CN213392968U - Hydraulic test system for automobile solenoid valve - Google Patents
Hydraulic test system for automobile solenoid valve Download PDFInfo
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- CN213392968U CN213392968U CN202021579436.8U CN202021579436U CN213392968U CN 213392968 U CN213392968 U CN 213392968U CN 202021579436 U CN202021579436 U CN 202021579436U CN 213392968 U CN213392968 U CN 213392968U
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Abstract
The utility model belongs to the technical field of the solenoid valve of car detects and specifically relates to a hydraulic test system for solenoid valve of car relates to, installs in the test chamber outside, including oil tank unit, power pack, cooling unit, the filtration steady voltage unit that loops through the oil pipe intercommunication, pressure regulating unit and backward flow unit, the equipartition has the ball valve that control oil pipe cut-off between oil tank unit and the power pack, between backward flow unit and the oil tank unit. The utility model can realize the heating of the hydraulic oil, simulate the working state of the automobile electromagnetic valve under the condition of high temperature in the automobile, and the hydraulic oil in the oil circuit can be recycled; the hydraulic pressure stabilizing and regulating device can realize the functions of stabilizing and regulating the pressure of an oil way, effectively improve the service efficiency of hydraulic pressure and stably provide pressure.
Description
Technical Field
The utility model belongs to the technical field of the car solenoid valve detects and specifically relates to a hydraulic test system for car solenoid valve is related to.
Background
The automobile electromagnetic valve is an actuating element of an electronic control system, whether the automobile runs safely is determined by the quality of the electromagnetic valve, detailed detection needs to be carried out on the electromagnetic valve before leaving a factory, and hydraulic pressure testing is particularly important because the electromagnetic valve is in a pressure environment for a long time. The traditional automobile electromagnetic valve detection system is low in integration degree and large in size; meanwhile, the traditional automobile solenoid valve detection part is single, only one end is adopted for pressure transmission, the other end is adopted for detecting the solenoid valve, the test mode cannot detect the running state of the solenoid valve at high temperature, and meanwhile, data such as pressure values in the control test cannot be controlled.
SUMMERY OF THE UTILITY MODEL
The to-be-solved technical problem of the utility model is to provide a can be to the oil pressure oil temperature control to can meticulous for the car solenoid valve hydraulic test system of adjusting pressure size.
In order to solve the technical problem, the utility model discloses a technical scheme as follows:
the hydraulic testing system for the automobile solenoid valve is installed outside a test cabin and comprises an oil tank unit, a power unit, a cooling unit, a filtering and pressure stabilizing unit, a pressure regulating unit and a backflow unit which are sequentially communicated through an oil pipe, wherein ball valves for controlling the opening and the closing of the oil pipe are uniformly distributed between the oil tank unit and the power unit and between the backflow unit and the oil tank unit.
Further, the tank unit includes:
the heat-preservation oil tank is internally provided with a cavity, the top of the heat-preservation oil tank is provided with an oil filling port, the bottom of the heat-preservation oil tank is provided with an oil pumping outlet, and the oil pumping outlet is communicated with the power unit through an oil pipe;
the liquid level meter penetrates through the upper surface of the heat-preservation oil tank and extends into the cavity;
the stirrer comprises a stirring motor arranged on the upper surface of the heat-insulating oil tank and a stirring head which is arranged in the cavity and driven by the stirring motor;
the heater comprises 3 to 5 heating rods arranged in parallel, and the heating rods extend from the bottom of the heat-insulating oil tank to the inside of the cavity.
Furthermore, an air filter capable of covering the oil filling opening is arranged outside the oil filling opening.
Further, the cooling unit comprises a cooling box with a hollow interior, a fan is arranged in the cooling box, the front end of the cooling unit is communicated with the power unit and the pressure regulating unit through oil pipes, and the rear end of the cooling unit is communicated with the oil tank unit through oil pipes.
Furthermore, the power unit comprises a driving motor and a high-temperature gear pump, the high-temperature gear pump is driven by the driving motor, two ends of the high-temperature gear pump are communicated with the oil tank unit and the filtering and pressure stabilizing unit through oil pipes, and a first overflow valve is arranged between the power unit and the cooling unit.
Furthermore, the filtering and pressure stabilizing unit is provided with a hollow base, two ends of the base are respectively communicated with the power unit and the pressure regulating unit, the base is separated by a middle one-way valve, two ends of the one-way valve are respectively provided with a filter and an energy accumulator, and the filter is arranged at the front end of the energy accumulator.
Further, a differential pressure alarm is arranged on the side edge of the filter.
Further, the pressure regulating unit comprises a pressure regulating valve group, a first flowmeter, a heating resistor and a pressure sensor which are sequentially communicated through an oil pipe; the rear end of the pressure regulating unit is communicated with the test cabin, the pressure regulating valve group comprises a second overflow valve, a speed regulating valve and a throttle valve, the pressure stabilizing filtering unit is respectively communicated with the second overflow valve and the speed regulating valve through a three-way oil pipe, the second overflow valve is arranged at the front end of the speed regulating valve, and the other end of the second overflow valve is communicated with the cooling unit; the rear end of the speed regulating valve is respectively communicated with a first flowmeter and a throttle valve through a three-way oil pipe, the throttle valve is arranged at the front end of the first flowmeter, and the other end of the throttle valve is communicated with the cooling unit; the rear end of the first flowmeter is communicated with a heating resistor and a pressure sensor through an oil pipe in sequence.
Further, the backflow unit comprises a backflow pressure sensor and a second flowmeter, the front end of the second flowmeter is communicated with the test chamber, and the rear end of the second flowmeter is communicated with the oil tank unit.
To sum up, the utility model discloses the technical scheme who adopts compares in the beneficial effect that traditional technical scheme had and is:
1. the utility model discloses can realize the heating to hydraulic oil, the operating condition under the simulation car solenoid valve high temperature condition in the car, hydraulic oil circulated use in the oil circuit.
2. The utility model discloses can realize effectively improving hydraulic pressure's availability factor to steady voltage, the pressure regulating function of oil circuit, stably provide pressure.
Drawings
The foregoing and other objects, features, and advantages of the invention will be apparent from the following detailed description taken in conjunction with the accompanying drawings.
Fig. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic view of a three-dimensional structure of an oil tank unit of the present invention;
FIG. 3 is a schematic cross-sectional view of the fuel tank unit of the present invention;
FIG. 4 is a schematic structural view of a power unit of the present invention;
FIG. 5 is a schematic structural view of the filtering and pressure stabilizing unit of the present invention;
FIG. 6 is a schematic structural view of the pressure regulating unit of the present invention;
fig. 7 is a schematic view of the working principle of the present invention.
Wherein:
100. the oil tank unit comprises a 110 heat-preservation oil tank, 111, a cavity, 112, an oil filling port, 113, a pump oil outlet, 120, a liquid level meter, 130, a stirrer, 131, a stirring motor, 132, a stirring head, 140, a heater, 141, a heating rod and 150, an air filter;
200. the system comprises a power unit, a driving motor 210, a high-temperature gear pump 220, a first overflow valve 230;
300. a cooling unit, 310, a cooling box, 320, a fan;
400. the filter pressure stabilizing unit, 410, a base, 420, a one-way valve, 430, a filter, 431, a differential pressure alarm, 440 and an accumulator;
500. the pressure regulating device comprises a pressure regulating unit, 510, a pressure regulating valve group, 511, a second overflow valve, 512, a speed regulating valve, 513, a throttle valve, 520, a first flowmeter, 530, a heating resistor and 540, and a pressure sensor;
600. a backflow unit, 610, a backflow pressure sensor, 620, a second flow meter;
700. a ball valve.
Detailed Description
In the following, the preferred embodiments of the present invention will be explained, and various changes and modifications can be made by workers without departing from the technical spirit of the present invention. The technical scope of the present invention is not limited to the content of the specification, and must be determined according to the scope of the claims.
The invention will be further described with reference to the following description of the drawings:
referring to fig. 1, the hydraulic test system for the automobile solenoid valve is installed outside a test cabin, and includes an oil tank unit 100, a power unit 200, a cooling unit 300, a filtering and pressure stabilizing unit 400, a pressure regulating unit 500, and a backflow unit 600 which are sequentially communicated through oil pipes, and ball valves 700 for controlling the opening and closing of the oil pipes are uniformly distributed between the oil tank unit 100 and the power unit 200, and between the backflow unit 600 and the oil tank unit 100.
Referring to fig. 2 to 3, the tank unit 100 includes:
a heat-insulating oil tank 110 with a cavity 111 therein, wherein the top of the heat-insulating oil tank 110 is provided with an oil filling port 112, the bottom end of the heat-insulating oil tank is provided with a pump oil outlet 113, and the pump oil outlet 113 is communicated with the power unit 200 through an oil pipe;
the upper surface of the self-heat-insulation oil tank 110 of the liquid level meter 120 penetrates through and extends into the cavity 111;
the stirrer comprises a stirring motor 131 arranged on the upper surface of the heat-preservation oil tank 110 and a stirring head 132 which is arranged in the cavity 111 and driven by the stirring motor 131;
and the heater 140 comprises 3 parallel heating rods 141, and the bottom of the self-heat-insulation oil tank 110 of the heating rods 141 extends into the cavity 111.
In the tank unit 100 described above, the hydraulic oil consumed in the test may be added through the oil filler port 112. The level meter 120 can monitor the level of the hydraulic oil in the cavity 111 of the tank unit 100 in real time and feed back the level to the upper computer. The mixer plays the stirring effect, makes things convenient for follow-up heater 140 to heat on the one hand, makes its heating more even, and on the other hand can prevent that hydraulic oil from not using its inside impurity subsides and leading to each opening of thermal oil tank 110 to block up for a long time.
An air filter 150 is disposed outside the oil filler 112 to cover the oil filler 112.
The air filter 150 mainly has two functions: firstly, in order to prevent external impurities from floating into the thermal oil tank 110 along with the oil feeding port 112, the quality of hydraulic oil is affected; secondly, because the overflow and dispersion of the hydraulic oil are volatilized, a small amount of oil gas can overflow from the oil filling port 112, and the air filter 150 can filter the oil gas, thereby reducing the consumption of the hydraulic oil and preventing the pollution to the environment.
Referring to fig. 1, the cooling unit 300 includes a cooling tank 310 having a hollow interior, a blower fan 320 is disposed in the cooling tank 310, the front end of the cooling unit 300 is communicated with the power unit 200 and the pressure regulating unit 500 through oil pipes, and the rear end is communicated with the oil tank unit through oil pipes.
In consideration of the fact that the oil temperature is usually between 80 and 120 ℃ in the test process, an over-strong cooling facility is not needed, and the fan 320 air cooling mode is adopted, so that energy can be saved, and the hydraulic oil can reach the required temperature.
Referring to fig. 4, the power unit 200 includes a driving motor 210 and a high temperature gear pump 22, the high temperature gear pump 22 is driven by the driving motor 210, both ends of the high temperature gear pump 22 are communicated with the oil tank unit and the filtering and pressure stabilizing unit 400 through oil pipes, and a first overflow valve 230 is disposed between the power unit 200 and the cooling unit 300.
The first relief valve 230 is provided in the sense that: because the oil pressure input into the filtering and pressure stabilizing unit 400 by the high-temperature gear pump 22 is greater than the required pressure, the pressure needs to be relieved, and the redundant pressure relieves the redundant hydraulic oil into the cooling unit 300 through the first overflow valve 230, so that the pressure is reduced, and the use requirement of the filtering and pressure stabilizing unit 400 is met.
Referring to fig. 5, the filtering and pressure stabilizing unit 400 has a hollow base 410, two ends of the base 410 are respectively communicated with the power unit 200 and the pressure regulating unit 500, the base 410 is separated by a middle check valve 420, two ends of the check valve 420 are respectively provided with a filter 430 and an accumulator 440, and the filter 430 is arranged at the front end of the accumulator 440.
The filter 430 in the filtering and pressure stabilizing unit 400 is used for filtering out impurities in hydraulic oil, so as to prevent the influence of the impurities on the electromagnetic valve of the automobile during subsequent testing from affecting the testing result. Meanwhile, the check valve 420 is provided to prevent the hydraulic oil that has not been filtered out from overflowing to the subsequent test. The accumulator 440 is used for storing part of oil pressure, and when the pressure in the subsequent oil circuit is insufficient, the accumulator 440 can release energy to supplement the part of pressure.
A differential pressure alarm 431 is also arranged on the side edge of the filter 430.
The function of the differential pressure alarm 431 is mainly to give an alarm in time when the pressure relief capacity of the first overflow valve 230 is not enough to relieve redundant pressure, so as to remind a worker to interrupt an experiment and prevent the system from being damaged.
Referring to fig. 6, the pressure regulating unit 500 includes a pressure regulating valve set 510, a first flow meter 520, a heating resistor 530, and a pressure sensor 540, which are sequentially communicated through an oil pipe; the rear end of the pressure regulating unit 500 is communicated with the test cabin, the pressure regulating valve group 510 comprises a second overflow valve 511, a speed regulating valve 512 and a throttle valve 513, the pressure stabilizing filter unit is respectively communicated with the second overflow valve 511 and the speed regulating valve 512 through a three-way oil pipe, the second overflow valve 511 is arranged at the front end of the speed regulating valve 512, and the other end of the second overflow valve 511 is communicated with the cooling unit 300; the rear end of the speed regulating valve 512 is respectively communicated with a first flow meter 520 and a throttle valve 513 through a three-way oil pipe, the throttle valve 513 is arranged at the front end of the first flow meter 520, and the other end of the throttle valve 513 is communicated with the cooling unit 300; the rear end of the first flowmeter 520 is sequentially communicated with a heating resistor 530 and a pressure sensor 540 through an oil pipe.
In the pressure regulating unit 500, the function of the second overflow valve 511 is similar to that of the first overflow valve 230, and when the oil pressure provided by the previous pressure stabilizing and filtering unit is too high, the excessive pressure flows into the cooling unit 300 through the second overflow valve 511, and finally flows back to the heat-insulating oil tank 110. The speed regulating valve 512 is used for regulating the flow speed of hydraulic oil in the oil path, and the throttle valve 513 is used for controlling the flow in the subsequent oil path. When the flow rate needs to be adjusted, the throttle valve 513 is opened to a corresponding opening degree, so that the excess hydraulic oil flows into the cooling unit 300 and finally flows back into the thermal oil tank 110.
The first flow meter 520 monitors whether the flow passing through the oil path meets the test requirements in real time. Because hydraulic oil can lose the heat among the mobile process, and the main preheating process who goes on in the thermal insulation oil tank 110 moreover can not reach the temperature requirement of test completely, so adopt heating resistor 530 to carry out the secondary heating to the hydraulic oil that flows over in the thermal insulation oil tank 110 again, the hydraulic oil that reaches test temperature and pressure finally gets into the test cabin and detects the car solenoid valve that awaits measuring.
Referring to fig. 1 and 7, the backflow unit 600 includes a backflow pressure sensor 610 and a second flow meter 620, the second flow meter 620 having a front end communicating with the test compartment and a rear end communicating with the tank unit.
After the test chamber finishes detection, hydraulic oil flows back to the heat-preservation oil tank 110 through the backflow unit 600 for recycling, and the backflow pressure sensor 610 and the second flow meter 620 monitor the pressure and the flow in the backflow pipeline in real time.
With reference to fig. 1 to 7, the working process of the present invention is briefly explained:
and (3) installing the automobile electromagnetic valve to be tested in the test cabin, fixing the automobile electromagnetic valve, and setting pressure and temperature parameters in the upper computer after the automobile electromagnetic valve is communicated with surrounding pipelines.
The heating rod 141 in the thermal oil tank 110 is started, the stirrer and the liquid level meter 120 are started, and the hydraulic oil in the thermal oil tank 110 is heated and maintained at a certain temperature.
And (3) opening each group of ball valves 700, starting the operation of the high-temperature gear pump 22 in the power device, and pumping the hydraulic oil in the heat-preservation oil tank 110 into the filtering and pressure stabilizing unit 400.
The hydraulic oil is ready to flow into the filter 430, and if the pumped pressure is too high, the first relief valve 230 is opened to introduce the excess hydraulic oil into the cooling unit 300 and return the excess hydraulic oil to the thermal oil tank 110. After being filtered by the filter 430, the check valve 420 is opened, and if the pumping pressure is insufficient, the accumulator 440 compensates for the lack of pressure and prepares to input the hydraulic oil into the pressure adjusting unit 500.
Before entering the pressure adjusting unit 500, the second relief valve 511 relieves excess oil pressure, discharges the oil pressure into the cooling unit 300, and returns the oil pressure to the thermal oil tank 110. And the residual hydraulic oil enters the speed regulating valve 512 to regulate the flow rate, the flow is monitored by the first flow meter 520 in real time, and if the flow is too large, the throttle valve 513 is opened to guide the residual flow into the cooling unit 300 and return the residual flow to the heat preservation oil tank 110.
The heating resistor 530 then heats the temperature of the hydraulic oil finally ready to enter the test chamber to the temperature set by the upper computer.
The hydraulic oil which flows back through the test chamber flows back to the heat preservation oil tank 110 through the backflow unit 600 for recycling, and the backflow pressure sensor 610 and the second flow meter 620 monitor the pressure and the flow in the backflow pipeline in real time.
Claims (9)
1. The hydraulic test system for the automobile solenoid valve is arranged outside the test chamber and is characterized in that: including oil tank unit, power pack, cooling unit, filtration steady voltage unit, pressure regulating unit and the backward flow unit that loops through the oil pipe intercommunication, the equipartition has the ball valve that control oil pipe cut-off between oil tank unit and the power pack, between backward flow unit and the oil tank unit.
2. The hydraulic test system for an automotive solenoid valve as recited in claim 1, wherein said tank unit comprises:
the heat-preservation oil tank is internally provided with a cavity, the top of the heat-preservation oil tank is provided with an oil filling port, the bottom of the heat-preservation oil tank is provided with an oil pumping outlet, and the oil pumping outlet is communicated with the power unit through an oil pipe;
the liquid level meter penetrates through the upper surface of the heat-preservation oil tank and extends into the cavity;
the stirrer comprises a stirring motor arranged on the upper surface of the heat-insulating oil tank and a stirring head which is arranged in the cavity and driven by the stirring motor;
the heater comprises 3 to 5 heating rods arranged in parallel, and the heating rods extend from the bottom of the heat-insulating oil tank to the inside of the cavity.
3. The hydraulic test system for an automotive solenoid valve as recited in claim 2, characterized in that: an air filter capable of covering the oil filling opening is further arranged outside the oil filling opening.
4. The hydraulic test system for an automotive solenoid valve as recited in claim 1, characterized in that: the cooling unit comprises a cooling box with a hollow interior, a fan is arranged in the cooling box, the front end of the cooling unit is communicated with the power unit and the pressure regulating unit through oil pipes, and the rear end of the cooling unit is communicated with the oil tank unit through oil pipes.
5. The hydraulic test system for an automotive solenoid valve as recited in claim 1, characterized in that: the power unit comprises a driving motor and a high-temperature gear pump, the high-temperature gear pump is driven by the driving motor, two ends of the high-temperature gear pump are communicated with the oil tank unit and the filtering and pressure stabilizing unit through oil pipes, and a first overflow valve is arranged between the power unit and the cooling unit.
6. The hydraulic test system for an automotive solenoid valve as recited in claim 1, characterized in that: the filtering and pressure stabilizing unit is provided with a hollow base, the two ends of the base are respectively communicated with the power unit and the pressure regulating unit, the base is separated by a middle one-way valve, the two ends of the one-way valve are respectively provided with a filter and an energy accumulator, and the filter is arranged at the front end of the energy accumulator.
7. The hydraulic test system for an automotive solenoid valve as recited in claim 6, characterized in that: and a differential pressure alarm is also arranged on the side edge of the filter.
8. The hydraulic test system for an automotive solenoid valve as recited in claim 1, characterized in that: the pressure regulating unit comprises a pressure regulating valve group, a first flowmeter, a heating resistor and a pressure sensor which are sequentially communicated through an oil pipe; the rear end of the pressure regulating unit is communicated with the test cabin, the pressure regulating valve group comprises a second overflow valve, a speed regulating valve and a throttle valve, the pressure stabilizing filtering unit is respectively communicated with the second overflow valve and the speed regulating valve through a three-way oil pipe, the second overflow valve is arranged at the front end of the speed regulating valve, and the other end of the second overflow valve is communicated with the cooling unit; the rear end of the speed regulating valve is respectively communicated with a first flowmeter and a throttle valve through a three-way oil pipe, the throttle valve is arranged at the front end of the first flowmeter, and the other end of the throttle valve is communicated with the cooling unit; the rear end of the first flowmeter is communicated with a heating resistor and a pressure sensor through an oil pipe in sequence.
9. The hydraulic test system for an automotive solenoid valve as recited in claim 1, characterized in that: the backflow unit comprises a backflow pressure sensor and a second flowmeter, the front end of the second flowmeter is communicated with the test chamber, and the rear end of the second flowmeter is communicated with the oil tank unit.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021579436.8U CN213392968U (en) | 2020-08-03 | 2020-08-03 | Hydraulic test system for automobile solenoid valve |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021579436.8U CN213392968U (en) | 2020-08-03 | 2020-08-03 | Hydraulic test system for automobile solenoid valve |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN213392968U true CN213392968U (en) | 2021-06-08 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202021579436.8U Active CN213392968U (en) | 2020-08-03 | 2020-08-03 | Hydraulic test system for automobile solenoid valve |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN213392968U (en) |
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2020
- 2020-08-03 CN CN202021579436.8U patent/CN213392968U/en active Active
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