Low-speed diesel engine tail gas detection and pretreatment device

Abstract

The invention discloses a low-speed diesel engine tail gas detection and pretreatment device, and relates to the technical field of diesel engine tail gas detection.The low-speed diesel engine tail gas detection and pretreatment device comprises an oxidation catalyst body, a gas inlet pipe and a gas outlet pipe are arranged at the two ends of the oxidation catalyst body respectively, a fixing frame is installed above the gas inlet pipe, and a detector is installed above the fixing frame; a detection outer pipe is arranged at the end part of the detector; according to the invention, trace substances in tail gas are different in density, so that the positions of the trace substances in the gas flow are different, the gas flow at different positions in the gas inlet pipe is detected, the measured data is complete and accurate, and the higher the working intensity of a diesel engine is, the higher the heat in the gas inlet pipe is, so that the position of the detection inner pipe can be adjusted; the lifting condition of the detection inner pipe and the lifting condition of the striker plate can be changed according to the expansion condition of the air bag, and the reaction condition of urea and the tail gas can be automatically adjusted according to the operation condition of a diesel engine.

Description

Technical Field

[0001] The invention relates to the technical field of diesel engine exhaust detection, in particular to a low-speed diesel engine exhaust detection and pretreatment device. Background Art

[0002] Diesel engine exhaust testing is an important means of evaluating whether diesel engine emissions meet environmental standards. The main pollutants in diesel engine exhaust include particulate matter, nitrogen oxides, carbon monoxide, hydrocarbons, smoke, etc. The nitrogen oxides test uses chemiluminescence, infrared absorption or electrochemical sensors to directly measure the NOx concentration in the exhaust gas. Excessive combustion temperature, EGR (exhaust gas recirculation) system failure, SCR system urea deficiency or catalyst failure can all lead to excessive NOx concentration. This can be controlled by adding qualified urea or replacing the SCR catalyst.

[0003] In the existing technology, diesel engine exhaust needs to be detected, but when detecting diesel engine exhaust, the end of the exhaust pipe can only detect one position of the intake pipe of the oxidation catalyst. Since the components in the exhaust are relatively complex, the pollutants in the exhaust will be at different positions in the intake pipe with the airflow. Therefore, the end of the detection outer pipe can only detect one position, which cannot meet the detection requirements, making some positions prone to precipitation difficult to detect, thereby affecting the detection effect. In addition, urea needs to be added to the oxidation catalyst according to a certain amount. If the amount of urea added cannot be adjusted, it will affect the effect of the oxidation catalyst in treating exhaust gas pollutants. Summary of the Invention

[0004] The purpose of the present invention is to provide a low-speed diesel engine exhaust detection and pretreatment device to solve the problems raised in the above background technology.

[0005] The purpose of the present invention can be achieved through the following technical solutions:

[0006] A low-speed diesel engine exhaust gas detection and pretreatment device includes an oxidation catalyst body, with an intake pipe and an outlet pipe respectively provided at both ends of the oxidation catalyst body. A fixing bracket is installed above the intake pipe, and a detector is installed above the fixing bracket. An outer detection tube is provided at the end of the detector, and the end of the outer detection tube is connected to the interior of the intake pipe. A position adjustment structure is provided above the intake pipe and on one side of the fixing bracket. The position adjustment structure includes a first fixing box and a second fixing box. The first fixing box and the second fixing box are sleeved on the lower end of the outer detection tube. The interiors of the first fixing box and the second fixing box each have a placement cavity. An airbag is placed at the bottom end of the first fixing box. A connecting pipe is connected to one side of the first fixing box. The end of the connecting pipe is connected to the interior of the intake pipe. Hot air in the intake pipe enters the interiors of the first and second fixing boxes along the connecting pipe. An inner detection tube is provided inside the outer detection tube. A connecting rod is provided at the top end of the inner detection tube. The end of the connecting rod is connected to the top surface of the airbag, and the connecting rod rises and falls synchronously with the top surface of the airbag.

[0007] As a preferred technical solution of the present invention, the mating surfaces of the first fixing box and the second fixing box are provided with mutually matching locking grooves, and the mating surfaces of the first fixing box and the second fixing box are welded to each other, and guide rods are provided inside the first fixing box and the second fixing box, and a guide hole adapted to the guide rod is provided in the middle of the connecting rod, and the guide hole of the connecting rod is slidably connected to the guide rod.

[0008] As a preferred technical solution of the present invention, a reserved groove one is provided on the cylindrical surface of the detection outer tube and located on one side of the guide rod. The reserved groove one is arranged in a vertical direction, and the connecting rod is located inside the reserved groove one. The detection inner tube is slidingly connected to the inside of the detection outer tube. A connecting groove is provided at the top end of the detection inner tube. One end of the connecting rod is inserted into the connecting groove of the detection inner tube, and the other end of the connecting rod is connected to the airbag by an adhesive tape.

[0009] As a preferred technical solution of the present invention, a heat-conducting rod is provided inside the connecting pipe, and the material of the heat-conducting rod is a flexible metal material copper or aluminum. A breathable box is welded at the end of the connecting pipe and located inside the air intake pipe. The outside of the breathable box is provided with air holes for ventilation, and the end of the heat-conducting rod is located inside the breathable box. The heat-conducting rod is used to transfer heat in the air intake pipe to the inside of the first fixed box and the second fixed box.

[0010] As a preferred technical solution of the present invention, rubber rings are provided at the intersection of the bottom end of the detection outer tube and the first fixed box, and at the intersection of the top end of the detection outer tube and the second fixed box, and the diameter of the rubber ring is adapted to the outer diameter of the detection outer tube.

[0011] As a preferred technical solution of the present invention, the bottom end of the airbag is connected to the bottom end of the first fixed box, and the height of the detection inner tube floating up and down is less than the inner diameter of the air intake pipe. When the airbag expands due to heat inside the placement cavity, the connecting rod and the detection inner tube both move upward. When the temperature inside the placement cavity drops and the airbag contracts under the action of gravity, the connecting rod and the detection inner tube both move downward.

[0012] As a preferred technical solution of the present invention, a urea closing structure is provided above the air intake pipe and on one side of the detection outer tube, and the urea closing structure includes a guide pipe, the bottom end of the guide pipe is welded to the inside of the air intake pipe, the guide pipe is Y-shaped, and the top end of the guide pipe is connected to the urea container, a fixing bar is provided inside the guide pipe, the fixing bar is slidably connected to the guide pipe, and a baffle plate is welded to the bottom end of the fixing bar and located inside the guide pipe, the baffle plate is arranged obliquely inside the guide pipe, and the baffle plate is used to control the falling of urea inside the guide pipe.

[0013] As a preferred technical solution of the present invention, a reserved cavity is provided on the outer wall of the first fixed box and at the top end of the fixed bar, and synchronously rotating gears 1 and 2 are provided inside the reserved cavity, and a connecting shaft is provided at the axis of gear 1 and gear 2, the connecting shaft is rotatably connected to the outer wall of the first fixed box, and a rack 2 is integrally provided on the top side wall of the fixed bar, and rack 2 is meshed with gear 2, and a rack 1 is provided on the side wall of the detection inner tube and is located near the gear, and rack 1 is meshed with gear 1, and the movement directions of rack 1 and rack 2 are opposite, and gear 1 and gear 2 are used to control the lifting and lowering of the fixed bar and gear 1.

[0014] As a preferred technical solution of the present invention, the length of rack 2 is greater than the lifting height of the baffle plate, the length of rack 1 is adapted to the lifting height of the airbag placed inside the cavity, and the ratio of the length of rack 2 to the length of rack 1 is the ratio of the number of teeth of gear 1 to the number of teeth of gear 2.

[0015] As a preferred technical solution of the present invention, the side walls of the first fixed box and the rack 2 and the rack are welded with limiting grooves, the two sides of the rack 2 and the two sides of the rack 1 are respectively slidably connected with the two limiting grooves, and the inner wall of the detection outer tube is provided with a reserved groove 2 at a position corresponding to the rack 1 and the gear 1, and the rack 1 is located inside the reserved groove 2.

[0016] Compared with the prior art, the present invention has the following beneficial effects:

[0017] A position adjustment structure is provided. The relative sliding of the inner detection tube and the outer detection tube can adjust the position of the detector to detect the gas in the intake pipe. Due to the different densities of trace substances in the exhaust gas, the positions of the trace substances in the air flow are different, so the air flow at different positions in the intake pipe can be detected, and the measurement data is relatively complete and accurate.

[0018] The position of the detection inner tube can be adjusted through the inflatable airbag. The greater the working intensity of the diesel engine, the higher the heat in the intake pipe will be. Therefore, the position of the detection inner tube can be adjusted. When the heat is relatively low, the detection inner tube can be lowered.

[0019] A urea closed structure is provided. Since the exhaust gas of the diesel engine can undergo an oxidation-reduction reaction in the SCR catalytic reaction tank through urea and nitrogen oxides, pollution-free nitrogen and water vapor are generated and discharged. Therefore, the exhaust gas in the intake pipe can be pre-treated, which is beneficial for the oxidation catalyst body to treat the exhaust gas. In addition, the position of the baffle plate can be controlled by the gear and rack.

[0020] Rack 1 rises and falls synchronously with the detection inner tube. The faster the diesel engine runs, the higher the temperature of the intake pipe will be. As a result, the lifting height of the airbag after expansion will be relatively high, so the position of the baffle plate can be lowered more. As a result, the heat inside the intake pipe changes according to the operation of the diesel engine. The expansion of the airbag can change the lifting conditions of the detection inner tube and the baffle plate, and the reaction of urea and exhaust gas can be automatically adjusted according to the operation of the diesel engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] To facilitate understanding by those skilled in the art, the present invention is further described below with reference to the accompanying drawings.

[0022] Figure 1 This is a main structural diagram of a low-speed diesel engine exhaust detection and pretreatment device of the present invention;

[0023] Figure 2 This is a schematic diagram of an intake pipe and an outer detection pipe of a low-speed diesel engine exhaust detection and pretreatment device according to the present invention;

[0024] Figure 3 This is a schematic diagram of the position adjustment structure of a low-speed diesel engine exhaust detection and pretreatment device of the present invention;

[0025] Figure 4 This is a schematic diagram of the interior of a first fixing box and a second fixing box of a low-speed diesel engine exhaust detection and pretreatment device according to the present invention;

[0026] Figure 5 This is a schematic diagram of the airbag expansion state of a low-speed diesel engine exhaust detection and pretreatment device of the present invention;

[0027] Figure 6 This is a schematic diagram of the urea closed structure of a low-speed diesel engine exhaust detection and pretreatment device of the present invention;

[0028] Figure 7 This is a schematic diagram of gear 1 and gear 2 of a low-speed diesel engine exhaust detection and pretreatment device of the present invention;

[0029] Figure 8 Schematic diagram of rack 1 and rack 2 of a low-speed diesel engine exhaust detection and pretreatment device according to the present invention.

[0030] In the figure: 1. Oxidation catalyst body; 2. Inlet pipe; 3. Outlet pipe; 4. Fixing frame; 5. Detector; 6. Detection outer tube; 7. Position adjustment structure; 8. Urea closing structure; 71. Breathing box; 72. Connecting pipe; 73. First fixing box; 74. Second fixing box; 75. Detection inner tube; 76. Connecting rod; 77. Airbag; 78. Connecting groove; 79. Adhesive tape; 710. Guide rod; 711. Guide hole; 712. Heat conducting rod; 713. Rubber ring; 714. Reserved groove one; 81. Material guide pipe; 82. Fixing bar; 83. Rack one; 84. Gear one; 85. Connecting shaft; 86. Limiting groove; 87. Reserved groove two; 88. Material baffle; 89. Gear two; 810. Rack two. DETAILED DESCRIPTION

[0031] The technical solutions of the present invention will be clearly and completely described below with reference to the embodiments. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts shall fall within the scope of protection of the present invention.

[0032] Example 1:

[0033] See also Figure 1 - Figure 5As shown, a low-speed diesel engine exhaust detection and pretreatment device includes an oxidation catalyst body 1, an intake pipe 2 and an outlet pipe 3 are respectively provided at both ends of the oxidation catalyst body 1, a fixing frame 4 is installed above the intake pipe 2, and a detector 5 is installed above the fixing frame 4, and a detection outer tube 6 is provided at the end of the detector 5, and the end of the detection outer tube 6 is connected to the inside of the intake pipe 2. The exhaust gas generated by the diesel engine enters the intake pipe 2 of the oxidation catalyst body 1, so that the exhaust gas is purified by the internal purification equipment of the oxidation catalyst body 1, so that the exhaust gas of the diesel engine is discharged from the outlet pipe 3 after being purified to meet the standards. During this period, the exhaust gas in the intake pipe 2 is detected by the detector 5, and the content of pollutants in the exhaust gas can be known. The detector 5 is connected to the data line It is connected to the car OBD detection interface, and the relevant exhaust gas data can be obtained through the car OBD detection at a later time, and the exhaust gas purification status can be known by comparing before and after through the unconnected exhaust gas detection. A position adjustment structure 7 is provided above the intake pipe 2 and on one side of the fixing frame 4. The position adjustment structure 7 includes a first fixing box 73 and a second fixing box 74. The first fixing box 73 and the second fixing box 74 are sleeved on the lower end of the detection outer tube 6. The interior of the first fixing box 73 and the interior of the second fixing box 74 are both provided with a placement cavity. After the first fixing box 73 and the second fixing box 74 are sleeved on the outside of the detection outer tube 6, the first fixing box 73 and the second fixing box 74 are clamped together, and the clamped first fixing box 73 and the second fixing box 74 are welded. , to avoid gas leakage from the first fixing box 73 and the second fixing box 74, if necessary, a sealing gasket is placed at the joint of the first fixing box 73 and the second fixing box 74 before welding to reduce gas leakage inside the placement cavity. An air bag 77 is placed at the bottom end of the interior of the first fixing box 73, and a connecting pipe 72 is connected to one side of the first fixing box 73. The end of the connecting pipe 72 is connected to the interior of the intake pipe 2. The hot air flow in the intake pipe 2 enters the interior of the first fixing box 73 and the second fixing box 74 along the connecting pipe 72. Since there is a lot of hot gas in the exhaust gas of the engine, when the hot gas enters the oxidation catalyst body 1 from the intake pipe 2, part of the hot gas enters the placement cavity of the first fixing box 73 and the second fixing box 74 from the connecting pipe 72, thereby making the interior of the placement cavity The airbag 77 expands. The exhaust gas generated by the diesel engine has a high temperature, and its heat is enough to expand the airbag 77. The interior of the detection outer tube 6 is provided with a detection inner tube 75. The top of the detection inner tube 75 is provided with a connecting rod 76. The end of the connecting rod 76 is connected to the top surface of the airbag 77. The connecting rod 76 rises and falls synchronously with the top surface of the airbag 77. When the airbag 77 expands, the connecting rod 76 can be lifted. The connecting rod 76 and the detection inner tube 75 slide along the inside of the detection outer tube 6, so that the exhaust gas at different positions inside the intake pipe 2 can be measured, avoiding data deviation caused by only detecting one position inside the intake pipe 2. Due to the different densities of trace substances in the exhaust gas, the positions in the airflow are different, thereby detecting the airflow at different positions in the intake pipe 2.The measurement data is relatively complete and accurate.

[0034] See also Figure 3 - Figure 5 As shown, the mating surfaces of the first fixed box 73 and the second fixed box 74 are provided with mutually matching locking grooves, and a sealing gasket can also be placed inside the locking groove, and the mating surfaces of the first fixed box 73 and the second fixed box 74 are welded to each other to reduce gas leakage inside the first fixed box 73 and the second fixed box 74. A guide rod 710 is provided inside the first fixed box 73 and the second fixed box 74. Before welding the first fixed box 73 and the second fixed box 74, the guide rod 710 is placed between the first fixed box 73 and the second fixed box 74. A guide hole 711 that is compatible with the guide rod 710 is provided in the middle of the connecting rod 76. The guide hole 711 of the connecting rod 76 is slidably connected to the guide rod 710, and the airbag 77 drives the connecting rod 76 and the detection inner tube 75 to rise and fall, ensuring that the connecting rod 76 is raised and lowered along the guide rod 710.

[0035] See also Figure 4 and Figure 5 As shown, a reserved groove 714 is provided on the cylindrical surface of the detection outer tube 6 and located on one side of the guide rod 710. The reserved groove 714 is arranged in a vertical direction, and the connecting rod 76 is located inside the reserved groove 714. The connecting rod 76 moves in the vertical direction of the guide rod 710, and the detection inner tube 75 is slidably connected to the inside of the detection outer tube 6. A connecting groove 78 is provided at the top of the detection inner tube 75. One end of the connecting rod 76 is inserted into the connecting groove 78 of the detection inner tube 75, and the other end of the connecting rod 76 is connected to the airbag 77 through an adhesive tape 79. The connecting rod 76 is inserted into the connecting groove 78 of the detection inner tube 75, and the other end of the connecting rod 76 is connected to the top of the airbag 77, so that the detection inner tube 75 can be raised and lowered when the airbag 77 is raised and lowered. After the heat of the gas disappears, the airbag 77 contracts, so that the detection inner tube 75 is lowered along with the connecting rod 76.

[0036] See also Figure 5As shown, a heat conducting rod 712 is provided inside the connecting pipe 72. The heat conducting rod 712 is made of flexible metal material copper or aluminum. Since copper and aluminum can transfer the heat in the intake pipe 2 to the inside of the first fixing box 73 and the second fixing box 74, the air bag 77 can expand, ensuring that the heat is transferred to the inside of the first fixing box 73 and the second fixing box 74 in time. The end of the connecting pipe 72 is welded with a breathable box 71 inside the intake pipe 2. The outside of the breathable box 71 is provided with a breathable hole for ventilation, and the end of the heat conducting rod 712 is located at the breathable hole. Inside the air box 71, the heat conducting rod 712 is used to transfer the heat in the intake pipe 2 to the inside of the first fixed box 73 and the second fixed box 74. The hot air enters the connecting pipe 72 and the placement cavity from the inside of the breathable box 71, so that the heat enters the inside of the first fixed box 73 and the second fixed box 74, and can retain foreign matter in the exhaust gas inside the intake pipe 2. When the diesel engine stops rotating or the vehicle is started and not moving, the heat of the diesel engine will be reduced, so that the airbag 77 can shrink according to the heat, and the detection inner tube 75 can be raised or lowered a small amount.

[0037] See also Figure 5 As shown, rubber rings 713 are provided at the intersection of the bottom end of the detection outer tube 6 and the first fixed box 73, and at the intersection of the top end of the detection outer tube 6 and the second fixed box 74. The diameter of the rubber ring 713 is adapted to the outer diameter of the detection outer tube 6. The airflow in the first fixed box 73 and the second fixed box 74 can be sealed by the two rubber rings 713 to reduce the heat from floating out of the first fixed box 73 and the second fixed box 74.

[0038] See also Figure 4 and Figure 5 As shown, the bottom end of the airbag 77 is connected to the bottom end of the first fixing box 73, connecting the airbag 77 to the connecting rod 76, so that the connecting rod 76 rises and falls with the airbag 77, and the height of the detection inner tube 75 floating up and down is less than the inner diameter of the intake pipe 2. When the interior of the placement chamber is heated and the airbag 77 expands, the connecting rod 76 and the detection inner tube 75 both move upward, and the expansion of the airbag 77 drives the connecting rod 76 and the detection inner tube 75 to rise along the inside of the detection outer tube 6. When the temperature inside the placement chamber drops, the airbag 77 shrinks under the action of gravity, and the connecting rod 76 and the detection inner tube 75 both move downward. The drop in the internal temperature of the airbag 77 causes the airbag 77 to shrink, thereby causing the airbag 77 to drive the connecting rod 76 and the detection inner tube 75 to descend, and under the action of the gravity of the connecting rod 76 and the connecting rod 76, the detection inner tube 75 slides along the inside of the detection outer tube 6, so that the position of the exhaust gas collected by the detection inner tube 75 can be slightly adjusted.

[0039] See also Figure 2 、 Figure 6 - Figure 8As shown, a urea closing structure 8 is provided above the intake pipe 2 and on one side of the detection outer tube 6. The urea closing structure 8 includes a guide pipe 81. The bottom end of the guide pipe 81 is welded to the inside of the intake pipe 2. The guide pipe 81 is in a Y-shape, and the top end of the guide pipe 81 is connected to the urea container. One end of the Y-shaped guide pipe 81 is connected to the urea container, so that the urea in the urea container freely falls to the bottom end of the guide pipe 81. A fixing bar 82 is provided inside the guide pipe 81. The fixing bar 82 is slidably connected to the guide pipe 81. A baffle plate 88 is welded to the bottom end of the fixing bar 82 and located inside the guide pipe 81. The baffle plate 88 is arranged obliquely inside the guide pipe 81. 88 is slidably connected to the inside of the guide tube 81. If necessary, a sealing ring can be installed around the baffle plate 88 to prevent urea from falling from the gap between the baffle plate 88 and the guide tube 81. The baffle plate 88 is used to control the falling of urea inside the guide tube 81. The fixing bar 82 moves upward so that the baffle plate 88 can block the bottom end of the guide tube 81 to prevent urea from falling from the bottom end of the guide tube 81. The urea will not enter the oxidation catalyst body 1 along with the airflow in the intake pipe 2. When it is necessary to drop urea from the guide tube 81, the fixing bar 82 can be lowered so that the baffle plate 88 is exposed from the bottom end of the guide tube 81. The flow rate of urea can be adjusted according to the exposed position of the baffle plate 88.

[0040] See also Figure 6 - Figure 8 As shown, the outer wall of the first fixed box 73 is provided with a reserved cavity at the top of the fixed bar 82, and the interior of the reserved cavity is provided with a synchronously rotating gear 1 84 and a gear 2 89, and a connecting shaft 85 is provided at the axis of the gear 1 84 and the gear 2 89. The connecting shaft 85 is rotatably connected to the outer wall of the first fixed box 73, and the gear 1 84 and the gear 2 89 can rotate synchronously around the side wall of the first fixed box 73, and the first fixed box 73 and the detection outer tube 6 do not affect the rotation of the gear 1 84 and the gear 2 89. The top side wall of the fixed bar 82 is integrally provided with a rack 2 810, and the rack 2 810 is meshed with the gear 2 89. The side wall of the detection inner tube 75 is provided with a rack 2 810 near the gear 1 84. A rack 83 is provided, which meshes with gear 1 84. The movement directions of rack 1 83 and rack 2 810 are opposite. Gear 1 84 and gear 2 89 are used to control the lifting and lowering of fixed bar 82 and gear 1 84. When gear 1 84 and gear 2 89 rotate synchronously, gear 1 84 meshes with rack 1 83, and gear 2 89 meshes with rack 2 810, so that rack 1 83 drives the detection inner tube 75 to move, and rack 2 810 drives the baffle plate 88 to rise, so that the rising of the detection inner tube 75 can lower the baffle plate 88, so that the diesel engine runs faster, the temperature in the intake pipe 2 is higher, so that more urea can be transported into the intake pipe 2, thereby more effectively treating foreign matter in the exhaust gas.

[0041] See also Figure 7 and Figure 8 As shown, the length of rack two 810 is greater than the height of the baffle plate 88, the length of rack one 83 is adapted to the height of the airbag 77 placed inside the cavity, and the ratio of the length of rack two 810 to the length of rack one 83 is the ratio of the number of teeth of gear one 84 to the number of teeth of gear two 89. Since the height of the airbag 77 is different from the baffle plate 88 of the fixed bar 82, the number of teeth of gear one 84 and gear two 89 can be set so that the airbag 77 can drive the baffle plate 88 to fall after it rises. The heat changes according to the operation of the diesel engine, and the expansion of the airbag 77 can change the lifting of the detection inner tube 75 and the lifting of the baffle plate 88.

[0042] See also Figure 7 and Figure 8 As shown, the side walls of the first fixed box 73 and the rack 2 810 and the rack 1 83 are welded with limit grooves 86, and the two sides of the rack 2 810 and the two sides of the rack 1 83 are respectively slidably connected with the two limit grooves 86, and the inner wall of the detection outer tube 6 is provided with a reserved groove 2 87 at the position corresponding to the rack 1 83 and the gear 1 84. The rack 1 83 is located inside the reserved groove 2 87, and when the detection inner tube 75 is raised or lowered, it will not affect the sliding of the rack 1 83 inside the detection outer tube 6.

[0043] The preferred embodiments of the present invention disclosed above are intended only to help illustrate the present invention. These preferred embodiments do not exhaustively describe all details, nor do they limit the present invention to specific embodiments. Obviously, many modifications and variations are possible based on the contents of this specification. These embodiments are selected and described in detail in this specification to better explain the principles and practical applications of the present invention, thereby enabling those skilled in the art to better understand and utilize the present invention. The present invention is limited only by the claims and their full scope and equivalents.

Claims

1. A low-speed diesel engine exhaust detection and pretreatment device, comprising an oxidation catalyst body (1), an air inlet pipe (2) and an air outlet pipe (3) are respectively provided at both ends of the oxidation catalyst body (1), a fixing frame (4) is installed above the air inlet pipe (2), and a detector (5) is installed above the fixing frame (4), and a detection outer tube (6) is provided at the end of the detector (5), characterized in that: A position adjustment structure (7) is provided above the air intake pipe (2) and on one side of the fixing frame (4). The position adjustment structure (7) includes a first fixing box (73) and a second fixing box (74). A placement cavity is provided inside the first fixing box (73) and inside the second fixing box (74). An air bag (77) is placed at the bottom end of the interior of the first fixing box (73). A connecting pipe (72) is connected to one side of the first fixing box (73). The end of the connecting pipe (72) is connected to the interior of the air intake pipe (2). The hot air flow in the air intake pipe (2) enters the interior of the first fixing box (73) and the second fixing box (74) along the connecting pipe (72). A detection inner tube (75) is provided inside the detection outer tube (6), and a connecting rod (76) is provided at the top end of the detection inner tube (75).

2. A low-speed diesel engine exhaust detection and pretreatment device according to claim 1, characterized in that: The mating surfaces of the first fixing box (73) and the second fixing box (74) are provided with mutually matching engaging grooves, and the mating surfaces of the first fixing box (73) and the second fixing box (74) are welded to each other. A guide rod (710) is provided inside the first fixing box (73) and the second fixing box (74). A guide hole (711) adapted to the guide rod (710) is provided in the middle of the connecting rod (76), and the guide hole (711) of the connecting rod (76) is slidably connected to the guide rod (710).

3. A low-speed diesel engine exhaust detection and pretreatment device according to claim 2, characterized in that: The cylindrical surface of the detection outer tube (6) is provided with a reserved groove (714) on one side of the guide rod (710), and the reserved groove (714) is arranged in a vertical direction. The connecting rod (76) is located inside the reserved groove (714). The detection inner tube (75) is slidably connected to the inside of the detection outer tube (6). The top of the detection inner tube (75) is provided with a connecting groove (78). One end of the connecting rod (76) is inserted into the connecting groove (78) of the detection inner tube (75), and the other end of the connecting rod (76) is connected to the airbag (77) through an adhesive tape (79); the end of the detection outer tube (6) is connected to the inside of the air intake pipe (2); the first fixing box (73) and the second fixing box (74) are sleeved on the lower end of the detection outer tube (6); the end of the connecting rod (76) is connected to the top surface of the airbag (77), and the connecting rod (76) rises and falls synchronously with the top surface of the airbag (77).

4. A low-speed diesel engine exhaust detection and pretreatment device according to claim 3, characterized in that: A heat-conducting rod (712) is provided inside the connecting pipe (72), and the heat-conducting rod (712) is made of a flexible metal material. A ventilation box (71) is welded to the end of the connecting pipe (72) and located inside the air intake pipe (2). A ventilation hole for ventilation is provided on the outside of the ventilation box (71), and the end of the heat-conducting rod (712) is located inside the ventilation box (71). The heat-conducting rod (712) is used to transfer heat in the air intake pipe (2) to the inside of the first fixing box (73) and the second fixing box (74).

5. A low-speed diesel engine exhaust detection and pretreatment device according to claim 4, characterized in that: A rubber ring (713) is provided at the intersection of the bottom end of the detection outer tube (6) and the first fixed box (73), and at the intersection of the top end of the detection outer tube (6) and the second fixed box (74). The diameter of the rubber ring (713) is adapted to the outer diameter of the detection outer tube (6).

6. A low-speed diesel engine exhaust detection and pretreatment device according to claim 4, characterized in that: The bottom end of the airbag (77) is coupled to the bottom end of the first fixing box (73). The height at which the detection inner tube (75) floats up and down is less than the inner diameter of the air inlet pipe (2). When the airbag (77) expands due to the heat inside the placement chamber, the connecting rod (76) and the detection inner tube (75) both move upward. When the temperature inside the placement chamber drops and the airbag (77) contracts under the action of gravity, the connecting rod (76) and the detection inner tube (75) both move downward.

7. A low-speed diesel engine exhaust detection and pretreatment device according to claim 6, characterized in that: A urea closed structure (8) is provided above the intake pipe (2) and on one side of the detection outer pipe (6). The urea closed structure (8) comprises a guide pipe (81). The bottom end of the guide pipe (81) is welded to the inside of the intake pipe (2). The guide pipe (81) is Y-shaped, and the top end of the guide pipe (81) is connected to a urea container. A fixing bar (82) is provided inside the guide pipe (81). The fixing bar (82) is slidably connected to the guide pipe (81). A baffle plate (88) is welded to the bottom end of the fixing bar (82) and located inside the guide pipe (81). The baffle plate (88) is arranged obliquely inside the guide pipe (81). The baffle plate (88) is used to control the falling of urea inside the guide pipe (81).

8. A low-speed diesel engine exhaust detection and pretreatment device according to claim 7, characterized in that: The outer wall of the first fixed box (73) is provided with a reserved cavity at the top end of the fixed bar (82), and the reserved cavity is provided with a synchronously rotating gear 1 (84) and a gear 2 (89), and a connecting shaft (85) is provided at the axis of the gear 1 (84) and the gear 2 (89), and the connecting shaft (85) is rotatably connected to the outer wall of the first fixed box (73), and the top side wall of the fixed bar (82) is integrally provided with a rack 2 (810), and the rack 2 (810) is meshed with the gear 2 (89), and the side wall of the detection inner tube (75) is provided with a rack 1 (83) near the gear 1 (84), and the rack 1 (83) is meshed with the gear 1 (84), and the movement directions of the rack 1 (83) and the rack 2 (810) are opposite, and the gear 1 (84) and the gear 2 (89) are used to control the lifting and lowering of the fixed bar (82) and the gear 1 (84).

9. A low-speed diesel engine exhaust detection and pretreatment device according to claim 8, characterized in that: The length of the second rack (810) is greater than the height of the baffle plate (88) when it is lifted and lowered, the length of the first rack (83) is adapted to the height of the air bag (77) placed inside the cavity, and the ratio of the length of the second rack (810) to the length of the first rack (83) is the ratio of the number of teeth of the first gear (84) to the number of teeth of the second gear (89).

10. A low-speed diesel engine exhaust detection and pre-treatment device according to claim 9, characterized in that: The side walls of the first fixed box (73) are welded with limiting grooves (86) at the positions of rack 2 (810) and rack 1 (83), and both sides of rack 2 (810) and both sides of rack 1 (83) are slidably connected to the two limiting grooves (86), and the inner wall of the detection outer tube (6) is provided with a reserved groove 2 (87) at a position corresponding to rack 1 (83) and gear 1 (84), and rack 1 (83) is located inside the reserved groove 2 (87).

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