CN218991717U

CN218991717U - Engine aftertreatment energy-saving system and working machine

Info

Publication number: CN218991717U
Application number: CN202223504000.4U
Authority: CN
Inventors: 赵计明; 王辉; 沈忠亮
Original assignee: Sany Heavy Machinery Ltd
Current assignee: Sany Heavy Machinery Ltd
Priority date: 2022-12-26
Filing date: 2022-12-26
Publication date: 2023-05-09
Anticipated expiration: 2032-12-26

Abstract

The utility model provides an engine aftertreatment energy-saving system and a working machine, wherein the engine aftertreatment energy-saving system comprises: an aftertreatment system including an upstream channel and a downstream channel, the downstream channel having a split; a heat exchanger adapted for heat exchange with the upstream channel, the heat exchanger having an air inlet; one end of the split pipeline is connected with the split port, and the other end of the split pipeline is connected with the air inlet; the control valve is arranged on the shunt pipeline; the control device is connected with the control valve and is suitable for opening the control valve so that the flow dividing port is communicated with the air inlet; or closing the control valve so that the flow dividing port is disconnected from the air inlet. The heat exchanger is connected with the split-flow port of the downstream channel of the aftertreatment system, so that the high-temperature gas treated by the downstream channel enters the heat exchanger to exchange heat with the upstream channel, the temperature in the upstream channel is increased, the temperatures in the upstream channel and the downstream channel can be increased, and the regeneration oil consumption of the engine is reduced.

Description

Engine aftertreatment energy-saving system and working machine

Technical Field

The utility model relates to the technical field of tail gas treatment of vehicles, in particular to an engine aftertreatment energy-saving system and an operation machine.

Background

Engine aftertreatment systems are becoming increasingly important in work machines. An engine exhaust gas aftertreatment system captures particulate matter contained in exhaust gas from a diesel engine using a dedicated filter. In the aftertreatment system, if the amount of PM collected by the filter increases, filter clogging occurs, and therefore, a regeneration process is required. By burning the trapped PM, clogging of the filter can be removed, and the regeneration purpose can be achieved.

During the post-treatment regeneration of the engine, fuel consumption and combustion are needed to achieve the aim of improving the temperature of the DPF, so the fuel consumption is relatively high.

Disclosure of Invention

Therefore, the technical problem to be solved by the utility model is to overcome the defect of too high oil consumption when a filter in the aftertreatment system burns in the prior art, so as to provide the engine aftertreatment energy-saving system capable of reducing the oil consumption.

In order to solve the above-mentioned problems, the present utility model provides an engine aftertreatment energy saving system, comprising: an aftertreatment system comprising an upstream channel and a downstream channel, the downstream channel having a split; a heat exchanger adapted to exchange heat with the upstream channel, the heat exchanger having an air inlet; one end of the shunt pipeline is connected with the shunt port, and the other end of the shunt pipeline is connected with the air inlet; the control valve is arranged on the shunt pipeline; a control device connected to the control valve, the control device being adapted to open the control valve such that the shunt port communicates with the air inlet port; or closing the control valve so that the shunt port is disconnected from the air inlet.

Optionally, the engine aftertreatment energy saving system further comprises a temperature detection device, wherein the temperature detection device is suitable for detecting the temperature in the upstream channel and sending a temperature signal; the control device comprises a controller, the control valve and the temperature detection device are respectively in communication connection with the controller, and the controller is suitable for controlling the control valve to be opened or closed according to the temperature signal sent by the temperature detection device.

Optionally, the temperature detecting device is a temperature sensor, and the controller is adapted to control the control valve to be closed when the temperature detected by the temperature sensor is greater than a first preset temperature, or control the control valve to be opened when the temperature detected by the temperature sensor is less than a second preset temperature, wherein the first preset temperature is greater than the second preset temperature.

Optionally, the control device comprises a thermal switch, and the thermal switch is arranged on the control valve and is in contact with the inner cavity of the shunt pipeline.

Optionally, the post-processing system further comprises: a catalyst provided with the upstream passage; a filter in communication with the catalyst; and the silencer is communicated with the filter and is provided with the downstream channel.

Optionally, the downstream channel is further provided with an exhaust port, and the exhaust port is connected with an exhaust pipe.

Optionally, the heat exchanger is disposed around the catalyst.

Optionally, the heat exchanger is provided with a heat dissipation hole.

The present utility model also provides a work machine comprising: the engine is provided with an exhaust emission port; the engine aftertreatment energy saving system of any one of the claims, an exhaust gas inlet of the aftertreatment system of the engine aftertreatment energy saving system being connected with the exhaust gas outlet.

Optionally, the engine is further provided with an engine controller, and the controller of the engine aftertreatment energy saving system is integrated on the engine controller.

The utility model has the following advantages:

1. by using the technical scheme of the utility model, the heat exchanger is communicated with the downstream channel of the aftertreatment system by controlling the opening of the valve, and the high-temperature gas exchanges heat with the upstream channel of the aftertreatment system, so that the temperature in the upstream channel is increased, the temperature in the upstream channel is further increased, and the regeneration oil consumption of the engine is reduced. And the heat exchanger is not in communication with the downstream passage of the aftertreatment system by closing the control valve.

2. The control valve is controlled to be opened or closed according to the temperature change of the upstream channel, so that the temperature of gas in the upstream channel can be kept constant within a certain range, and the reduction of the oil consumption of the engine can be ensured.

3. Through setting up the heat exchanger at the outer lane of catalyst converter for form abundant heat exchange area between heat exchanger and the catalyst converter, have sufficient area of contact between heat exchanger and the catalyst converter, can fully carry out the heat exchange, further improved heat exchange efficiency, saved the energy.

4. The controller and the engine controller are integrated into a whole, so that the collection of the regeneration information of the engine by the controller can be simplified, and when the engine starts a regeneration function, the controller can respond in time, so that the controller can control to open or close the control valve according to the regeneration information of the engine.

Drawings

In order to more clearly illustrate the embodiments of the present utility model or the technical solutions in the prior art, the drawings that are needed in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the present utility model, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.

FIG. 1 is a block diagram of an engine aftertreatment energy saving system in one embodiment of the present disclosure;

FIG. 2 is a logic control diagram of an engine aftertreatment energy saving system in one embodiment of the present disclosure.

Reference numerals illustrate:

100. an engine aftertreatment energy saving system; 110. a post-processing system; 111. a catalyst; 113. a filter; 115-muffler; 1151-shunt port; 1153-exhaust port; 117. an exhaust pipe; 120. a heat exchanger; 121. an air inlet; 130. a shunt pipeline; 140. a temperature detecting device; 150. a control valve; 160. a controller; 300-engine regeneration system.

Detailed Description

The following description of the embodiments of the present utility model will be made apparent and fully in view of the accompanying drawings, in which some, but not all embodiments of the utility model are shown. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

Exemplary Engine aftertreatment energy conservation System

As shown in fig. 1, an engine aftertreatment energy saving system includes an aftertreatment system 110, a heat exchanger 120, a shunt line 130, a control valve 150, and a control device, the aftertreatment system includes an upstream channel and a downstream channel, the downstream channel has a shunt port 1151, the heat exchanger 120 is adapted to exchange heat with the upstream channel, the heat exchanger has an air inlet 121, one end of the shunt line 130 is connected with the shunt port 1151, the other end of the shunt line 130 is connected with the air inlet 121, the control valve 150 is provided on the shunt line 130, the control device is connected with the control valve 150, the control device is adapted to open the control valve 150 such that the shunt port 1151 is in communication with the air inlet 121, or close the control valve 150 such that the shunt port 1151 is in cut off communication with the air inlet 121.

The above-mentioned post-treatment system 110 is an exhaust gas treatment system, and an upstream channel of the post-treatment system 110 is connected to an exhaust gas discharged from an exhaust gas discharge port of an engine, and after the exhaust gas is regenerated, the post-treatment system 110 discharges the treated exhaust gas through a downstream channel. During the post-treatment regeneration of the engine, the temperature of the gas entering the post-treatment system 110 can be increased by post-injection or delay injection technology, so that the particulate matters can be fully combusted, and the pollution emission can be reduced. The fuel consumption is relatively high because fuel consumption and combustion are required to achieve the purpose of increasing the internal temperature during the regeneration of the engine.

An upstream channel of the aftertreatment system 110 is provided with an exhaust gas inlet, and exhaust gas discharged by the engine body is introduced into the upstream channel of the aftertreatment system 110 through the exhaust gas inlet. In order for the upstream channel to better oxidize the atomized diesel in the exhaust gas, it is necessary to raise the temperature of the exhaust gas so that it reaches the light-off temperature of the upstream channel. And the injection quantity of the injection nozzle determines the highest value that can be reached by the exhaust temperature. Therefore, when the control valve 150 is opened, the high-temperature gas discharged from the downstream channel of the aftertreatment system 110 enters the heat exchanger 120, so that the high-temperature gas exchanges heat with the upstream channel, and the internal temperature of the upstream channel can be increased, so that the exhaust tail gas entering the upstream channel can be combusted better, and the temperature of the gas entering the downstream channel from the upstream channel is also increased, so that the fuel consumption during the combustion of the downstream channel can be reduced.

The control device described above may open the control valve 150 or close the control valve 150 according to a change in temperature such that high temperature gas enters the heat exchanger 120 when the control valve 150 is opened, and no high temperature gas enters the heat exchanger 120 when the control valve 150 is closed.

Further, the engine aftertreatment energy saving system further comprises a temperature detection device 140, the temperature detection device 140 being adapted to detect the temperature in the upstream channel and to send a temperature signal. The control device comprises a controller 160, the control valve 150 and the temperature detection device 140 are respectively in communication connection with the controller 160, and the controller 160 is suitable for controlling the control valve 150 to be opened or closed according to a temperature signal sent by the temperature detection device 140.

The controller 160 analyzes the temperature signal transmitted from the temperature detecting device 140, and controls the control valve 150 to be opened or closed according to the analysis result, so that the accuracy of the temperature control of the internal gas in the upstream channel can be improved.

Further, the temperature detecting device 140 is a temperature sensor, and the controller 160 is adapted to control the control valve 150 to be closed when the temperature detected by the temperature sensor is greater than a first preset temperature, or control the control valve 150 to be opened when the temperature detected by the temperature sensor is less than a second preset temperature, wherein the first preset temperature is greater than the second preset temperature.

The first preset temperature is a temperature upper limit value, and the second preset temperature is a temperature lower limit value, so that the constant temperature in the upstream channel is easily ensured.

Further, the control device includes a thermal switch, which is disposed on the control valve 150 and contacts the inner cavity of the shunt line 130. The above-mentioned thermal switch is in contact with the gas flowing through the shunt pipeline 130, and when the thermal switch senses the temperature change, the on-off of the current can be realized, and when the current is on, the thermal switch can make the control valve 150 open, and when the current is off, the thermal switch can make the control valve 150 close.

Further, the post-processing system 110 includes: the catalyst 111, the filter 113 and the silencer 115, wherein the catalyst 111 is provided with an upstream channel, the filter 113 is communicated with the catalyst 111, the silencer 115 is communicated with the filter 113, and the silencer 115 is provided with a downstream channel.

The catalyst 111, the filter 113 and the silencer 115 are sequentially communicated with each other, the shunt port 1151 is communicated with the air inlet 121 of the heat exchanger 120, the shunt pipeline 130 is used for conveying the gas processed by the filter 113 into the heat exchanger 120, and the control valve 150 is arranged on the shunt pipeline 130, so that the shunt pipeline 130 can be automatically connected or disconnected. When the control valve 150 is opened, the gas filtered in the filter 113 may enter the heat exchanger 120 through the shunt line 130 and perform heat exchange with the catalyst 111.

The catalyst 111 is a diesel oxidation catalyst (Diesel oxidation catalyst, abbreviated as DOC) that further oxidizes HC, CO, NO and the volatilizable cost of the particle surfaces in the engine exhaust using a catalyst containing a noble metal, thereby reducing the amounts of HC, CO, PM. The filter 113 is a particulate trap (Diesel Particulate Filter, abbreviated as DPF) that is mainly used to trap particulate matter PM in the exhaust gas.

The catalyst 111 is provided with an exhaust gas inlet through which exhaust gas discharged from the engine body is introduced into the catalyst 111. In order for the DOC to better oxidize the atomized diesel in the exhaust, it is necessary to raise the temperature of the exhaust to the light-off temperature of the DOC. And the injection quantity of the injection nozzle determines the highest value that can be reached by the exhaust temperature. Therefore, the high temperature gas discharged from the exhaust port of the filter 113 enters the heat exchanger 120, so that energy is saved, the high temperature gas exchanges heat with the DOC, the internal temperature of the DOC can be increased, the exhaust tail gas entering the DOC can be combusted better, the temperature of the gas entering the DPF from the DOC is also increased, and the fuel consumption of the DPF during combustion can be reduced.

The muffler 115 further processes the gas processed by the filter 113, and the gas enters the split line 130 through the split port 1151, and then enters the heat exchanger 120 for heat exchange.

Further, the muffler 115 is further provided with an exhaust port 1153, and the exhaust pipe 117 is connected to the exhaust port 1153.

The muffler 115 described above further processes the gas and then discharges the gas through the exhaust pipe 117.

Further, the heat exchanger 120 is provided to cover the catalyst 111.

The heat exchanger 120 may be disposed in a ring shape, and the catalyst 111 is disposed in the heat exchanger 120, so that a sufficient heat exchange area is formed between the heat exchanger 120 and the catalyst 111, and when there is a sufficient contact area between the heat exchanger 120 and the catalyst 111, heat exchange can be performed sufficiently, thereby further improving heat exchange efficiency and saving energy.

Further, the heat exchanger 120 is provided with heat dissipation holes.

The gas in the heat exchanger 120 is discharged from the heat radiating holes after the heat exchange is completed.

Exemplary work machine

A work machine, comprising: an engine and an engine aftertreatment energy-saving system in any one, wherein the engine is provided with an exhaust emission port; the exhaust gas inlet of the aftertreatment system 110 of the engine aftertreatment energy saving system is connected with the exhaust gas outlet.

The working machine comprises the engine post-treatment energy-saving system, so that the working machine has all the beneficial effects of the engine post-treatment energy-saving system and is not repeated herein.

Further, the engine is also provided with an engine controller, and the controller 160 of the engine aftertreatment energy-saving system is integrated on the engine controller, so that the structure is optimized.

The work machine includes an engine aftertreatment DOC, a DPF, a temperature sensor, a muffler 115, a control valve 150, a radiator, a controller, and piping. The radiator is installed to the outer lane of DOC, and the radiator has sufficient contact surface with the DOC to fully carry out the heat exchange, and the radiator passes through the pipeline to be connected with the muffler, and control valve 150 controls the break-make of pipeline. The temperature sensor is installed on the DOC, detects the internal temperature of the DOC, and transmits a temperature signal to the engine controller, which, through analysis, issues an execution command to the control valve 150.

The set upper limit value is a first preset temperature, the set lower limit value is a second preset temperature, and when the engine regeneration system 300 performs an engine aftertreatment regeneration, the control valve 150 is opened, and the high-temperature exhaust gas discharged from the DPF is introduced into the radiator. The temperature sensor of the DOC transmits a temperature signal to the engine controller, which controls the control valve 150 to be opened or closed according to the temperature of the DOC. After the temperature of the DOC reaches the set upper limit value, the control valve 150 is closed, and when the temperature of the DOC decreases to the set lower limit value, the control valve 150 is re-opened. When the engine regeneration is complete, the control valve 150 is closed.

The control logic of the engine aftertreatment energy saving system is shown in FIG. 2:

the engine starts the regeneration function-the control valve is opened-the DOC temperature reaches the set upper limit value-the control valve is closed-the DOC temperature reaches the set lower limit value-the control valve is opened-the engine regeneration is ended-the control valve is closed.

According to the above description, the present application has the following advantages:

1. the split-flow port 1151 of the aftertreatment system 110 is connected through the heat exchanger 120, so that the high-temperature gas exchanges heat with the catalyst 111, the temperature in the catalyst 111 is increased, and the engine regeneration oil consumption is reduced.

2. The engine controller integrates the controller 160, simplifying the structure.

In the description of the present utility model, it should be noted that the directions or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present utility model and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In the description of the present utility model, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

In addition, the technical features of the different embodiments of the present utility model described below may be combined with each other as long as they do not collide with each other.

It is apparent that the above examples are given by way of illustration only and are not limiting of the embodiments. Other variations or modifications of the above teachings will be apparent to those of ordinary skill in the art. It is not necessary here nor is it exhaustive of all embodiments. While still being apparent from variations or modifications that may be made by those skilled in the art are within the scope of the utility model.

Claims

1. An engine aftertreatment energy saving system, comprising:

an aftertreatment system (110) comprising an upstream channel and a downstream channel, the downstream channel having a shunt port (1151);

-a heat exchanger (120) adapted to exchange heat with said upstream channel, said heat exchanger having an air inlet (121);

a shunt pipeline (130), one end of which is connected with the shunt port (1151), and the other end of the shunt pipeline (130) is connected with the air inlet (121);

a control valve (150) provided on the shunt line (130);

-control means connected to said control valve (150), said control means being adapted to open said control valve (150) such that said shunt port (1151) communicates with said air inlet (121); or closing the control valve (150) such that the shunt port (1151) is disconnected from the air intake port (121).

2. The engine aftertreatment energy saving system of claim 1, further comprising a temperature detection device (140), the temperature detection device (140) adapted to detect a temperature within the upstream passage and send a temperature signal; the control device comprises a controller (160), the control valve (150) and the temperature detection device (140) are respectively in communication connection with the controller (160), and the controller (160) is suitable for controlling the control valve (150) to be opened or closed according to the temperature signal sent by the temperature detection device (140).

3. The engine aftertreatment energy saving system of claim 2, wherein the temperature detection device (140) is a temperature sensor, and the controller (160) is adapted to control the control valve (150) to close when the temperature detected by the temperature sensor is greater than a first preset temperature or to control the control valve (150) to open when the temperature detected by the temperature sensor is less than a second preset temperature, wherein the first preset temperature is greater than the second preset temperature.

4. The engine aftertreatment energy saving system of claim 1, wherein the control device includes a thermal switch disposed on the control valve (150) and in contact with the interior cavity of the shunt line (130).

5. The engine aftertreatment energy saving system of any of claims 1-4, wherein the aftertreatment system (110) comprises:

a catalyst (111) provided with the upstream passage;

a filter (113) in communication with the catalyst (111);

-a muffler (115) in communication with the filter (113), the muffler (115) being provided with the downstream passage.

6. The engine aftertreatment energy saving system of claim 5, wherein the downstream passage is further provided with an exhaust port (1153), the exhaust port (1153) being connected with an exhaust pipe (117).

7. The engine aftertreatment energy saving system of claim 5, wherein the heat exchanger (120) is disposed over the catalyst (111).

8. The engine aftertreatment energy saving system of any one of claims 1 to 4, wherein the heat exchanger (120) is provided with heat dissipation holes.

9. A work machine, comprising:

the engine is provided with an exhaust emission port;

the engine aftertreatment energy saving system of any one of claims 1 to 8, an exhaust gas inlet of an aftertreatment system (110) of the engine aftertreatment energy saving system being connected with the exhaust gas outlet.

10. The work machine of claim 9, wherein the engine is further provided with an engine controller, and wherein a controller (160) of the engine aftertreatment energy saving system is integrated on the engine controller.