CN209761531U - Exhaust pipe assembly and automobile - Google Patents
Exhaust pipe assembly and automobile Download PDFInfo
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- CN209761531U CN209761531U CN201920002102.5U CN201920002102U CN209761531U CN 209761531 U CN209761531 U CN 209761531U CN 201920002102 U CN201920002102 U CN 201920002102U CN 209761531 U CN209761531 U CN 209761531U
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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
The utility model provides an exhaust pipe assembly and car. The utility model provides an exhaust pipe assembly, include: the exhaust gas heat preservation device comprises an air inlet pipe, a three-way catalytic converter, a connecting pipeline, a particle trap, an air outlet pipe, a bypass heat preservation pipeline and a bypass valve, wherein the air inlet end of the air inlet pipe is used for inputting exhaust gas flow, the air outlet end of the air inlet pipe is connected with the air inlet end of the three-way catalytic converter, the air outlet end of the three-way catalytic converter is connected with the air inlet end of the particle trap, the air outlet end of the particle trap is connected with the air outlet pipe, the air outlet end of the air inlet pipe is connected with the air inlet end of the particle trap through the bypass heat preservation pipeline, the bypass valve is arranged between the air outlet end of the air inlet pipe and the bypass heat preservation pipeline. The utility model provides an exhaust pipe assembly has promoted the temperature of particle catcher entrance effectively to make particle catcher can effectively regenerate, thereby resume particle catcher's filtration performance.
Description
Technical Field
The utility model relates to an auto-parts field especially relates to an exhaust pipe assembly and car.
Background
The modern automobile industry is competitive, the industrial capacity is far larger than the market capacity, and each market segment has strong competition. At present, automobiles become an indispensable tool for human mobility, and the pollution generated during the operation of engines as automobile power sources mainly comes from the following 4 components: PM (particulate matter), HCx(Hydrocarbon), NOx(nitrogen oxides) and CO (carbon monoxide).
among them, PM is mostly composed of carbon or carbide fine particles (size less than 4-20 μm). A Gasoline Particulate Filter (GPF) is a Filter installed in the exhaust system of a Gasoline engine to trap PM before it enters the atmosphere, and the GPF can reduce more than 90% of the PM produced by the engine. The trapped PM is then burned off during vehicle operation. The GPF can effectively reduce the emission of PM by trapping PM in exhaust gas and then oxidizing the trapped PM to regenerate the GPF. By soot regeneration, it is meant that during long-term operation, increasing particulate matter in the GPF causes increased engine back pressure and reduced engine performance, so that periodically deposited particulate matter is removed to restore the filtering performance of the GPF.
With the increasing strictness of emission regulations, some gasoline vehicles need to adopt GPF in order to meet the national VI standard, but because of the limitation of space, the GPF is usually forced to be arranged at a middle channel position and far away from a front-stage three-way catalytic converter, so that the inlet temperature of the GPF is low, and the accumulated soot cannot be regenerated.
SUMMERY OF THE UTILITY MODEL
the utility model provides an exhaust pipe assembly and car to promote the temperature of particle catcher entrance, so that the particle catcher resumes filtering quality.
in a first aspect, the present invention provides a pair of exhaust pipe assemblies, including:
the device comprises an air inlet pipe, a three-way catalytic converter, a connecting pipeline, a particle catcher, an air outlet pipe, a bypass heat preservation pipeline and a bypass valve;
the air inlet end of the air inlet pipe is used for inputting airflow exhausted by an engine, and the air outlet end of the air inlet pipe is connected with the air inlet end of the three-way catalytic converter;
The air outlet end of the three-way catalytic converter is connected with the air inlet end of the particle trap through the connecting pipeline, and the air outlet end of the particle trap is connected with the air outlet pipe;
the exhaust end of the air inlet pipe is connected with the air inlet end of the particle trap through the bypass heat preservation pipeline, the exhaust end of the air inlet pipe is connected with the bypass heat preservation pipeline, the bypass valve is arranged between the exhaust end of the air inlet pipe and the bypass heat preservation pipeline, and the bypass heat preservation pipeline is used for preserving heat of exhaust airflow entering the bypass heat preservation pipeline from the exhaust end of the air inlet pipe.
In one possible embodiment, a first pressure sensor is provided at the inlet end of the particle trap, which first pressure sensor is used to detect a first pressure at the inlet end of the particle trap;
And a second pressure sensor is arranged at the air outlet end of the particle catcher and used for acquiring a second pressure at the air outlet end of the particle catcher.
in one possible design, the first pressure sensor and the second pressure sensor are respectively connected with a traveling computer;
so that the traveling computer calculates the back pressure of the particle trap according to the first pressure and the second pressure;
When the backpressure of the particle catcher is larger than a preset backpressure value, the running computer controls the bypass valve to be opened;
and when the backpressure of the particle trap is not greater than the preset backpressure value, the traveling crane computer controls the bypass valve to be closed.
In one possible design, a first temperature sensor is further arranged at the air inlet end of the air inlet pipe and used for acquiring a first temperature of the exhaust gas flow at the air inlet end of the air inlet pipe;
and a second temperature sensor is also arranged at the air outlet end of the connecting pipeline and is used for acquiring a second temperature of the waste gas flow at the air outlet end of the connecting pipeline.
in one possible design, the first temperature sensor and the second temperature sensor are respectively connected with a traveling computer;
When the first temperature is greater than or equal to a first preset temperature and the second temperature is less than or equal to a second preset temperature, the driving computer controls the bypass valve to be opened;
And when the first temperature is less than or equal to a third preset temperature or the second temperature is greater than or equal to a fourth preset temperature, the driving computer controls the bypass valve to close.
in one possible design, the third preset temperature is lower than the first preset temperature, and the fourth preset temperature is lower than the second preset temperature.
In a possible design, an insulating layer is further arranged on the outer side wall of the bypass insulating pipeline.
in one possible design, the heat-insulating layer is a corrugated aluminum foil, a first heat-insulating body, a flat aluminum foil and a second heat-insulating body in sequence from outside to inside.
In one possible embodiment, the bypass valve opening is adjustable to control the flow of the exhaust gas stream through the bypass valve into the bypass thermal insulation line.
In a second aspect, the present invention further provides a vehicle, the vehicle includes a possible exhaust pipe assembly as in the first aspect, the air inlet end of the air inlet pipe is connected to the engine exhaust port of the vehicle, and the particle catcher is disposed on the chassis of the vehicle.
The utility model provides a pair of blast pipe assembly and car, the end of giving vent to anger through at the intake pipe is connected with three way catalytic converter beyond, still passes through bypass heat preservation pipeline and particle trap lug connection with it, so that when the bypass valve is opened, make the end of giving vent to anger by the intake pipe get into the gas of bypass heat preservation pipeline and can obtain keeping warm, thereby keep during higher temperature inputs the particle trap, so that quick-witted particle trap can regenerate, thereby resume the filtering quality of particle trap.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without inventive exercise.
FIG. 1 is a schematic illustration of an exhaust stack assembly according to an exemplary embodiment of the present invention;
FIG. 2 is a schematic illustration of an exhaust stack assembly according to another exemplary embodiment of the present invention;
FIG. 3 is a schematic illustration of an exhaust stack assembly according to yet another exemplary embodiment of the present invention;
FIG. 4 is a schematic illustration of an exhaust stack assembly according to yet another exemplary embodiment of the present invention;
fig. 5 is a schematic structural view of the insulation layer shown in fig. 4.
Description of reference numerals:
1: an air inlet pipe;
11: a first temperature sensor;
2: a three-way catalytic converter;
3: connecting a pipeline;
4: a particle trap;
41: a second temperature sensor;
42: a first pressure sensor;
43: a second pressure sensor;
5: an air outlet pipe;
6: a bypass heat preservation pipeline;
7: a bypass valve;
8: a heat-insulating layer;
81: corrugated aluminum foil;
82: a first heat-insulating body;
83: a flat aluminum foil;
84: a second insulation.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by a person of ordinary skill in the art without creative efforts belong to the protection scope of the present invention.
the terms "first," "second," "third," "fourth," and the like in the description and in the claims, as well as in the drawings, if any, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are, for example, capable of operation in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
the technical solution of the present invention will be described in detail with specific examples. The following several specific embodiments may be combined with each other, and details of the same or similar concepts or processes may not be repeated in some embodiments.
Fig. 1 is a schematic diagram of an exhaust pipe assembly according to an exemplary embodiment of the present invention. As shown in fig. 1, the exhaust pipe assembly provided in this embodiment includes: the device comprises an air inlet pipe 1, a three-way catalytic converter 2, a connecting pipeline 3, a particle trap 4, an air outlet pipe 5, a bypass heat preservation pipeline 6 and a bypass valve 7.
Specifically, the air inlet end of the air inlet pipe 1 is used for inputting exhaust gas flow discharged by an engine, and the air outlet end of the air inlet pipe 1 is connected with the air inlet end of the three-way catalytic converter 2. Wherein the three-way catalytic converter 2 can simultaneously purify HC (hydrocarbon), CO (carbon monoxide) and NO in the automobile exhaustxThree pollutants (nitrogen oxide), which are usually composed of a metal shell, a net bottom frame and a catalytic layer (containing precious metals such as platinum and rhodium), can remove HC, CO and NOx90% of the three main pollutants (ternary refers to the chemical reaction that occurs when these three compounds are removed). When the exhaust gas stream passes through the three-way catalytic converter 2, the platinum catalyst promotes the oxidation of HC and CO to H2O (steam) and CO2(ii) a The rhodium catalyst promotes NOxreduction to N2And O2。
The air outlet end of the three-way catalytic converter 2 is connected with the air inlet end of the particle catcher 4 through the connecting pipeline 3, and the air outlet end of the particle catcher 4 is connected with the air outlet pipe 5. The air outlet end of the air inlet pipe 1 is also connected with the air inlet end of the particle trap 4 through a bypass heat preservation pipeline 6, a bypass valve 7 is arranged between the air outlet end of the air inlet pipe 1 and the bypass heat preservation pipeline 6, and the bypass heat preservation pipeline 6 is used for preserving heat of waste gas flow entering the bypass heat preservation pipeline 6 from the air outlet end of the air inlet pipe 1.
The key to determine the performance of the particulate trap is usually the filtering material, and the physical properties such as filtering capacity, mechanical strength, thermal stability, heat dissipation capacity and the like of the filtering material directly affect the structural design of the particulate trap, thereby affecting the indexes such as filtering efficiency, exhaust back pressure, service life and the like of the particulate trap. Typically, when the temperature in the particulate trap reaches 550 ℃, the deposited particulate matter will oxidize and combust, and if the temperature does not reach 550 ℃, the excessive deposits will clog the particulate trap, which may require an external energy source (e.g., an electric heater, a change in the operating conditions of the burner or engine) to raise the temperature in the particulate trap to oxidize and combust the particulate matter. Passive regeneration refers to the use of fuel additives or catalysts to lower the ignition temperature of the particulate matter so that the particulate matter can ignite and burn at normal engine exhaust temperatures. Therefore, the exhaust gas flow flowing out from the gas outlet end of the gas inlet pipe 1 can enter the bypass heat preservation pipeline 6 by opening the bypass valve 7 at a proper time, and the exhaust gas flow flowing into the particle catcher 4 from the bypass heat preservation pipeline 6 keeps a high temperature by utilizing the heat preservation characteristic of the bypass heat preservation pipeline 6, so that the particles deposited in the particle catcher 4 are oxidized and combusted.
In addition, the opening degree of the bypass valve 7 can be adjusted to control the flow rate of the waste gas flow entering the bypass heat-insulating pipeline 6 through the bypass valve 7, wherein the opening angle of the bypass valve 7 is controllable, the maximum opening angle is less than or equal to 90 ℃, but the bypass valve 7 cannot completely seal the inlet channel of the three-way catalytic converter 2 at any opening angle, and the opening angle can be calibrated in detail according to the actual operating condition of the automobile.
In this embodiment, besides being connected with the three-way catalytic converter 2, the air outlet end of the air inlet pipe 1 is also directly connected with the particle trap 4 through the bypass heat preservation pipeline 6, so that when the bypass valve 7 is opened, the exhaust gas flow entering the bypass heat preservation pipeline 6 from the air outlet end of the air inlet pipe 1 can keep a higher temperature, and the exhaust gas flow with a higher temperature is input into the particle trap, so that the particle trap can be regenerated, and the filtering performance of the particle trap is recovered.
Fig. 2 is a schematic diagram of an exhaust pipe assembly according to another exemplary embodiment of the present invention. As shown in fig. 2, a first pressure sensor 42 is arranged at the inlet end of the particle catcher 4, the first pressure sensor 42 is used for acquiring a first pressure at the inlet end of the particle catcher 4, a second pressure sensor 43 is arranged at the outlet end of the particle catcher 4, and the second pressure sensor 43 is used for acquiring a second pressure at the outlet end of the particle catcher 4.
In addition, the first pressure sensor 42 and the second pressure sensor 43 are each connected to a computer, so that the computer calculates the back pressure of the particle trap 4 on the basis of the first pressure and the second pressure. If the back pressure of the particulate trap 4 is too high, the particulate matter in the particulate trap 4 is too much, and if the particulate matter is not cleaned in time, the performance of the engine is reduced.
When the backpressure of the particle catcher 4 is larger than the preset backpressure value, the driving computer controls the bypass valve 7 to be opened so that the exhaust gas flow flowing out from the air outlet end of the air inlet pipe 1 can enter the bypass heat-insulation pipeline 6, and the exhaust gas flow flowing into the particle catcher 4 from the bypass heat-insulation pipeline 6 keeps higher temperature by utilizing the heat-insulation characteristic of the bypass heat-insulation pipeline 6, so that the particles deposited in the particle catcher 4 are oxidized and combusted. And when the back pressure of the particle catcher 4 is not more than the preset back pressure value, the content of the particles in the particle catcher 4 is not yet reached to the degree of needing to be cleaned, and at the moment, the traveling crane computer can control the bypass valve 7 to be closed.
Fig. 3 is a schematic diagram of an exhaust stack assembly according to yet another exemplary embodiment of the present invention. As shown in fig. 3, a first temperature sensor 11 is further disposed at the air inlet end of the air inlet pipe 1, the first temperature sensor 11 is configured to obtain a first temperature of the air flow at the air inlet end of the air inlet pipe 1, a second temperature sensor 41 is further disposed at the air outlet end of the connecting pipeline 3, and the second temperature sensor 41 is configured to obtain a second temperature of the exhaust air flow at the air outlet end of the connecting pipeline 3.
In addition, the first temperature sensor 11 and the second temperature sensor 41 are respectively connected with a traveling computer, when the first temperature is greater than or equal to a first preset temperature and the second temperature is less than or equal to a second preset temperature, the traveling computer controls the bypass valve 7 to be opened, so that the exhaust gas flow flowing out from the gas outlet end of the gas inlet pipe 1 can enter the bypass heat preservation pipeline 6, and the gas flow flowing into the particle trap 4 from the bypass heat preservation pipeline 6 keeps a higher temperature by utilizing the heat preservation characteristic of the bypass heat preservation pipeline 6, so that the particles deposited in the particle trap 4 are oxidized and combusted. Wherein, as a rule, when the temperature in the particle trap 4 reaches 550 ℃, the deposited particles will be oxidatively combusted. Therefore, the first preset temperature and the second preset temperature may be set to 550 ℃, but it should be noted that, in this embodiment, the specific corresponding temperature values of the first preset temperature and the second preset temperature are not limited, and the actual set values may be determined according to specific situations.
And when the first temperature is less than or equal to the third preset temperature or the second temperature is greater than or equal to the fourth preset temperature, the running computer controls the bypass valve 7 to be closed. The third preset temperature may be set to 500 deg.c and the fourth preset temperature may be set to 600 deg.c. It should be noted that, in this embodiment, the third preset temperature and the fourth preset temperature are not limited to specific corresponding temperature values, and the actual set value may be determined according to specific situations.
In general, when the preset temperature is set, the third preset temperature is lower than the first preset temperature, and the fourth preset temperature is lower than the second preset temperature.
fig. 4 is a schematic diagram of an exhaust pipe assembly according to yet another exemplary embodiment of the present invention. As shown in fig. 4, the exhaust pipe assembly of the present embodiment includes:
the device comprises an air inlet pipe 1, a three-way catalytic converter 2, a connecting pipeline 3, a particle trap 4, an air outlet pipe 5, a bypass heat preservation pipeline 6 and a bypass valve 7.
Specifically, the air inlet end of the air inlet pipe 1 is used for inputting exhaust gas flow discharged by an engine, and the air outlet end of the air inlet pipe 1 is connected with the air inlet end of the three-way catalytic converter 2. Wherein the three-way catalytic converter 2 can simultaneously purify HC (hydrocarbon), CO (carbon monoxide) and NO in the automobile exhaustxThree pollutants (nitrogen oxide), which are usually composed of a metal shell, a net bottom frame and a catalytic layer (containing precious metals such as platinum and rhodium), can remove HC, CO and NOx90% of the three main pollutants (ternary refers to the chemical reaction that occurs when these three compounds are removed). When exhaust gas is generatedWhen passing through the three-way catalytic converter 2, the platinum catalyst promotes the oxidation of HC and CO to H2O (steam) and CO2(ii) a The rhodium catalyst promotes NOxReduction to N2And O2。
the air outlet end of the three-way catalytic converter 2 is connected with the air inlet end of the particle catcher 4 through the connecting pipeline 3, and the air outlet end of the particle catcher 4 is connected with the air outlet pipe 5. The air outlet end of the air inlet pipe 1 is also connected with the air inlet end of the particle trap 4 through a bypass heat preservation pipeline 6, a bypass valve 7 is arranged between the air outlet end of the air inlet pipe 1 and the bypass heat preservation pipeline 6, and the bypass heat preservation pipeline 6 is used for preserving heat of waste gas flow entering the bypass heat preservation pipeline 6 from the air outlet end of the air inlet pipe 1.
The key for determining the performance of the particle trap is usually the filtering material, and the physical properties such as filtering capacity, mechanical strength, thermal stability, heat dissipation capacity and the like of the filtering material directly influence the structural design of the GPF, so that the indexes such as filtering efficiency, exhaust back pressure, service life and the like of the GPF are influenced. Typically, when the temperature in the particulate trap reaches 550 ℃, the deposited particulate matter will oxidize and combust, and if the temperature does not reach 550 ℃, the excessive deposits will clog the particulate trap, which may require an external energy source (e.g., an electric heater, a change in the operating conditions of the burner or engine) to raise the temperature in the particulate trap to oxidize and combust the particulate matter. Passive regeneration refers to the use of fuel additives or catalysts to lower the ignition temperature of the particulate matter, causing the particulate matter to ignite and burn at normal engine exhaust temperatures. Therefore, the exhaust gas flow flowing out from the gas outlet end of the gas inlet pipe 1 can enter the bypass heat preservation pipeline 6 by opening the bypass valve 7 at a proper time, and the exhaust gas flow flowing into the particle catcher 4 from the bypass heat preservation pipeline 6 keeps a high temperature by utilizing the heat preservation characteristic of the bypass heat preservation pipeline 6, so that the particles deposited in the particle catcher 4 are oxidized and combusted.
In addition, the opening degree of the bypass valve 7 can be adjusted to control the flow rate of the waste gas flow entering the bypass heat-insulating pipeline 6 through the bypass valve 7, wherein the opening angle of the bypass valve 7 is controllable, the maximum opening angle is less than or equal to 90 ℃, but the bypass valve 7 cannot completely seal the inlet channel of the three-way catalytic converter 2 at any opening angle, and the opening angle can be calibrated in detail according to the actual operating condition of the automobile.
a first pressure sensor 42 is arranged at the air inlet end of the particle catcher 4, the first pressure sensor 42 is used for acquiring a first pressure at the air inlet end of the particle catcher, a second pressure sensor 43 is arranged at the air outlet end of the particle catcher 4, and the second pressure sensor 43 is used for acquiring a second pressure at the air outlet end of the particle catcher 4.
in addition, the first pressure sensor 42 and the second pressure sensor 43 are each connected to a computer, so that the computer calculates the back pressure of the particle trap 4 on the basis of the first pressure and the second pressure. If the back pressure of the particulate trap 4 is too high, the particulate matter in the particulate trap 4 is too much, and if the particulate matter is not cleaned in time, the performance of the engine is reduced.
when the backpressure of the particle catcher 4 is larger than the preset backpressure value, the driving computer controls the bypass valve 7 to be opened so that the exhaust gas flow flowing out from the air outlet end of the air inlet pipe 1 can enter the bypass heat-insulation pipeline 6, and the exhaust gas flow flowing into the particle catcher 4 from the bypass heat-insulation pipeline 6 keeps higher temperature by utilizing the heat-insulation characteristic of the bypass heat-insulation pipeline 6, so that the particles deposited in the particle catcher 4 are oxidized and combusted. And when the back pressure of the particle catcher 4 is not more than the preset back pressure value, the content of the particles in the particle catcher 4 is not yet reached to the degree of needing to be cleaned, and at the moment, the traveling crane computer can control the bypass valve 7 to be closed.
still be provided with first temperature sensor 11 on the inlet end of intake pipe 1, first temperature sensor 11 is used for acquireing the first temperature of the waste gas air current of the inlet end of intake pipe 1, still is provided with second temperature sensor 41 on the end of giving vent to anger of connecting line 3, and second temperature sensor 41 is used for acquireing the second temperature of the waste gas air current of the end of giving vent to anger of connecting line 3.
In addition, the first temperature sensor 11 and the second temperature sensor 41 are respectively connected with a traveling computer, when the first temperature is greater than or equal to a first preset temperature and the second temperature is less than or equal to a second preset temperature, the traveling computer controls the bypass valve 7 to be opened, so that the exhaust gas flow flowing out from the gas outlet end of the gas inlet pipe 1 can enter the bypass heat preservation pipeline 6, and the gas flow flowing into the particle trap 4 from the bypass heat preservation pipeline 6 keeps a higher temperature by utilizing the heat preservation characteristic of the bypass heat preservation pipeline 6, so that the particles deposited in the particle trap 4 are oxidized and combusted. Wherein, as a rule, when the temperature in the particle trap 4 reaches 550 ℃, the deposited particles will be oxidatively combusted. Therefore, the first preset temperature and the second preset temperature may be set to 550 ℃, but it should be noted that, in this embodiment, the specific corresponding temperature values of the first preset temperature and the second preset temperature are not limited, and the actual set values may be determined according to specific situations.
And when the first temperature is less than or equal to the third preset temperature or the second airflow temperature is greater than or equal to the fourth preset temperature, the running computer controls the bypass valve 7 to be closed. The third preset temperature may be set to 500 deg.c and the fourth preset temperature may be set to 600 deg.c. It should be noted that, in this embodiment, the third preset temperature and the fourth preset temperature are not limited to specific corresponding temperature values, and the actual set value may be determined according to specific situations.
In general, when the preset temperature is set, the third preset temperature is lower than the first preset temperature, and the fourth preset temperature is lower than the second preset temperature.
With continued reference to fig. 4, in order to further improve the heat preservation effect of the bypass heat preservation pipeline 6 on the airflow, a heat preservation layer 8 is further arranged on the outer side wall of the bypass heat preservation pipeline 6.
Specifically, FIG. 5 is a schematic structural view of an insulation layer. As shown in fig. 5, the heat insulation layer 8 includes a corrugated aluminum foil 81, a first heat insulator 82, a flat aluminum foil 83, and a second heat insulator 84 in this order from outside to inside.
Wherein, heat preservation 8 parcel is outside bypass heat preservation pipeline 6, slows down the heat loss of exhaust gas flow to heat preservation 8 is ripple aluminium foil 81, first insulator 82, dull and stereotyped aluminium foil 83 and second insulator 84 from outer to interior in proper order, and wherein, when exhaust pipe exists stronger vibration, dull and stereotyped aluminium foil 83 can play the effect of consolidating heat preservation 8.
When the vehicle runs under a common working condition, the bypass valve 7 is in a closed state, and the exhaust gas flow is discharged through the air inlet pipe 1, the three-way catalytic converter 2, the connecting pipeline 3, the particle catcher 4 and the air outlet pipe 5.
And when the following conditions are met, the bypass valve 7 is opened, the opening angle needs to be calibrated in detail according to the operation working condition, the high-temperature exhaust gas flow directly enters the particle trap 4 through the bypass heat-insulating pipeline 6, the bypass heat-insulating pipeline 6 has heat-insulating measures, the internal heat loss is small, and the heat carried by the exhaust gas flow enables the soot accumulated in the particle trap 4 to be combusted, so that the particle trap 4 is regenerated. The specific conditions for opening the bypass valve 7 are as follows:
(1) The backpressure of the particle catcher is greater than a preset backpressure value;
(2) the first temperature acquired by the first temperature sensor is greater than or equal to a first preset temperature, wherein the first preset temperature is 550 ℃;
(3) And a second temperature acquired by the second temperature sensor is less than or equal to a second preset temperature, wherein the second preset temperature is 550 ℃.
and when one of the following conditions is satisfied, the bypass valve 7 is switched from the open state to the closed state. The specific conditions for closing the bypass valve 7 are as follows:
(1) The back pressure of the particle catcher is less than or equal to a preset back pressure value;
(2) The first temperature acquired by the first temperature sensor is less than or equal to a third preset temperature, wherein the third preset temperature is 500 ℃;
(3) And the second airflow temperature acquired by the second temperature sensor is greater than or equal to a fourth preset temperature, wherein the fourth preset temperature is 600 ℃.
furthermore, the utility model provides an automobile still, include, the blast pipe assembly that above-mentioned embodiment provided, the inlet end of intake pipe with the engine gas vent of automobile is connected, particle trap sets up on the chassis of automobile.
in the description of the present invention, it should be understood that the terms "center", "length", "width", "thickness", "top", "bottom", "upper", "lower", "left", "right", "front", "rear", "vertical", "horizontal", "inner", "outer", "axial", "circumferential", etc., used to indicate the orientation or positional relationship may be based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the indicated position or original must have a particular orientation, be of particular construction and operation, and thus should not be construed as limiting the present invention.
In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly, e.g., as meaning fixedly connected, detachably connected, or integrally formed; may be mechanically coupled, may be electrically coupled or may be in communication with each other; either directly or indirectly through intervening media, such as through internal communication or through an interaction between two elements. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art. Unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact with each other through another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the present invention.
Claims (10)
1. an exhaust pipe assembly, comprising: the device comprises an air inlet pipe, a three-way catalytic converter, a connecting pipeline, a particle catcher, an air outlet pipe, a bypass heat preservation pipeline and a bypass valve;
The air inlet end of the air inlet pipe is used for inputting exhaust gas flow discharged by an engine, and the air outlet end of the air inlet pipe is connected with the air inlet end of the three-way catalytic converter;
The air outlet end of the three-way catalytic converter is connected with the air inlet end of the particle trap through the connecting pipeline, and the air outlet end of the particle trap is connected with the air outlet pipe;
The exhaust end of the air inlet pipe is connected with the air inlet end of the particle trap through the bypass heat preservation pipeline, the exhaust end of the air inlet pipe is connected with the bypass heat preservation pipeline, the bypass valve is arranged between the exhaust end of the air inlet pipe and the bypass heat preservation pipeline, and the bypass heat preservation pipeline is used for preserving heat of exhaust airflow entering the bypass heat preservation pipeline from the exhaust end of the air inlet pipe.
2. The exhaust pipe assembly according to claim 1, wherein a first pressure sensor is disposed at an inlet end of the particulate trap, the first pressure sensor being configured to obtain a first pressure at the inlet end of the particulate trap;
And a second pressure sensor is arranged at the air outlet end of the particle catcher and used for acquiring a second pressure at the air outlet end of the particle catcher.
3. The exhaust pipe assembly as recited in claim 2, wherein the first pressure sensor and the second pressure sensor are respectively connected to a vehicle computer;
so that the traveling computer calculates the back pressure of the particle catcher according to the first pressure and the second pressure;
When the back pressure of the particle catcher is greater than a preset back pressure value, the traveling crane computer controls the bypass valve to be opened;
And when the backpressure of the particle catcher is not more than the preset backpressure value, the traveling crane computer controls the bypass valve to be closed.
4. the exhaust pipe assembly according to claim 1, wherein a first temperature sensor is further provided at the intake end of the intake pipe, the first temperature sensor being configured to obtain a first temperature of the exhaust gas flow at the intake end of the intake pipe;
And a second temperature sensor is also arranged at the air outlet end of the connecting pipeline and is used for acquiring a second temperature of the waste gas flow at the air outlet end of the connecting pipeline.
5. The exhaust pipe assembly according to claim 4, wherein the first temperature sensor and the second temperature sensor are respectively connected to a traveling computer;
When the first temperature is greater than or equal to a first preset temperature and the second temperature is less than or equal to a second preset temperature, the driving computer controls the bypass valve to be opened;
and when the first temperature is less than or equal to a third preset temperature or the second temperature is greater than or equal to a fourth preset temperature, the driving computer controls the bypass valve to close.
6. the exhaust pipe assembly as set forth in claim 5 wherein said third predetermined temperature is less than said first predetermined temperature and said fourth predetermined temperature is less than said second predetermined temperature.
7. The exhaust pipe assembly according to any one of claims 1 to 6, wherein an insulating layer is further disposed on an outer side wall of the bypass insulating pipe.
8. The exhaust pipe assembly according to claim 7, wherein the insulation layer comprises a corrugated aluminum foil, a first insulation body, a flat aluminum foil, and a second insulation body in this order from outside to inside.
9. The exhaust stack assembly of claim 8 wherein the bypass valve is adjustable in opening to control the flow of exhaust gas through the bypass valve into the bypass attemperation duct.
10. A motor vehicle, characterized in that the motor vehicle comprises an exhaust pipe assembly as claimed in claims 1-9, the inlet end of the inlet pipe being connected to the exhaust port of the engine of the motor vehicle, and the particle catcher is arranged on the chassis of the motor vehicle.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920002102.5U CN209761531U (en) | 2019-01-02 | 2019-01-02 | Exhaust pipe assembly and automobile |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201920002102.5U CN209761531U (en) | 2019-01-02 | 2019-01-02 | Exhaust pipe assembly and automobile |
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| CN209761531U true CN209761531U (en) | 2019-12-10 |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112031902A (en) * | 2020-09-07 | 2020-12-04 | 潍柴动力股份有限公司 | Exhaust control method, device and equipment for vehicle |
| CN113279843A (en) * | 2021-05-31 | 2021-08-20 | 一汽解放汽车有限公司 | Aftertreatment system, vehicle, and control method for vehicle |
| CN116335809A (en) * | 2023-03-01 | 2023-06-27 | 重庆赛力斯新能源汽车设计院有限公司 | Range-extending type automobile exhaust system and range-extending type automobile |
-
2019
- 2019-01-02 CN CN201920002102.5U patent/CN209761531U/en active Active
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112031902A (en) * | 2020-09-07 | 2020-12-04 | 潍柴动力股份有限公司 | Exhaust control method, device and equipment for vehicle |
| CN112031902B (en) * | 2020-09-07 | 2021-12-17 | 潍柴动力股份有限公司 | Exhaust control method, device and equipment for vehicle |
| CN113279843A (en) * | 2021-05-31 | 2021-08-20 | 一汽解放汽车有限公司 | Aftertreatment system, vehicle, and control method for vehicle |
| CN116335809A (en) * | 2023-03-01 | 2023-06-27 | 重庆赛力斯新能源汽车设计院有限公司 | Range-extending type automobile exhaust system and range-extending type automobile |
| CN116335809B (en) * | 2023-03-01 | 2024-06-07 | 重庆赛力斯新能源汽车设计院有限公司 | Range-extending type automobile exhaust system and range-extending type automobile |
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