Tail gas emission treatment system of fuel automobile

Abstract

The invention relates to the technical field of tail gas treatment, and particularly discloses a tail gas emission treatment system of a fuel automobile, which comprises a source optimization module, a middle catalytic conversion module, a tail end adsorption purification module and an intelligent control module which are sequentially connected in series. The source optimization module reduces the generation of pollutants through a layered air inlet channel, a two-stage fuel injection system and a fuel pretreatment module; the middle-section catalytic conversion device is provided with a low-temperature catalytic section, a main catalytic section and a high-temperature stable section, so that multi-temperature-interval efficient catalysis is realized; the tail end adsorption purification module integrates particle capture and automatic regeneration functions; the intelligent control module dynamically regulates and controls parameters of all components through feedback of a sensor. All-working-condition multi-pollutant collaborative purification is achieved, cold start adaptability is high, stability is high, manual maintenance is not needed, tail gas emission is remarkably reduced, and environmental protection benefits are outstanding.

Description

Technical Field

[0001] This invention relates to the field of exhaust gas treatment technology, specifically to an exhaust gas emission treatment system for gasoline-powered vehicles. Background Technology

[0002] Gasoline-powered vehicles emit large amounts of harmful pollutants during operation, including carbon monoxide, hydrocarbons, nitrogen oxides, and particulate matter (PM2.5, PM10). These pollutants not only cause air pollution problems such as smog and acid rain, but can also enter the human body through respiration, damaging the respiratory and cardiovascular systems and seriously threatening public health.

[0003] Currently, existing exhaust treatment systems for gasoline-powered vehicles mainly rely on single-function components such as three-way catalytic converters and particulate filters, which have many technical shortcomings. Three-way catalytic converters are highly sensitive to fuel quality and exhibit extremely low catalytic activity at low temperatures below 120°C (such as during cold starts), failing to effectively purify exhaust gases. Particulate filters are prone to clogging due to particulate matter accumulation, requiring periodic manual regeneration, increasing user costs and operational complexity. Furthermore, existing systems lack control over pollutant generation sources, relying solely on end-of-pipe treatment, resulting in low efficiency in the synergistic purification of multiple pollutants. Moreover, long-term use leads to catalyst deactivation and poor component stability, making it difficult to meet increasingly stringent environmental emission standards.

[0004] Therefore, there is an urgent need for a fuel vehicle exhaust emission treatment system that combines source emission reduction with end-of-pipe purification, is adaptable to all operating conditions, and has strong stability. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide an integrated exhaust gas emission treatment system that integrates source optimization, mid-stage catalytic conversion, end-of-pipe adsorption purification and intelligent control, so as to achieve efficient removal of multiple pollutants such as carbon monoxide, hydrocarbons, nitrogen oxides and particulate matter under all operating conditions, improve system stability and adaptability, and reduce operating costs.

[0006] To solve the above-mentioned technical problems, the technical solution provided by the present invention is: an exhaust emission treatment system for a fuel vehicle, comprising a source optimization module, a mid-stage catalytic conversion module, an end-stage adsorption purification module, and an intelligent control module; wherein the source optimization module, the mid-stage catalytic conversion module, and the end-stage adsorption purification module are connected in series via an exhaust pipe, and the intelligent control module is electrically connected to and adaptively controls the source optimization module, the mid-stage catalytic conversion module, and the end-stage adsorption purification module.

[0007] The source optimization module includes a layered intake passage, a two-stage fuel injection system, and a fuel pretreatment module. The layered intake passage is connected to the engine block intake port and has adjustable-angle guide vanes inside. The two-stage fuel injection system includes a primary injector and a secondary injector. The primary injector is used for main injection during the intake stroke, and the secondary injector is used for auxiliary injection at the end of the compression stroke. The fuel pretreatment module is a pipeline connected in series between the fuel tank and the fuel pump, and is filled with modified zeolite molecular sieves.

[0008] The mid-section catalytic conversion module is a composite catalytic conversion device, comprising a low-temperature catalytic section, a main catalytic section, and a high-temperature stabilization section connected in series within the same double-layered heat-insulating shell. The low-temperature catalytic section is filled with a nano-cerium oxide-zirconia composite support, and the surface of the support is loaded with a platinum-palladium-rhodium ternary alloy and transition metal oxide composite catalyst. The main catalytic section uses a honeycomb cordierite matrix, and the surface is coated with a γ-alumina coating doped with cerium-lanthanum composite oxide, and the coating is loaded with a palladium-rhodium alloy catalyst. The high-temperature stabilization section is filled with strontium titanate-lanthanum manganese oxide composite ceramic material.

[0009] The end-of-pipe adsorption and purification module is an integrated particle adsorption-regeneration device, which is equipped with a folded filter membrane, adsorption material, electric heating wire and differential pressure sensor. The filter membrane is made of silicon carbide and carbon fiber composite material, and the surface is loaded with modified activated carbon and zeolite molecular sieve composite adsorption material.

[0010] The intelligent control module includes an ECU, several exhaust gas component sensors, and a temperature sensor. The exhaust gas component sensors are respectively installed at the inlet and outlet of the composite catalytic converter and the outlet of the particulate adsorption-regeneration integrated device. The temperature sensor is installed inside the composite catalytic converter and in the exhaust pipe. The differential pressure sensor, exhaust gas component sensor, and temperature sensor are connected to the ECU for signal transmission. The ECU is respectively connected to the guide vanes, the two-stage fuel injection system, and the electric heating wire control.

[0011] Furthermore, the layered air intake channel includes an outer channel and an inner channel. The diameter of the outer channel is 1.5 times that of the inner channel. The guide vanes are made of titanium alloy with a thickness of 1-2 mm and an adjustment angle range of 0°-30°.

[0012] Furthermore, the first-stage injection volume of the dual-stage fuel injection system accounts for 70%-80% of the total injection volume, and the second-stage injection volume accounts for 20%-30% of the total injection volume. The first-stage injector is located in the intake manifold, and the second-stage injector is located in the engine cylinder head.

[0013] Furthermore, the overall length of the composite catalytic conversion device is 300-400mm, the diameter is 150-200mm, the length ratio of the low-temperature catalytic section, the main catalytic section, and the high-temperature stabilization section is 1:2:1, and the pore density of the honeycomb cordierite matrix is ​​400-600cpsi.

[0014] Furthermore, the pleated filter membrane has a pore size of 0.1-1 μm and 8-12 pleats, and the surface of the adsorbent material is modified with amino and hydroxyl functional groups.

[0015] Furthermore, the electric heating wire is made of nickel-chromium alloy and is evenly distributed around the filter membrane. The heating power is 500-800W, the regeneration temperature is controlled at 550℃-600℃, and the regeneration duration is 3-5 minutes.

[0016] Furthermore, the regeneration trigger preset threshold of the differential pressure sensor is 0.03 MPa. When the pressure difference before and after the filter membrane is detected to exceed this threshold, the ECU automatically starts the regeneration program. During the regeneration process, the engine speed is maintained at 1500 rpm.

[0017] Furthermore, the modified zeolite molecular sieve in the fuel pretreatment module has a particle size of 2-5 mm and a filling amount of 80% of the module volume.

[0018] Furthermore, the start-up operating temperature of the catalyst in the low-temperature catalytic section is 120℃-250℃, and the high-efficiency operating temperature of the main catalytic section is 250℃-600℃.

[0019] The advantages of this invention compared to the prior art are:

[0020] This invention adopts a three-stage integrated design of "source optimization - mid-stage catalysis - end-of-pipe adsorption" to reduce emissions from the source of pollutant generation, and then achieve the synergistic removal of multiple pollutants through catalytic conversion and adsorption purification. It solves the problem of existing systems relying solely on end-of-pipe treatment and having low purification efficiency, and the purification effect is stable under all operating conditions.

[0021] The low-temperature catalytic catalyst of this invention can start working at 120°C, filling the technical gap in exhaust gas purification during the cold start stage of existing systems and significantly reducing pollutant emissions during vehicle cold starts.

[0022] The particle adsorption-regeneration integrated device of the present invention achieves efficient capture and automatic regeneration of particulate matter without manual operation by the user, avoids the defects of existing particulate matter capture devices that are prone to clogging, and reduces the cost of use.

[0023] The intelligent control module of this invention dynamically adjusts operating parameters according to the exhaust gas composition and temperature to achieve adaptive regulation, ensuring purification efficiency under different operating conditions. Furthermore, all components of the system are made of high-temperature resistant and anti-aging materials, resulting in a long service life and strong stability. Attached Figure Description

[0024] Figure 1 This is a schematic diagram of the exhaust emission treatment system for a fuel-powered vehicle according to the present invention.

[0025] As shown in the figure: 1. Guide vane, 2. Two-stage fuel injection system, 3. Low-temperature catalytic section, 4. Main catalytic section, 5. High-temperature stabilization section, 6. Electric heating wire, 7. Differential pressure sensor, 8. Exhaust gas composition sensor, 9. Temperature sensor, 10. Intelligent control module. Detailed Implementation

[0026] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "inner", "outer", "vertical", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0027] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0028] The exhaust emission treatment system for a fuel-powered vehicle according to the present invention will be further described in detail below with reference to the accompanying drawings.

[0029] Combined with appendix Figure 1 The specific implementation process of the exhaust emission treatment system for a fuel-powered vehicle according to the present invention is as follows:

[0030] The exhaust emission treatment system for gasoline vehicles of the present invention includes a source optimization module, a mid-stage catalytic conversion module, a terminal adsorption purification module, and an intelligent control module 10. Each module is connected in series through an exhaust pipe, and the intelligent control module 10 is electrically connected to each functional module to achieve adaptive regulation.

[0031] The source optimization module is used to reduce emissions from the source of pollutant generation, including a stratified air intake channel, a two-stage fuel injection system 2, and a fuel pretreatment module.

[0032] The layered intake passage is installed at the air intake of the engine block and consists of an outer passage and an inner passage. The diameter of the outer passage is 1.5 times that of the inner passage. Inside the passage, there are adjustable guide vanes 1. The guide vanes 1 are made of high-temperature resistant titanium alloy with a thickness of 1-2 mm. The adjustable angle range is 0°-30°, which can be adjusted in real time by the intelligent control module 10 to make the air form a spiral airflow into the combustion chamber, thereby improving the uniformity of air-fuel mixing.

[0033] The dual-stage fuel injection system 2 includes a primary injector and a secondary injector. The primary injector is installed in the intake manifold and is used for the main injection during the intake stroke, accounting for 70%-80% of the total injection volume. The secondary injector is installed in the engine cylinder head and is used for auxiliary injection at the end of the compression stroke, accounting for 20%-30% of the total injection volume. By using staged injection, local rich or lean combustion is avoided, reducing the generation of carbon monoxide and hydrocarbons.

[0034] The fuel pretreatment module is connected in series between the fuel tank and the fuel pump. It is filled with modified zeolite molecular sieves with a particle size of 2-5 mm, filling 80% of the module volume. When fuel flows through this module, the molecular sieves adsorb and remove impurities such as sulfur and phosphorus from the fuel. At the same time, the nano-sized catalytic particles loaded on its surface pre-activate the fuel, improving its combustion reactivity.

[0035] The mid-section catalytic conversion module is a composite catalytic conversion device with an overall length of 300-400mm and a diameter of 150-200mm. It includes a low-temperature catalytic section 3, a main catalytic section 4, and a high-temperature stabilization section 5 connected in series. The three sections are integrated into the same double-layer heat-insulating shell. The inner layer is a high-temperature resistant ceramic matrix, and the outer layer is a heat-insulating material to reduce heat loss.

[0036] The low-temperature catalytic section 3 is filled with a nano-cerium oxide-zirconia composite support. The surface of the support is loaded with a platinum-palladium-rhodium ternary alloy and a composite catalyst of transition metal oxides (copper oxide and manganese oxide). The catalyst has an operating temperature of 120℃-250℃ and can quickly start the catalytic reaction during the cold start stage of the car, initially oxidizing carbon monoxide and hydrocarbons, and reducing some nitrogen oxides.

[0037] The main catalytic section 4 uses a honeycomb cordierite matrix with a pore density of 400-600 cpsi. The matrix surface is coated with a γ-alumina coating doped with cerium-lanthanum composite oxide. The coating supports a palladium-rhodium alloy catalyst. In the main operating range of 250℃-600℃, it achieves complete oxidation of carbon monoxide and hydrocarbons, as well as efficient reduction of nitrogen oxides. The hydrogen required for the reduction reaction is generated by the reforming reaction of unburned hydrocarbons in the tail gas.

[0038] The high-temperature stabilization section 5 is filled with strontium titanate-lanthanum manganese oxide composite ceramic material, which can adsorb unreacted catalyst particles in the exhaust gas, inhibit the high-temperature sintering of the catalyst in the main catalytic section 4, and extend the service life of the catalytic conversion device.

[0039] The end-of-pipe adsorption purification module is an integrated particle adsorption-regeneration device, which contains a pleated filter membrane, adsorption material, electric heating wire 6 and differential pressure sensor 7.

[0040] The pleated filter membrane is made of silicon carbide and carbon fiber composite material, with a pore size of 0.1-1μm and 8-12 pleats, which can efficiently capture particulate matter in exhaust gas. The filter membrane surface is loaded with a composite adsorbent material of modified activated carbon and zeolite molecular sieve. The surface of the adsorbent material is modified with amino and hydroxyl functional groups, which can selectively adsorb pollutants such as residual nitrogen oxides and volatile organic compounds in exhaust gas.

[0041] The electric heating wire 6, made of nickel-chromium alloy, is evenly distributed around the filter membrane, with a heating power of 500-800W, and is used for the regeneration of the filter membrane. The differential pressure sensor 7 monitors the pressure difference before and after the filter membrane. Its regeneration trigger preset threshold is 0.03MPa. When the pressure difference exceeds this threshold, the intelligent control module 10 automatically starts the regeneration program. The regeneration temperature is controlled at 550℃-600℃, and the duration is 3-5 minutes. During this period, the engine speed is maintained at 1500rpm to ensure stable exhaust temperature. The adsorbed particulate matter is burned and decomposed into carbon dioxide, while pollutants in the adsorbent material are desorbed, restoring adsorption activity.

[0042] The intelligent control module 10 includes an ECU (electronic control unit), an exhaust gas composition sensor 8, and a temperature sensor 9. The exhaust gas composition sensor 8 is installed at the inlet and outlet of the composite catalytic converter and at the outlet of the particulate adsorption-regeneration integrated device, respectively, to monitor the concentration of carbon monoxide, hydrocarbons, nitrogen oxides, and particulate matter in the exhaust gas in real time; the temperature sensor 9 is installed inside the composite catalytic converter and in the exhaust pipe to monitor the exhaust gas temperature.

[0043] Each sensor is connected to the ECU signal and transmits the monitoring data to the ECU in real time. The ECU is connected to the guide vane 1 of the layered intake channel, the dual-stage fuel injection system 2, and the electric heating wire 6 of the particulate adsorption-regeneration integrated device. Based on the monitoring data, the ECU dynamically adjusts parameters such as the angle of the guide vane 1, the fuel injection quantity and injection timing, and the regeneration triggering conditions to achieve adaptive exhaust gas treatment under all operating conditions.

[0044] The present invention and its embodiments have been described above. This description is not restrictive, and the accompanying drawings are only one embodiment of the present invention; the actual structure is not limited thereto. In conclusion, if those skilled in the art are inspired by this description and design similar structures and embodiments without departing from the spirit of the invention, such designs should fall within the protection scope of the present invention.

Claims

1. A fuel-powered vehicle exhaust emission treatment system, characterized in that: It includes a source optimization module, a mid-stage catalytic conversion module, a terminal adsorption and purification module, and an intelligent control module; the source optimization module, the mid-stage catalytic conversion module, and the terminal adsorption and purification module are connected in series through an exhaust pipe, and the intelligent control module is electrically connected to the source optimization module, the mid-stage catalytic conversion module, and the terminal adsorption and purification module and adaptively controls them; The source optimization module includes a layered intake passage, a two-stage fuel injection system, and a fuel pretreatment module. The layered intake passage is connected to the engine block intake port and has adjustable-angle guide vanes inside. The two-stage fuel injection system includes a primary injector and a secondary injector. The primary injector is used for main injection during the intake stroke, and the secondary injector is used for auxiliary injection at the end of the compression stroke. The fuel pretreatment module is a pipeline connected in series between the fuel tank and the fuel pump, and is filled with modified zeolite molecular sieves. The mid-section catalytic conversion module is a composite catalytic conversion device, comprising a low-temperature catalytic section, a main catalytic section, and a high-temperature stabilization section connected in series within the same double-layered heat-insulating shell. The low-temperature catalytic section is filled with a nano-cerium oxide-zirconia composite support, and the surface of the support is loaded with a platinum-palladium-rhodium ternary alloy and transition metal oxide composite catalyst. The main catalytic section uses a honeycomb cordierite matrix, and the surface is coated with a γ-alumina coating doped with cerium-lanthanum composite oxide, and the coating is loaded with a palladium-rhodium alloy catalyst. The high-temperature stabilization section is filled with strontium titanate-lanthanum manganese oxide composite ceramic material. The end-of-pipe adsorption and purification module is an integrated particle adsorption-regeneration device, which is equipped with a folded filter membrane, adsorption material, electric heating wire and differential pressure sensor. The filter membrane is made of silicon carbide and carbon fiber composite material, and the surface is loaded with modified activated carbon and zeolite molecular sieve composite adsorption material. The intelligent control module includes an ECU, several exhaust gas component sensors, and a temperature sensor. The exhaust gas component sensors are respectively installed at the inlet and outlet of the composite catalytic converter and the outlet of the particulate adsorption-regeneration integrated device. The temperature sensor is installed inside the composite catalytic converter and in the exhaust pipe. The differential pressure sensor, exhaust gas component sensor, and temperature sensor are connected to the ECU for signal transmission. The ECU is respectively connected to the guide vanes, the two-stage fuel injection system, and the electric heating wire control.

2. The exhaust emission treatment system for a fuel-powered vehicle according to claim 1, characterized in that: The layered air intake channel includes an outer channel and an inner channel. The diameter of the outer channel is 1.5 times that of the inner channel. The guide vanes are made of titanium alloy with a thickness of 1-2 mm and an adjustment angle range of 0°-30°.

3. The exhaust emission treatment system for a fuel-powered vehicle according to claim 2, characterized in that: The first-stage injection of the dual-stage fuel injection system accounts for 70%-80% of the total injection volume, and the second-stage injection accounts for 20%-30% of the total injection volume. The first-stage injector is located in the intake manifold, and the second-stage injector is located in the engine cylinder head.

4. The exhaust emission treatment system for a fuel-powered vehicle according to claim 3, characterized in that: The overall length of the composite catalytic conversion device is 300-400mm, and the diameter is 150-200mm. The length ratio of the low-temperature catalytic section, the main catalytic section, and the high-temperature stable section is 1:2:

1. The pore density of the honeycomb cordierite matrix is ​​400-600cpsi.

5. The exhaust emission treatment system for a fuel-powered vehicle according to claim 4, characterized in that: The folded filter membrane has a pore size of 0.1-1 μm and 8-12 folds, and the surface of the adsorbent material is modified with amino and hydroxyl functional groups.

6. The exhaust emission treatment system for a fuel-powered vehicle according to claim 5, characterized in that: The electric heating wire is made of nickel-chromium alloy and is evenly distributed around the filter membrane. The heating power is 500-800W, the regeneration temperature is controlled at 550℃-600℃, and the regeneration duration is 3-5 minutes.

7. The exhaust emission treatment system for a fuel-powered vehicle according to claim 6, characterized in that: The regeneration trigger preset threshold of the differential pressure sensor is 0.03 MPa. When the pressure difference before and after the filter membrane exceeds this threshold, the ECU automatically starts the regeneration program. During the regeneration process, the engine speed is maintained at 1500 rpm.

8. The exhaust emission treatment system for a fuel-powered vehicle according to claim 7, characterized in that: The modified zeolite molecular sieve in the fuel pretreatment module has a particle size of 2-5 mm and a filling amount of 80% of the module volume.

9. The exhaust emission treatment system for a fuel-powered vehicle according to claim 8, characterized in that: The low-temperature catalytic section catalyst has a start-up operating temperature of 120℃-250℃, and the main catalytic section has a high-efficiency operating temperature of 250℃-600℃.

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