Supercharger and engine exhaust gas emission system having the supercharger

Abstract

The utility model relates to the field of exhaust systems, specifically a supercharger and an engine exhaust gas emission system with the supercharger, comprising a volute, wherein the interior of the volute is hollow to form an internal channel; a cold start catalyst is arranged inside the internal channel near one end of the main catalyst; the utility model can achieve that the exhaust gas in the cold start stage passes through the cold start catalyst and then enters the main catalyst, thereby avoiding the aggravation of cold start pollutant emissions due to incomplete combustion of the exhaust gas.

Description

Technical Field

[0001] The utility model relates to the field of exhaust systems, in particular to a supercharger and an engine exhaust gas emission system with the supercharger. Background Art

[0002] In recent years, with the rapid development of my country's economy, people's living standards have significantly improved, and the number of cars has also increased. However, the increase in car ownership has also brought about a rapid increase in pollutant emissions, and the environment on which we depend for survival is facing serious challenges.

[0003] Therefore, the country has also formulated strict environmental protection standards. Since July 1, 2023, the National VIb standard has been fully implemented nationwide; with the announcement of the Euro 7 emission proposal, the future National 7 emission standard has also become a hot topic of discussion.

[0004] Usually, more than 70% of exhaust pollutants from fuel vehicles come from the cold start phase of the vehicle. This is mainly because: 1. During cold start, the engine exhaust temperature is low, the flow is small, and there is a connecting pipe from the engine exhaust outlet to the catalyst, which causes the exhaust gas temperature to lose and cannot reach the catalyst ignition temperature (usually 300℃~350℃), which is equivalent to the catalyst not starting to work; 2. Due to engine strategy reasons, cold start enriches and heats up, resulting in incomplete combustion, which aggravates cold start pollutant emissions.

[0005] Therefore, how to make full use of the exhaust gas energy and make the catalyst ignite quickly has become the key to reducing engine cold start pollutant emissions.

[0006] The commonly used methods at present are: 1) tightly coupled arrangement of the catalyst, that is, placing the catalyst as close to the engine exhaust outlet as possible to reduce temperature loss; 2) using thin-walled / ultra-thin-walled carriers to reduce heat capacity and quickly heat up the carrier; 3) partitioned coating of the catalyst to allow more precious metals to be distributed at the front end of the carrier to make full use of heat; 4) electrically heated catalysts to quickly heat up the carrier through electric heating, etc.

[0007] For example, the content disclosed in Patent 202223521875.5 - A methanol fuel engine catalyst electric heating control system.

[0008] Among these methods, the first three have been widely used, and the emission effect has been significantly improved. However, it takes more than 35 seconds for the cold start to reach the catalyst ignition temperature. During this period, the emission problem cannot be solved. The fourth method is theoretically an effective measure to solve cold start emissions, but it requires a complex system such as a power supply of more than 48V and an air pump to work. It is costly and has many challenges in layout. In fact, it is rarely used at present.

[0009] Therefore, in order to improve or solve at least one of the above problems, it is necessary to optimize the design of the existing exhaust gas exhaust system. Utility Model Content

[0010] The utility model aims to provide a novel supercharger structure which can reduce exhaust gas emission in the cold start stage.

[0011] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0012] A supercharger comprises a volute, wherein the interior of the volute is hollow to form an internal channel; a cold start catalyst is arranged inside the internal channel at one end close to a main catalyst.

[0013] The inner channel is provided with a flow dividing mechanism at one end close to the main catalyst;

[0014] The diversion mechanism includes a partition plate arranged in the internal channel, the partition plate extends axially along the internal channel, and the side of the partition plate is connected to the inner wall of the internal channel; the partition plate divides the end of the internal channel into a first channel and a second channel; the cold start catalyst is arranged in the second channel.

[0015] The length of the partition plate is smaller than the length of the internal channel.

[0016] The diverter mechanism is provided with a valve plate mechanism for controlling the on-off control of the first channel or the second channel at one end away from the main catalyst.

[0017] The valve plate mechanism comprises a valve plate rotatably connected to a partition plate.

[0018] The valve plate is connected to a driving mechanism for controlling the rotation of the valve plate.

[0019] The driving mechanism includes a valve shaft crank connected to the valve plate.

[0020] A limiting ring is provided on the inner wall of the internal channel; the limiting ring is distributed at the end of the diversion mechanism away from the main catalyst.

[0021] An engine exhaust emission system comprises an engine, wherein the engine is connected to a main catalyst via the supercharger.

[0022] A temperature sensor is arranged on the volute of the supercharger; and a valve shaft crank in the supercharger is connected to an electronic actuator via a transmission pull rod.

[0023] The advantages of the utility model are:

[0024] The utility model discloses a supercharger and an engine exhaust gas emission system with the supercharger.

[0025] The utility model can realize that the exhaust gas in the cold start stage passes through the cold start catalyst and then enters the main catalyst by means of the provision of the cold start catalyst, thereby avoiding the aggravation of cold start pollutant emission due to incomplete combustion of the exhaust gas. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The following is a brief description of the contents expressed in each of the drawings of the utility model specification and the marks in the drawings:

[0027] Figure 1 It is a structural schematic diagram of the utility model.

[0028] Figure 2 It is a cross-sectional view of the utility model.

[0029] Figure 3 It is a schematic diagram of the structure of the waste gas exhaust system of the utility model.

[0030] The marks in the above figure are:

[0031] 1. Turbine casing, 2. Valve plate, 3. Rotating shaft, 4. Cold start catalyst, 5. Valve shaft crank, 6. Electronic actuator, 7. Transmission rod, 8. Temperature sensor, 9. ECU, 10. Main catalyst. DETAILED DESCRIPTION

[0032] The specific implementation methods of the present utility model will be further explained in detail below by describing the optimal embodiments with reference to the accompanying drawings.

[0033] A supercharger includes a volute 1, wherein the interior of the volute 1 is hollow to form an internal channel 101; a cold start catalyst 4 is arranged inside the internal channel 101 near one end of a main catalyst 10; the utility model can achieve that during the cold start stage, exhaust gas passes through the cold start catalyst 4 and then enters the main catalyst 10, thereby avoiding the aggravation of cold start pollutant emissions due to incomplete combustion of exhaust gas.

[0034] The supercharger disclosed in the utility model is mainly arranged between the engine and the main catalyst 10. Through the arrangement of the cold start catalyst 4, the waste heat of the exhaust gas can be utilized during the cold start stage, so that the cold start catalyst 4 can be quickly ignited, and the pollutant emission during the cold start stage can be effectively reduced.

[0035] In addition, in the present invention, a diverter mechanism is provided at one end of the internal channel 101 close to the main catalyst 10; the diverter mechanism is mainly used to divert the exhaust gas entering the supercharger to facilitate the subsequent control of the flow direction of the exhaust gas.

[0036] In the utility model, the diversion mechanism includes a partition plate 102 arranged in the internal channel 101, and the partition plate 102 extends axially along the internal channel 101, and the side of the partition plate 102 is connected to the inner wall of the internal channel 101; the partition plate 102 divides the end of the internal channel 101 into a first channel 103 and a second channel 104; the partition plate 102 is attached to the inner wall of the internal channel 101, and then the internal channel 101 can be divided into two channels, which is convenient for the subsequent exhaust gas to pass through different areas; at the same time, in the utility model, the cold start catalyst 4 is arranged in the second channel 104; the subsequent exhaust gas can interact with the cold start catalyst 4 by entering the second channel 104 to achieve the conversion of the exhaust gas; the setting of the first channel 103 is mainly for the exhaust gas to enter the main catalyst 10 through the first channel 103 after the subsequent heat engine is stable; to avoid excessive exhaust gas entering the cold start catalyst 4 and affecting the service life of the cold start catalyst 4.

[0037] Furthermore, in the utility model, the length of the partition plate 102 is smaller than the length of the internal channel 101; based on such a setting, the utility model provides a diversion mechanism at one end of the internal channel 101, and the other end is equivalent to having a straight-through pipe; that is, the internal channel 101 has a hollow area to facilitate the subsequent rotation of the valve plate 2, and avoid motion interference with the internal channel 101.

[0038] In the utility model, the diversion mechanism is provided with a valve plate mechanism for controlling the on-off control of the first channel 103 or the second channel 104 at one end away from the main catalyst 10; in actual use, the setting of the valve plate mechanism can select the entry direction of the exhaust gas as needed; in addition, in the utility model, the valve plate mechanism can cover the first channel 103 or the second channel 104 to achieve the control of the on-off control of the first channel 103 and the second channel 104 and the incoming flow.

[0039] The valve plate mechanism in the present invention includes a valve plate 2 rotatably connected to the partition plate 102; the valve plate 2 is connected to the end of the partition plate 102 through a rotating shaft 3, which facilitates the valve plate 2 to swing left and right so that it covers the end of the first channel 103 or the second channel 104.

[0040] In addition, in the utility model, the valve plate 2 is connected to a driving mechanism for controlling the rotation of the valve plate 2; the driving mechanism can drive the valve plate 2 to rotate to achieve a change in the position of the valve plate; in the utility model, the driving mechanism includes a valve shaft crank 5 connected to the valve plate 2; the valve shaft crank 5 acts as a connecting piece to facilitate the subsequent connection between the valve plate 2 and the electronic actuator 6.

[0041] Furthermore, in the utility model, a limiting ring 105 is provided on the inner wall of the internal channel 101; the limiting ring 105 is distributed at the end of the diversion mechanism away from the main catalyst 10; based on such a setting, the limiting ring 105 plays a good limiting role, which is convenient for limiting the flipping position of the valve plate 2 and avoiding excessive flipping of the valve plate 2.

[0042] An engine exhaust emission system includes an engine, which is connected to a main catalyst 10 via a supercharger. Based on such a configuration, the exhaust emission system disclosed in the utility model can achieve exhaust gas treatment during the cold start phase of the engine and after the engine is heated up by the coordinated use of a cold start catalyst 4 and the main catalyst 10. At the same time, by configuring a valve plate mechanism, the flow direction of the exhaust gas can be controlled to prevent the exhaust gas from continuing to enter the cold start catalyst 4 after the engine is heated up, thereby affecting the service life of the cold start catalyst 4.

[0043] Furthermore, in the utility model, a temperature sensor 8 is provided on the volute of the supercharger; the utility model facilitates the control of the exhaust temperature by setting the temperature sensor 8, and the valve shaft crank 5 in the supercharger is connected to the electronic actuator 6 through the transmission rod 7; the valve is driven by the external electronic actuator 6 through the transmission rod 7 (which is connected to the valve shaft crank 5), and the electronic actuator 6 is composed of a built-in drive motor and a gear transmission component, and a valve plate position sensor. The electronic actuator 6 is connected to the engine ECU9 to receive and feedback signals to the ECU9. The temperature sensor 8 is installed on the volute 1 to monitor the exhaust temperature and feedback the temperature signal to the ECU9.

[0044] specific:

[0045] The utility model discloses a supercharger. The supercharger disclosed by the utility model mainly comprises a compressor, an intermediate body and a turbine. The difference between the supercharger and the traditional supercharger is concentrated on the turbine end.

[0046] The supercharger of the utility model mainly comprises a volute 1, a valve plate 2, a rotating shaft 3, a cold start catalyst 4, a valve shaft crank 5, an electronic actuator 6, a transmission rod 7 and a temperature sensor 8.

[0047] The electronic actuator 6 of the supercharger of the utility model is connected to the engine ECU 9 , and the flange of the supercharger volute 1 is connected to the main catalyst 10 .

[0048] According to the principle of the supercharger of the present invention, the outlet of the volute 1 in the supercharger is divided into two parts by a partition plate 102, one side is a first channel 103, the first channel 103 is an exhaust channel, and the other side is a second channel 104, and the second channel 104 has a built-in cold start catalyst 4; the cold start catalyst 4 is an ultra-thin-walled, high-porosity, high-temperature resistant porous medium, the surface of which is coated with a high-activity catalyst and has a low ignition temperature characteristic.

[0049] At the front end of the partition plate 102 is a valve with a one-side closing function. The valve plate 2 is connected to a driving mechanism, which includes a valve shaft crank 5 connected to the valve plate 2. The valve can rotate 180° in the volute 1, thereby closing any channel at the outlet of the volute 1, or it can stay in a certain position in the middle, so that the first channel 103 and the second channel 104 have different flow areas (the purpose is to change the flow of different channels).

[0050] The valve is driven by an external electronic actuator 6 through a transmission rod 7 (which is connected to the valve shaft crank 5). The electronic actuator 6 consists of a built-in drive motor, a gear transmission assembly, and a valve plate position sensor. The electronic actuator 6 is connected to the engine ECU9 to receive and feed back signals to the ECU9. A temperature sensor 8 is installed on the volute 1 to monitor the exhaust temperature and feed back the temperature signal to the ECU9.

[0051] The working control logic of the utility model is as follows: during the cold start stage, ECU 9 issues a command, and the actuator drives the valve shaft to rotate, so that the valve plate 2 stays at the 2a position (0°). At this time, the channel 1 of the volute 1 is closed, and all the exhaust gas flows through the cold start catalyst 4. Since the path is very short, the heat loss is very small, and almost all the exhaust gas heat is used to heat the cold start catalyst 4, and the catalyst can ignite quickly; and during cold start, the engine exhaust gas flow rate is small and the air speed is low. When the exhaust gas flows through the catalyst, it can fully contact the catalyst, which is more conducive to conversion; in addition, the cold start catalyst 4 has super high activity and can effectively convert the exhaust gas during the cold start stage.

[0052] After the heat engine is stabilized, according to the ECU9 calibration model, when it is determined that the rear main catalyst 10 has been ignited, the ECU9 controls the electronic actuator 6 to gradually open the valve plate 2 until the valve plate 2 stays at the 2b position (90°), at which time both channels are open. At this time, the cold start catalyst 4 plays an auxiliary conversion role, and the rear main catalyst 10 plays a major catalytic conversion role. In addition, dual-channel exhaust in this state also helps to reduce system back pressure.

[0053] As the load increases, the exhaust temperature gradually rises. When the temperature sensor 8 detects that the exhaust temperature has reached a temperature close to the thermal protection trigger temperature of the cold start catalyst 4 (800°C), the valve plate 2 gradually closes to the 2c position (180°), thereby reducing the flow through the cold start catalyst 4 and reducing the thermal aging of the cold start catalyst 4. When the peak value of 900°C is reached, the valve plate 2 is completely closed to 2c, and all the exhaust gas flows out through the channel 1, thereby preventing the accelerated aging of the cold start catalyst 4 due to overheating.

[0054] The exhaust gas emission system disclosed by the utility model can make full use of the exhaust gas energy as much as possible, so as to enable the catalyst to ignite quickly and reduce the pollutant emission during the cold start of the engine.

[0055] The supercharger disclosed in the utility model has a dual-channel structure and is built with a cold start catalyst 4 and an exhaust valve.

[0056] The cold start catalyst 4 of the utility model has the characteristics of small heat capacity, high activity, fast heating and low ignition temperature.

[0057] The exhaust valve of the utility model is driven by an electronic actuator 6, and the valve plate position and angle can be adjusted according to the instruction of ECU9, so as to adjust the flow of the two exhaust outlets of the supercharger, so as to achieve concentrated heat to heat the cold start catalyst 4 during cold start.

[0058] The utility model has a built-in cold start catalyst 4 in the supercharger and adjusts the position of the valve plate to achieve rapid ignition of the cold start catalyst 4, effectively reducing pollutant emissions during the cold start stage; and has an overheating self-protection function, which can be adjusted through the valve plate 2 according to the exhaust temperature model to achieve overheating aging protection for the built-in catalyst.

[0059] Obviously, the specific implementation of the present invention is not limited by the above-mentioned methods. As long as various non-substantial improvements are made using the method concept and technical solution of the present invention, they are all within the protection scope of the present invention.

Claims

1. A supercharger, characterized in that: It includes a volute, wherein the interior of the volute is hollow to form an internal passage; A cold start catalyst is arranged inside the inner passage at one end close to the main catalyst.

2. A supercharger according to claim 1, characterized in that: The inner channel is provided with a flow dividing mechanism at one end close to the main catalyst; The diversion mechanism includes a partition plate arranged in the internal channel, the partition plate extends axially along the internal channel, and the side of the partition plate is connected to the inner wall of the internal channel; the partition plate divides the end of the internal channel into a first channel and a second channel; the cold start catalyst is arranged in the second channel.

3. A supercharger according to claim 2, characterized in that: The length of the partition plate is smaller than the length of the internal channel.

4. A supercharger according to claim 2, characterized in that: The diverter mechanism is provided with a valve plate mechanism for controlling the on-off control of the first channel or the second channel at one end away from the main catalyst.

5. A supercharger according to claim 4, characterized in that: The valve plate mechanism comprises a valve plate rotatably connected to a partition plate.

6. A supercharger according to claim 5, characterized in that: The valve plate is connected to a driving mechanism for controlling the rotation of the valve plate.

7. A supercharger according to claim 6, characterized in that: The driving mechanism includes a valve shaft crank connected to the valve plate.

8. A supercharger according to claim 2, characterized in that: A limiting ring is provided on the inner wall of the internal channel; the limiting ring is distributed at the end of the diversion mechanism away from the main catalyst.

9. An engine exhaust system, characterized in that: The invention comprises an engine, wherein the engine is connected to a main catalyst via a supercharger as claimed in any one of claims 1 to 8.

10. An engine exhaust system according to claim 9, characterized in that: A temperature sensor is arranged on the volute of the supercharger; and a valve shaft crank in the supercharger is connected to an electronic actuator via a transmission pull rod.

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