Engine exhaust aftertreatment assembly, method of treating engine exhaust, vehicle

Abstract

This invention provides an engine exhaust aftertreatment assembly, an engine exhaust treatment method, and a vehicle. The engine exhaust aftertreatment assembly includes: an engine; an exhaust pipe, the inlet end of which is connected to the engine, and the outlet end of which is connected to one end of a connecting pipe, the outlet end of which is equipped with a temperature sensor, and the other end of the connecting pipe being connected to a three-way catalytic converter; the connecting pipe is equipped with a first three-way valve and a second three-way valve, the inlet end of which is connected to the outlet end of the exhaust pipe, the outlet end of which is connected to the inlet end of the second three-way valve, and the outlet end of the second three-way valve being connected to the three-way catalytic converter; and a branch pipe, which is connected in parallel with the connecting pipe and is equipped with a hydrocarbon collector. This application solves the problem of low catalytic efficiency of three-way catalytic converters in the prior art.

Description

Technical Field

[0001] This invention relates to the field of automotive engine exhaust purification and emission control technology, and more specifically, to an engine exhaust aftertreatment component, an engine exhaust treatment method, and a vehicle. Background Technology

[0002] Among existing technologies, catalytic converter technology remains the most mainstream exhaust purification method for gasoline engines. The three-way catalytic converter (TWC) offers the best overall purification effect, simultaneously purifying CO, HC, and NOx in engine exhaust into non-toxic and harmless water, nitrogen, and oxygen. However, TWC has an activation temperature; it only acquires purification capabilities after reaching this temperature. Therefore, during vehicle cold starts, TWC does not play a purification role, leading to a significant increase in harmful emissions of unburned HC and CO during the cold start phase. In response to the national strategic deployments of "carbon peaking" and "carbon neutrality," addressing the issue of high pollutant emissions during vehicle cold starts has become an urgent need for the industry.

[0003] To address the issue of rapid ignition of three-way catalytic converters (TWCs) during engine cold starts, the industry currently employs two common technological approaches. First, using an electric heater to preheat the TWC. While this method achieves preheating, it consumes additional electrical energy, leading to decreased vehicle fuel economy. Second, delivering fuel to a dedicated burner for combustion to generate heat, which then conducts heat to bring the TWC to its activation temperature. This approach avoids electrical energy consumption but significantly increases the complexity of the system structure and control logic, thus presenting challenges for practical vehicle applications.

[0004] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0005] The main objective of this invention is to provide an engine exhaust aftertreatment component, an engine exhaust treatment method, and a vehicle to solve the problem of low catalytic efficiency of three-way catalytic converters in the prior art.

[0006] To achieve the above objectives, according to one aspect of the present invention, an engine exhaust aftertreatment assembly is provided, comprising: an engine; an exhaust pipe, the inlet end of which is connected to the engine, the outlet end of which is connected to one end of a connecting pipe, the outlet end of which is provided with a temperature sensor, and the other end of the connecting pipe being connected to a three-way catalytic converter; the connecting pipe being provided with a first three-way valve and a second three-way valve, the inlet end of which is connected to the outlet end of the exhaust pipe, the outlet end of which is connected to the inlet end of the second three-way valve, and the outlet end of which is connected to the three-way catalytic converter; and a branch pipe, which is connected in parallel with the connecting pipe, and a hydrocarbon collector is provided on the branch pipe.

[0007] Furthermore, the inlet end of the hydrocarbon collector is connected to the bypass end of the first three-way valve, and the outlet end of the hydrocarbon collector is connected to the bypass end of the second three-way valve.

[0008] Furthermore, the branch line also includes: a first sensor located between the inlet end of the hydrocarbon collector and the bypass end of the first three-way valve; a second sensor located between the outlet end of the hydrocarbon collector and the bypass end of the second three-way valve; and an air nozzle located between the first sensor and the bypass end of the first three-way valve.

[0009] Furthermore, the engine exhaust aftertreatment device also includes an electronic control unit, which is electrically connected to the first three-way valve, the second three-way valve, the air nozzle, the first sensor, and the second sensor via wires.

[0010] Furthermore, the catalyst for the three-way catalytic converter is a Pd noble metal catalyst.

[0011] According to another aspect of the present invention, a method for treating engine exhaust gas is provided. The method employs the aforementioned engine exhaust gas aftertreatment assembly. The method includes: acquiring the exhaust temperature of the engine; when the exhaust temperature is determined to be lower than the activation temperature of the three-way catalytic converter, acquiring the adsorption capacity of the hydrocarbon collector; when the adsorption capacity is determined to be greater than a preset threshold and the engine is in a passive regeneration condition, generating a first control strategy, wherein the first control strategy is used to control a first three-way valve to open the bypass end and close the outlet end, control a second three-way valve to close the inlet end and open the outlet end and the bypass end, and control the air nozzle to open.

[0012] Furthermore, when it is determined that the exhaust temperature is greater than the activation temperature of the three-way catalytic converter and the engine is in a heating condition, a second control strategy is generated. The second control strategy is used to control the first three-way valve to open the outlet end and close the bypass end, and to control the second three-way valve to open the outlet end and the inlet end and close the bypass end.

[0013] Furthermore, when the adsorption amount is determined to be less than a preset threshold, a third control strategy is generated. The third control strategy is used to control the first three-way valve to open the bypass end and close the outlet end, control the second three-way valve to close the inlet end and open the outlet end and the bypass end, and simultaneously control the air nozzle to close.

[0014] According to another aspect of the present invention, an exhaust gas aftertreatment device is provided, comprising: an acquisition module for acquiring the exhaust temperature of an engine and the adsorption capacity of a hydrocarbon collector; a first judgment module for judging whether the exhaust temperature reaches the activation temperature of a three-way catalytic converter; a second judgment module for judging whether the adsorption capacity of the hydrocarbon collector reaches a threshold; and a control module for controlling the opening and closing states of a first three-way valve and a second three-way valve and controlling the opening and closing states of an air nozzle.

[0015] According to another aspect of the present invention, a vehicle is provided having an engine exhaust aftertreatment assembly, wherein the engine exhaust aftertreatment assembly is the engine exhaust aftertreatment assembly described above.

[0016] The technical solution of this invention comprises an engine, an exhaust pipe, a connecting pipe, a first three-way valve, a second three-way valve, a hydrocarbon collector, and a three-way catalytic converter. The exhaust gas from the engine first enters the exhaust pipe, where a temperature sensor is installed to monitor the exhaust temperature in real time. The exhaust gas then flows to the three-way catalytic converter via the connecting pipe. In the connecting pipe, the first and second three-way valves are arranged in series. The inlet of the first three-way valve connects to the exhaust pipe outlet, and its outlet connects to the inlet of the second three-way valve. The outlet of the second three-way valve directly connects to the inlet of the three-way catalytic converter, forming the main exhaust passage. Simultaneously, a branch pipe is connected in parallel to this main passage, and a hydrocarbon collector is installed on the branch pipe, allowing the exhaust gas to selectively bypass the three-way catalytic converter and flow through the hydrocarbon collector via the branch pipe. This component achieves the switching between two flow paths for exhaust gas: "direct flow from the main channel to the three-way catalytic converter" and "bypass path via the hydrocarbon collector" through the coordinated action of the first three-way valve and the second three-way valve. This allows for the dynamic selection of the optimal exhaust gas purification path under different exhaust temperatures and adsorption requirements, thereby improving the hydrocarbon capture efficiency during the low-temperature start-up phase, providing preheating support for the three-way catalytic converter, and enhancing the overall emission control capability. Attached Figure Description

[0017] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0018] Figure 1 A schematic diagram of an embodiment of the engine exhaust aftertreatment assembly according to the present invention is shown;

[0019] Figure 2 A schematic flowchart of an embodiment of the engine exhaust gas treatment method according to the present invention is shown;

[0020] Figure 3 A schematic diagram of a module of an embodiment of the exhaust gas aftertreatment device according to the present invention is shown;

[0021] Figure 4 A logical schematic diagram of an embodiment of the engine exhaust gas treatment method according to the present invention is shown.

[0022] The above figures include the following reference numerals:

[0023] 1. Engine; 2. Exhaust pipe; 20. Connecting pipes;

[0024] 3. Temperature sensor;

[0025] 4. First three-way valve; 5. Second three-way valve;

[0026] 30. Branch piping;

[0027] 6. Three-way catalytic converter;

[0028] 7. Air nozzle;

[0029] 8. First sensor;

[0030] 9. Hydrocarbon collector;

[0031] 10. Second sensor;

[0032] 11. Electrical control unit. Detailed Implementation

[0033] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0034] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0035] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0036] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0037] Combination Figure 1 As shown in the specific embodiment of this application, an engine exhaust aftertreatment component is provided.

[0038] Specifically, the engine exhaust aftertreatment assembly includes: an engine 1; an exhaust pipe 2, the inlet end of which is connected to the engine 1, the outlet end of which is connected to one end of a connecting pipe 20, a temperature sensor 3 at the outlet end of the exhaust pipe 2, and the other end of the connecting pipe 20 connected to a three-way catalytic converter 6; a first three-way valve 4 and a second three-way valve 5 on the connecting pipe 20, the inlet end of the first three-way valve 4 connected to the outlet end of the exhaust pipe 2, the outlet end of the first three-way valve 4 connected to the inlet end of the second three-way valve 5, and the outlet end of the second three-way valve 5 connected to the three-way catalytic converter 6; and a branch pipe 30, which is connected in parallel with the connecting pipe 20, and a hydrocarbon collector 9 on the branch pipe 30.

[0039] Engine 1, as the power source for exhaust emissions, has its exhaust port rigidly sealed to the inlet end of exhaust pipe 2 via a standard flange or high-strength bolt assembly. In a specific embodiment, the engine can adopt an inline gasoline engine structure, with the exhaust manifold outlet directly butt-welded to the starting section of the exhaust pipe. The weld is non-destructively tested to ensure zero leakage of high-temperature exhaust gas. The inlet end of exhaust pipe 2 is coaxially aligned with the engine exhaust port to ensure smooth airflow.

[0040] The exhaust pipe 2 is an axially extending cylindrical metal pipe. Its inlet end receives engine exhaust, and its outlet end is arranged longitudinally along the vehicle and connects to the beginning of the connecting pipe 20. A dedicated threaded mounting hole or positioning slot is provided on the outer wall of the exhaust pipe 2 outlet end. The temperature sensor 3 is fixed to this mounting position by a clamping nut. Its sensing probe is vertically inserted into the central area of ​​the pipe cavity, directly contacting the flowing exhaust gas to collect real-time temperature signals. The exhaust pipe 2 body is made of heat-resistant alloy steel by stamping or casting. The inner wall maintains a smooth flow channel to reduce flow resistance, and the outlet end face is machined with a standard sealing step surface.

[0041] Optionally, the exhaust pipe 2 has multiple manifolds arranged in parallel and all connected to the exhaust port of the engine 1. The multiple manifolds converge to the same outlet and are connected to the inlet end of the connecting pipe 20. The temperature sensor 3 is located at the front end of the inlet end of the connecting pipe 20.

[0042] Connecting pipe 20 serves as the main exhaust passage carrier. One end of it is connected to the sealing step surface of the exhaust pipe 2 outlet end via clamps or welding, while the other end extends to the inlet flange of the three-way catalytic converter 6. Within the straight section of this pipe, a first three-way valve 4 and a second three-way valve 5 are sequentially installed in series. The valve body of the first three-way valve 4 is coaxially fixed to the pipe via standard butt joints at both ends. Its inlet end is in fluid communication with the exhaust pipe 2 outlet end, and its outlet end is tightly connected to the inlet end of the second three-way valve 5 via a transition pipe of equal diameter. The outlet end of the second three-way valve 5 is led to the three-way catalytic converter 6 via a right-angle bend or direct connection. All three form a continuous main flow path within connecting pipe 20.

[0043] Both the first three-way valve 4 and the second three-way valve 5 are multi-port valves with three fluid ports: inlet, outlet, and bypass. Internally, they contain valve core assemblies that can rotate relative to each other. In a specific embodiment, the two valve bodies have identical dimensions and are fixed above the connecting pipeline 20 by external support brackets. The bottom of the valve body is pressed and fixed to the pipeline by a high-temperature resistant sealing gasket. The valve core can rotate around its axis under the action of the drive mechanism. When at a specific angle, it can achieve direct connection between the inlet and outlet, or switch to the bypass port to connect with other pipelines, thereby achieving flow path switching without changing the main structure of the pipeline.

[0044] The three-way catalytic converter 6 is located at the end of the connecting pipe 20. Its shell has a double-layer cylindrical structure, with a honeycomb ceramic carrier inside and a uniform coating of catalytic active material. The inlet end of the three-way catalytic converter 6 is fitted to the outlet flange of the second three-way valve 5 through a high-temperature resistant metal gasket, and a high-pressure airtight connection is achieved by circumferentially distributed fastening bolts. The outlet end is inclined downwards to connect to the subsequent exhaust system. The whole unit is supported by the chassis suspension bracket to resist mechanical vibration and thermal expansion stress during driving.

[0045] Branch pipe 30 and connecting pipe 20 are arranged in parallel in space, forming an independent parallel branch. In a specific embodiment, branch pipe 30 is diverted from the outlet of exhaust pipe 2 or upstream of the first three-way valve 4, and laid parallel to the side of the vehicle body longitudinal beam, maintaining a safe heat insulation distance from connecting pipe 20 throughout. Then, it rejoins the main channel downstream of the second three-way valve 5 or upstream of the three-way catalytic converter 6, forming a complete parallel return structure. At the node between the two pipes, an equal-diameter tee joint or a welded diverter nozzle is used to ensure smooth airflow.

[0046] The hydrocarbon collector 9 is rigidly embedded in the middle section of the branch pipe 30. In a specific embodiment, its outer shell is a pressure-resistant and corrosion-resistant metal tank, filled with a porous granular adsorbent material bed, and has an inlet diffuser cone and an outlet rectifier grid at both ends. The hydrocarbon collector 9 is locked to the inner wall of the branch pipe 30 by clamp fasteners or welded seats on both sides, so that the exhaust gas flowing through this parallel branch must be forced to penetrate the adsorbent layer to complete the physical interception and enrichment of hydrocarbons. The outer wall of the tank can be flush with the outer wall of the branch pipe to reduce wind resistance and interference.

[0047] During overall assembly, the components are arranged sequentially along the exhaust flow direction. The flow path selection is achieved by the coordinated switching of the first three-way valve 4 and the second three-way valve 5 between the connecting pipe 20 and the branch pipe 30. All pipe interfaces adopt high-temperature resistant sealing structures to ensure stable operation of the components in a high-temperature and high-pressure exhaust environment. Furthermore, the geometric dimensions and installation positions of each component have been optimized by fluid dynamics to ensure reasonable flow distribution in the main passage and controllable pressure drop in the bypass path.

[0048] The technical solution of this invention comprises an engine 1, an exhaust pipe 2, a connecting pipe 20, a first three-way valve 4, a second three-way valve 5, a hydrocarbon collector 9, and a three-way catalytic converter 6. The exhaust gas from the engine 1 first enters the exhaust pipe 2. A temperature sensor 3 is installed at the outlet of the exhaust pipe 2 to monitor the exhaust temperature in real time. The exhaust gas then flows to the three-way catalytic converter 6 via the connecting pipe 20. In the connecting pipe, the first three-way valve 4 and the second three-way valve 5 are arranged in series. The inlet of the first three-way valve 4 is connected to the exhaust pipe outlet, and its outlet is connected to the inlet of the second three-way valve 5. The outlet of the second three-way valve 5 is directly connected to the inlet of the three-way catalytic converter 6, forming the main exhaust passage. Simultaneously, a branch pipe 30 is connected in parallel next to this main passage. A hydrocarbon collector 9 is installed on the branch pipe 30, allowing the exhaust gas to selectively bypass the three-way catalytic converter 6 and flow through the branch pipe 30 and the hydrocarbon collector 9. This component, through the coordinated action of the first three-way valve 4 and the second three-way valve 5, enables the exhaust gas to switch between two flow paths: "main channel directly to the three-way catalytic converter 6" and "bypass path via hydrocarbon collector 9". This allows for the dynamic selection of the optimal exhaust gas purification path under different exhaust temperatures and adsorption requirements, improving the hydrocarbon capture efficiency during the low-temperature start-up phase, providing preheating support for the three-way catalytic converter 6, and enhancing the overall emission control capability.

[0049] Furthermore, the inlet end of the hydrocarbon collector 9 is connected to the bypass end of the first three-way valve 4, and the outlet end of the hydrocarbon collector 9 is connected to the bypass end of the second three-way valve 5.

[0050] The inlet end of the hydrocarbon collector 9 is connected to the bypass end of the first three-way valve 4, and the outlet end of the hydrocarbon collector 9 is connected to the bypass end of the second three-way valve 5. This connection establishes a parallel bypass flow path for the exhaust gas treatment system. In specific implementation, the bypass port of the first three-way valve 4 is a cylindrical flow channel interface independently opened on the side wall or top of the valve body. Its inner wall is machined with a precision sealing conical surface or flat stop, and the outside is surrounded by a positioning flange and threaded holes. The bypass port is connected to the inlet flange of the hydrocarbon collector 9 through a straight transition pipe. A high-temperature resistant non-metallic spiral wound gasket is sandwiched between the two flange faces. High-strength fastening bolts are tightened step by step in a diagonal sequence, relying on the circumferentially evenly distributed high strength fastening bolts to generate a uniform radial clamping force at the interface, forming a zero-leakage airtight connection. In terms of spatial orientation, this transition pipe is usually laid parallel to the longitudinal or transverse axis of the vehicle body, with the pipe diameter consistent with the main channel, and the inner wall is kept smooth to reduce local resistance.

[0051] The hydrocarbon collector 9 has a flared inlet flange at its inlet end, with a corresponding annular flow guide built into the inner side of the flange to evenly disperse the exhaust gas from the bypass end of the first three-way valve 4 to the front end of the adsorption bed. The adsorption material is fixed in the tank cavity by a porous metal mesh and an elastic compression spring to prevent particle displacement or pulverization caused by airflow impact. After penetrating the adsorption layer, the exhaust gas flows into the collection chamber at the rear end of the tank and is discharged through the standard flange at the outlet end. The geometry, sealing grooves, and bolt hole distribution of the outlet flange are completely symmetrical with those at the inlet end, ensuring consistent connection processes at both ends and eliminating the need to distinguish between the front and back during assembly.

[0052] The bypass port of the second three-way valve 5 is located on the opposite side of the valve body. Its structural form is a mirror image or isomorphic design of the bypass port of the first three-way valve 4, and it also has a standard sealing surface and fastener mounting position. The outlet end of the hydrocarbon collector 9 is connected to this bypass port through an equal-diameter connecting pipe. The connection method is the same as upstream, both using a mechanical connection of flange fitting, gasket sealing, and bolt locking. When this connecting pipe is arranged, it maintains a constant parallel distance from the air inlet pipe next to the first three-way valve to avoid the superposition of heat radiation or friction of the pipe wall caused by driving vibration. If necessary, a heat insulation bracket is added to the suspended section between the two pipes, and a ceramic fiber coating layer is covered on top of the bracket to limit the surface temperature rise of the branch pipe.

[0053] When the system needs to activate the bypass path, the rotating valve core inside the first three-way valve 4 rotates to a specific phase angle, connecting its bypass port with the inlet end, while simultaneously cutting off the direct flow path to the inlet of the second three-way valve 5. At the same time, the valve core of the second three-way valve 5 deflects synchronously, closing its outlet end from the three-way catalytic converter and opening the bypass port. At this point, exhaust gas flows out of the exhaust pipe, through the bypass end of the first three-way valve 4, and into the hydrocarbon collector 9. It then flows through the adsorption bed to trap hydrocarbons, and subsequently merges from the outlet end of the hydrocarbon collector 9 into the bypass end of the second three-way valve 5, continuing downstream. This parallel connection structure's hydrodynamic design ensures that the effective flow cross-sectional area of ​​the bypass path matches the main channel, and the flow path transitions smoothly during valve core switching, without significant pressure fluctuations or airflow pulsations, ensuring stable engine exhaust back pressure.

[0054] In a specific embodiment, the aforementioned bypass connection assembly is integrally arranged in the lower protective area of ​​the engine compartment. Each flange connection node is marked with anti-loosening marking lines and assembly torque values ​​for easy later maintenance and verification. The pipeline support uses a combination of high-temperature resistant silicone damping pads and stainless steel clamps for fixation, and the spacing between support points is optimized by modal analysis to avoid the first-order resonance frequency of the entire vehicle. All inner lining pipes that come into direct contact with high-temperature exhaust gases are made of anti-oxidation alloy steel, with a hydrophobic and anti-fouling coating on the outer surface to adapt to the high humidity, high salt, and oil-contaminated vehicle environment. This connection layout not only achieves physical isolation and rapid switching between the main road and the bypass, but also provides an independent hydrocarbon capture channel for the system in non-hot engine conditions. This allows the exhaust gas to intercept pollutants as it flows through the hydrocarbon collector 9, and also utilizes waste heat to progressively preheat downstream catalytic components, thereby optimizing the vehicle's cold start emission performance without increasing additional power consumption.

[0055] Furthermore, the branch line 30 also includes: a first sensor 8, which is located between the inlet end of the hydrocarbon collector 9 and the bypass end of the first three-way valve 4; a second sensor 10, which is located between the outlet end of the hydrocarbon collector 9 and the bypass end of the second three-way valve 5; and an air nozzle 7, which is located between the first sensor 8 and the bypass end of the first three-way valve 4.

[0056] The first sensor 8 is installed on the pipe section between the inlet end of the hydrocarbon collector 9 and the bypass end of the first three-way valve 4. Its main body is a cylindrical metal shell with a standard external thread interface at the bottom, allowing it to be directly embedded into a threaded hole pre-drilled in the side wall of the branch pipe 30 by screwing. A hexagonal wrench position is provided on the outside of the sensor shell for tool tightening. The internal insulator-supported sensing probe is vertically inserted into the central axis of the pipe cavity, ensuring full contact between the probe end face and the main exhaust gas flow. In a specific embodiment, the sensor employs a high-temperature resistant encapsulation structure. Lead wires are led out from the top of the shell and covered with a heat-resistant braided sleeve, ultimately connecting to the electrical control unit wiring harness for real-time acquisition of the initial hydrocarbon concentration baseline value before entering the adsorption bed.

[0057] Air nozzle 7 is located in the upstream pipe section between the first sensor 8 and the bypass end of the first three-way valve 4. Its installation position is close to the front end of the sensor but maintains an independent flow channel space. The nozzle body has a short cylindrical structure and is also screwed vertically into the wall of the branch pipe 30 via a threaded interface, with the nozzle orifice facing the direction of airflow inside the pipe. A miniature valve core assembly is integrated inside the nozzle, and an electrical connector is provided externally, connected to the control system via wires to receive opening and closing commands. In a specific embodiment, the nozzle outlet orifice diameter is precisely machined and the inner wall is smooth and burr-free. When a regeneration control signal is received, the valve core quickly opens, injecting air into the main pipeline at a stable flow rate. The airflow mixes with the exhaust gas downstream of the nozzle, forming a turbulence zone that promotes oxygen diffusion into the internal pores of the downstream hydrocarbon collector 9. The nozzle itself maintains a certain axial distance from the sensor to avoid instantaneous interference with the sensor readings caused by the jet airflow.

[0058] The second sensor 10 is located in the downstream pipe section between the outlet end of the hydrocarbon collector 9 and the bypass end of the second three-way valve 5. Its physical structure is consistent with that of the first sensor 8, both using the same threaded screw-in installation process to fix it to the pipe wall at the corresponding position of the branch pipe 30. The sensing probe of the second sensor 10 also extends into the central region of the pipe cavity, facing the outlet gas flow after treatment by the hydrocarbon collector 9. In a specific embodiment, this sensor and the first sensor 8 form a symmetrical monitoring array, and their installation positions are maintained at a reasonable distance along the pipe axis to ensure the spatial representativeness of the data acquisition. After the exhaust gas flow is adsorbed by the hydrocarbon collector 9, the residual hydrocarbon substances reach the detection area of ​​the second sensor 10 with the gas flow. The sensor converts the concentration signal into an electrical signal and transmits it to the control module. Combined with the initial reading of the first sensor 8, the difference is calculated to accurately determine the saturation degree of the adsorbent material.

[0059] Furthermore, the engine exhaust aftertreatment device also includes an electronic control unit 11, which is electrically connected to the first three-way valve 4, the second three-way valve 5, the air nozzle 7, the first sensor 8, and the second sensor 10 via wires.

[0060] The electronic control unit 11 establishes bidirectional or unidirectional signal interaction channels with each node through a wire network, giving abstract control methods and steps (such as judging temperature, calculating adsorption amount, switching flow path, and opening nozzle) a clear physical carrier. The electrical connection of the wires ensures that control commands can be transmitted to the actuator in the form of electrical signals with low latency, while converting the physical quantities collected by the sensors into standard electrical signals and sending them back to the controller, forming a standard closed-loop architecture of "perception-decision-execution".

[0061] The first sensor 8 and the second sensor 10 transmit HC concentration signals before and after the hydrocarbon collector 9 to the electronic control unit 11 in real time via wires. After receiving two sets of independent data, the internal algorithm module of the electronic control unit 11 can instantly calculate the difference, thereby quantifying the actual adsorption load of the hydrocarbon collector. Combined with the input from the exhaust temperature sensor, the electronic control unit 11 can accurately distinguish between hot engine conditions, low-temperature non-hot engine conditions, and adsorption saturation states. The stable electrical connection of the wires ensures the sampling frequency and signal integrity, avoiding data distortion caused by excessive line impedance or electromagnetic interference, and ensuring the accuracy and timeliness of the operating condition determination.

[0062] The valve core movement of the first three-way valve 4 and the second three-way valve 5 depends on the drive current output by the electronic control unit 11. The wire connection enables the electronic control unit 11 to send synchronous or staggered control pulses to the two valves, precisely adjusting the valve core rotation angle, thereby achieving seamless switching between main channel straight-through, bypass series, or mixed flow paths.

[0063] When the electronic control unit 11 determines that the adsorption capacity of the hydrocarbon collector has reached the threshold, it sends an opening command to the air nozzle 7 via a wire. The air nozzle 7, as the execution terminal for external oxygen injection, directly determines the start timing and oxygen supply intensity of the passive regeneration process. The electrical connection allows the electronic control unit 11 to dynamically adjust the nozzle's opening duty cycle based on the real-time HC concentration change rate, achieving a gradient supply of regenerated oxygen. This connection not only supports single regeneration triggering but also, in conjunction with sensor feedback, enables closed-loop monitoring of the regeneration process, preventing over-aeration that could lead to activated carbon oxidation and loss or a sudden temperature rise, thus extending the lifespan of the adsorption material.

[0064] Furthermore, the catalyst for the three-way catalytic converter 6 is a Pd noble metal catalyst.

[0065] The catalyst loaded inside the three-way catalytic converter 6 is specifically selected as palladium (Pd) noble metal as the core active component. This Pd catalyst uses a porous oxide with a high specific surface area as a support coating. The palladium salt precursor solution is uniformly penetrated into the microporous network of the coating by impregnation. After gradient heating and calcination, palladium ions are reduced and dispersed into nanoscale metal grains on the coating surface, forming a three-dimensional network structure with high catalytic activity.

[0066] In a specific embodiment, the Pd active phase is anchored in a highly dispersed state on the inner wall of the pores of the carrier coating, with the grain size controlled within the nanoscale range to maximize the number of active sites exposed to participate in the reaction. A strong adhesion is achieved between the coating and the honeycomb ceramic carrier using an adhesive, ensuring that it does not peel off or pulverize under the alternating stresses of exhaust pulsation and thermal expansion and contraction.

[0067] When engine exhaust gas enters the three-way catalytic converter 6, hydrocarbon (HC) and carbon monoxide (CO) molecules in the exhaust gas diffuse to the surface of the Pd catalyst and are adsorbed by active sites. Due to Pd's excellent intrinsic catalytic ability for oxidation reactions, its surface can activate oxygen molecules at relatively low temperatures, forming active oxygen species, which then react with the adsorbed HC and CO to produce carbon dioxide and water vapor. In actual operation, the ignition characteristics of the Pd catalyst are closely related to the exhaust temperature: when the exhaust temperature does not reach the 400℃ activation threshold, the catalytic reaction rate is limited by surface kinetics, and the conversion efficiency is in a ramp-up phase; once the exhaust temperature exceeds 400℃, the oxygen vacancies on the Pd surface are fully activated, the reaction energy barrier is significantly reduced, and the simultaneous conversion efficiency of HC and CO rapidly increases to a high plateau, maintaining stable catalytic activity in the subsequent high-temperature operating range. This catalyst exhibits good redox reversibility in exhaust environments with alternating oxygen-rich and oxygen-deficient conditions, and can adapt to air-fuel ratio fluctuations under different load conditions of gasoline engines.

[0068] According to another aspect of the invention, such as Figure 2 As shown, a method for treating engine exhaust gas is provided. The method uses the aforementioned engine exhaust gas aftertreatment component for treatment, and the treatment method includes:

[0069] Step S10: Obtain the engine exhaust temperature;

[0070] Step S10 is the initial data acquisition stage for system operating condition identification. Specifically, a temperature sensor located at the exhaust pipe outlet or connecting pipe inlet senses the thermodynamic state of the exhaust gas in real time, converting the high-temperature gas into an analog electrical signal. This signal is transmitted to the electronic control unit 11 via wires, where the internal analog-to-digital conversion circuit digitizes it and uses a moving average filtering algorithm to eliminate instantaneous fluctuations caused by exhaust pulsation, outputting a stable temperature reference value. The core function of this step is to establish the time starting point for global control. The acquired temperature value will serve as the sole criterion for subsequent logic branches, directly determining whether the system crosses the ignition threshold of the three-way catalytic converter, thereby guiding the control flow into the thermal management or cryogenic capture path.

[0071] Step S20: When the exhaust temperature is determined to be lower than the activation temperature of the three-way catalytic converter, obtain the adsorption amount of the hydrocarbon collector;

[0072] Step S20 is the dynamic evaluation step of adsorption load under low-temperature conditions. When the temperature value output in S10 is confirmed to be lower than the preset activation temperature of the three-way catalytic converter, it indicates that the catalyst has not yet achieved efficient oxidation capacity, and the system automatically switches to a non-thermal engine management mode dominated by the hydrocarbon collector. At this time, the electronic control unit 11 simultaneously retrieves the real-time concentration readings of the first sensor 8 and the second sensor 10, calculates the difference between the two through a built-in integral algorithm, and combines it with the instantaneous exhaust flow rate to convert it into the absolute mass of hydrocarbons retained by the activated carbon bed per unit time. This step aims to transform the abstract "adsorption state" into a quantifiable numerical indicator, monitor the remaining capacity boundary of the adsorption material in real time, prevent adsorbent saturation failure due to long-term inefficient operation, and provide accurate data support for subsequent regeneration triggering.

[0073] Step S30: When it is determined that the adsorption amount is greater than the preset threshold and the engine is in passive regeneration mode, a first control strategy is generated. The first control strategy is used to control the first three-way valve to open the bypass end and close the outlet end, control the second three-way valve to close the inlet end and open the outlet end and bypass end, and control the air nozzle to open.

[0074] When the adsorption amount calculated in S20 exceeds the safety preset threshold, and the system comprehensively judges that the current exhaust energy is insufficient to support high-temperature thermal regeneration, the electronic control unit 11 determines that the engine is in passive regeneration mode. At this time, in step S30, a first control strategy is generated, which is synchronously sent to the execution terminal in the form of parallel electrical signals: a command is sent to the first three-way valve 4 to deflect its internal valve core to the bypass conduction phase, cutting off the mainstream channel to the inlet of the second three-way valve 5; a command is sent to the second three-way valve 5 to close the upstream inlet and simultaneously open the outlet and bypass port, constructing a complete parallel return path; at the same time, an opening pulse is sent to the air nozzle 7. The physical purpose of this strategy is to introduce ambient oxygen, so that the residual hydrocarbons flowing through the hydrocarbon collector 9 undergo an exothermic oxidation reaction with the injected air, and use the heat released by the reaction itself to achieve thermal desorption of the adsorbate in the pores of the activated carbon, completing a passive regeneration cycle without the intervention of an external heat source.

[0075] In one specific embodiment, taking the first fifteen minutes of operation after a cold start in congested urban traffic as an example, at the moment of engine ignition, the exhaust temperature sensor monitors the exhaust pipe outlet temperature in real time to be approximately 85°C, which is significantly lower than the 400°C activation temperature set for the three-way catalytic converter. Based on this, the electronic control unit 11 confirms that the system is in a low-temperature, non-hot engine state and automatically activates the hydrocarbon collector bypass mode. During this stage, exhaust gas continuously flows through the hydrocarbon collector. The first sensor 8 detects an intake hydrocarbon concentration of 180 ppm, and the second sensor 10 detects an outlet concentration of 25 ppm. The difference between the two is accumulated and integrated by the electronic control unit, indicating that the adsorbent material has captured approximately 9.2 grams of equivalent hydrocarbon material. As idling and low-speed driving continue, the exhaust temperature slowly climbs to 120°C, still not reaching the activation threshold, and the system maintains bypass flow. By the twelfth minute of operation, the cumulative adsorption amount has climbed to 11.5 grams, exceeding the pre-calibrated safety threshold of 11.0 grams, and the exhaust temperature still does not meet the conditions for thermal regeneration. The electronic control unit 11 determines that the passive regeneration trigger condition is met. The first control strategy is then generated, and drive signals are synchronously output through the wiring network: upon receiving the signal, the first three-way valve 4 rotates, fully opening the bypass port and sealing the outlet; the second three-way valve 5 operates synchronously, closing the inlet end connected to the first three-way valve and opening the outlet end and the bypass port; upon receiving the opening command, the air nozzle 7 lifts its valve core and injects ambient air into the pipeline according to the set duty cycle. The oxygen-enriched flow mixes with the exhaust gas and enters the hydrocarbon collector, where the adsorbed hydrocarbons undergo oxidation on the surface of activated carbon, causing the local temperature to gradually rise to about 230°C, promoting the desorption of high-boiling-point components. The desorbed gas is introduced downstream through the bypass end of the second three-way valve 5. Although it does not reach the optimal ignition temperature of the three-way catalytic converter, some light components undergo preliminary oxidation under the action of residual heat. At the same time, the first and second sensors continuously feed back data, and the electronic control unit 11 calculates in real time that when the adsorption amount falls below the threshold, it automatically reduces the opening of the air nozzle and gradually restores the normal bypass flow mode until the exhaust temperature naturally exceeds 400°C, at which point the system smoothly switches to the direct exhaust purification stage. The entire process requires no additional heating equipment; it relies solely on closed-loop monitoring by sensors and coordinated scheduling of a three-way valve to effectively intercept hydrocarbon emissions and autonomously restore adsorption capacity during the cold start phase.

[0076] Furthermore, when it is determined that the exhaust temperature is greater than the activation temperature of the three-way catalytic converter and the engine is in a heating condition, a second control strategy is generated. The second control strategy is used to control the first three-way valve to open the outlet end and close the bypass end, and to control the second three-way valve to open the outlet end and the inlet end and close the bypass end.

[0077] When the exhaust temperature value collected in real time by the electronic control unit 11 is continuously and stably higher than the preset activation temperature threshold (usually ≥400℃) of the three-way catalytic converter, and the vehicle is judged to have entered the heating condition (hot engine condition) based on a comprehensive analysis of operating parameters such as engine speed, load, intake air flow, and air-fuel ratio, the state machine module inside the electronic control unit 11 automatically terminates the low-temperature hydrocarbon capture process and passive regeneration maintenance logic, and generates a second control strategy based on the preset control graph. The core design intent of this strategy is to eliminate unnecessary bypass diversion, construct the shortest aerodynamic path, and allow the exhaust gas to be directly introduced into the fully activated catalytic converter without additional throttling resistance, thereby achieving efficient synchronous conversion of pollutants and minimizing system pumping losses.

[0078] The second control strategy first sends a directional drive command to the first three-way valve 4. After receiving the electrical signal, the internal rotating valve core deflects to the main channel alignment phase under the precise control of a micro servo motor or electromagnetic actuator, fully opening the straight flow path from inlet to outlet, while simultaneously tightly shutting off the lateral bypass port through a precision sealing surface. The physical significance of this action is to block any potential leakage or micro-splitting of high-temperature exhaust gas into the parallel branch of the hydrocarbon collector, ensuring that all exhaust mass flow is axially advanced along the main connecting pipeline. The valve switching process employs a non-linear trajectory design to avoid airflow separation or pressure wave reflection caused by abrupt changes in cross-section, ensuring the stability of the engine exhaust back pressure at the moment of switching.

[0079] Simultaneously, the second control strategy outputs a matching control signal to the second three-way valve 5. Its valve core rotates synchronously, opening the through flow path between the upstream inlet (connecting to the outlet of the first three-way valve) and the downstream outlet (leading to the three-way catalytic converter), and completely closing the bypass port that originally connected to the hydrocarbon collector outlet. At this point, the first three-way valve 4 and the second three-way valve 5 form a rigid series straight-through structure in the spatial pipeline, completely isolating the parallel loop containing the hydrocarbon collector 9 from the main flow. The total flow area after the dual valves are linked is restored to the nominal value of the pipeline design, and the overall flow resistance of the system is reduced to a minimum, providing sufficient and stable gas momentum and thermodynamic conditions for the three-way catalytic converter.

[0080] This control strategy has the following effects: First, from a fluid dynamics perspective, the dual-valve direct-flow configuration eliminates bypass bends and narrowing effects, reducing exhaust back pressure by 0.6~0.9 kPa, directly reducing engine scavenging power consumption and improving low-speed torque response; Second, from a catalytic chemistry perspective, the high-temperature oxygen-rich exhaust gas directly acts on the already ignited Pd catalyst bed, causing the oxidation reaction rate constants of HC and CO to increase exponentially, and the three-way purification efficiency to be stably maintained above 95%, avoiding local air-fuel ratio disturbances caused by bypass diversion; Third, from a system lifespan perspective, long-term isolation of the hydrocarbon collector can prevent unsaturated activated carbon from being micronized and detached under high-speed airflow, extending the service life of the adsorbent material, while reducing unnecessary air nozzle start-stop frequency and improving the reliability of the electronic control actuator.

[0081] In one specific embodiment, taking the vehicle entering an elevated expressway for constant-speed cruising after a cold start as an example, the complete execution process of the second control strategy is demonstrated. Approximately 10 minutes after engine ignition and operation, the exhaust temperature sensor reading climbs to 465℃ and the fluctuation range converges to ±5℃. The ECU, combining parameters such as throttle opening of 12%, vehicle speed of 90km / h, and intake air temperature of 28℃, determines that the powertrain has entered the steady-state operating range of the hot engine. At this time, the electronic control unit 11 immediately triggers state transition, generates the second control strategy, and synchronously sends control pulses through the shielded wiring harness. After receiving the command, the first three-way valve 4 completes phase calibration within 180ms, establishes pressure in the outlet conduction chamber, and the bypass sealing surface contact gap is less than 0.02mm; immediately afterward, the second three-way valve 5 operates synchronously, the inlet-outlet flow channel is connected, and the bypass port is closed in place, with the timing deviation between the two valves controlled within ±30ms. After exiting the exhaust manifold, the exhaust gas sequentially passes through the main channel of the first three-way valve 4 and the straight section of the second three-way valve 5, bypassing the parallel branch where the hydrocarbon collector 9 is located, and is directly injected into the front end of the honeycomb ceramic carrier of the three-way catalytic converter 6 in a laminar flow state. Since the Pd catalyst has been fully activated above 400℃, the gas residence time and wall mass transfer coefficient in the pipe meet the ideal reaction conditions, and the HC and CO conversion rates rapidly jump to 97.8%, while the NOx simultaneous reduction efficiency reaches 94.5%. The measured exhaust back pressure of the system drops sharply from 1.75kPa in the low-temperature bypass mode to 1.08kPa, the engine's effective thermal efficiency increases by about 1.9%, and the instantaneous fuel consumption decreases by 2.1%. If the vehicle speed decreases due to congestion ahead during cruising, the exhaust temperature briefly drops back to 390℃, and the ECU will activate the hysteresis filtering algorithm for secondary verification; once the temperature rises again and stably crosses the 400℃ threshold, the second control strategy automatically maintains its lock, without the need for repeated switching. This strategy is applied throughout the entire engine operating cycle, until the next cold start or after a prolonged shutdown, ensuring that the emission control system always operates within the range of optimal energy efficiency and lowest pollution output.

[0082] Furthermore, when the adsorption amount is determined to be less than a preset threshold, a third control strategy is generated. The third control strategy is used to control the first three-way valve to open the bypass end and close the outlet end, control the second three-way valve to close the inlet end and open the outlet end and the bypass end, and simultaneously control the air nozzle to close.

[0083] The electronic control unit continuously reads real-time concentration data from the first and second HC sensors and dynamically calculates the mass of hydrocarbons already trapped in the hydrocarbon collector using a built-in integral algorithm. When the calculated adsorption capacity is lower than the user-predefined safety threshold, it indicates that the microporous network inside the adsorption material still has sufficient unused active sites and has not yet reached the saturation critical state. Based on this, the system determines that it is currently in a highly efficient physical / chemical adsorption window period, and there is no need to trigger the desorption and regeneration process, thereby avoiding unnecessary oxygen injection and thermal disturbance and ensuring the effective utilization rate of the adsorption capacity.

[0084] Upon receiving the third control strategy command, the internal actuator of the first three-way valve responds to the electrical signal, driving the valve core to deflect to the bypass conduction phase. This action establishes a through flow path between the inlet and the bypass port, while simultaneously sealing the flow path leading to the downstream outlet. During valve switching, the sealing surface employs a precision-fit structure to achieve zero-leakage blocking, ensuring that the high-temperature exhaust gas from the exhaust pipe cannot be directly discharged along the main channel, but is instead forcibly guided to the hydrocarbon collector inlet. This flow path reconfiguration creates the initial splitting of the system's airflow, laying the physical foundation for subsequent series capture.

[0085] Synchronized with the first three-way valve, the second three-way valve receives a matching control pulse and executes a reverse logic action: closing the upstream inlet to completely isolate the direct path of the first three-way valve, while simultaneously opening the bypass port and the downstream outlet. This configuration precisely guides the outlet gas flow from the hydrocarbon collector to the inlet of the three-way catalytic converter. The dual-valve linkage forms a rigid series topology in the pipeline, allowing the exhaust gas to sequentially penetrate the adsorption bed and the catalytic carrier. This structure not only achieves staged treatment of pollutants but also utilizes the residual heat energy after flowing through the hydrocarbon collector to progressively preheat the downstream catalytic components, shortening their low-temperature ignition delay time.

[0086] The third control strategy explicitly requires the air nozzles to remain closed. Given sufficient adsorption capacity, the injection of external oxygen dilutes the exhaust gas concentration, lowers the local reaction temperature, and may trigger unintended surface oxidation or premature desorption of the activated carbon. Keeping the nozzles normally closed maintains a low-oxygen, hydrocarbon-rich environment within the flow path, maximizing the adsorption driving force of HC molecules onto the carbon surface, while avoiding catalyst thermal shock or pipeline thermal stress accumulation due to regeneration exothermics. This silent control embodies the system's operating philosophy of "regeneration on demand, prioritizing existing capacity."

[0087] The series flow path design allows the exhaust gas to intercept high-concentration HC while directing the waste heat to the three-way catalytic converter, accelerating the precious metal catalyst to cross the ignition threshold; the combination of dual-valve bypass connection and nozzle closure effectively reduces system flow resistance and pumping loss, maintaining stable engine back pressure; closed-loop monitoring of adsorption capacity provides a precise trigger benchmark for subsequent operating condition switching, ensuring that the aftertreatment system always operates in the range of optimal energy efficiency and lowest pollution output under non-steady-state conditions.

[0088] In one specific embodiment, if the exhaust temperature is lower than the activation temperature of the three-way catalytic converter, the gasoline engine is determined to be in a low-temperature operating condition. The first three-way valve is controlled to open its bypass end and close its outlet end. At the same time, the second three-way valve is controlled to close its connection channel with the first three-way valve and open its outlet end and bypass end. The electronically controlled air nozzle is controlled to close, and it is determined whether the adsorption capacity of the hydrocarbon collector has reached the threshold. If the adsorption capacity of the hydrocarbon collector has not reached the threshold, the first three-way valve is controlled to open its bypass end and close its outlet end. At the same time, the second three-way valve is controlled to close its connection channel with the second three-way valve and open its outlet end and bypass end. The electronically controlled air nozzle is controlled to close.

[0089] For example, taking a vehicle cold start in an ambient temperature of -5°C on a winter morning as an example, the complete execution process of the third control strategy is demonstrated. At the moment of engine ignition, the exhaust temperature sensor monitors the exhaust pipe outlet temperature in real time to be approximately 95°C, which is significantly lower than the 400°C activation temperature set by the three-way catalytic converter. The electronic control unit 11 confirms that the system is in a low-temperature, non-hot engine state and automatically activates the hydrocarbon collector takeover mode. At this time, the third control strategy is generated and control commands are sent through the wiring network: after receiving the signal, the first three-way valve 4 rotates, the bypass port is fully open and the outlet end is sealed closed; the second three-way valve 5 operates synchronously, closing the inlet end connected to the first three-way valve and opening the bypass port and the downstream outlet end; the air nozzle 7 remains normally closed and the solenoid coil is de-energized. After the exhaust gas is discharged from the exhaust manifold, it passes sequentially through the bypass end of the first three-way valve 4, the adsorption bed of the hydrocarbon collector 9, and the bypass end of the second three-way valve 5, and finally flows into the inlet of the three-way catalytic converter 6. In this series path, high-concentration hydrocarbons are efficiently retained by activated carbon. The reading of the first sensor 8 remains around 160 ppm, while the reading of the second sensor 10 drops below 30 ppm. The cumulative adsorption amount, calculated by the ECU, is 7.4 grams, far below the preset threshold of 11.0 grams. Because the air nozzles are closed, no additional oxygen is introduced into the flow path, and the adsorption reaction proceeds smoothly in a low-oxygen environment. The surface temperature of the activated carbon gradually rises to 180°C with the exhaust heat. Simultaneously, the exhaust gas flowing through the hydrocarbon collector carries approximately 150°C of heat energy, continuously washing over the honeycomb carrier of the three-way catalytic converter, causing its body temperature to gradually climb from the initial 95°C to 260°C, significantly improving ignition readiness. During low-speed driving in congested urban areas, the exhaust temperature fluctuated between 110°C and 140°C. The accumulated adsorption amount reached 9.8 grams, still below the threshold. The electronic control unit (ECU) 11 continuously locked the third control strategy, maintaining the dual valves in a bypass-series configuration, keeping the injectors closed, and stabilizing the system back pressure at 1.15 kPa. The instantaneous HC emission concentration was controlled within regulatory limits. Until the 14th minute of driving, when the accumulated adsorption amount approached the 10.9-gram threshold, or the exhaust temperature naturally rose above 400°C, the ECU terminated this strategy and smoothly transitioned to passive regeneration or hot-engine direct exhaust mode. The entire process required no external heat source intervention, relying solely on sensor data comparison and the coordinated scheduling of the three-way valve. This achieved efficient capture of hydrocarbon pollutants during the cold start phase, rapid preheating of the catalytic converter, and minimization of system energy consumption, fully validating the engineering feasibility and emission optimization value of this control strategy.

[0090] like Figure 4 The diagram shows the logic flowchart of the engine exhaust gas treatment method. Specifically, when the electronic control unit 11 determines that the exhaust temperature measured by the temperature sensor 3 is greater than or equal to 400°C, it is in hot engine condition. The unit controls the first three-way valve to open the channel with the second three-way valve and close the connection channel with the hydrocarbon collector 9. The after-treatment path is the three-way catalytic converter 6 to treat CO and HC in the exhaust gas.

[0091] If the exhaust temperature does not reach the activation temperature of the three-way catalytic converter, the gasoline engine is determined to be operating under low-temperature conditions. Further analysis is then conducted to determine whether the hydrocarbon collector's adsorption capacity has reached the threshold. The hydrocarbon collector's adsorption capacity is calculated using the difference between the first and second sensors. The hydrocarbon collector's adsorption capacity threshold is preset by the user and depends on the adsorption material and its shape.

[0092] Optionally, after determining whether the adsorption capacity of the hydrocarbon collector has reached the threshold, the process includes: if the adsorption capacity of the hydrocarbon collector has not reached the threshold, controlling the first three-way valve to open the bypass end and close the outlet end, simultaneously controlling the second three-way valve to close the connection channel with the first three-way valve and open the outlet end and the bypass end, and controlling the electronically controlled air nozzle to close. The aftertreatment path is a series connection of the hydrocarbon collector 9 and the three-way catalytic converter 6 to treat CO and HC in the exhaust gas, while the exhaust gas flowing through the hydrocarbon collector 9 is also preheated by the three-way catalytic converter 6.

[0093] When the electronic control unit 11 determines that the adsorption capacity of the hydrocarbon collector has reached the threshold, it determines that the gasoline engine is in passive regeneration mode. It controls the first three-way valve 4 to open the bypass end and close the outlet end, and at the same time controls the second three-way valve 5 to open the outlet end and bypass end of the connection channel with the first three-way valve 4. It also controls the electronically controlled air nozzle 7 to open. The after-treatment path is the hydrocarbon collector 9 and the three-way catalytic converter 6 connected in series to treat CO and HC in the exhaust. The exhaust gas flowing through the hydrocarbon collector 9 is also preheated by the three-way catalytic converter 6. At the same time, the electronically controlled air nozzle 7 provides the oxygen required for the regeneration of the hydrocarbon collector 9.

[0094] In summary, the embodiments of this invention design a hydrocarbon collector and a three-way catalytic converter that address the issue of high HC and CO emissions during cold starts of gasoline engines by adapting the hydrocarbon collector and three-way catalytic converter to different operating conditions depending on the engine's state. Specifically, when the exhaust temperature reaches the activation temperature of the three-way catalytic converter, exhaust gas passes solely through the converter by opening only the outlet of the first three-way valve and the inlet and outlet of the second three-way valve. When the exhaust temperature does not reach the activation temperature, the hydrocarbon collector and the three-way catalytic converter are connected in series by opening only the bypass end of the first three-way valve and closing the inlet end of the second three-way valve. This process treats HC and CO under non-hot engine conditions while preheating the three-way catalytic converter. Under non-hot engine conditions, the adsorption capacity of the hydrocarbon collector is detected by pre- and post-positioned HC sensors. When the adsorption capacity reaches a threshold, the electronically controlled air nozzle is opened to regenerate the hydrocarbon collector. The main process is as follows: when the current gasoline engine is detected to be in a hot engine condition, exhaust pollutants are treated only by the three-way catalytic converter; when the current gasoline engine is detected to be in a non-hot engine condition, HC and CO in the exhaust pollutants are treated by a hydrocarbon collector and a three-way catalytic converter in series. The exhaust gas flowing through the hydrocarbon collector will pass through the three-way catalytic converter to heat it, shortening the time to enter normal operating conditions; when the engine is detected to be in a non-hot engine condition, the adsorption capacity of the hydrocarbon collector will be monitored. When the adsorption capacity reaches a set threshold, the electronically controlled air nozzle will be activated to execute the regeneration program, thereby ensuring that the hydrocarbon collector always has effective adsorption capacity in non-hot engine conditions.

[0095] According to another aspect of the invention, such as Figure 3 As shown, an exhaust gas aftertreatment device is provided, comprising:

[0096] 51. Acquisition module: The acquisition module is used to acquire the exhaust temperature of the engine and the adsorption capacity of the hydrocarbon collector.

[0097] 52. First judgment module: The first judgment module is used to determine whether the exhaust temperature has reached the activation temperature of the three-way catalytic converter;

[0098] 53. Second judgment module, the second judgment module is used to determine whether the adsorption amount of hydrocarbon collector has reached the threshold;

[0099] 54. Control module: The control module is used to control the opening and closing status of the first three-way valve and the second three-way valve, as well as the opening and closing status of the air nozzle.

[0100] Specifically, when the exhaust temperature is determined to be lower than the activation temperature of the three-way catalytic converter, the adsorption amount of the hydrocarbon collector is obtained; when the adsorption amount is determined to be greater than a preset threshold and the engine is in passive regeneration mode, a first control strategy is generated, and the control module controls the first three-way valve to open the bypass end and close the outlet end, controls the second three-way valve to close the inlet end and open the outlet end and bypass end, and controls the air nozzle to open.

[0101] Furthermore, when it is determined that the exhaust temperature is greater than the activation temperature of the three-way catalytic converter and the engine is in a heating condition, a second control strategy is generated. The control module controls the first three-way valve to open the outlet end and close the bypass end, and controls the second three-way valve to open the outlet end and the inlet end and close the bypass end.

[0102] Furthermore, when the adsorption amount is determined to be less than the preset threshold, a third control strategy is generated. The control module controls the first three-way valve to open the bypass end and close the outlet end, controls the second three-way valve to close the inlet end and open the outlet end and the bypass end, and simultaneously controls the air nozzle to close.

[0103] According to another aspect of the present invention, a vehicle is provided having an engine exhaust aftertreatment assembly, wherein the engine exhaust aftertreatment assembly is the engine exhaust aftertreatment assembly described above.

[0104] The above technical solution achieves the following technical effects: It determines whether the exhaust temperature reaches the activation temperature of the three-way catalytic converter; if the exhaust temperature reaches the activation temperature, the gasoline engine is determined to be in a hot-engine condition. The first three-way valve is controlled to open its outlet end and close its bypass end, while the second three-way valve is simultaneously controlled to open its outlet end and close its bypass end, allowing only the three-way catalytic converter to perform exhaust gas treatment. If the exhaust temperature does not reach the activation temperature, the gasoline engine is determined to be in a low-temperature condition. The first three-way valve is controlled to open its bypass end and close its outlet end, while the second three-way valve closes its connection to the first three-way valve and opens both its outlet and bypass ends. The electronically controlled air nozzle is then closed, and it is determined whether the adsorption capacity of the hydrocarbon collector has reached a threshold. If the hydrocarbon collector's adsorption capacity does not reach the threshold, the first three-way valve is controlled to open its bypass end and close its outlet end. Simultaneously, the second three-way valve is controlled to close its connection channel with the first three-way valve and open both its outlet and bypass ends, while the electronically controlled air nozzle is closed. If the hydrocarbon collector's adsorption capacity reaches the threshold, the gasoline engine is determined to be in passive regeneration mode. The first three-way valve is controlled to open its bypass end and close its outlet end, while the second three-way valve only closes its inlet end, and the electronically controlled air nozzle is opened. This effectively solves the problem of high HC and CO emissions from gasoline engines during cold starts and is also suitable for frequent cold start conditions, demonstrating clear engineering application value.

[0105] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0106] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0107] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0108] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An engine exhaust aftertreatment assembly, characterized in that, include: Engine (1); The exhaust pipe (2) has its inlet end connected to the engine (1), its outlet end connected to one end of the connecting pipe (20), and its outlet end equipped with a temperature sensor (3). The other end of the connecting pipe (20) is connected to the three-way catalytic converter (6). The connecting pipe (20) is provided with a first three-way valve (4) and a second three-way valve (5). The inlet end of the first three-way valve (4) is connected to the outlet end of the exhaust pipe (2). The outlet end of the first three-way valve (4) is connected to the inlet end of the second three-way valve (5). The outlet end of the second three-way valve (5) is connected to the three-way catalytic converter (6). A branch pipeline (30) is provided in parallel with the connecting pipeline (20), and a hydrocarbon collector (9) is provided on the branch pipeline (30).

2. The engine exhaust aftertreatment assembly according to claim 1, characterized in that, The inlet end of the hydrocarbon collector (9) is connected to the bypass end of the first three-way valve (4), and the outlet end of the hydrocarbon collector (9) is connected to the bypass end of the second three-way valve (5).

3. The engine exhaust aftertreatment assembly according to claim 2, characterized in that, The branch pipeline (30) also includes: The first sensor (8) is located between the inlet end of the hydrocarbon collector (9) and the bypass end of the first three-way valve (4). The second sensor (10) is located between the outlet end of the hydrocarbon collector (9) and the bypass end of the second three-way valve (5); An air nozzle (7) is located between the first sensor (8) and the bypass end of the first three-way valve (4).

4. The engine exhaust aftertreatment assembly according to claim 3, characterized in that, The engine exhaust aftertreatment device further includes an electronic control unit (11), which is electrically connected to the first three-way valve (4), the second three-way valve (5), the air nozzle (7), the first sensor (8), and the second sensor (10) via wires.

5. The engine exhaust aftertreatment assembly according to claim 3, characterized in that, The catalyst of the three-way catalytic converter (6) is a Pd noble metal catalyst.

6. A method for treating engine exhaust gas, wherein the method employs an engine exhaust gas aftertreatment assembly as described in any one of claims 1 to 5, characterized in that, The processing method includes: Obtain the engine's exhaust temperature; When the exhaust temperature is determined to be lower than the activation temperature of the three-way catalytic converter, the adsorption capacity of the hydrocarbon collector is obtained. When the adsorption amount is determined to be greater than a preset threshold and the engine is in passive regeneration mode, a first control strategy is generated. The first control strategy is used to control the first three-way valve to open the bypass end and close the outlet end, control the second three-way valve to close the inlet end and open the outlet end and bypass end, and control the air nozzle to open.

7. The processing method according to claim 6, characterized in that, When it is determined that the exhaust temperature is greater than the activation temperature of the three-way catalytic converter and the engine is in a heating condition, a second control strategy is generated. The second control strategy is used to control the first three-way valve to open the outlet end and close the bypass end, and to control the second three-way valve to open the outlet end and the inlet end and close the bypass end.

8. The processing method according to claim 6, characterized in that, When the adsorption amount is determined to be less than a preset threshold, a third control strategy is generated. The third control strategy is used to control the first three-way valve to open the bypass end and close the outlet end, control the second three-way valve to close the inlet end and open the outlet end and the bypass end, and simultaneously control the air nozzle to close.

9. A tail gas aftertreatment device, characterized in that, include: The acquisition module is used to acquire the exhaust temperature of the engine and the adsorption capacity of the hydrocarbon collector; The first judgment module is used to determine whether the exhaust temperature has reached the activation temperature of the three-way catalytic converter. The second judgment module is used to determine whether the adsorption capacity of the hydrocarbon collector has reached the threshold. The control module is used to control the opening and closing states of the first three-way valve and the second three-way valve, as well as the opening and closing states of the air nozzle.

10. A vehicle, characterized in that, The vehicle has an engine exhaust aftertreatment assembly, which is the engine exhaust aftertreatment assembly according to any one of claims 1 to 5.

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