CN214894063U - Engine intake and exhaust pressure simulation system - Google Patents
Engine intake and exhaust pressure simulation system Download PDFInfo
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- CN214894063U CN214894063U CN202121444920.4U CN202121444920U CN214894063U CN 214894063 U CN214894063 U CN 214894063U CN 202121444920 U CN202121444920 U CN 202121444920U CN 214894063 U CN214894063 U CN 214894063U
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Abstract
The utility model discloses an engine advances exhaust pressure analog system, include: the pressure simulation unit is used for being communicated with an inlet and an outlet of an engine and comprises a first pressure control valve and a constant flow control valve, the pressure simulation unit is communicated with an air inlet and a second exhaust port, the first pressure control valve is arranged at the air inlet, the constant flow control valve is provided with a first inlet end, a second inlet end and an outlet end, the first inlet end is communicated with the air inlet, the second inlet end is communicated with the outlet of the engine, and the outlet end is communicated with the second exhaust port; the vacuum generating unit is communicated with the outlet end and comprises a vacuum pump, and the vacuum pump is communicated with the first exhaust port; and the high-pressure air processing unit is arranged at the air inlet and at least comprises a high-pressure fan. The utility model discloses can improve the accuracy that the engine detected.
Description
Technical Field
The utility model relates to an engine detects technical field, especially relates to an engine advances exhaust pressure analog system.
Background
As is well known, the emission standard level that can be achieved by the emissions of the engine of a vehicle is an important index related to the life of the vehicle, and from research, development, design to production of the vehicle, production enterprises will perform emission standard test and verification to judge whether the emission standard can meet the emission requirements stipulated by the state. However, after tracking and monitoring the vehicle by related research institutions, the content of harmful gases in the exhaust gas discharged by the vehicle in actual operation is found to be greatly different from the data detected by production enterprises in tests. In order to strengthen the supervision and promote automobile and engine production enterprises to adopt more advanced technology and process and greatly reduce the emission of NOx and PM, the national 6 emission regulation puts forward more strict requirements on the emission of the whole automobile road. In order to ensure the smooth implementation of the national 6 emission regulations and to smoothly put qualified products on the market according to the relevant schedules formulated by the country, research institutions, automobiles and relevant engine manufacturing enterprises begin to invest more manpower, material resources and financial resources, more advanced technologies are adopted, and the PEMS complete vehicle road test is used for verification so as to really reduce the actual road emission of vehicles.
Because China is wide in regions, large in longitudinal and latitudinal spans, obvious in altitude difference, and different in altitude, the difference between atmospheric pressure and air density can be caused, and further the dynamic property, the economical efficiency, the reliability and the emission of an engine are influenced. In order to meet the implementation of the national six regulations in various places, the engine needs to be correspondingly calibrated according to different altitudes, so that the engine can meet the emission regulation requirements of different altitudes. If we transport the engine to each different altitude's laboratory or area and carry out the experiment, can cause a large amount of manpower, material resources and waste of time, in order to simulate different altitudes in a laboratory, reduce the cost and the cycle of engine research and development and quality control process, engine advances the exhaust positive/negative pressure simulation and becomes the better method of solving this difficult problem.
SUMMERY OF THE UTILITY MODEL
The utility model provides an engine advances exhaust pressure analog system, its accuracy that can improve the engine and detect.
In order to solve the technical problem, the utility model provides an engine advances exhaust pressure analog system, include:
the pressure simulation unit is used for being communicated with an inlet and an outlet of an engine and comprises a first pressure control valve and a constant flow control valve, the pressure simulation unit is communicated with an air inlet and a second exhaust port, the first pressure control valve is arranged at the air inlet, the constant flow control valve is provided with a first inlet end, a second inlet end and an outlet end, the first inlet end is communicated with the air inlet, the second inlet end is communicated with the outlet of the engine, and the outlet end is communicated with the second exhaust port;
a vacuum generating unit communicated with the outlet end, the vacuum generating unit including a vacuum pump communicated with a first exhaust port;
and the high-pressure air processing unit is arranged at the air inlet and at least comprises a high-pressure fan.
Preferably, in the above technical solution, the engine intake and exhaust pressure simulation system further includes a temperature control unit, the temperature control unit is connected with the pressure simulation unit and the vacuum generation unit, and the temperature control unit is configured to control a temperature of gas entering the vacuum generation unit.
Preferably, the temperature control unit includes a heat exchanger and a condensed water tank, the heat exchanger is connected to the pressure simulation unit and the vacuum generation unit, and the condensed water tank is connected to the heat exchanger.
Preferably, the heat exchanger comprises a high-efficiency heat exchanger and a high-temperature-resistant heat exchanger.
Preferably, in the above technical solution, the vacuum generating unit further includes an air heater, and the air heater is connected to the vacuum pump.
Preferably, in the above technical solution, the vacuum generating unit further includes a vacuum surge tank, and the vacuum surge tank is connected to the vacuum pump.
Preferably, as for the above technical scheme, the pressure simulation unit further includes a surge tank and a communication pipeline, an inlet of the surge tank is communicated with the air inlet, a first outlet of the surge tank is used for being communicated with an inlet of the engine, a first end of the communication pipeline is communicated with a second outlet of the surge tank, a second end of the communication pipeline is communicated and arranged between an outlet of the engine and the second inlet end, the communication pipeline is provided with a check valve, and a third outlet of the surge tank is communicated with the first inlet end of the constant flow control valve.
Preferably, as for the above technical scheme, the pressure simulation unit further includes a surge tank and a communication pipeline, an inlet of the surge tank is communicated with the air inlet, a first outlet of the surge tank is used for being communicated with an inlet of the engine, a first end of the communication pipeline is communicated with a second outlet of the surge tank, a second end of the communication pipeline is communicated and arranged between an outlet of the engine and the second inlet end, the communication pipeline is provided with a check valve, and a third outlet of the surge tank is communicated with the first inlet end of the constant flow control valve.
Preferably, in the above technical solution, the constant flow control valve is a three-way mixing valve.
Preferably, in the above technical solution, the vacuum pump is a variable frequency vacuum pump.
The utility model provides an engine advances exhaust pressure analog system, it can be in malleation mode and negative pressure mode respectively in work, under it is in malleation mode, simulate low-altitude atmospheric pressure environment at high-altitude atmospheric pressure environment promptly, first pressure control valve is in full open-ended state this moment, constant flow control valve is in control operating condition, vacuum generating unit is in unoperated state, the air passes through high-pressure air blower of high-pressure air processing unit and gets into first pressure control valve from the air inlet, get into the engine through the entry of engine again, later get into the second entry end through the export of engine, in addition, the air still enters into first entry end from the air inlet through high-pressure air blower of high-pressure air processing unit, later discharge from the second gas vent through the exit end, because constant flow control valve is constant flow control, consequently can make through the air pressure of engine and the atmospheric pressure of low altitude through first entry end and second entry end flow control, can be through the regulation to first entry end and the atmospheric pressure of second entry end flow control Correspondingly, the high altitude environment can be simulated to simulate the low altitude environment, when the high altitude environment is in a negative pressure mode, namely the low altitude atmospheric environment simulates the high altitude atmospheric environment, at the moment, the high pressure air processing unit is in an inoperative state, the vacuum generating unit is in an operative state, air enters from the air inlet and passes through the first pressure control valve, then the air passes through the engine through the inlet of the engine on the first path, then enters into the second inlet end through the outlet of the engine, in addition, the air enters into the first inlet end through the first pressure control valve on the second path, and the air pressure passing through the engine is higher than the air pressure on the low altitude through the common adjustment of the first pressure control valve and the constant flow control valve, therefore, the engine air inlet and exhaust pressure simulation system of the utility model can simulate the air pressures on different altitudes, and can eliminate the detection error of the engine caused by the altitude air pressure, the accuracy of engine detection is improved.
The above description is only an overview of the technical solutions of the present invention, and in order to make the technical means of the present invention more clearly understood, the present invention may be implemented according to the content of the description, and in order to make the above and other objects, features, and advantages of the present invention more obvious and understandable, the following detailed description of the present invention is given.
Drawings
Fig. 1 shows a schematic structural diagram of an engine intake and exhaust pressure simulation system according to an embodiment of the present invention;
fig. 2 shows a schematic structural diagram of a constant flow control valve in an embodiment of the present invention;
in the figure: 10. a pressure simulation unit; 20. a temperature control unit; 30. a vacuum generating unit; 40. a normal pressure air treatment unit; 50. a high pressure air treatment unit; 60. an engine; 70. an emission analyzer; 101. a pressure control valve; 102. a constant flow control valve; 103. a surge tank; 104. a one-way valve; 105. an on-off valve; 106. a second exhaust port; 107. an air inlet; 108. a second pressure control valve; 109. a communicating pipe; 201. a high temperature resistant heat exchanger; 202. a high-efficiency temperature heat exchanger; 203. a condensed water tank; 301. a first exhaust port; 302. a vacuum pump; 303. an air heater; 304. a vacuum surge tank; 501. a high pressure fan.
Detailed Description
To make the objects, features and advantages of the present invention more obvious and understandable, the embodiments of the present invention are described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by the skilled in the art without creative work belong to the protection scope of the present invention.
Referring to fig. 1, an embodiment of the present invention provides an engine intake and exhaust pressure simulation system, including:
the pressure simulation system comprises a pressure simulation unit 10, the pressure simulation unit 10 is used for being communicated with an inlet and an outlet of the engine 60, the pressure simulation unit 10 comprises a first pressure control valve 101 and a constant flow control valve 102, the pressure simulation unit 10 is communicated with an air inlet 107 and a second air outlet 106, the first pressure control valve 101 is arranged at the air inlet 107, the constant flow control valve 102 is provided with a first inlet end, a second inlet end and an outlet end, the first inlet end is communicated with the air inlet 107, the second inlet end is communicated with the outlet of the engine 60, and the outlet end is communicated with the second air outlet 106;
the vacuum generating unit 30 is communicated with the outlet end, the vacuum generating unit 30 comprises a vacuum pump 302, and the vacuum pump 302 is communicated with the first exhaust port 301;
and the high-pressure air processing unit 50 is arranged at the air inlet 107, and the high-pressure air processing unit 50 at least comprises a high-pressure fan 501.
The embodiment provides an engine intake and exhaust pressure simulation system, which can be respectively in a positive pressure mode and a negative pressure mode during operation, and when the system is in the positive pressure mode, that is, a low altitude atmospheric pressure environment is simulated in a high altitude atmospheric pressure environment, at the moment, a first pressure control valve 101 is in a fully open state, a constant flow control valve 102 is in a control working state, a vacuum generation unit 30 is in a non-working state, air enters a first pressure control valve from an air inlet through a high pressure fan of a high pressure air processing unit, and then enters an engine through an inlet of the engine, and then enters a second inlet end through an outlet of the engine, in addition, air also enters a first inlet end from the air inlet through the high pressure fan of the high pressure air processing unit, and then is discharged from a second exhaust port through an outlet end, and because the constant flow control valve is in constant flow control, the air pressure and the low altitude of the engine can be controlled by adjusting the flow of the first inlet end and the second inlet end The air pressure is corresponding, the high-altitude environment can be simulated to be a low-altitude environment, and when the high-altitude environment is in a negative pressure mode, namely, the low-altitude atmospheric pressure environment simulates the high-altitude atmospheric pressure environment, at the moment, the high-pressure air processing unit is in a non-working state, the vacuum generating unit is in a working state, air enters from the air inlet and passes through the first pressure control valve, then a first path passes through the engine through the inlet of the engine and then enters the second inlet end through the outlet of the engine, in addition, the second path enters the first inlet end through the first pressure control valve and is jointly regulated by the first pressure control valve and the constant flow control valve to ensure that the air pressure passing through the engine is higher than the air pressure at low altitude, an engine intake and exhaust pressure simulation system of the present embodiment can simulate air pressures at different altitudes, the detection error of the engine caused by the altitude air pressure can be eliminated, and the accuracy of engine detection is improved.
Referring to fig. 2, in order to ensure that the atmospheric pressure simulated by the constant flow plateau simulating system is kept constant when the working condition of the engine changes, the dynamic confluence valve is used for performing organization distribution on the system airflow, for the change caused by the intake air quantity a at the engine side, the air intake quantity at the balance side B is adjusted, and the total ventilation quantity AB of the system is ensured to be a sum of a constant pressure control of the constant flow system relative to the constant flow quantity of the whole system, the core of the dynamic control of the whole system is to realize the constant pressure control under the constant flow quantity of the system, for the whole simulating system, the system must be ensured not to influence the pressure at the inlet of the system due to the change of the working condition of the engine and the air quantity caused by the change of the intake air quantity, therefore, the sum of the air quantity passing through the engine and the air quantity bypassed must be ensured to be constant, and the flow quantity of the system is divided into the flow quantity passing through the engine and the bypassed flow quantity by the confluence valve, the sum and the vacuum pumpThe resulting flow is constantly equal and exists as a three-way mixing valve as follows:
according to the formula, the air quantity passing through the engine and the sum of the air quantity of the bypass pipeline can be ensured to be constantly equal to the air quantity of the vacuum pump no matter how the adjustment is carried out, when the working condition of the engine changes and the air inflow changes, the air quantity is adjusted in advance according to the flow characteristic of the flow-merging valve and the throttle proportion of the engine according to the proportion, the three-way mixing valve is further corrected according to the detection value of the simulated atmospheric pressure of the system, and the stability of the simulated atmospheric pressure can be improved. Because the ventilation quantity of the system is constant, the stability of the temperature and humidity control of the engine intake air conditioner at the inlet can also be ensured.
In a further implementation manner of the present embodiment, the engine intake and exhaust pressure simulation system further includes a temperature control unit 20, the temperature control unit 20 is connected with the pressure simulation unit 10 and the vacuum generation unit 30, and the temperature control unit 20 is configured to control the temperature of the gas entering the vacuum generation unit 30.
The temperature control unit 20 in this embodiment is used to control the temperature of the gas entering the vacuum generating unit 30, so as to prevent the gas entering the vacuum pump 302 from being damaged due to the excessively high temperature, and protect the vacuum pump 302.
In a further implementation manner of the present embodiment, the temperature control unit 20 includes a heat exchanger and a condensed water tank 203, the heat exchanger and pressure simulation unit 10 is connected with the vacuum generation unit 30, and the condensed water tank 203 is connected with the heat exchanger.
In this embodiment, the condensing water tank 203 and the heat exchanger dissipate heat and cool the gas, so as to achieve rapid cooling.
In a further possible implementation of the present embodiment, the heat exchanger comprises a high efficiency heat exchanger 202 and a high temperature resistant heat exchanger 201.
The heat exchanger in this embodiment includes a high-efficiency heat exchanger 202 and a high-temperature-resistant heat exchanger 201, and thus the heat exchanger may have characteristics of high efficiency and high temperature resistance.
In a further implementation manner of the present embodiment, the vacuum generating unit 30 further includes an air heater 303, and the air heater 303 is connected to the vacuum pump 302.
The air heater 303 in this embodiment can dry the impeller of the vacuum pump 302, and particularly can protect the impeller of the vacuum pump 302 in a long-term non-use state.
In a further implementation of the present embodiment, the vacuum generating unit 30 further comprises a vacuum surge tank 304, and the vacuum surge tank 304 is connected to the vacuum pump 302.
The vacuum surge tank 304 provided in the vacuum generating unit 30 in this embodiment can perform a pressure stabilizing function.
In a further implementation manner of the present embodiment, the pressure simulation unit 10 further includes a surge tank 103 and a communication pipe 109, an inlet of the surge tank 103 is communicated with the air inlet 107, a first outlet of the surge tank 103 is used for communicating with an inlet of the engine 60, a first end of the communication pipe 109 is communicated with a second outlet of the surge tank 103, a second end of the communication pipe 109 is communicated and disposed between an outlet and a second inlet end of the engine 60, the communication pipe 109 is provided with a one-way valve 104, and a third outlet of the surge tank 103 is communicated with the first inlet end of the constant flow control valve 102.
The function of the check valve in this embodiment is to prevent the pressure change caused by the change of the operating condition of the engine 60, so that the exhaust gas is mixed with the fresh air and sucked by the engine.
In a further possible implementation of the present embodiment, an emission analyzer 70 is provided at the outlet of the engine 60.
The exhaust analyzer 70 disposed at the outlet of the engine 60 in this embodiment can facilitate detection of the exhaust gas emitted from the engine 60.
In a further possible implementation of this embodiment, the constant flow control valve 102 is a three-way mixing valve.
In a further possible implementation of this embodiment, the vacuum pump 302 is a variable frequency vacuum pump.
Alternatively, the engine intake air may come directly from ambient air or from an atmospheric air treatment unit 40 that has been conditioned for temperature and humidity.
Also, the outlet end of the constant flow control valve 102 in this embodiment is provided with a second pressure control valve 108.
The second exhaust port 106 in this embodiment is provided with an on-off valve 105.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means two or more unless specifically limited otherwise.
The above description is only for the specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto, and any person skilled in the art can easily think of the changes or substitutions within the technical scope of the present invention, and all should be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. An engine intake and exhaust pressure simulation system, comprising:
the pressure simulation unit is used for being communicated with an inlet and an outlet of an engine and comprises a first pressure control valve and a constant flow control valve, the pressure simulation unit is communicated with an air inlet and a second exhaust port, the first pressure control valve is arranged at the air inlet, the constant flow control valve is provided with a first inlet end, a second inlet end and an outlet end, the first inlet end is communicated with the air inlet, the second inlet end is communicated with the outlet of the engine, and the outlet end is communicated with the second exhaust port;
a vacuum generating unit communicated with the outlet end, the vacuum generating unit including a vacuum pump communicated with a first exhaust port;
and the high-pressure air processing unit is arranged at the air inlet and at least comprises a high-pressure fan.
2. The engine intake and exhaust pressure simulation system according to claim 1, further comprising a temperature control unit connected with the pressure simulation unit and the vacuum generation unit, the temperature control unit being configured to control a temperature of gas entering the vacuum generation unit.
3. The engine intake and exhaust pressure simulation system according to claim 2, wherein the temperature control unit comprises a heat exchanger and a condensed water tank, the heat exchanger and the pressure simulation unit are connected with the vacuum generation unit, and the condensed water tank is connected with the heat exchanger.
4. The engine intake and exhaust pressure simulation system of claim 3, wherein the heat exchanger comprises a high efficiency heat exchanger and a high temperature resistant heat exchanger.
5. The engine intake and exhaust pressure simulation system of claim 1, wherein the vacuum generation unit further comprises an air heater connected to the vacuum pump.
6. The engine intake and exhaust pressure simulation system according to claim 1, wherein the vacuum generation unit further comprises a vacuum surge tank connected to the vacuum pump.
7. The engine intake and exhaust pressure simulation system according to claim 1, wherein the pressure simulation unit further comprises a surge tank and a communication pipe, an inlet of the surge tank is communicated with the intake port, a first outlet of the surge tank is used for being communicated with the inlet of the engine, a first end of the communication pipe is communicated with a second outlet of the surge tank, a second end of the communication pipe is communicated and arranged between the outlet of the engine and the second inlet end, a one-way valve is arranged on the communication pipe, and a third outlet of the surge tank is communicated with the first inlet end of the constant flow control valve.
8. The engine intake and exhaust pressure simulation system according to claim 1, wherein an emission analyzer is provided at an outlet of the engine.
9. The engine intake and exhaust pressure simulation system of claim 1, wherein the constant flow control valve is a three-way mixing valve.
10. The engine intake and exhaust pressure simulation system of claim 1, wherein the vacuum pump is a variable frequency vacuum pump.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121444920.4U CN214894063U (en) | 2021-06-28 | 2021-06-28 | Engine intake and exhaust pressure simulation system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121444920.4U CN214894063U (en) | 2021-06-28 | 2021-06-28 | Engine intake and exhaust pressure simulation system |
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| Publication Number | Publication Date |
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| CN214894063U true CN214894063U (en) | 2021-11-26 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202121444920.4U Active CN214894063U (en) | 2021-06-28 | 2021-06-28 | Engine intake and exhaust pressure simulation system |
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| CN (1) | CN214894063U (en) |
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2021
- 2021-06-28 CN CN202121444920.4U patent/CN214894063U/en active Active
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