, so that the opening of the opening c is completely closed, the opening of the butterfly valve 2 is controlled to be 100%, the opening a is completely opened, the opening a and the opening b are completely communicated, and the engine is smoothly started. For the condition of having the engine exhaust fan, control simultaneously and exhaust fan opens, guarantees that engine exhaust backpressure is normal.
The running process control and the stop process control of the ECU are as shown in fig. 4 (b): when the starting process control of the ECU is completed, the ECU automatically enters into the running process control and the stopping process control, and the running process control and the stopping process control have the same logic, and are in a state of maintaining the ending of the starting process control, namely, maintaining the butterfly valve 1 to be completely closed, maintaining the butterfly valve 2 to be completely opened and maintaining the exhaust fan of the engine to be opened. The state of the ECU operating process control and shutdown process control may be the default state of the device.
The ECU shutdown state control is as shown in fig. 4 (c): and when the ECU detects that the engine finishes the stopping process, executing action of stopping process control is performed after the delay delta t. The ECU uses the instantaneous value of each pollutant in the engine exhaust gas read from the exhaust test system as feedback, gamma+/-tau is used as a target value of the corresponding pollutant, the opening of the butterfly valve 1 is controlled (PID algorithm can be sampled), and when the instantaneous value of the pollutant enters the target range, the opening of the butterfly valve 1 is controlled to be a fixed value delta, so that a small amount of auxiliary air source air flow can enter the exhaust test system from the port c of the device through the port b; controlling the opening of the butterfly valve 2 to be 0, and closing the opening a; and in the case of the engine exhaust fan, the engine exhaust fan is controlled to be closed.
Because the time for maintaining the running state and the stopping state of the engine is uncertain, when the engine is directly stopped after the starting is finished, the ECU can directly enter the stopping state control after the starting process control is finished; the ECU may remain in the operating process control and the shutdown process control when directly started after the completion of the engine shutdown.
Taking the parameters of fig. 4 as an example, the set time Δt is 5s, the fixed value δ is 5%, γ is 0, τ is 5, where units of γ and τ refer to respective pollutant emission value units.
By using the new energy vehicle emission detection device, the accuracy of the emission detection concentration of the emission test system on the new energy vehicle emission can be ensured, and meanwhile, the temperature drop of an emission post-processor caused by continuous extraction of the gas in the exhaust pipe by the emission test system and the engine exhaust air suction fan when the engine is stopped is avoided, so that the emission control capability of the new energy vehicle is not influenced in the test process, and the accurate evaluation of the comprehensive emission performance of the new energy vehicle by the emission test system is ensured.
The new energy vehicle emission detection device described above is applicable not only to a hybrid new energy vehicle equipped with an engine, but also to a vehicle equipped with a power device that discharges pollutants and can start and stop during operation, such as a vehicle equipped with a fuel cell, a vehicle equipped with an idle start and stop function, and the like.
New energy vehicle emission detection device embodiment:
the embodiment provides a new energy vehicle emission detection device, and because the specific structure and the working process of the new energy vehicle emission detection device have been described in detail in the above emission test system embodiment, the detailed description thereof is omitted herein.
An emission detection method embodiment of a new energy vehicle:
the embodiment provides a new energy vehicle emission detection method, which comprises the following steps:
judging whether the engine is in a stop state according to the engine control command and the engine rotating speed;
and if the engine is in a stop state, prohibiting gas in an exhaust pipe of the engine from entering an air inlet pipe of the emission testing system.
Since the specific process of the emission detection method of the new energy vehicle has been described in detail in the above embodiment of the emission test system, the detailed description thereof will be omitted.
Finally, it should be noted that the foregoing embodiments are merely for illustrating the technical solution of the present application and not for limiting the scope of protection thereof, and although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that various changes, modifications or equivalents may be made to the specific embodiments of the application while still being within the scope of protection of the claims of the present application.

Claims (8)

1. The new energy vehicle emission detection device is characterized by comprising an exhaust connecting pipe used for being connected with an engine exhaust pipe and a test connecting pipe used for being connected with an air inlet pipe of an emission test system, wherein the exhaust connecting pipe is communicated with the test connecting pipe, and a first control valve is arranged in the exhaust connecting pipe; the controller is provided with a first communication interface for acquiring an engine control command and the engine rotating speed, and is in control connection with the first control valve and used for controlling the first control valve to be closed when the engine is in a stop state;
the test device also comprises an auxiliary air source, wherein the test connecting pipe is provided with a ventilation opening, and an air outlet of the auxiliary air source is connected with the ventilation opening; the second control valve is arranged at the ventilation opening, and the controller is in control connection with the second control valve and is used for controlling the second control valve to be opened when the engine is stopped so that the gas in the auxiliary gas source flows into the test connecting pipe;
when the engine is detected to finish the stopping process, the execution action of stopping process control is carried out after time delay, the instantaneous value of each pollutant in the engine exhaust gas read from the exhaust test system is used as feedback, gamma+/-tau is used as a target value of the corresponding pollutant, the opening of the second control valve is controlled, and after the instantaneous value of the pollutant enters a target range, the opening of the second control valve is controlled to be a fixed value, so that a small amount of auxiliary gas source gas flow enters the exhaust test system from a gas outlet of an auxiliary gas source.
2. The new energy vehicle emission detection device of claim 1, wherein the controller is configured to control the first control valve to close when the engine is in a stopped state and after a delay of a set time.
3. The new energy vehicle emission detection device of claim 1, wherein the first control valve is an electronically controlled on-off butterfly valve.
4. The new energy vehicle emissions detection device of claim 1, wherein the second control valve is an electronically controlled continuous position butterfly valve.
5. The new energy vehicle emissions detection device of claim 1, wherein the controller is further provided with a third communication interface for communicatively coupling to an engine exhaust fan for controlling the engine exhaust fan to be turned off when the engine is shut down.
6. An emissions testing system comprising an emissions testing system body, further comprising the new energy vehicle emissions detection device of any one of claims 1-5.
7. The emission detection method of the new energy vehicle is characterized by comprising the following steps of:
judging whether the engine is in a stop state according to the engine control command and the engine rotating speed;
if the engine is in a stop state, prohibiting gas in an exhaust pipe of the engine from entering an air inlet pipe of an emission testing system; the emissions test system is the emissions test system of claim 6.
8. The emission detection method of a new energy vehicle according to claim 7, characterized by further comprising: and if the engine is in a stop state, injecting pollution-free gas into an air inlet pipe of the emission test system so as to reduce an emission test result of the emission test system.
CN201911395654.8A 2019-12-30 2019-12-30 New energy vehicle emission detection device, emission test system and emission detection method Active CN113125160B (en)

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