Uniform exhaust device for internal combustion engine

Abstract

The present invention discloses a uniform exhaust device for an internal combustion engine, comprising: an exhaust cylinder body, an intake pipe, a branch pipe, a gas homogenizing structure, a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF), a first temperature probe, a second temperature probe, a differential pressure probe intake pipe, and a differential pressure probe outlet pipe structure. Through the special pore arrangement of the branch pipe, the exhaust gas of the internal combustion engine forms two symmetric eddy current loops in opposite directions, achieving a preliminary uniform flow splitting of the fluid. Through the special structural design of the gas homogenizing structure, the exhaust gas of the internal combustion engine with preliminary uniform flow splitting forms multiple ordered small turbulences, improving the flow field uniformity of the gas, enabling the DOC and DPF to efficiently treat the exhaust gas of the internal combustion engine. This application can improve the flow field uniformity of the exhaust aftertreatment of the internal combustion engine passing through this device. The diversion structure of the branch pipe reduces the volume of the device, improves the treatment efficiency of the exhaust gas of the internal combustion engine, reduces the exhaust back pressure, so as to reduce power loss and save space resources.

Description

Technical Field

[0001] The present invention relates to the technical field of internal combustion engine exhaust equipment, and particularly to a uniform exhaust device for an internal combustion engine. Background Art

[0002] An internal combustion engine exhaust after-treatment system generally consists of a catalytic oxidizer, a particulate trap, temperature and differential pressure sensors, and a catalytic oxidizer carrier and a particulate trap carrier. Or an internal combustion engine exhaust after-treatment system composed of a catalytic oxidizer, a particulate trap, a selective catalytic reactor, temperature, differential pressure sensors, nitrogen oxide sensors, urea nozzles, etc. Under the catalytic action of the catalyst on the catalytic oxidizer carrier, HC, CO, and NO in the internal combustion engine exhaust gas adsorbed on the surface of its coating are respectively oxidized into CO2, NO2, and H2O. The particulate trap carrier adsorbs and intercepts carbon particles, increases the contact area between the catalyst coated on its coating and the carbon particles, and under the action of the catalyst, oxidizes the carbon particles adsorbed or intercepted in its channels into CO2 and NO, realizing continuous passive regeneration and accumulating a small amount of carbon ash. Currently, the main technical problems existing in the two reactors of the catalytic oxidizer and the particulate trap mainly include:

[0003] First, the flow field uniformity index of the internal combustion engine exhaust gas is poor. Since the catalysts in the catalytic oxidizer and the particulate trap are evenly coated on the corresponding coatings, the temperature of the reactants and the fluid is carried by the gas flow into the catalytic oxidizer, the particulate trap, and the ammonia selective catalytic reactor. The flow field uniformity is poor, the utilization rate of the carrier channels of the catalytic oxidizer, the particulate trap, and the ammonia selective catalytic reactor is poor, and the efficiency of the catalyst is poor, resulting in a reduction in the reaction efficiency and function.

[0004] Second, in the carrier channels of the particulate trap, the accumulation of soot particles is uneven, resulting in excessive local particles, blocking the channels, and high exhaust back pressure. When the particulate matter undergoes a secondary combustion reaction in the reactor of the particulate trap, local combustion will occur, resulting in too high local combustion temperature, burning through or breaking the carrier. The blocked channels will affect the engine power, and in severe cases, the carrier will be burned or burned off.

[0005] Therefore, the prior art needs to be improved. Summary of the Invention

[0006] To solve the above problems, the present invention discloses a uniform exhaust device for an internal combustion engine, including:

[0007] An exhaust cylinder body, an intake pipe, a catalytic oxidizer DOC, a particulate trap DPF, a first temperature probe, a second temperature probe, a differential pressure probe intake pipe, a differential pressure probe outlet pipe, and further including: a distribution pipe and a gas distribution structure;

[0008] The exhaust cylinder body is sequentially connected with a first exhaust cavity, a second exhaust cavity and a third exhaust cavity according to the exhaust flow path of the internal combustion engine exhaust gas, and the first exhaust cavity, the second exhaust cavity and the third exhaust cavity are connected by a hoop;

[0009] The front end of the first exhaust cavity is connected to an intake pipe, and after passing through the branch pipe and the air distribution structure in sequence, it enters the catalytic oxidation device DOC and the particulate trap DPF. The catalytic oxidation device DOC and the particulate trap DPF are respectively located at the rear end of the first exhaust cavity and the front end of the second exhaust cavity;

[0010] The branch pipe is connected to the outlet end of the intake pipe. The branch pipe is arranged inside the first exhaust cavity of the exhaust cylinder body. The branch pipe vertically penetrates the axis of the first exhaust cavity and extends from one inner wall of the first exhaust cavity to the other inner wall. The branch pipe is provided with a plurality of orderly arranged air holes. The branch pipe forms two symmetric vortex rings in opposite directions for the internal combustion engine exhaust gas output by the intake pipe through the plurality of orderly arranged air holes, so as to realize the uniform diversion of the internal combustion engine exhaust gas;

[0011] The air distribution structure is arranged inside the first exhaust cavity of the exhaust cylinder body at the rear end of the branch pipe. The diameter of the air distribution structure is the same as that of the first exhaust cavity. The air distribution structure is provided with a plurality of orderly arranged through holes. The air distribution structure is used to form four orderly small turbulences for the uniformly diverted internal combustion engine exhaust gas output by the branch pipe, so that the internal combustion engine exhaust gas output by the air distribution structure is further uniform, which is convenient for the catalytic oxidation device DOC and the particulate trap DPF to process the internal combustion engine exhaust gas;

[0012] The first temperature probe and the second temperature probe are respectively arranged on the outer cylinder walls of the first exhaust cavity and the second exhaust cavity;

[0013] The differential pressure probe intake pipe and the differential pressure probe outlet pipe are respectively arranged on the outer cylinder walls of the second exhaust cavity and the third exhaust cavity of the exhaust cylinder body.

[0014] In another embodiment, one end of the first exhaust cavity is provided with an intake end cover, and the other end is connected to the second exhaust cavity;

[0015] The branch pipe is provided with a plurality of orderly arranged air holes. Among them, the number of air holes on the first side of the branch pipe is more than that on the second side of the branch pipe. The first side is the side close to the intake end cover, and the second side is the side close to the second exhaust cavity;

[0016] The air holes arranged on the first side are full air holes, and the air holes are uniformly distributed from the top to the bottom of the first side;

[0017] The number of air holes on the first side decreases uniformly towards the number of air holes on the second side;

[0018] The air flow ejected from the air holes on the first side towards the intake end cover, the air flow ejected from the air holes provided between the first side and the second side onto the inner wall of the first exhaust cavity, and the air flow ejected from the air holes on the second side in the axial direction of the first exhaust cavity form two symmetric eddy current circles in opposite directions on the axis of the first exhaust cavity, realizing the preliminary uniform diversion of the exhaust gas of the internal combustion engine, and outputting the uniformly diverted exhaust gas of the internal combustion engine to the air equalizing structure.

[0019] In another embodiment, the air equalizing structure includes an air equalizing plate and a support frame;

[0020] The air equalizing plate is combined with the support frame to form an umbrella-shaped structure for the air equalizing structure;

[0021] The support frame is a skeleton structure formed by perpendicularly and evenly connecting two plate-shaped structures, and the support frame is vertically fixed inside the first exhaust cavity;

[0022] The air equalizing plate is a quarter-sector structure, and a plurality of orderly arranged through holes are evenly provided on its surface;

[0023] The center of the sector of the air equalizing plate is fixed at the center bottom end of the support frame, and both arc-shaped sides of the air equalizing plate are fixed at the edge top ends of the support frame, so that the air equalizing plate is relatively inclined and installed on the fixing frame;

[0024] The air equalizing structure divides the uniformly diverted exhaust gas of the internal combustion engine output from the manifold into orderly small turbulences through the support frame, and then divides them into multiple small turbulence circles through the air equalizing plate, making the exhaust gas output by the air equalizing structure more uniform.

[0025] Compared with the prior art, the present invention has the following advantages:

[0026] The present invention adopts the design of a gas distribution pipe and a gas homogenization structure. Through the special pore setting of the gas distribution pipe, the exhaust gas of the internal combustion engine forms two symmetric eddy current circles in opposite directions, achieving the preliminary uniform shunt of the fluid. Through the special structure design of the gas homogenization structure, the exhaust gas of the internal combustion engine with preliminary uniform shunt forms multiple ordered small turbulences, improving the uniformity of the gas flow field, enabling the diesel oxidation catalyst (DOC) and the diesel particulate filter (DPF) to efficiently treat the exhaust gas of the internal combustion engine. This application can effectively make the exhaust gas flow of the internal combustion engine passing through this device evenly distributed to the rear cavity. The reverse flow structure of the gas distribution pipe reduces the volume of the device, improves the treatment efficiency of the exhaust gas of the internal combustion engine, and the gas distribution pipe and the gas homogenization structure are formed by orderly controlling the arbitrary expansion of large turbulences, improving the uniformity of the post-treatment flow field, while also reducing the exhaust back pressure and increasing the regeneration cycle of the particulate filter. Brief Description of the Drawings

[0027] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings used in the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0028] Figure 1 It is a schematic structural diagram of an embodiment of a uniform exhaust device for an internal combustion engine of the present invention.

[0029] Figure 2 It is a schematic diagram of the corresponding component settings in the first exhaust cavity of the present invention;

[0030] Figure 3 It is a schematic diagram of the unfolded surface structure of the gas distribution pipe of the present invention;

[0031] Figure 4 It is a schematic diagram of the structure of the gas homogenization structure of the present invention.

[0032] In the figure: 100 exhaust cylinder body, 101 first exhaust cavity, 102 second exhaust cavity, 103 third exhaust cavity, 104 intake end cover, 200 intake pipe, 300 gas distribution pipe, 400 gas homogenization structure, 401 gas homogenization plate, 402 support frame, 500 diesel oxidation catalyst (DOC), 600 diesel particulate filter (DPF), 701 first temperature probe, 702 second temperature probe, 801 differential pressure probe intake pipe, 802 differential pressure probe outlet pipe; Detailed Description of the Embodiment

[0033] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts fall within the protection scope of the present invention.

[0034] Embodiment 1

[0035] Figure 1 is a schematic structural diagram of an embodiment of a uniform exhaust device for an internal combustion engine of the present invention. Figure 2 is a schematic diagram of the corresponding component arrangement in the first exhaust cavity of the present invention. As Figure 1 、 Figure 2 shown, the uniform exhaust device of the internal combustion engine includes:

[0036] an exhaust cylinder body 100, an intake pipe 200, a distribution pipe 300, a gas homogenizing structure 400, a diesel oxidation catalyst (DOC) 500, a diesel particulate filter (DPF) 600, a first temperature probe 701, a second temperature probe 702, a differential pressure probe for the intake pipe 801, and a differential pressure probe for the outlet pipe 802;

[0037] The exhaust cylinder body 100 is sequentially and communicatively provided with a first exhaust cavity 101, a second exhaust cavity 102, and a third exhaust cavity 103 along the exhaust flow path of the internal combustion gas. The first exhaust cavity 101, the second exhaust cavity 102, and the third exhaust cavity 103 are connected by threaded connection or a suitable connecting member. For example, the first exhaust cavity 101, the second exhaust cavity 102, and the third exhaust cavity 103 are connected by a clamping method using a hoop, and the first exhaust cavity 101, the second exhaust cavity 102, and the third exhaust cavity 103 are mutually communicating cavity structures.

[0038] The front end of the first exhaust cavity 101 is connected to the intake pipe 200, and the intake pipe 200 outputs the exhaust gas discharged from the internal combustion engine into the first exhaust cavity 101 of the exhaust cylinder body 100. As Figure 2 described, one end of the intake pipe 200 is connected to the exhaust port of the internal combustion engine exhaust gas, and the other end penetrates into the cavity interior of the first exhaust cavity 101.

[0039] The branch air pipe 300 is connected to the gas outlet end of the intake air pipe 200. The branch air pipe 300 is arranged inside the first exhaust cavity 101 of the exhaust cylinder body 100. The branch air pipe 300 vertically penetrates the axis of the first exhaust cavity 101 and extends from one inner wall of the first exhaust cavity 101 to the other inner wall. The branch air pipe 300 is used to form two symmetric vortex loops in opposite directions from the internal combustion engine exhaust gas output by the intake air pipe 200, so as to realize the uniform flow distribution of the internal combustion engine exhaust gas;

[0040] The air distribution structure 400 is arranged inside the first exhaust cavity 101 of the exhaust cylinder body 100 at the rear end of the branch air pipe 300. Specifically, the air distribution structure 400 is arranged at a position 5-20 mm behind the branch air pipe 300. The diameter of the air distribution structure 400 is the same as that of the first exhaust cavity 101. The air distribution structure 400 is provided with a plurality of orderly arranged air holes. The air distribution structure 400 is used to divide the uniformly distributed internal combustion engine exhaust gas output by the branch air pipe 300 into four orderly small turbulences, so as to further uniform the internal combustion engine exhaust gas output by the air distribution structure 400;

[0041] The catalytic oxidizer DOC 500 is arranged at the rear end of the first exhaust cavity 101 of the exhaust cylinder body 100. When the ambient temperature of the catalytic oxidizer DOC 500 reaches the first temperature, through the action of the first catalyst, the uniform internal combustion engine exhaust gas output by the air distribution structure 400 is subjected to the first oxidation treatment, and the internal combustion engine exhaust gas after the first oxidation treatment is output; Specifically, after the first air distribution by the branch air pipe 300 and the second air distribution by the air distribution structure 400, the air flow uniformity of the internal combustion gas exhaust gas reaching the front end of the catalytic oxidizer DOC 500 reaches more than 98%.

[0042] The particulate filter DPF 600 is disposed at the inner end of the second exhaust cavity 102 of the exhaust cylinder body 100. A cavity is provided between the particulate filter DPF 600 and the catalytic oxidizer DOC 500. The exhaust gas of the internal combustion engine after the first oxidation treatment by the catalytic oxidizer DOC 500 enters the particulate filter DPF 600 through the connecting cavity between the first exhaust cavity 101 and the second exhaust cavity 102 of the exhaust cylinder body 100. When the ambient temperature of the particulate filter DPF 600 reaches the second temperature, through the action of the second catalyst, the exhaust gas of the internal combustion engine after the first oxidation treatment is subjected to a second oxidation treatment, and the exhaust gas of the internal combustion engine after the second oxidation treatment is output; the first temperature probe 701 is disposed on the outer cylindrical wall of the first exhaust cavity 101 of the exhaust cylinder body 100 for detecting the real-time working temperature of the catalytic oxidizer DOC 500; specifically, the real-time working temperature of the catalytic oxidizer DOC 500 detected by the first temperature probe 701 is used to control the operation of the catalytic oxidizer DOC 500, and the catalytic oxidizer DOC 500 can only work normally within a suitable temperature range.

[0043] The second temperature probe 702 is disposed on the outer cylindrical wall of the second exhaust cavity 102 of the exhaust cylinder body 100 for detecting the real-time working temperature of the particulate filter DPF 600; specifically, the real-time working temperature of the particulate filter DPF 600 detected by the second temperature probe 702 is used to control the normal operation of the particulate filter DPF 600, and the particulate filter DPF 600 can only work normally within a suitable temperature range.

[0044] The differential pressure probe intake pipe 801 is disposed on the outer cylindrical wall of the second exhaust cavity 102 of the exhaust cylinder body 100. The differential pressure probe intake pipe 801 is located at the front end of the catalytic oxidizer DOC 500. The differential pressure probe intake pipe 801 is used to detect the air pressure of the exhaust gas of the internal combustion engine after the first oxidation treatment at the front end of the catalytic oxidizer DOC 500 and automatically perform an intake operation according to the air pressure condition;

[0045] The differential pressure probe outlet pipe 802 is disposed on the outer cylindrical wall of the third exhaust cavity 103 of the exhaust cylinder body 100. The differential pressure probe outlet pipe 802 is used to detect the air pressure of the third exhaust cavity 103 of the exhaust cylinder body 100 and automatically perform an exhaust operation according to the air pressure condition.

[0046] Figure 3 is the schematic diagram of the unfolded surface structure of the branch pipe of the present invention, as Figure 3 shown, one end of the first exhaust cavity 101 is provided with an intake end cover 104, and the other end is connected to the second exhaust cavity 102;

[0047] A plurality of orderly arranged air holes are provided on the branch air pipe 300. Among them, the number of air holes on the first side surface of the branch air pipe 300 is more than that on the second side surface of the branch air pipe 300. The first side surface is the side close to the intake end cover 104, and the second side surface is the side close to the second exhaust cavity;

[0048] The air holes provided on the first side surface are full air holes, and the air holes are evenly distributed from the top end to the bottom end of the first side surface;

[0049] The number of air holes on the first side surface decreases uniformly towards the number of air holes on the second side surface;

[0050] The air flow ejected from the air holes on the first side surface towards the intake end cover 104, the air flow ejected from the air holes provided between the first side surface and the second side surface towards the inner wall of the first exhaust cavity 101, and the air flow ejected from the air holes on the second side surface towards the axial direction of the first exhaust cavity 101 form two symmetric eddy current circles in opposite directions on the axis of the first exhaust cavity 101, realizing the preliminary uniform diversion of the exhaust gas of the internal combustion engine, and outputting the uniformly diverted exhaust gas of the internal combustion engine to the air distribution structure 400.

[0051] Specifically, since the branch air pipe 300 is located inside the first exhaust cavity 101 and the branch air pipe 300 penetrates the axis of the first exhaust cavity 101, therefore, the air holes of the branch air pipe 300 are arranged purposefully and orderly according to the air flow direction requirements. Full air holes are provided on the first side surface, that is, on the first side surface, air holes are all provided along the side wall of the branch air pipe 300 from top to bottom. The number of air holes provided on the second side surface is less than the number of air holes provided on the first side surface, and the number of air holes provided between the first side surface and the second side surface gradually decreases. The purpose of the reduced air holes is to interfere with the dynamic inertia of the air flow to make the local pressure in the cavity super high and the local flow rate increase. Then, through the air hole setting mode of the branch air pipe 300, when the air flow of the exhaust gas of the internal combustion engine passes through the air holes of the branch air pipe 300, after air distribution through the air holes, two symmetric eddy current circles in opposite directions are formed, achieving the preliminary uniform diversion of the air flow.

[0052] Figure 4 is a schematic structural diagram of the air distribution structure of the present invention, as Figure 4 shown, the air distribution structure 400 includes an air distribution plate 401 and a support frame 402;

[0053] The air distribution plate 401 is combined with the support frame 402 to make the air distribution structure 400 form an umbrella-like structure;

[0054] The support frame 402 is a framework structure formed by perpendicularly and evenly connecting two plate-like structures, and the support frame 402 is vertically fixed inside the first exhaust cavity 101;

[0055] The air distribution plate 401 is a quarter-sector structure, and a plurality of orderly arranged air passing holes are uniformly arranged on its surface;

[0056] The center of the sector of the air distribution plate 401 is fixed at the center bottom end of the support frame 402, and both sides of the arc surface of the air distribution plate 401 are respectively at the edge top ends of the support frame 402, so that the air distribution plate 401 is relatively inclined and installed on the fixed frame;

[0057] The air distribution structure 400 divides the evenly distributed and shunted internal combustion engine exhaust gas output by the sub-air pipe 300 into orderly small turbulences through the support frame 402, and then divides them into multiple small turbulence circles through the air distribution plate 401, so that the internal combustion engine exhaust gas output by the air distribution structure 400 is further evenly distributed.

[0058] Specifically, the sub-air pipe 300 and the air distribution structure 400 can be combined or can be separately applied to the cavity at the front end of the catalytic oxidizer DOC500. The air distribution structure 400 can also be applied to the cavities at the front ends of a particulate trap DPF 600, a catalytic oxidizer DOC500, etc., to achieve the effect of improving the uniformity of the post-treatment flow field;

[0059] Specifically, the sub-air pipe 300 and the air distribution structure 400 are formed by orderly controlling the arbitrary expansion of large turbulences, improving the uniformity of the post-treatment flow field, reducing the exhaust back pressure at the same time, and increasing the regeneration period of the particulate trap DPF 600.

[0060] Specifically, after the gas with preliminary uniform distribution and shunting output by the sub-air pipe 300 enters the air distribution structure 400, the direction of the air flow is changed by the air distribution structure 400. The angled air distribution plate 401 and the vertically arranged support frame 402 of the air distribution structure 400 conduct secondary guidance on the air flow, dividing it into 4 orderly small turbulence circles. Through such step-by-step interference and guidance, the large turbulence vortex circles tend to develop into multiple smaller and orderly vortex circles, improving the uniformity of the flow field in front of the carrier of the catalytic oxidizer DOC 500. The flow field uniformity can reach more than 98%.

[0061] The first temperature for the normal operation of the catalytic oxidizer DOC 500 is 200°C to 250°C. That is, in a temperature environment of 200°C to 250°C, the catalyst on the carrier of the catalytic oxidizer DOC 500 can oxidize the HC, CO, and NO adsorbed on the coating on the carrier channel of the catalytic oxidizer DOC 500 into CO2, NO2, and H2O respectively;

[0062] The first oxidation treatment is as follows: When the operating temperature of the catalytic oxidizer DOC 500 reaches the first temperature, under the action of the first catalyst, the catalytic oxidizer DOC 500 oxidizes HC, CO, and NO in the exhaust gas of the internal combustion engine adsorbed on its surface into CO2, NO2, and H2O, and releases heat energy. The coating of the catalytic oxidizer DOC 500 is a coating uniformly coated with catalysts such as platinum and palladium, which can adsorb HC, CO, and NO gases in the exhaust gas of the internal combustion engine, and under the action of the catalysts in the coating, oxidize HC, CO, and NO into CO2, NO2, and H2O respectively.

[0063] The second temperature at which the particulate trap DPF 600 operates normally is 230 - 250 °C;

[0064] The second catalyst is NO2 generated by the first oxidation treatment;

[0065] When the operating temperature of the particulate trap DPF 600 reaches the second temperature, under the action of the second catalyst, the particulate trap DPF 600 oxidizes the carbon particles in the exhaust gas of the internal combustion engine after the first oxidation treatment into CO2 and NO. The particulate trap DPF 600 is a wall-flow honeycomb porous channel, and the function of its coating is to adsorb and intercept carbon particles, increasing the contact area between the catalyst coated on the coating and the carbon particles. When the temperature reaches 230 - 250 °C, NO2, under the action of the catalyst, oxidizes the carbon particles adsorbed or intercepted in the wall-flow honeycomb porous channel of the particulate trap DPF 600 into CO2 and NO, realizing continuous passive regeneration and accumulating a small amount of carbon ash.

[0066] The catalytic oxidizer DOC 500 is made of a metal or cordierite material with a straight-through porous channel.

[0067] The particulate trap DPF 600 is made of a cordierite or silicon carbide material with a wall-flow porous channel.

[0068] At a position 15 - 35 mm in front of the catalytic oxidizer DOC 500, a first temperature probe 701 is provided at the top of the exhaust cylinder body 100. At a position 15 - 35 mm in front of the particulate trap DPF 600, a second temperature probe 702 is provided at the top of the exhaust cylinder body 100. At the upper side of the front 25 mm of the particulate trap DPF 600, a differential pressure probe intake pipe 801 is provided. At the upper side of the third exhaust cavity 103 behind the particulate trap DPF 600, a differential pressure probe outlet pipe 802 is provided.

[0069] Example 2

[0070] The working process of the uniform exhaust device of the internal combustion engine is as follows:

[0071] The exhaust gas of the internal combustion engine is output into the intake pipe 200, and the intake pipe 200 outputs the exhaust gas of the internal combustion engine to the branch pipe 300. Due to the special structural design of the branch pipe 300, the exhaust gas of the internal combustion engine is output through the air holes of the branch pipe 300, forming two symmetric vortex rings in opposite directions, thereby realizing the preliminary uniform diversion of the exhaust gas of the internal combustion engine; then the gas enters the air distribution structure 400 along the cavity of the exhaust cylinder body 100. Due to the special structural design of the air distribution structure 400, the gas is divided into four orderly small turbulences, and then through the air holes on its surface, multiple small turbulence rings are formed, making the exhaust gas of the internal combustion engine output by the air distribution structure 400 more uniform. In this way, a uniform air flow is formed at the front end of the catalytic oxidizer DOC 500 for the exhaust gas of the internal combustion engine. Since the catalytic oxidizer DOC 500 is a structure with a catalyst coating applied on a straight-through porous channel, when the first temperature probe 701 monitors that the temperature of the catalytic oxidizer DOC 500 reaches its operating temperature, the uniform air flow reaches the porous channel of the catalytic oxidizer DOC 500. Under the catalytic action of the catalyst on its surface coating, HC, CO, and NO in the exhaust gas of the internal combustion engine adsorbed on the surface of the coating are respectively oxidized into CO2, NO2, and H2O, and a part of the heat energy is released, providing a part of the energy and the strong oxidant NO2 for the passive regeneration of the particulate trap DPF 600 to intercept carbon particles; the air flow coming out of the catalytic oxidizer DOC 500 passes through a cavity and reaches the front end of the particulate trap DPF 600, further improving the air flow uniformity, so that the accuracy of signal processing of the first temperature probe 701, the second temperature probe 702, the differential pressure probe intake pipe 801, and the differential pressure probe outlet pipe 802 installed at the set positions on the exhaust cylinder body 100 is greatly improved; the particulate trap DPF 600 is a wall-flow honeycomb porous channel structure with a coating on its surface. Its main function is to adsorb and intercept carbon particles. The wall-flow honeycomb porous channel structure can increase the contact area between the catalyst coated on the coating and the carbon particles. When the second temperature probe 702 monitors that the temperature of the particulate trap DPF 600 reaches its operating temperature, NO2, under the action of the catalyst, oxidizes the carbon particles adsorbed or intercepted in the wall-flow honeycomb porous channel of the particulate trap DPF 600 into CO2 and NO, thereby realizing continuous passive regeneration and accumulating a small amount of carbon ash.

[0072] The first temperature probe 701 and the second temperature probe 702 respectively detect the temperatures in the first exhaust cavity 101 and the second exhaust cavity 102 in real time, and the differential pressure probe intake pipe 801 and the differential pressure probe outlet pipe 802 respectively monitor the pressures in the second exhaust cavity 102 and the third exhaust cavity 103.

[0073] In specific applications, for internal combustion engines with different powers, the installation positions of the air inlets are different, the directions of the air inlet positions are different, the forms of the air inlet pipe 200 and the branch pipe 300 are adjusted, and the aperture sizes or the numbers of the air holes are adjusted, but the technical principles are the same as those of the present application.

[0074] The above has introduced in detail a uniform exhaust device for an internal combustion engine provided by the present invention. Specific examples are used in this article to elaborate on the principle and implementation manner of the present invention. The description of the above embodiments is only used to help understand the method and its core idea of the present invention; at the same time, for those of ordinary skill in the art, according to the idea of the present invention, there will be changes in the specific implementation manner and application scope. In summary, the content of this specification should not be construed as a limitation to the present invention.

[0075] Finally, it should be noted that the above are only the preferred embodiments of the present invention and are not used to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, for those skilled in the art, they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. An exhaust gas uniformity device for an internal combustion engine, the exhaust gas uniformity device of the internal combustion engine comprising an exhaust gas cylinder body, an intake pipe, a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF), a first temperature probe, a second temperature probe, a differential pressure probe intake pipe, and a differential pressure probe outlet pipe, characterized in that, It further includes: A sub-air pipe and an air distribution structure; The exhaust cylinder body is sequentially connected with a first exhaust cavity, a second exhaust cavity and a third exhaust cavity according to the exhaust flow path of the internal combustion engine exhaust gas, and the first exhaust cavity, the second exhaust cavity and the third exhaust cavity are connected by a hoop; The front end of the first exhaust cavity is connected to the intake pipe, and after passing through the sub-air pipe and the air distribution structure in sequence, it enters the diesel oxidation catalyst (DOC) and the diesel particulate filter (DPF). The DOC and the DPF are respectively located at the rear end of the first exhaust cavity and the front end of the second exhaust cavity; The sub-air pipe is connected to the outlet end of the intake pipe. The sub-air pipe is arranged inside the first exhaust cavity of the exhaust cylinder body. The sub-air pipe vertically penetrates the axis of the first exhaust cavity and extends from one inner wall of the first exhaust cavity to the other inner wall. The sub-air pipe is provided with a plurality of orderly arranged air holes. The sub-air pipe forms two symmetric vortex rings in opposite directions for the internal combustion engine exhaust gas output by the intake pipe through the plurality of orderly arranged air holes, so as to realize the uniform diversion of the internal combustion engine exhaust gas; The air distribution structure is arranged inside the first exhaust cavity of the exhaust cylinder body at the rear end of the sub-air pipe. The diameter of the air distribution structure is the same as that of the first exhaust cavity. The air distribution structure is provided with a plurality of orderly arranged through holes. The air distribution structure is used to divide the uniformly diverted internal combustion engine exhaust gas output by the sub-air pipe into four orderly small turbulences, so that the internal combustion engine exhaust gas output by the air distribution structure is further uniform, which is convenient for the DOC and the DPF to process the internal combustion engine exhaust gas; The air distribution structure includes an air distribution plate and a support frame; The first temperature probe and the second temperature probe are respectively arranged on the outer cylinder walls of the first exhaust cavity and the second exhaust cavity; The differential pressure probe intake pipe and the differential pressure probe outlet pipe are respectively arranged on the outer cylinder walls of the second exhaust cavity and the third exhaust cavity of the exhaust cylinder body; One end of the first exhaust cavity is provided with an intake end cover, and the other end is connected to the second exhaust cavity; The sub-air pipe is provided with a plurality of orderly arranged air holes. Among them, the number of air holes on the first side of the sub-air pipe is more than that on the second side of the sub-air pipe. The first side is the side close to the intake end cover, and the second side is the side close to the second exhaust cavity; The air holes arranged on the first side are full air holes, and the air holes are evenly distributed from the top to the bottom of the first side; The number of air holes on the first side decreases uniformly towards the number of air holes on the second side; The air flow ejected from the air holes on the first side to the intake end cover, the air flow ejected from the air holes arranged between the first side and the second side to the inner wall of the first exhaust cavity, and the air flow ejected from the air holes on the second side to the axis direction of the first exhaust cavity form two symmetric eddy current rings in opposite directions on the axis of the first exhaust cavity, so as to realize the preliminary uniform diversion of the internal combustion engine exhaust gas and output the uniformly diverted internal combustion engine exhaust gas to the air distribution structure.

2. The uniformity exhaust device of the internal combustion engine according to claim 1, characterized in that, The air distribution plate is combined with the support frame to form an umbrella-shaped structure for the air distribution structure; The support frame is a frame structure formed by perpendicular and evenly dividing two plate-shaped structures, and the support frame is vertically fixed on the inner wall of the first exhaust cavity; The air distribution plate is a quarter-sector structure, and a plurality of orderly arranged air holes are evenly arranged on its surface; The center of the sector of the air distribution plate is fixed at the center bottom end of the support frame, and both sides of the arc surface of the air distribution plate are respectively fixed at the edge top ends of the support frame, so that the air distribution plate is relatively inclined and installed on the support frame; The air distribution structure divides the evenly split internal combustion engine exhaust gas output by the sub-air pipe into orderly small turbulences through the support frame, and then divides them into multiple small turbulence circles through the air distribution plate, so that the internal combustion engine exhaust gas output by the air distribution structure is further evenly distributed.

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