CN204113406U - Vehicle tail gas treatment device - Google Patents
Vehicle tail gas treatment device Download PDFInfo
- Publication number
- CN204113406U CN204113406U CN201420512002.4U CN201420512002U CN204113406U CN 204113406 U CN204113406 U CN 204113406U CN 201420512002 U CN201420512002 U CN 201420512002U CN 204113406 U CN204113406 U CN 204113406U
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- tail gas
- air
- storage tank
- catalyst converter
- pipe
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- Y—GENERAL 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
- Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
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- Y—GENERAL 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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Abstract
A kind of vehicle tail gas treatment device, catalyzer soak time can be reduced avoid and for a long time Vehicular exhaust is recovered in storage tank, and the tail gas that stores in the tail gas of motor discharge and storage tank is purified under chemically correct fuel simultaneously, simultaneously under the engine long time is in the warm state of low row, emission from vehicles is avoided to worsen.Vehicle tail gas treatment device comprise form the air header of three-way pipe, the first air enters pipe and the second air enters pipe.Enter at air header and the first air and to manage and connection part place that the second air enters pipe is provided with flow control valve, under catalyst temperature does not reach active temperature, flow control valve switches to and makes outside air enter pipe via the first air to enter in waste pipe by control device, reaching under active temperature, flow control valve switches to and makes outside air simultaneously enter pipe via the first air and the second air enters pipe by control device, enters respectively in waste pipe and catalyst converter.
Description
Technical field
The utility model relates to vehicle tail gas treatment device and comprises the engine system of this vehicle tail gas treatment device, more particularly, relates to and a kind ofly reduces or avoid Vehicular exhaust before catalyzer activation directly to the vehicle tail gas treatment device of airborne release.
Background technique
Along with vehicle fleet size gets more and more, using scope is more and more wider, and the harm that Vehicular exhaust causes world environments is also increasing.
For reducing Vehicular exhaust pollution on the environment, the outlet pipe of vehicle is usually provided with the ternary cleaner utilizing catalyzer to purify tail gas, but, due to catalyzer only its action effect of competence exertion after reaching active temperature, therefore, in that time in the past before catalyzer reaches activity, tail gas is not effectively purified.For the impact that the tail gas eliminated in the above-mentioned time period causes, once proposed in the past and postponed time of ignition to improve the method for delivery temperature, but deterioration of emission can be made because of the increase of the discharge capacity of HC and CO on the contrary in this case.
For thoroughly solving exhaust emissions problem, such method is proposed: dismountable pressurized container is installed on vehicle in patent documentation 1, Vehicular exhaust is all collected in above-mentioned pressurized container, after above-mentioned pressurized container fills tail gas, by centralized collection station centralized collection, change above-mentioned pressurized container, to focus on collected Vehicular exhaust.But, in this case, carry out whole process recovery and focus on needing to drop into substantial contribution to pressurized container, and each pressurized container is filled, and centralized collection station must be gone to change, quite inconvenience.
In view of patent documentation 1 exists the problems referred to above, claimant once proposed discharged towards muffler by the Vehicular exhaust of discharge before the catalyzer activation in catalyst converter and be collected in storage tank, after catalyzer activation, the technological scheme of discharging towards air after that store in storage tank, undressed Vehicular exhaust to be delivered in catalyst converter purification via one-way valve.Specifically, claimant proposes following technological scheme: comprise offgas duct and be arranged on catalyst converter in offgas duct, also comprising simultaneously: be arranged in offgas duct than catalyst converter more by the switching valve at first position in tail gas discharge direction downstream side; One end is communicated with described offgas duct via switching valve, the muffler that the other end is then communicated with the entrance of the tail gas discharge direction upstream side of catalyst converter; Be arranged on the storage tank on muffler; Muffler is arranged at first one-way valve at the position between the other end of muffler and storage tank; And control device, in stipulated time after the engine started, described switching valve is switched to the first state by described control device, in stipulated time after the engine started, switching valve is switched to the first state that tail gas is not discharged towards air discharge towards described muffler by control device, after have passed through the stipulated time after the engine started, switching valve is switched to the second state that tail gas is not discharged towards muffler discharge towards air by control device.
Patent documentation 1:CN102128067A
The technique scheme that claimant proposes can reduce with lower cost the pollution that Vehicular exhaust causes effectively, but, still old in technique scheme can in addition room for improvement.
● when reclaiming the tail gas before catalyst activity, because the catalyzer activation in catalyst converter needs the longer time, therefore, if reclaim above-mentioned Vehicular exhaust for a long time, then increase the volume of storage tank on the one hand, the pressure simultaneously in storage tank is also easily too high and break through safety pressure.
● after catalyzer activation, when gas in storage tank is discharged towards air by catalyst cleaning rear in catalyst converter, catalyzer should process the tail gas of motor discharge at one time, again the tail gas stored in storage tank is processed, thus cause the purification efficiency of catalyzer to occur declining.Claimant after the reason reduced purification efficiency is furtherd investigate, this is presumably because in catalyst converter, carry out the mixed gas purified excessive concentration, this deviation of concentration chemically correct fuel cause.
● after system cloud gray model, the working condition residing for motor is different, delivery temperature can be caused to be in different temperature ranges, thus can directly impact the temperature of catalyzer.That is, when under the state that the engine long time is in low row's temperature (delivery temperature is in lower interval), catalyzer still likely changes its non-activated state into from the state of activation, and then causes the deterioration of emission from vehicles.
Therefore, the time how reducing catalyzer activation avoids being recovered in storage tank by Vehicular exhaust for a long time, how to make the catalyzer in catalyst converter purify the tail gas that stores in the tail gas of motor discharge and storage tank under rational chemically correct fuel simultaneously and how be in low row's temperature in the engine long time state under avoid emission from vehicles deterioration just to become problem demanding prompt solution
Model utility content
The utility model completes in view of the above problems, its object is to provide a kind of vehicle tail gas treatment device, can under the prerequisite effectively reducing the pollution that Vehicular exhaust causes with lower cost, the time reducing catalyzer activation is avoided for a long time Vehicular exhaust being recovered in storage tank, and the catalyzer in catalyst converter is purified the tail gas that stores in the tail gas of motor discharge and storage tank under rational chemically correct fuel simultaneously, under the state that simultaneously can be in low row's temperature in the engine long time, emission from vehicles is avoided to worsen and make emission effect optimization.
To achieve these goals, the vehicle tail gas treatment device of first aspect of the present utility model comprises: offgas duct, and the tail gas of discharging from motor is expelled to air by this offgas duct, catalyst converter, this catalyst converter is arranged in described offgas duct, purifies tail gas to utilize catalyzer, switching valve, this switching valve is arranged at than described catalyst converter more by first position in tail gas discharge direction downstream side in described offgas duct, muffler, one end of this muffler is communicated with described offgas duct via described switching valve, the other end is then communicated with the entrance of the tail gas discharge direction upstream side of described catalyst converter, or is more communicated with by the second position of tail gas discharge direction upstream side with catalyst converter described in the ratio of described offgas duct, storage tank, this storage tank is arranged on described muffler, and first one-way valve, this first one-way valve is arranged at the position between the other end of described muffler and described storage tank on described muffler, it is characterized in that, described vehicle tail gas treatment device also comprises air inlet path, this air inlet path has the air header forming three-way pipe, first air enters pipe and the second air enters pipe, one end that described first air enters pipe is communicated with described air header, the other end and described motor, be connected with the outlet pipe that the described offgas duct of described vehicle tail gas treatment device is communicated with, one end that described second air enters pipe is communicated with described air header, the other end is connected with described catalyst converter, enter at described air header and described first air the connection part place that one end of pipe and described second air enter one end of pipe and be provided with flow control valve.
The vehicle tail gas treatment device of the utility model second aspect is on the basis of the vehicle tail gas treatment device of the utility model first aspect, it is characterized in that, described Vehicular exhaust device is provided with the first pressure transducer detected the tail gas pressure in described storage tank and the second pressure transducer detected via the gas pressure that described offgas duct enters described catalyst converter the described outlet pipe from described motor, make to enter the gas pressure of described catalyst converter in said second condition close to the described gas pressure detected by described second pressure transducer from described storage tank via described muffler.
The vehicle tail gas treatment device of the utility model third aspect is on the basis of the vehicle tail gas treatment device of the utility model first aspect, it is characterized in that, described vehicle tail gas treatment device also comprises temperature transducer, and this temperature transducer detects the temperature flowing through the tail gas of described catalyst converter.
The vehicle tail gas treatment device of the utility model fourth aspect is on the basis of the vehicle tail gas treatment device of the utility model first aspect, it is characterized in that, the ingress of described air header is provided with air pressure pump, so that outside air is pumped in air header, the midway entering pipe at described first air is provided with the second one-way valve, the midway that described second air enters pipe is provided with the 3rd one-way valve, and described second one-way valve and described 3rd one-way valve all can prevent the outside air adverse current entered from outside.
The vehicle tail gas treatment device of the utility model the 5th aspect is on the basis of the vehicle tail gas treatment device of the utility model fourth aspect, it is characterized in that, the other end of described muffler is communicated with the entrance of the tail gas discharge direction upstream side of described catalyst converter, and described in the ratio of described offgas duct, catalyst converter is more provided with by the position of tail gas discharge direction upstream side the 4th one-way valve preventing tail gas to motor adverse current.
The vehicle tail gas treatment device of the utility model the 6th aspect is on the basis of the vehicle tail gas treatment device of the utility model fourth aspect, it is characterized in that, the other end of described muffler and catalyst converter described in the ratio of described offgas duct are more communicated with by the second position of tail gas discharge direction upstream side, and described in the ratio of described offgas duct, the second position is more provided with by the position of tail gas discharge direction upstream side the 4th one-way valve preventing tail gas to motor adverse current.
The vehicle tail gas treatment device of the utility model the 7th aspect be the utility model first aspect to the 6th in either side vehicle tail gas treatment device basis on, it is characterized in that, on described muffler, the tail gas compression pump that tail gas is compressed is provided with between one end of described muffler and described storage tank, on described muffler, outlet valve is provided with between described storage tank and described one-way valve, described storage tank is connected with pressure release loop, this pressure release loop is provided with Decompression valves.
The vehicle tail gas treatment device of the utility model eighth aspect be the utility model first aspect to the 6th in either side vehicle tail gas treatment device basis on, it is characterized in that, described switching valve is arranged near the outlet in tail gas discharge direction downstream side of described catalyst converter.
The vehicle tail gas treatment device of the utility model the 9th aspect is that on the basis of the vehicle tail gas treatment device in the utility model the 7th, it is characterized in that, described tail gas compression pump is arranged near the entrance that tail gas is flowed into of described storage tank.
The vehicle tail gas treatment device of the utility model the tenth aspect is that on the basis of the vehicle tail gas treatment device in the utility model the 7th, it is characterized in that, described outlet valve is arranged near the outlet that tail gas is flowed out of described storage tank.
By formation described above, the gas (air+tail gas) before catalyzer activation can be made to be stored in storage tank, simultaneously, owing to mixing with outside air in the waste pipe of tail gas before entering catalyst converter, therefore, do not burn after fuel contacts with outside air completely in Vehicular exhaust, further with oxygen generation combustion reaction wherein, and produce heat.By the heat that this burning produces, the temperature of catalyzer can be improved rapidly, shorten the time required for catalyzer activation by this, thus a large amount of amount reducing atmosphere storage.
In addition, by formation described above, the overpressure be stored in storage tank can be prevented, prevent pressure from breaking through safety pressure scope.
By formation described above, the outside air entered in waste pipe mixes with the Vehicular exhaust produced from motor, do not burn after fuel contacts with outside air completely in Vehicular exhaust, further with oxygen generation combustion reaction wherein, and produce heat, and by the heat that this burning produces, keep the temperature of the catalyzer in catalyst converter.Simultaneously, the pressure of the Vehicular exhaust produced from motor due to the pressure ratio of gas (tail gas+air) be stored in storage tank before catalyzer activation is large, therefore, by suitably increasing outside air, guarantee that both gas pressures are roughly the same, pour in down a chimney to avoid gas.In addition, enter air in catalyst converter and the gas of discharging from storage tank (tail gas+air) and the gas (tail gas+air) of discharging from waste pipe mixes, regulate the concentration of the mixed gas in catalyst converter, to make it be in chemically correct fuel, thus the conversion efficiency of catalyzer can be made to maintain higher level.
Accompanying drawing explanation
Fig. 1 is the schematic diagram of the structure representing engine system of the present utility model.
Fig. 2 is the flow chart of the motion flow representing the vehicle tail gas treatment device that engine system of the present utility model comprises.
Fig. 3 is the schematic diagram of flow path of the gas (air+tail gas) before representing the catalyzer activation of engine system of the present utility model in catalyst converter, and now, the pressure in storage tank not yet reaches criticality safety pressure.
Fig. 4 is the schematic diagram of flow path of the gas (air+tail gas) before representing the catalyzer activation of engine system of the present utility model in catalyst converter, and now, the pressure in storage tank reaches criticality safety pressure.
Fig. 5 is the schematic diagram of flow path of the gas (air+tail gas) after representing the catalyzer activation of engine system of the present utility model in catalyst converter, and now, still have gas (air+tail gas) in storage tank, pressure is non-vanishing.
Fig. 6 is the schematic diagram of flow path of the gas (air+tail gas) after representing the catalyzer activation of engine system of the present utility model in catalyst converter, and now, do not have gas in storage tank, pressure is zero.
Embodiment
Below in conjunction with accompanying drawing, mode of execution of the present utility model is described.
First, with reference to Fig. 1, the basic structure of the engine system of present embodiment is described.
As shown in Figure 1, the engine system of present embodiment comprises vehicle tail gas treatment device 1 and motor 2, wherein, vehicle tail gas treatment device 1 comprises offgas duct 101 and catalyst converter 102, described offgas duct 101 is expelled to air for the tail gas of being discharged by the relief opening from motor 2 along the thick dashed line arrow in Fig. 1, described catalyst converter 102 is arranged on the midway of described offgas duct 101, purifies the tail gas flow through to utilize three-way catalyst.In addition, described offgas duct 101 comprises the first offgas duct 101a and the second offgas duct 101b, one end (left end in Fig. 1) of described first offgas duct 101a is communicated with air, the other end (right-hand member in Fig. 1) is communicated with the outlet 102OUT in the tail gas discharge direction downstream side of described catalyst converter 102, one end (left end in Fig. 1) of described second offgas duct 101b is communicated with the entrance 102IN of the tail gas discharge direction upstream side of described catalyst converter 102, and the other end (right-hand member in Fig. 1) is communicated with the outlet pipe of motor 2.
In the midway of the outlet pipe of described motor 2, be provided with the first air and enter pipe TA1.On the catalyst converter 102 included by vehicle tail gas treatment device 1, be provided with the second air and enter pipe TA2.Described first air enters pipe TA1 and enters pipe TA2 with described second air and be communicated with air header MA.
Be provided with one-way valve (the second one-way valve) VA1 in the midway that described first air enters pipe AT1, be provided with one-way valve (the 3rd one-way valve) VA2 in the midway that described second air enters pipe AT2.Enter at described air header MA and described first air the position that is communicated with that pipe TA1 and described second air enter pipe TA2 and be provided with flow control valve V1, this flow control valve V1 can enter to described first air amount that pipe TA1 enters to the air entering air header MA from outside and regulate to the ratio that described second air enters the amount that pipe TA2 enters.The air inlet place of described air header MA is provided with air pressure pump PA.
In addition, above-mentioned vehicle tail gas treatment device 1 also comprises: switching valve 103, and this switching valve 103 is arranged at than described catalyst converter 102 more by first position in tail gas discharge direction downstream side (left side namely in Fig. 1) on described offgas duct 101 (specifically the first offgas duct 101a); Muffler 104, one end of this muffler 104 is communicated with described offgas duct 101 via described switching valve 103, and the other end is then communicated with the entrance 102IN of the tail gas discharge direction upstream side of described catalyst converter 102; Storage tank 105, this storage tank 105 is arranged on the midway of described muffler 104; One-way valve (the first one-way valve) V4, this one-way valve V4 is arranged at the position between the other end of described muffler 104 and described storage tank 105 on described muffler 104, flows from the other end of described muffler 104 to prevent tail gas via described storage tank 105 one end to described muffler 104.In the example depicted in figure 1, as switching valve 103, employ two-position three way magnetic valve, during the preheating of catalyzer, described switching valve 103 is switched to the first state making P-B pipeline connection, discharge towards described muffler 104, after during the preheating of catalyzer to make tail gas not discharge towards air, described switching valve 103 is switched to the second state making P-A pipeline, discharge towards air to make tail gas not discharge towards described muffler 104.
In addition, above-mentioned vehicle tail gas treatment device 1 also comprises temperature transducer T1, and this temperature transducer T1 is for detecting the temperature of the tail gas flowing through described catalyst converter 102.
In addition, in above-mentioned vehicle tail gas treatment device 1, on described muffler 104, the compressor pump 106 for being delivered to described storage tank 105 after by tail gas compression is provided with between one end and described storage tank 105 of described muffler 104, and, between described storage tank 105 and described one-way valve V4, be provided with outlet valve V2, described storage tank 105 is connected with pressure release loop, this pressure release loop is provided with Decompression valves V3.
In addition, above-mentioned vehicle tail gas treatment device 1 also comprises pressure transducer P1 and pressure transducer P2, described pressure transducer P1 is for detecting the pressure of the tail gas in described storage tank 105, and described pressure transducer P2 is for detecting the pressure of the tail gas in described second offgas duct 101b.In the present embodiment, pressure transducer P1 is arranged in storage tank 105, and pressure transducer P2 is arranged on the first offgas duct 101a.
In addition, although not shown, but the vehicle tail gas treatment device 1 of present embodiment also comprises the control device controlled all parts of vehicle tail gas treatment device 1.
Below, with reference to Fig. 2, and composition graphs 3 ~ Fig. 6, the control flow carry out engine system of the present utility model and gas (air+tail gas) flow path are in varied situations described.
As shown in Figure 2, after engine start (step S100), to solenoid valve 103 (two-position three way magnetic valve) energising (step S110), described switching valve 103 is switched to P-B pipeline connection (gas storage loop (the first state)) by described control device in advance.
Then, motor 2 is lighted a fire (step S120), and whether described control device lights a fire to described motor 2 successfully judges (step S130).
When control device is judged as described motor 2 loss of ignition (being judged as "No" in step s 130, which), control device combines the failed strategy of startup to carry out controlling (step S140), and again lights a fire (step S120).
Until after described control device is judged as described motor 2 successful ignition (being judged as "Yes" in step s 130, which), whether be that the state of activation judges (step S200) to catalyzer.
When control device is judged as that catalyzer is in its non-activated state (being judged as "No" in step s 200), described control device makes described compressor pump (tail gas compression pump) 106 work (step S211), meanwhile, described control device makes described air pressure pump PA work (step S212).
In an initial condition, now, be arranged on described air header MA and described first air to enter the flow control valve V1 being communicated with position that pipe TA1 and described second air enter pipe TA2 and be controlled so as to make outside air under the pumping action of described air pressure pump PA, from described air header MA, enter pipe TA1 via described first air, enter the outlet pipe of motor 2.Now, the Vehicular exhaust produced from motor 2 mixes in the outlet pipe of motor 2 with described outside air, and under the pumping action of tail gas compression pump 106, through described catalyst converter 102, and enter described storage tank 105 via P-B pipeline connection now from described muffler 104, and be stored in wherein.
Due to before catalyzer activation, outside air enters pipe TA1 from described air header MA via the first air, enter the outlet pipe of motor 2, and mix with the Vehicular exhaust produced in motor 2 wherein, therefore, do not burn after fuel contacts with outside air completely in Vehicular exhaust, further with oxygen generation combustion reaction wherein, and produce heat.By the heat that this burning produces, the temperature of catalyzer can be improved rapidly, shorten the time required for catalyzer activation by this.
Then, whether the pressure of described control device to the gas stored in storage tank 105 exceedes criticality safety pressure and judges (step S300).
When the gas pressure that described control device is judged as in storage tank 105 does not exceed criticality safety pressure (being judged as "No" in step S300), described control device judges whether motor 2 has stop signal (step S310).
When described control device is judged as that motor 2 has stop signal (being judged as "Yes" in step S310), described control device makes described motor 2 flame-out (step S311), and described tail gas compression pump 106 is stopped (step S312), makes air pressure pump PA stop (step S313) simultaneously.Then, described control device makes solenoid valve 103 (two-position three way magnetic valve) power-off (step S314), and described switching valve 103 is switched to P-A pipeline connection (exhausting loop (the second state)) by described control device.
When described control device is judged as that motor 2 does not have stop signal (being judged as "No" in step S310), described control device continues to return step S200, and whether continue catalyzer is that the state of activation judges.
In step S300, when the gas pressure that described control device is judged as in storage tank 105 exceedes criticality safety pressure (being judged as "Yes" in step S300), described control device makes described Decompression valves V3 work (step S320), is discharged by the gas pressure in storage tank 105.
Then, whether described control device is that the state of activation judges (step S321) to catalyzer.When described control device is judged as that catalyzer has been in the state of activation (being judged as "Yes" in step S321), then enter the rate-determining steps under the catalyzer state of activation described later.
When described control device is judged as that catalyzer is still in its non-activated state (being judged as "No" in step S321), whether the pressure of described control device to the gas stored in storage tank 105 is in safety pressure region judges (step S322).
When the gas pressure that described control device is judged as in storage tank 105 is not still in safety pressure region (being judged as "No" in step S322), get back to step S321, make described control device that described Decompression valves V3 is worked, the gas pressure in storage tank 105 is discharged.
When the gas pressure that shown control device is judged as in storage tank 105 has been in safety pressure region (being judged as "Yes" in step S322), shown control device makes shown Decompression valves V3 stop (step S323), then enter described step S310, judge whether motor 2 has stop signal.
Repeatedly perform step S200, step S211, step S212, step S300, step S31, step S200 ... time, as shown by the dotted line in fig. 3, be arranged on described air header MA and described first air to enter the flow control valve V1 being communicated with position that pipe TA1 and described second air enter pipe TA2 and be controlled so as to make outside air under the pumping action of described air pressure pump PA, from described air header MA, enter pipe TA1 via described first air, enter the outlet pipe of motor 2.Now, the Vehicular exhaust produced from motor 2 mixes in the outlet pipe of motor 2 with described outside air, and under the pumping action of tail gas compression pump 106, through described catalyst converter 102, and enter described storage tank 105 via P-B pipeline connection now from described muffler 104, and be stored in wherein.
By formation described above, the gas (air+tail gas) before catalyzer activation can be made to be stored in storage tank 105, simultaneously, mix with outside air in outlet pipe due to the motor 2 of tail gas before entering catalyst converter 102, therefore, do not burn after fuel contacts with outside air completely in Vehicular exhaust, further with oxygen generation combustion reaction wherein, and produce heat.By the heat that this burning produces, the temperature of catalyzer can be improved rapidly, shorten the time required for catalyzer activation by this.
Repeatedly perform step S300, step S320, step S321, step S322, step S320 ... time, as shown in phantom in figure 4, be arranged on described air header MA and described first air to enter the flow control valve V1 being communicated with position that pipe TA1 and described second air enter pipe TA2 and be controlled so as to make outside air under the pumping action of described air pressure pump PA, from described air header MA, enter pipe TA1 via described first air, enter the outlet pipe of motor 2.Now, the Vehicular exhaust produced from motor 2 mixes in the outlet pipe of motor 2 with described outside air, and under the pumping action of tail gas compression pump 106, through described catalyst converter 102, and enter described storage tank 105 via P-B pipeline connection now from described muffler 104, be discharged to the outside by Decompression valves V3 simultaneously.
By formation described above, can prevent from being stored in the overpressure in storage tank 105, prevent pressure from breaking through safety pressure scope.
Then, when being judged as that in step S200 or step S321 catalyzer has been in activated state (being judged as "Yes" in step S200, step S321), described control device makes solenoid valve 103 (two-position three way magnetic valve) power-off (step S350), described switching valve 103 is switched to P-A pipeline connection (exhausting loop (the second state)) (step S221) by described control device, then, described tail gas compression pump 106 is stopped (step S222).
Now, described control device makes described flow control valve V1 work (step S223), and flow control valve V1 regulates (step S224) in 0% ~ 100% in conjunction with control strategy.
Specifically, the controlling method of described control strategy is shown below.
[calculating formula 1]
aperture (α %) formula of flow control valve:
α %=τ %+Z (S (V
outlet valve))+[Q (rotating speed, load)+W (J (V
air pressure contracting pump))] × R [f (V
13)/f (V
14)]
Wherein:
τ %: basic aperture, by Setup Experiments provide (so-called basic aperture refers to, catalyzer in an active state, motor 2 be in idling and Decompression valves V3 close time, the aperture of flow control valve V1 when catalyzer conversion efficiency is the highest);
V
outlet valve: the driving voltage of outlet valve V2;
Function relation corresponding between the driving voltage of S (): outlet valve V2 and the Exhaust Gas concentration of outlet valve V2;
Z (): according to the aperture correction of the determined flow control valve V1 of the concentration of the Exhaust Gas of outlet valve V2;
Q (rotating speed, load): according to the aperture correction of operating condition (rotating speed, load) the determined flow control valve V1 of motor 2;
V
air pressure pump: the output voltage of air pressure pump PA;
J (): function relation corresponding between the driving voltage of air pressure pump PA and the air quantity be drawn into;
W (): according to the aperture correction of the determined flow control valve V1 of air quantity that air pressure pump PA is drawn into;
V
13, V
14: the output voltage of air-fuel ratio sensor (not shown);
F (V
13), f (V
14): function relation corresponding between the output voltage of air-fuel ratio sensor and the concentration of tested gas;
R (): by the aperture coefficient of the determined flow control valve V1 of the concentration ratio between air-fuel ratio sensor.
While described control device regulates in conjunction with the aperture of above-mentioned control strategy to described flow control valve V1, whether described control device is that 0MPa judges (step S225) to the gas pressure in described storage tank 105.
When described control device is judged as still storing gas in described storage tank 105, and when making gas pressure be not equal to 0MPa (being judged as "No" in step S225), described control device makes described outlet valve V2 work, discharge the gas (step S226) in storage tank 105, the signal simultaneously in conjunction with pressure transducer P1 carrys out Collaborative Control (step S227).
Now, flow control valve V1 is controlled so as to outside air under the effect of air pressure pump PA, enter pipe TA1 via described first air and described second air enters pipe TA2, in the outlet pipe entering motor 2 respectively and catalyst converter 102 from described air header MA simultaneously.
The outside air entered in the outlet pipe of motor 2 mixes with the Vehicular exhaust produced from motor 2, do not burn after fuel contacts with outside air completely in Vehicular exhaust, further with oxygen generation combustion reaction wherein, and produce heat, and by the heat that this burning produces, keep the temperature of the catalyzer in catalyst converter.Simultaneously, the pressure of the Vehicular exhaust produced from motor 2 due to the pressure ratio of gas (tail gas+air) be stored in storage tank 105 before catalyzer activation greatly, therefore, by suitably increasing outside air, guarantee that both gas pressures are roughly the same, pour in down a chimney to avoid gas.Now, the pressure of the tail gas in described storage tank 105 is detected by described pressure transducer P1, and the pressure of the tail gas in described second offgas duct 101b is detected by described pressure transducer P2.
In addition, enter air in catalyst converter 102 and the gas of discharging from storage tank 105 (tail gas+air) and the gas (tail gas+air) of discharging from the outlet pipe of motor 2 mixes, regulate the concentration of the mixed gas in catalyst converter 102, to make it be in chemically correct fuel, thus the conversion efficiency of catalyzer can be made to maintain higher level.
When described control device is judged as no longer storing gas in described storage tank 105, and when making gas pressure equal 0MPa (being judged as "Yes" in step S225), described control device makes described outlet valve V2 stop (step S228).
Then, described control device judges whether motor 2 has stop signal (step S230).
When described control device is judged as that motor 2 has stop signal (being judged as "Yes" in step S230), described control device makes described outlet valve V2 close (step S231), and make described motor 2 flame-out (step S232), make flow control valve V1 stop (step S233) simultaneously, and make air pressure pump PA stop (step S234).
When described control device is judged as that motor 2 does not have stop signal (being judged as "No" in step S230), whether described control device is that the state of activation judges (step S240) to catalyzer.When described control device is judged as that catalyzer is still in the state of activation (being judged as "Yes" in step S240), then returns step S224, regulate in 0% ~ 100% in conjunction with control strategy.
When described control device is judged as that catalyzer has been in its non-activated state (being judged as "No" in step S240), described control device makes outlet valve V2 close (step S241), and be back to step S211, described tail gas compression pump 106 is worked.
Repeatedly performing step S223, step S224, step S225, step S226, step S227, step S230, step S240, step S224, time, as shown in broken line in fig. 5, be arranged on described air header MA and described first air to enter the flow control valve V1 being communicated with position that pipe TA1 and described second air enter pipe TA2 and be controlled so as to make outside air under the pumping action of described air pressure pump PA, enter pipe TA1 via described first air and described second air enters pipe TA2 from described air header MA simultaneously, in the outlet pipe entering motor 2 respectively and catalyst converter 102, now, a small amount of extraneous gas is only had to enter the outlet pipe of motor 2, most outside air then enters in catalyst converter 102.Meanwhile, because outlet valve V2 works, and the gas (tail gas+air) making to be stored in storage tank 105 is via one-way valve V4, enters described catalyst converter 102 from the entrance 102IN of the tail gas discharge direction upstream side of catalyst converter 102.The outside air entered in the outlet pipe of motor 2 mixes with the Vehicular exhaust produced from motor 2, enters outside air in catalyst converter 102 and the gas of discharging from storage tank 105 (tail gas+air) and the gas (tail gas+air) of discharging from the outlet pipe of motor 2 mixes.After catalyzer in described catalyst converter 102 is in the state of chemically correct fuel described mixed gas (tail gas+air) to concentration purifies, from the outlet 102OUT of described catalyst converter 102, via described first offgas duct 101a, and be discharged to the outside by P-A pipeline.
Repeatedly performing step S223, step S224, step S225, step S228, step S230, step S240, step S224, time, as shown in the dotted line in Fig. 6, be arranged on described air header MA and described first air to enter the flow control valve V1 being communicated with position that pipe TA1 and described second air enter pipe TA2 and be controlled so as to make outside air under the pumping action of described air pressure pump PA, enter pipe TA1 via described first air and described second air enters pipe TA2 from described air header MA simultaneously, in the outlet pipe entering motor 2 respectively and catalyst converter 102, now, in the outlet pipe that extraneous gas enters motor 2 substantially uniformly and catalyst converter 102.Outlet valve V2 is closed, and the outside air entered in the outlet pipe of motor 2 mixes with the Vehicular exhaust produced from motor 2, enters the gas (tail gas+air) that the outside air in catalyst converter 102 discharges with the outlet pipe from motor 2 and mixes.After catalyzer in described catalyst converter 102 is in the state of chemically correct fuel described mixed gas (tail gas+air) to concentration purifies, from the outlet 102OUT of described catalyst converter 102, via described first offgas duct 101a, and be discharged to the outside by P-A pipeline.
By formation described above, the outside air entered in the outlet pipe of motor 2 mixes with the Vehicular exhaust produced from motor 2, do not burn after fuel contacts with outside air completely in Vehicular exhaust, further with oxygen generation combustion reaction wherein, and produce heat, and by the heat that this burning produces, keep the temperature of the catalyzer in catalyst converter.Simultaneously, the pressure of the Vehicular exhaust produced from motor 2 due to the pressure ratio of gas (tail gas+air) be stored in storage tank 105 before catalyzer activation greatly, therefore, by suitably increasing outside air, guarantee that both gas pressures are roughly the same, pour in down a chimney to avoid gas.In addition, enter air in catalyst converter 102 and the gas of discharging from storage tank 105 (tail gas+air) and the gas (tail gas+air) of discharging from the outlet pipe of motor 2 mixes, regulate the concentration of the mixed gas in catalyst converter 102, to make it be in chemically correct fuel, thus the conversion efficiency of catalyzer can be made to maintain higher level.
In addition, according to the engine system arranged as mentioned above, owing to adding the real-time judge of catalyst activity in this engine system, and according to activity judgment result, engine system is switched in real time, to make emission effect optimization under catalyzer activation countermeasure and these two kinds of running statees of catalyzer disactivation countermeasure.
Be exemplarily described the utility model by reference to the accompanying drawings above, obvious specific implementation of the present utility model is not by the restriction of above-mentioned mode of execution.Those of ordinary skill in the art are easy to advantage and the amendment of expecting other.Therefore, in it is more wide in range, shown in the utility model the utility model is not limited to here and described detail and representative embodiment.Therefore, can not depart from as appended claims and equivalent thereof make various amendment under the prerequisite of the spirit or scope of this general inventive concept that limits.
In the above-described embodiment, described catalyst converter 102 is provided with temperature transducer T1, the temperature of this temperature transducer T1 to the catalyzer in described catalyst converter 102 detects, and detection data are sent to described control device, described control device switches described switching valve 103 (two-position three way magnetic valve) according to the detected temperatures of described temperature transducer T1, but also switches described control valve 103 by alternate manner.Such as say, saving described temperature transducer T1, and on described catalyst converter 102, be provided with timer, when have passed through the stipulated time after the engine started, just described switching valve being switched to described second state from described first state.But by set temperature sensor T1, the real-time judge of catalyst activity can be increased, and according to activity judgment result, engine system is switched, to make emission effect optimization under catalyzer activation countermeasure and these two kinds of running statees of catalyzer disactivation countermeasure in real time.
In the above-described embodiment, the other end of described muffler 104 is communicated with the entrance 102IN of the tail gas discharge direction upstream side of described catalyst converter 102, but the utility model is not limited to this, the other end of described muffler 104 also more can be communicated with by the position of tail gas discharge direction upstream side with catalyst converter 102 described in the ratio of described offgas duct.
In the above-described embodiment, described switching valve 103 is arranged away from the outlet 102OUT of described catalyst converter 102, but near the outlet that also switching valve can be arranged on described catalyst converter.Now, the tail gas without catalytic treatment in the offgas duct between described catalyst converter and described switching valve can be avoided to be discharged to air because of the switching of described switching valve.
In the above-described embodiment, described muffler 104 is provided with compressor pump 106, and is provided with outlet valve V2, pressure release loop and Decompression valves V3, but also can save this compressor pump 106, outlet valve V2, pressure release loop and Decompression valves V3.Now, such as, by increasing the capacity of storage tank 105 or increasing the compressive strength of storage tank 105, avoid breaking through safety pressure because of too high in storage tank 105.
In addition, in the above-described embodiment, described compressor pump 106 is arranged near the entrance (port on the left of in Fig. 1) that tail gas is flowed into of described storage tank 105, but the utility model is not limited to this, described compressor pump can be arranged on the random position between described muffler, described storage tank and described switching valve 103.
In the above-described embodiment, described outlet valve V2 is arranged near the outlet (port on the right side of in Fig. 1) that tail gas is flowed out of described storage tank 105, but the utility model is not limited to this, described outlet valve can be arranged on the random position between described muffler, described storage tank and described one-way valve V4.
In the above-described embodiment, described in the ratio of described offgas duct, catalyst converter does not more arrange one-way valve by the position of tail gas discharge direction upstream side, but the utility model is not limited to this, also more the 4th one-way valve can be provided with, to prevent tail gas to motor adverse current by the position of tail gas discharge direction upstream side at catalyst converter described in the ratio of described offgas duct.
In the above-described embodiment, pressure transducer P1 is arranged in storage tank 105, pressure transducer P2 is arranged on the first offgas duct 101a, but the utility model is not limited to this, as long as pressure transducer P1 can detect gas (tail gas+air) pressure entered in catalyst converter 102 via muffler 104 from storage tank 105, gas (tail gas or the tail gas+air) pressure that pressure transducer P2 can enter in catalyst converter 102 via the first offgas duct 101a the outlet pipe from motor 2 detects, then can at random determine pressure transducer P1, the setting position of P2.
Claims (10)
1. a vehicle tail gas treatment device, comprising:
Offgas duct, the tail gas of discharging from motor is expelled to air by this offgas duct;
Catalyst converter, this catalyst converter is arranged in described offgas duct, purifies tail gas to utilize catalyzer;
Switching valve, this switching valve is arranged at than described catalyst converter more by first position in tail gas discharge direction downstream side in described offgas duct;
Muffler, one end of this muffler is communicated with described offgas duct via described switching valve, the other end is then communicated with the entrance of the tail gas discharge direction upstream side of described catalyst converter, or is more communicated with by the second position of tail gas discharge direction upstream side with catalyst converter described in the ratio of described offgas duct;
Storage tank, this storage tank is arranged on described muffler; And
First one-way valve, this first one-way valve is arranged at the position between the other end of described muffler and described storage tank on described muffler,
It is characterized in that,
Described vehicle tail gas treatment device also comprises air inlet path, this air inlet path have form the air header of three-way pipe, the first air enters pipe and the second air enters pipe,
One end that described first air enters pipe is communicated with described air header, and the other end is connected with the outlet pipe that the described offgas duct of described vehicle tail gas treatment device is communicated with described motor,
One end that described second air enters pipe is communicated with described air header, and the other end is connected with described catalyst converter,
Enter at described air header and described first air the connection part place that one end of pipe and described second air enter one end of pipe and be provided with flow control valve.
2. vehicle tail gas treatment device as claimed in claim 1, is characterized in that,
Described Vehicular exhaust device is provided with the first pressure transducer detected the tail gas pressure in described storage tank and the second pressure transducer detected via the gas pressure that described offgas duct enters described catalyst converter the described outlet pipe from described motor,
The gas pressure entering described catalyst converter from described storage tank via described muffler when tail gas is not discharged towards muffler and is discharged towards air close to the described gas pressure detected by described second pressure transducer.
3. vehicle tail gas treatment device as claimed in claim 1, is characterized in that,
Described vehicle tail gas treatment device also comprises temperature transducer, and this temperature transducer detects the temperature flowing through the tail gas of described catalyst converter.
4. vehicle tail gas treatment device as claimed in claim 1, is characterized in that,
The ingress of described air header is provided with air pressure pump, so that outside air is pumped in air header,
The midway entering pipe at described first air is provided with the second one-way valve,
The midway that described second air enters pipe is provided with the 3rd one-way valve.
5. vehicle tail gas treatment device as claimed in claim 4, is characterized in that,
The other end of described muffler is communicated with the entrance of the tail gas discharge direction upstream side of described catalyst converter, and described in the ratio of described offgas duct, catalyst converter is more provided with by the position of tail gas discharge direction upstream side the 4th one-way valve preventing tail gas to motor adverse current.
6. vehicle tail gas treatment device as claimed in claim 4, is characterized in that,
The other end of described muffler and catalyst converter described in the ratio of described offgas duct are more communicated with by the second position of tail gas discharge direction upstream side,
Described in the ratio of described offgas duct, the second position is more provided with by the position of tail gas discharge direction upstream side the 4th one-way valve preventing tail gas to motor adverse current.
7. the vehicle tail gas treatment device according to any one of claim 1 to 6, is characterized in that,
On described muffler, between one end of described muffler and described storage tank, be provided with the tail gas compression pump that tail gas is compressed,
On described muffler, between described storage tank and described one-way valve, be provided with outlet valve,
Described storage tank is connected with pressure release loop, this pressure release loop is provided with Decompression valves.
8. the vehicle tail gas treatment device according to any one of claim 1 to 6, is characterized in that,
Described switching valve is arranged near the outlet in tail gas discharge direction downstream side of described catalyst converter.
9. vehicle tail gas treatment device as claimed in claim 7, is characterized in that,
Described tail gas compression pump is arranged near the entrance that tail gas is flowed into of described storage tank.
10. vehicle tail gas treatment device as claimed in claim 7, is characterized in that,
Described outlet valve is arranged near the outlet that tail gas is flowed out of described storage tank.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201420512002.4U CN204113406U (en) | 2013-09-10 | 2014-09-05 | Vehicle tail gas treatment device |
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201310409198.4A CN103711553A (en) | 2013-09-10 | 2013-09-10 | Vehicle exhaust treatment device and engine system |
| CN201310409198.4 | 2013-09-10 | ||
| CN201420512002.4U CN204113406U (en) | 2013-09-10 | 2014-09-05 | Vehicle tail gas treatment device |
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| Publication Number | Publication Date |
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| CN204113406U true CN204113406U (en) | 2015-01-21 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201310409198.4A Pending CN103711553A (en) | 2013-09-10 | 2013-09-10 | Vehicle exhaust treatment device and engine system |
| CN201420512002.4U Expired - Fee Related CN204113406U (en) | 2013-09-10 | 2014-09-05 | Vehicle tail gas treatment device |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201310409198.4A Pending CN103711553A (en) | 2013-09-10 | 2013-09-10 | Vehicle exhaust treatment device and engine system |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110685785A (en) * | 2019-10-22 | 2020-01-14 | 燕山大学 | Ultrasonic composite secondary air injection system and control method thereof |
| DE102019124775A1 (en) * | 2019-09-16 | 2021-03-18 | Bayerische Motoren Werke Aktiengesellschaft | Internal combustion engine with an exhaust system |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10690072B2 (en) * | 2016-10-19 | 2020-06-23 | Ford Global Technologies, Llc | Method and system for catalytic conversion |
| CN111425286A (en) * | 2020-03-31 | 2020-07-17 | 广西玉柴机器股份有限公司 | Method and system for controlling tail gas emission of gas engine |
| CN116850776A (en) * | 2023-07-18 | 2023-10-10 | 荣成市化工总厂有限公司 | Control method and device for industrial tail gas collecting device |
-
2013
- 2013-09-10 CN CN201310409198.4A patent/CN103711553A/en active Pending
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2014
- 2014-09-05 CN CN201420512002.4U patent/CN204113406U/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102019124775A1 (en) * | 2019-09-16 | 2021-03-18 | Bayerische Motoren Werke Aktiengesellschaft | Internal combustion engine with an exhaust system |
| CN110685785A (en) * | 2019-10-22 | 2020-01-14 | 燕山大学 | Ultrasonic composite secondary air injection system and control method thereof |
| CN110685785B (en) * | 2019-10-22 | 2021-08-20 | 燕山大学 | Ultrasonic composite secondary air injection system and control method thereof |
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| Publication number | Publication date |
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| CN103711553A (en) | 2014-04-09 |
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