WO2015074386A1 - 一种降低排放污染物的空气喷射*** - Google Patents

一种降低排放污染物的空气喷射*** Download PDF

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Publication number
WO2015074386A1
WO2015074386A1 PCT/CN2014/076935 CN2014076935W WO2015074386A1 WO 2015074386 A1 WO2015074386 A1 WO 2015074386A1 CN 2014076935 W CN2014076935 W CN 2014076935W WO 2015074386 A1 WO2015074386 A1 WO 2015074386A1
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Prior art keywords
air injection
valve
secondary air
control valve
hose
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Application number
PCT/CN2014/076935
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English (en)
French (fr)
Inventor
靳素华
杨林强
侯亦波
李龙超
杜鹏
冯玮玮
张增光
王锦艳
张良超
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安徽江淮汽车股份有限公司
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Application filed by 安徽江淮汽车股份有限公司 filed Critical 安徽江淮汽车股份有限公司
Publication of WO2015074386A1 publication Critical patent/WO2015074386A1/zh

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/22—Control of additional air supply only, e.g. using by-passes or variable air pump drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/30—Arrangements for supply of additional air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/30—Arrangements for supply of additional air
    • F01N3/32—Arrangements for supply of additional air using air pump
    • 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
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention belongs to the field of engines, and in particular to an air injection system for reducing pollutant emissions in an engine exhaust system. Background technique
  • the most successful exhaust aftertreatment device is the three-way catalytic converter for gasoline engines.
  • the "ternary" of the three-way catalytic converter refers to the three pollutants emitted by automobiles, such as carbon monoxide (CO), nitrogen oxides ( ⁇ ), and hydrocarbons (HC). Hydrocarbons (HC) and nitrogen oxides ( ⁇ ) produce photochemical smog under sunlight, which damages the human respiratory system and destroys crop growth. Carbon monoxide (CO) affects human neurological function and visual sensitivity. Nitrogen oxides (N0 X ) are also the main components of acid rain.
  • the light-off temperature of the catalyst is generally about 350 °C.
  • the conversion efficiency of the catalyst is about 50%, and the time for the catalyst to reach 350 °C is generally about 20 s.
  • the conversion efficiency is low.
  • the fuel will be enriched when the vehicle is cold-started.
  • the HC/C0 emissions are higher. Due to the characteristics of the catalyst itself, the catalyst is basically ineffective before 20s. HC/C0 at this stage. It cannot be oxidized to carbon dioxide and water, and HC/CO emissions are high. Generally, the emissions in the cold start stage have exceeded the limits of the entire discharge stage, which brings great difficulties to emissions.
  • EHC electrically heated catalyst
  • the EHC is operated before the car is started, and the metal substrate is first heated by the current for a period of time (the shorter the better) to reach the light-off temperature of the catalyst of 300 ⁇ 400 °C:.
  • HCT Hydrocarbon adsorption absorbing device
  • Patent application No. CN200910035583. 0 proposes a commercial vehicle based on SCR (se lec t ive ca la lys treduct ion) and ETR (exhaus t gas therma l recyc le) Emission reduction and energy-saving integrated exhaust system, which controls the temperature sensor through SCR and ETR controllers, and uses the exhaust gas heater to increase the temperature to reduce the conversion efficiency of the catalyst and reduce emissions.
  • SCR sin lec t ive ca la lys treduct ion
  • ETR exhaust t gas therma l recyc le
  • the noble metal used in the catalyst is generally platinum, palladium, rhodium, platinum, and palladium, which mainly oxidize C0/HC to carbon dioxide and water.
  • the reduction of NOx is reduced to nitrogen, and the content of platinum and palladium is mainly increased to reduce C0/CH emissions during the cold start phase.
  • emissions can be reduced by optimizing engine combustion, but engine systems need to be optimized.
  • An air injection system for reducing pollutants including an air pump, an air pump intake connecting pipe assembly, a combined valve intake connecting pipe assembly, an exhaust manifold, a secondary air injection pipe, and a secondary air injection group
  • the valve, the control valve and the combined valve hose, the secondary air injection control valve and the control valve are connected to the intake manifold hose;
  • the air pump is controlled by the ECU, and the air pump is connected with the air pump inlet connecting pipe assembly, The clean air after the air cleaner is compressed by the air pump inlet connecting pipe assembly into the air pump;
  • the air pump and the secondary air injection combined valve are connected by the combined valve intake connecting pipe assembly;
  • a secondary air injection combined valve and an exhaust manifold are connected by a secondary air injection pipe;
  • the secondary air injection control valve and the secondary air injection combined valve are connected by a control valve and a combined valve hose;
  • the control valve is connected to the intake manifold at one end of the intake manifold hose and to the secondary air injection control valve at the other end.
  • the secondary air injection pipe is divided into two ways into the exhaust manifold, each of which connects the exhaust ports of the two cylinders of the four cylinder engine.
  • the secondary air injection combined valve opens and communicates with the secondary air injection pipe under vacuum driving.
  • the air injection system for reducing pollutant emissions further includes a vacuum tank and a one-way valve; the vacuum tank and the check valve are disposed between the secondary air injection control valve and the intake manifold; the control valve One end of the intake manifold hose is connected to the secondary air injection control valve, and the other end is connected to the vacuum tank; the one-way valve and the vacuum tank are connected by a hose, and the one-way valve and the intake manifold are connected by a pipeline.
  • the invention patent is an air injection system for reducing pollutant emissions. Compared with the method of increasing precious metal content and optimizing engine combustion, the system is more economical to implement, has a shorter cycle, and requires only a simple design of the exhaust system. This scenario can be implemented. DRAWINGS
  • FIG. 1 is a schematic structural view of an embodiment of the present invention
  • FIG. 2 is a schematic view showing air entering an exhaust manifold in the above embodiment of the present invention.
  • FIG. 3 is a schematic structural view of a secondary air injection control valve in the above embodiment of the present invention.
  • FIG. 4 is a schematic structural view of another embodiment of the present invention.
  • the embodiments of the present invention are described in detail below, and the examples of the embodiments are illustrated in the drawings, wherein the same or similar reference numerals are used to refer to the same or similar elements or elements having the same or similar functions.
  • the embodiments described below with reference to the drawings are intended to be illustrative of the invention and are not to be construed as limiting.
  • an air injection system for reducing pollutant emissions includes an air pump 9, an air pump intake connecting pipe assembly 8, a combined valve intake connecting pipe assembly 7, and an exhaust manifold 6, Secondary air injection pipe 5, secondary air injection combination valve 1, control valve with combination valve hose 2, secondary air injection control valve 3 and control valve with intake manifold hose 4; air pump 9 and secondary air
  • the injection combination valve 1 is connected by the combination valve intake connection pipe assembly 7; the secondary air injection combination valve 1 and the exhaust manifold 6 are connected by the secondary air injection pipe 5; the secondary air injection control valve 3 and the secondary air
  • the injection combination valve 1 is connected to the combination valve hose 2 through a control valve; the control valve is connected to the intake manifold with one end of the intake manifold hose 4 and the secondary air injection control valve 3 at the other end.
  • the air pump is controlled by the ECU. After the air filter, the cleaning gas is compressed by the air pump 9 through the air pump inlet connecting pipe assembly 8. The air pump is directly supplied by the vehicle power supply, and the compressed gas enters through the combined valve intake connecting pipe assembly 7
  • the secondary air injection combined valve 1 and the secondary air injection combined valve open under the action of vacuum, and the compressed air enters the secondary air injection pipe 5 through the secondary air injection combined valve 1 , and the air in the air injection pipe is divided into two paths respectively.
  • the 1, 2 cylinder air passages of the exhaust manifold 6 and the 3 and 4 cylinder air passages ensure that the air in each cylinder can be mixed with the exhaust gas, and the air reacts with the C0/HC in the exhaust gas to produce carbon dioxide and water. Reduce the emission of C0/HC in the exhaust gas, and at the same time release the heat of the oxidation reaction, increase the exhaust gas temperature, accelerate the ignition of the catalyst, and further reduce the C0/HC emission in the exhaust gas.
  • the secondary air injection control valve 3 is controlled by the ECU.
  • the control valve In the energized state, the control valve is connected to the end of the intake manifold hose 4 and the control valve is connected to the 2-way end of the combination valve hose.
  • the negative pressure in the manifold enters the secondary air injection combined valve 1 through the control valve and the combined valve hose 2, and the secondary air injection combined valve 1 opens under the action of the negative pressure, when the secondary air injection control valve 3 is not energized.
  • the 2-valve of the combined valve hose communicates with the atmospheric end 13 , the secondary air injection combined valve is open to the atmosphere, and the secondary air injection combined valve is closed.
  • an air injection system that reduces emissions of pollutants, including an air pump 901, empty Air pump intake connecting pipe assembly 801, combined valve intake connecting pipe assembly 701, exhaust manifold 601, secondary air injection pipe 501, secondary air injection combined valve 101, control valve combined valve hose 201, secondary air
  • the injection control valve 301 and the control valve are connected to the intake manifold hose 401; the air pump 901 and the secondary air injection combined valve are connected by the combined valve intake connection pipe assembly 801; the secondary air injection combined valve 101 and the exhaust manifold 601 Connected between the secondary air injection pipe 501; the secondary air injection control valve 301 and the secondary air injection combination valve 101 are connected through the control valve to the combination valve hose 201; the control valve is connected to the intake manifold hose 401 end The intake manifold is connected, and the other end is connected to the secondary air injection control valve 301.
  • the air injection system for reducing pollutant emissions further includes a vacuum tank 11 and a check valve 10; the vacuum tank 11 and the check valve 10 are disposed between the secondary air injection control valve 301 and the intake manifold
  • the control valve is connected to the intake manifold hose 401 at the end to the secondary air injection control valve 301, and the other end is connected to the vacuum tank 11; the check valve 10 and the vacuum tank 11 are connected by a hose 14, the check valve 10 is connected to the intake manifold via line 15.
  • the secondary air injection combined valve needs to be driven by vacuum.
  • the intake manifold is always in a negative pressure state, which can meet the needs of the secondary air injection combined valve, but for the supercharged engine, the intake manifold When the engine is idling or under a small load, it will be in a negative pressure state.
  • the intake manifold When the engine speed reaches l OOOrpm, the intake manifold is in a positive pressure state. At this time, the secondary air injection combined valve cannot be driven by the negative pressure.
  • a vacuum tank (11) and a check valve (10) are added to the system.
  • the intake manifold When the supercharged engine is just started, the intake manifold is in a negative pressure state, and the atmospheric pressure gas in the vacuum tank enters the intake manifold through the one-way valve, and the vacuum tank changes from the original atmospheric pressure state to the negative pressure state, when the engine intake air
  • the manifold When the manifold is in a positive pressure state, due to the action of the one-way valve, the gas can only pass from the vacuum tank to the intake manifold, and the gas in the intake manifold cannot enter the vacuum tank, even if the intake manifold is true pressure, The high pressure gas of the intake manifold cannot enter the vacuum tank, so that the vacuum tank is always in a negative pressure state, and the secondary air injection combined valve can be driven by the negative pressure in the vacuum tank.
  • the other working principle is the same as that in the first embodiment.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

一种降低排放污染物的空气喷射***，包括有空气泵（9）、空气泵进气连接管组件（8）、组合阀进气连接管组件（7）、排气歧管（6）、二次空气喷射管（5）、二次空气喷射组合阀（1）、控制阀连组合阀软管（2）、二次空气喷射控制阀（3）及控制阀连进气歧管软管（4）。该空气喷射***只需对排气***进行简单设计便可实施，成本低，研发周期短。

Description

一种降低排放污染物的空气喷射***
技术领域
本发明属于发动机领域，具体是指发动机排气***中的一种降低排放污染 物的空气喷射***。 背景技术
随着各国一系列强制性法规的出台， 更多人开始关注汽车尾气问题。我们 知道， 在汽缸中燃烧的可燃气体由燃油和空气组成。 当它们混合并燃烧时， 产 生一氧化碳（CO )、 二氧化碳和水（co2 )。 氧气和氮气在高温下生成氮氧化物 ( N0X )。 此外， 燃油不可能全部燃烧， 因此排放物中还包括碳氢化合物（HC )。 随着对内燃机低排放的要求不断严格， 能兼顾动力性、 经济性、排放性的内燃 机越来越复杂， 成本不断上升。 因此， 世界各国都先后开发排气后处理技术， 在不影响内燃机其他性能的同时， 降低最终向大气环境的排放。现在最成功的 排气后处理装置是汽油机用的三元催化转化器。 三元催化器的 "三元"指的就 是汽车排放的三种污染物一氧化碳 ( CO )、氮氧化物（ ΝΟχ )、碳氢化合物（ HC )。 碳氢化合物 （HC )和氮氧化物 （ΝΟχ )在阳光的照射下产生光化学烟雾， 损害 人的呼吸***和破坏农作物生长。 一氧化碳（ CO )影响人的神经功能和视力敏 感性。 氮氧化物 （N0X )还是产生酸雨的主要成分。
但催化剂本身存在一定的局限性， 催化剂的起燃温度一般为 350 °C左右， 此时催化剂的转化效率大概是 50%左右， 催化剂达到 350 °C的时间一般为 20s 左右， 在起燃之前催化剂的转化效率较低， 一般整车冷启动时燃油会加浓， 此 时 HC/C0排放物较高， 由于催化剂本身的特性限制，在 20s之前催化剂基本是 不起作用的， 此阶段 HC/C0无法被氧化成二氧化碳和水， HC/C0排放物较高， 一般冷启动阶段的排放量已超过整个排放阶段的限值， 给排放带来较大困难。
为使催化剂尽快起燃，目前有以下几种方案：（ 1 )使用电加热催化剂（EHC)。
EHC 的运转是在汽车启动之前， 金属基底先被电流加热一段时间（越短越好） ， 使其达到催化剂的起燃温度 300 ~ 400 °C：。 （2 ) 在传统的 TWC 的前面增加一 个碳氢化合物吸附朴获器（HCT )。 它应用吸附材料朴集冷态 HC, 直到更高的 温度才脱附， 进入后续的 TWC 内得到充分燃烧。 这种方法较之传统三效催化 剂减少 50% 的 HC 排放。 但以上两种方案应用成本较高， 技术还不够成熟， 无 法大范围应用。
专利申请号为 CN200910035583. 0 的专利提出一种基于 SCR ( se lec t ive ca la lys treduct ion,即选择性催化转化)和 ETR( exhaus t gas therma l recyc le 即排气能量回收） 的商用车减排节能集成排气***， 该***通过 SCR 和 ETR 控制器来控制温度传感器，并利用尾气加热器来提高温度的方法来降低催化剂 的转化效率， 降低排放。但是该申请依然对机动车初始的排放没有好的处理方 式。
针对排放超过法规限制的问题，目前最常用的方法是增加催化器的贵金属 含量， 催化剂所用贵金属一般为铂、钯、铹， 铂、钯起氧化作用， 主要将 C0/HC 氧化成二氧化碳和水， 铹起还原作用， 将 NOx还原成氮气， 为降低冷启动阶段 C0/CH排放， 主要增加铂、 钯的含量。 除增加贵金属含量， 还可以通过优化发 动机燃烧降低排放， 但需要对发动机各个***进行优化。
由于贵金属成本较高，通过增加贵金属含量的方法降低 C0/HC的排放会导 致成本大幅上升，给产品成本控制带来很大困难， 同时由于受催化剂本身特性 的限制， 当贵金属含量增加到一定量时， C0/HC的排放不会随贵金属含量的增 加而降低， 此时催化剂的起燃时间不会随贵金属含量的增加而缩短，如果遇到 此种情况， 已经无法通过增加贵金属含量而降低排放， 必须釆用其他新的排放 技术或对发动机燃烧进行优化，对发动机燃烧进行优化需要投入大量人力物力 财力， 同时需要周期较长， 由于市场需求， 不允许有很长得研发周期。 发明内容
本发明的目的是提供一种经济快捷的方法解决发动机排放，在现有发动机 技术上通过增加一套空气喷射***解决 C0/HC的排放问题。
本发明是通过以下技术方案实现的：
一种降低排放污染物的空气喷射***， 包括有空气泵、 空气泵进气连接管 组件、 组合阀进气连接管组件、 排气歧管、 二次空气喷射管、 二次空气喷射组 合阀、 控制阀连组合阀软管、 二次空气喷射控制阀及控制阀连进气歧管软管； 所述空气泵通过 ECU进行控制， 空气泵同空气泵进气连接管组件连接， 经 过空气滤清器后的清洁空气通过空气泵进气连接管组件进入空气泵压缩；
空气泵与二次空气喷射组合阀通过组合阀进气连接管组件连接；
二次空气喷射组合阀与排气歧管之间通过二次空气喷射管连接；
二次空气喷射控制阀与二次空气喷射组合阀之间通过控制阀连组合阀软 管连接；
控制阀连进气歧管软管一端连接进气歧管，另一端连接二次空气喷射控制 阀。
所述二次空气喷射管分两路进入排气歧管，每一路连接四缸发动机的两个 缸的排气道。
二次空气喷射组合阀在真空驱动下阀门打开与二次空气喷射管连通。
所述降低排放污染物的空气喷射***还包括有一个真空罐和一个单向阀； 所述真空罐和单向阀设置于二次空气喷射控制阀和进气歧管之间；所述控制阀 连进气歧管软管一端连接二次空气喷射控制阀， 另一端连接真空罐； 单向阀与 真空罐之间通过软管连接， 单向阀与进气歧管之间通过管线连接。
本发明专利是一种降低排放污染物的空气喷射***，相比增加贵金属含量、 优化发动机燃烧的方法， 此***实施起来更经济实惠， 周期较短， 只需对排气 ***进行简单设计， 便可以实施此方案。 附图说明
本发明上述的和 /或附加的方面和优点从下面结合附图对实施例的描 述中将变得明显和容易理解， 其中：
图 1为本发明一个实施例的结构示意图；
图 2为本发明上述实施例中空气进入排气歧管示意图；
图 3为本发明上述实施例中二次空气喷射控制阀结构示意图；
图 4为本发明另一实施例结构示意图。 具体实施方式 下面详细描述本发明的实施例， 所述实施例的示例在附图中示出， 其 中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功 能的元件。 下面通过参考附图描述的实施例是示例性的， 仅用于解释本发 明， 而不能解释为对本发明的限制。
实施例一
如图 1至图 3所示， 一种降低排放污染物的空气喷射***， 包括有空气泵 9、 空气泵进气连接管组件 8、 组合阀进气连接管组件 7、 排气歧管 6、 二次空 气喷射管 5、 二次空气喷射组合阀 1、 控制阀连组合阀软管 2、 二次空气喷射 控制阀 3及控制阀连进气歧管软管 4 ; 空气泵 9与二次空气喷射组合阀 1通过 组合阀进气连接管组件 7连接；二次空气喷射组合阀 1与排气歧管 6之间通过 二次空气喷射管 5连接；二次空气喷射控制阀 3与二次空气喷射组合阀 1之间 通过控制阀连组合阀软管 2连接;控制阀连进气歧管软管 4一端连接进气歧管， 另一端连接二次空气喷射控制阀 3。
空气泵通过 ECU进行控制， 空滤后清洁气体通过空气泵进气连接管组件 8 进行空气泵 9进行压缩， 空气泵由整车电源直接供电， 压缩后气体通过组合阀 进气连接管组件 7进入二次空气喷射组合阀 1，二次空气喷射组合阀在真空作用 下阀门打开，压缩空气通过二次空气喷射组合阀 1进入二次空气喷射管 5， 空射 管中空气 12分两路分别进入排气歧管 6的 1、 2缸气道与 3、 4缸气道， 这样能够 保证每缸空气可以与排气均勾混和， 空气与排气中的 C0/HC反应， 生产二氧化 碳和水， 降低废气中 C0/HC的排放， 同时氧化反应放热， 提高排气温度， 加快 催化剂起燃， 进一步降低废气中 C0/HC排放。
如图 3所示为二次空气喷射控制阀 3， 由 ECU控制， 通电状态下， 控制阀连 进气歧管软管 4一端与控制阀连组合阀软管 2—端是相通的，进气歧管中负压通 过控制阀连组合阀软管 2进入二次空气喷射组合阀 1中， 二次空气喷射组合阀 1 在负压的作用下打开， 当二次空气喷射控制阀 3处于未通电的状态下， 控制阀 连组合阀软管 2—端与通大气端 1 3相通， 二次空气喷射组合阀通大气， 二次空 气喷射组合阀处于关闭状态。
实施例二
如图 4所示， 一种降低排放污染物的空气喷射***， 包括有空气泵 901、 空 气泵进气连接管组件 801、 组合阀进气连接管组件 701、 排气歧管 601、 二次空 气喷射管 501、 二次空气喷射组合阀 101、 控制阀连组合阀软管 201、 二次空气 喷射控制阀 301及控制阀连进气歧管软管 401 ; 空气泵 901与二次空气喷射组合 阀通过组合阀进气连接管组件 801连接； 二次空气喷射组合阀 101与排气歧管 601之间通过二次空气喷射管 501连接； 二次空气喷射控制阀 301与二次空气喷 射组合阀 101之间通过控制阀连组合阀软管 201连接； 控制阀连进气歧管软管 401一端连接进气歧管， 另一端连接二次空气喷射控制阀 301。
所述降低排放污染物的空气喷射***还包括有一个真空罐 11和一个单向 阀 10; 所述真空罐 11和单向阀 10设置于二次空气喷射控制阀 301和进气歧管之 间； 所述控制阀连进气歧管软管 401—端连接二次空气喷射控制阀 301， 另一端 连接真空罐 11 ; 单向阀 10与真空罐 11之间通过软管 14连接，单向阀 10与进气歧 管之间通过管线 15连接。
二次空气喷射组合阀需要真空进行驱动， 对于自然吸气发动机而言， 进气 歧管一直处于负压状态， 可以满足二次空气喷射组合阀的需要，但对于增压发 动机， 进气歧管在发动机怠速或小负荷时才会处于负压状态，发动机转速达到 l OOOrpm时， 进气歧管处于正压状态， 此时无法利用负压驱动二次空气喷射组 合阀，针对增压发动机，在原有***上增加一个真空罐（ 11 )和一个单向阀（ 10 )。
当增压发动机刚启动时， 进气歧管处于负压状态，真空罐中的大气压气体 通过单向阀进入进气歧管，真空罐由原来的大气压状态变为负压状态， 当发动 机进气歧管处于正压状态时， 由于单向阀的作用， 气体只能由真空罐通向进气 歧管， 而进气歧管中气体不能进入真空罐， 即使进气歧管为真压时， 进气歧管 高压气体也不能进入真空罐中， 这样真空罐一直处于负压状态， 可以利用真空 罐中的负压进行驱动二次空气喷射组合阀， 其他工作原理与实施例一相同。
尽管已经示出和描述了本发明的实施例， 对于本领域的普通技术人员 而言， 可以理解在不脱离本发明的原理和精神的情况下可以对这些实施例 进行多种变化、 修改、 替换和变型， 本发明的范围由所附权利要求及其等 同限定。

Claims

权 利 要 求
1、 一种降低排放污染物的空气喷射***， 其特征在于： 包括有空气泵、 空气泵进气连接管组件、组合阀进气连接管组件、排气歧管、二次空气喷射管、 二次空气喷射组合阀、控制阀连组合阀软管、二次空气喷射控制阀及控制阀连 进气歧管软管；
所述空气泵通过 ECU进行控制， 空气泵同空气泵进气连接管组件连接， 经过空气滤清器后的清洁空气通过空气泵进气连接管组件进入空气泵压缩； 空气泵与二次空气喷射组合阀通过组合阀进气连接管组件连接； 二次空气喷射组合阀与排气歧管之间通过二次空气喷射管连接；
二次空气喷射控制阀与二次空气喷射组合阀之间通过控制阀连组合阀软 管连接；
控制阀连进气歧管软管一端连接进气歧管，另一端连接二次空气喷射控制 阀。
2、 根据权利要求 1所述的降低排放污染物的空气喷射***， 其特征在于： 所述二次空气喷射管分两路进入排气歧管，每一路连接四缸发动机的两个缸的 排气道。
3、 根据权利要求 1所述的降低排放污染物的空气喷射***， 其特征在于： 二次空气喷射组合阀在真空驱动下阀门打开与二次空气喷射管连通。
4、根据权利要求 1所述的降低排放污染物的空气喷射***，其特征在于： 所述降低排放污染物的空气喷射***还包括有一个真空罐和一个单向阀；所述 真空罐和单向阀设置于二次空气喷射控制阀和进气歧管之间；所述控制阀连进 气歧管软管一端连接二次空气喷射控制阀， 另一端连接真空罐； 单向阀与真空 罐之间通过软管连接， 单向阀与进气歧管之间通过管线连接。
PCT/CN2014/076935 2013-11-20 2014-05-07 一种降低排放污染物的空气喷射*** WO2015074386A1 (zh)

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CN103821599A (zh) * 2014-03-20 2014-05-28 安徽江淮汽车股份有限公司 汽车尾气二次空气处理***及处理方法
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