Automobile exhaust absorption and emission system
By combining a three-way catalytic converter and an EGR system, and utilizing the reverse action of a secondary air pump, the system rapidly heats up and precisely controls the oxygen supply, solving the problems of low cold start efficiency and high system complexity, and achieving efficient exhaust gas treatment and improved environmental performance.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-05-14
- Publication Date
- 2026-04-03
AI Technical Summary
Existing three-way catalytic converters have low catalytic efficiency during cold starts and require a long preheating time. The EGR system affects engine performance under high load conditions and has high system complexity, resulting in low overall exhaust gas treatment system efficiency and large space occupation.
By combining a three-way catalytic converter and an EGR system, and introducing a secondary air pump, the oxygen supply can be rapidly heated and precisely controlled through the forward or reverse operation of the exhaust gas recirculation EGR valve and the secondary air pump. The integrated design simplifies the control strategy.
It shortens the time for the catalyst to reach operating temperature, improves emission control during cold starts, reduces NOx generation, reduces system complexity and weight, improves system response speed and control accuracy, and meets stringent environmental regulations.
Smart Images
Figure CN224079208U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the technical field of automobile exhaust treatment devices, and in particular to an automobile exhaust absorption and emission system. Background Technology
[0002] With increasing global awareness of environmental protection and stricter requirements for energy conservation and emission reduction, vehicle exhaust emission control has become a crucial issue for the automotive industry. Against this backdrop, three-way catalytic converters (TWC) and exhaust gas recirculation (EGR) systems, as two main exhaust treatment technologies, are widely used in modern vehicles to reduce harmful gas emissions.
[0003] Three-way catalytic converters use catalysis to convert carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOx) in vehicle exhaust into harmless water vapor (H2O), carbon dioxide (CO2), and nitrogen (N2), thereby reducing exhaust pollution. However, existing three-way catalytic converters have some problems, such as low catalytic efficiency during cold starts and the need for time to reach operating temperature, which limits their performance in practical applications. EGR systems reduce NOx formation by reintroducing some exhaust gas into the engine combustion chamber, lowering the combustion temperature. This method effectively reduces NOx emissions from high-temperature combustion, but it also introduces some problems, such as increased engine complexity and, in some cases, potential reduction in combustion efficiency.
[0004] Disadvantages of existing technology:
[0005] Cold start problem: During a cold start, the three-way catalytic converter needs a long time to preheat to reach the optimal operating temperature, resulting in poor initial emission control. During the preheating stage, the three-way catalytic converter is not yet ready to work, so there is start-up pollution. The waiting time from start-up to when it can work is 8 seconds.
[0006] Limitations of EGR systems: While EGR systems can effectively reduce NOx emissions, they may affect engine performance under high load conditions, and the system itself may have problems such as leakage, affecting its reliability and stability; when the engine combustion temperature is high, resulting in a large amount of nitrogen oxides being generated, and the oxygen supply is too abundant, this condition will be further aggravated.
[0007] System integration: Existing three-way catalytic converters, air pumps, and EGR systems are often designed independently, lacking effective integration, resulting in low efficiency of the entire exhaust gas treatment system, large space occupation, and increased vehicle weight and cost.
[0008] Complexity of control strategies: With increasingly stringent emission standards, existing exhaust gas treatment systems require more complex control strategies to adapt to different operating conditions, which places higher demands on the design and implementation of control systems. Utility Model Content
[0009] The technical problem this invention aims to solve is that three-way catalytic converters have some issues, such as low catalytic efficiency during cold starts and the need for time to reach operating temperature, which limits their performance in practical applications. EGR systems reduce NOx formation by reintroducing some exhaust gas into the engine combustion chamber, thereby lowering the combustion temperature. This method can effectively reduce NOx emissions from high-temperature combustion, but it also introduces some problems, such as increased engine complexity and, in some cases, potential reduction in combustion efficiency.
[0010] To solve the above-mentioned technical problems, this utility model provides an automobile exhaust gas absorption and emission system, including an engine, with a pipeline system respectively provided at the intake end and exhaust end of the engine, and the two pipeline systems are connected by at least one connecting pipe, and an exhaust gas recirculation system is provided on the at least one connecting pipe.
[0011] The technical solution provided in this application also has the following technical features:
[0012] Preferably, the piping system includes a main pipe and at least one branch pipe, one end of which is connected to the intake end and / or exhaust end of the engine, and all branch pipes are connected to the main pipe, with an exhaust gas recirculation system provided between the main pipes.
[0013] Preferably, the exhaust gas recirculation system includes an exhaust gas recirculation (EGR) valve and a secondary air pump, which are connected in sequence.
[0014] Preferably, a three-way catalytic converter is installed at the end of the exhaust pipe system.
[0015] Preferably, the three-way catalytic converter is connected to one of the main pipes, and the secondary air pump is connected to the other main pipe.
[0016] Preferably, the three-way catalytic converter and the exhaust gas recirculation (EGR) valve are connected in parallel to the main pipe of the exhaust pipe system.
[0017] Preferably, the secondary air pump and the exhaust gas recirculation (EGR) valve are integrated into one unit.
[0018] Preferably, the secondary air pump and the exhaust gas recirculation (EGR) valve are separate components.
[0019] Preferably, the exhaust gas recirculation (EGR) valve dissipates heat through housing fins or a water-cooling device. Both of these heat dissipation structures can meet the working requirements, even when the ambient temperature is very high, around 250°C.
[0020] Preferably, the secondary air pump dissipates heat through housing fins or a water cooling device. For operating environments with very high temperatures, around 250°C, both of these heat dissipation structures can meet the operating requirements.
[0021] 1. The valve dissipates heat through the housing fins or through water cooling;
[0022] 2. The pump dissipates heat through the housing fins or through water cooling;
[0023] Advantages of this utility model:
[0024] This invention achieves the following advantages by organically combining a three-way catalytic converter and an EGR system, and by introducing the reversing action of a secondary air pump:
[0025] 1. Rapid heating: By controlling the exhaust gas recirculation (EGR) valve and the positive operation of the secondary air pump, the temperature of the three-way catalytic converter is rapidly increased, shortening the time for the catalytic converter to reach its operating temperature and improving the emission control effect during cold starts; the waiting time for the three-way catalytic converter to reach its operating temperature is reduced from 8 seconds to 5 seconds.
[0026] 2. Improved efficiency: Under high-temperature conditions, the combustion temperature is effectively reduced and NOx generation is reduced by the reverse operation of the exhaust gas recirculation (EGR) valve and the secondary air pump. At the same time, the reverse operation of the secondary air pump accelerates exhaust gas circulation, improving the system's response speed and control accuracy.
[0027] 3. System Integration: Integrating the secondary air pump and EGR system into a single system reduces system complexity, weight, and cost, while simultaneously improving the overall system efficiency and reliability.
[0028] 4. Optimized control strategy: Through integrated design, the control strategy is simplified, enabling the system to adapt more flexibly to different operating conditions and improving the flexibility and adaptability of exhaust gas treatment.
[0029] The present invention also has the following advantages in different working modes:
[0030] During a cold start, the three-way catalytic converter is at a low temperature. In the oxygen-enhancing mode, the exhaust gas recirculation (EGR) valve opens first, and the secondary air pump works in the forward direction to add oxygen into the pipeline system. This oxygen then undergoes secondary combustion with HC and CO in the pipeline system, raising the temperature inside the catalytic converter to reach its operating temperature. This allows for better three-way catalysis, converting the gases into harmless gases and purifying the vehicle's exhaust.
[0031] The processing method described in this application has the following advantages: Rapid heating: By controlling the oxygen-enriched mode and the exhaust gas recirculation (EGR) valve, the temperature of the three-way catalytic converter can be rapidly increased to reach its operating temperature, thereby more effectively catalyzing and converting harmful gases. Improved catalytic efficiency: During the cold start phase, by increasing oxygen and secondary combustion, the catalytic efficiency of the three-way catalytic converter can be improved, more effectively converting HC and CO into harmless gases and reducing emissions.
[0032] Improved emissions performance: By controlling the forward operation of the secondary air pump, oxygen supply can be more precisely controlled, thereby improving vehicle exhaust emissions performance and meeting stricter environmental regulations. Enhanced system response: The integrated exhaust gas recirculation (EGR) valve and the reverse operation of the secondary air pump accelerate exhaust gas recirculation, improving system response speed and control precision.
[0033] High engine combustion temperatures lead to the formation of large amounts of nitrogen oxides because there is too much oxygen. The exhaust gas recirculation (EGR) valve opens first, and the secondary air pump works in reverse, introducing exhaust gas from the pipeline system into the cylinders to dilute the air. This lowers the oxygen concentration and reduces the combustion temperature. Currently, there are no secondary air pumps on the market with a reverse function; only the EGR valve opens and the opening is adjusted for passive recirculation. The reverse function of the secondary air pump in this application accelerates the recirculation of exhaust gas and improves efficiency. The pump has straight blades and can rotate in both directions, increasing the engine's thermal efficiency by 46% to 48%.
[0034] This process offers the following advantages: Reduced NOx emissions: At high engine combustion temperatures, the generation of NOx can be effectively reduced by controlling the Exhaust Gas Recirculation (EGR) valve and reversing the operation of the secondary air pump, thus minimizing environmental pollution. Improved fuel economy: Lowering the combustion temperature reduces engine heat loss, improving fuel economy and reducing operating costs. Engine protection: Lowering the combustion temperature reduces engine thermal stress, extending engine lifespan and reducing maintenance requirements. Active control capability: Compared to systems on the market without secondary air pump reversal, the secondary air pump reversal in this application provides stronger active control capabilities, allowing for more flexible adjustment of the exhaust gas recirculation volume and improving system adaptability and efficiency. Enhanced system adaptability: The reversal of the secondary air pump accelerates exhaust gas recirculation, improving the system's adaptability to different operating conditions, especially under high load and high speed conditions. Reduced EGR system failures: Through integrated design, the number of failure points in the EGR system can be reduced, lowering system maintenance costs and complexity. Improved System Efficiency: By precisely controlling the opening of the Exhaust Gas Recirculation (EGR) valve and the reverse operation of the secondary air pump, the efficiency of the entire exhaust gas treatment system can be improved, reducing energy loss and enhancing vehicle performance. Environmentally Friendly: By reducing the emission of harmful gases, this design helps improve air quality, reduces environmental impact, and meets current stringent environmental protection requirements.
[0035] This application shortens the catalyst operating temperature time, improving system efficiency and control accuracy. Attached Figure Description
[0036] Figure 1 This is a schematic diagram of the principle of an automobile exhaust absorption and emission system.
[0037] Figure 2 This is a schematic diagram of a split design for an automotive exhaust gas absorption and emission system.
[0038] Figure 3 This is a schematic diagram of an integrated design for an automotive exhaust gas absorption and emission system.
[0039] Figure 4 This is a schematic diagram of the principle of an automobile exhaust absorption and emission system.
[0040] As shown in the figure:
[0041] 1. Engine; 2. Piping system; 3. Three-way catalytic converter; 4. Exhaust gas recirculation (EGR) valve; 5. Secondary air pump; 6. Branch pipes; 7. Main pipe; 8. Connecting pipes. Detailed Implementation
[0042] The specific embodiments of this utility model will be further described below with reference to the accompanying drawings. Identical components are indicated by the same reference numerals.
[0043] It should be noted that the terms “front,” “back,” “left,” “right,” “up,” and “down” used in the following description refer to the directions shown in the attached diagram, while the terms “inside” and “outside” refer to the directions toward or away from the geometric center of a specific component, respectively.
[0044] To make the content of this utility model easier to understand, the technical solutions in the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings.
[0045] Example 1:
[0046] Combined with appendix Figure 1 , Figure 4 As shown, the present invention provides an automotive exhaust gas absorption and emission system, including an engine 1, with a pipe system 2 respectively provided on both sides of the engine 1, the pipe systems 2 being connected by a connecting pipe 8, and an exhaust gas recirculation system provided between the pipe systems 2 below the connecting pipe 8.
[0047] Engine 1, as the power source of the vehicle, generates power while also producing exhaust gases, and is the core component of the vehicle's exhaust gas absorption and emission system. Piping system 2 includes a main pipe 7 and at least one branch pipe 6, used to transport the exhaust gases produced by engine 1. It is typically made of corrosion-resistant materials, such as stainless steel. Connecting pipe 8 connects the two piping systems 2, ensuring smooth flow of exhaust gases.
[0048] The exhaust gas recirculation system includes a three-way catalytic converter 3, an exhaust gas recirculation (EGR) valve 4, and a secondary air pump 5. These components are connected in sequence to reduce the emission of harmful exhaust gases. By circulating and treating the exhaust gases, pollution is reduced.
[0049] One end of each branch pipe 6 is connected to the engine 1, and each branch pipe 6 is connected to the main pipe 7. An exhaust gas recirculation system is provided between the main pipes 7. The three-way catalytic converter 3 is connected to one of the main pipes 7, and the secondary air pump 5 is connected to the other main pipe 7.
[0050] The three-way catalytic converter 3 converts harmful substances in exhaust gas into less harmful substances, reducing emissions of carbon monoxide, hydrocarbons, and nitrogen oxides through chemical reactions.
[0051] This application has the following characteristics when implemented:
[0052] 1. The combustion temperature will decrease, thereby inhibiting the production of nitrogen oxides;
[0053] 2. Reduced heat loss from the cylinder walls;
[0054] 3. Fuel combustion efficiency will be improved.
[0055] Specifically, the three-way catalytic converter 3 is an external purification device installed in the vehicle's exhaust system. It converts harmful gases such as CO, HC, and NOx emitted from vehicle exhaust into harmless carbon dioxide, water, and nitrogen through oxidation and reduction reactions. When the high-temperature vehicle exhaust passes through the purification device, the purifying agent in the three-way catalytic converter 3 enhances the activity of CO, HC, and NOx, promoting certain oxidation-reduction chemical reactions. CO is oxidized at high temperatures into colorless and non-toxic carbon dioxide; HC compounds are oxidized at high temperatures into water (H2O) and carbon dioxide; and NOx is reduced into nitrogen and oxygen. The three harmful gases are transformed into harmless gases, thus purifying the vehicle exhaust.
[0056] The exhaust gas recirculation (EGR) valve 4 controls a portion of the exhaust gas to re-enter engine cylinder 1, reducing combustion temperature and nitrogen oxide generation. It precisely controls the amount of exhaust gas recirculated, improving fuel economy and reducing nitrogen oxide emissions.
[0057] Specifically, EGR (Exhaust Gas Recirculation) involves returning a small portion of the exhaust gas produced by a diesel or gasoline engine to the cylinders. The inert nature of the recirculated exhaust gas slows down the combustion process, reducing the combustion speed and thus slowing down the pressure buildup in the combustion chamber. This is the main reason for the reduction in nitrogen oxides (NOx). Furthermore, increasing the exhaust gas recirculation rate reduces the total exhaust gas mass flow, thereby relatively reducing the total amount of pollutants emitted. The task of an EGR system is to optimize the amount of exhaust gas recirculated at every operating point, ensuring that the combustion process is always in an ideal state, ultimately minimizing the pollutant content in emissions. Because changes in the amount of exhaust gas recirculated can have diametrically opposed effects on different pollutants, the so-called optimal state is often a compromise, achieving the best possible overall emission of relevant pollutants. For example, while increasing the exhaust gas recirculation rate has a positive impact on reducing nitrogen oxide (NOx) emissions, it can also negatively impact the reduction of particulate matter and other pollutants.
[0058] The secondary air pump 5 provides power to drive the liquid or gas to circulate in the system. It can be a mechanical secondary air pump or an electric secondary air pump, whichever is selected according to the system requirements. It improves the system circulation efficiency and helps with waste gas treatment.
[0059] Specifically, fresh air is drawn into the duct system 2 by the secondary air pump 5. Once inside the duct system 2, the fresh air accelerates the catalytic reaction of the three-way catalytic converter, converting carbon monoxide and hydrocarbons in the exhaust gas into carbon dioxide and water, thus contributing to environmental protection. This process only lasts for a maximum of 5 minutes. This allows the three-way catalytic converter 3 to quickly reach its operating temperature, reducing harmful substances in the exhaust gas and further contributing to environmental protection.
[0060] The secondary air pump 5 also has a second function: when the engine 1 is cold, it delivers air to the three-way catalytic converter 3, ensuring that the exhaust gas has enough oxygen for secondary combustion and raising the temperature of the three-way catalytic converter 3. It operates for a maximum of five minutes. This allows the three-way catalytic converter 3 to quickly reach its operating temperature of 300°C, reducing harmful substances in the exhaust gas and thus contributing to environmental protection.
[0061] This utility model has two modes:
[0062] Mode 1: During cold start, the temperature of the three-way catalytic converter 3 is low. In the oxygen-enhancing mode, the exhaust gas recirculation (EGR) valve 4 opens first, and the secondary air pump 5 works in the forward direction to add oxygen to the pipeline system 2. This oxygen then undergoes secondary combustion with the HC and CO in the pipeline system 2, raising the temperature inside the catalytic converter to reach its operating temperature. This allows for better three-way catalysis, converting the gases into harmless gases and purifying the vehicle's exhaust.
[0063] The processing method described in this application has the following advantages: Rapid heating: By controlling the oxygen-enriched mode and the exhaust gas recirculation (EGR) valve 4, the temperature of the three-way catalytic converter 3 can be rapidly increased to reach its operating temperature, thereby more effectively catalyzing and converting harmful gases. Improved catalytic efficiency: During the cold start phase, by increasing oxygen and secondary combustion, the catalytic efficiency of the three-way catalytic converter 3 can be improved, more effectively converting HC and CO into harmless gases and reducing emissions.
[0064] Improved emission performance: By controlling the forward operation of the secondary air pump 5, the oxygen supply can be more precisely controlled, thereby improving the emission performance of vehicle exhaust and meeting stricter environmental regulations. Enhanced system response: The integrated exhaust gas recirculation (EGR) valve 4 and the reverse operation of the secondary air pump 5 can accelerate exhaust gas recirculation, improving the system's response speed and control accuracy.
[0065] Mode 2: The high combustion temperature of engine 1 leads to the generation of a large amount of nitrogen oxides. Because there is too much oxygen, the exhaust gas recirculation (EGR) valve 4 opens first, and the secondary air pump 5 works in reverse, allowing exhaust gas from the pipeline system 2 to be introduced into the cylinder to dilute the air. This reduces the oxygen concentration and lowers the combustion temperature. Currently, there are no secondary air pumps 5 with reverse function on the market; only the exhaust gas recirculation (EGR) valve 4 is opened and the opening degree is adjusted for passive circulation. This application is designed with the secondary air pump 5 having reverse function to accelerate the circulation of exhaust gas and improve efficiency.
[0066] The processing method described in this application has the following advantages: Reduced nitrogen oxide emissions: When the combustion temperature of engine 1 is high, the generation of nitrogen oxides can be effectively reduced by controlling the exhaust gas recirculation (EGR) valve 4 and reversing the operation of the secondary air pump 5, thus reducing environmental pollution. Improved fuel economy: By reducing the combustion temperature, the heat loss of engine 1 can be reduced, improving fuel economy and reducing operating costs. Protection of engine 1: By reducing the combustion temperature, the thermal stress of engine 1 can be reduced, extending the service life of engine 1 and reducing maintenance requirements. Active control capability: Compared with systems on the market without the reversing action of the secondary air pump 5, the reversing action of the secondary air pump 5 designed in this application provides stronger active control capability, allowing for more flexible adjustment of the exhaust gas recirculation volume and improving the system's adaptability and efficiency. Improved system adaptability: Through the reversing action of the secondary air pump 5, the recirculation of exhaust gas can be accelerated, improving the system's adaptability to different operating conditions, especially under high load and high speed conditions. Reduced EGR system failures: Through integrated design, the number of failure points in the EGR system can be reduced, lowering system maintenance costs and complexity. Improved System Efficiency: By precisely controlling the opening of the Exhaust Gas Recirculation (EGR) valve 4 and the reverse operation of the secondary air pump 5, the efficiency of the entire exhaust gas treatment system can be improved, energy loss reduced, and vehicle performance enhanced. Environmentally Friendly: By reducing the emission of harmful gases, this design helps improve air quality, reduces environmental impact, and meets current stringent environmental protection requirements.
[0067] Example 2:
[0068] like Figure 1-4 As shown, this utility model has a second embodiment. The other structures are the same as those in the embodiment, except that the secondary air pump 5 and the exhaust gas recirculation (EGR) valve 4 are integrated for control. This has the following advantages: Space optimization: The integrated design can save space because all components are compactly installed together, reducing the required installation area.
[0069] Cost-effectiveness: Integrated design can reduce production costs because it reduces the need for individual components and simplifies the manufacturing process; Simplified maintenance: Integrated design makes maintenance and repair easier because all relevant parts are located in the same place;
[0070] Improved efficiency: Integrated design can improve the efficiency of exhaust gas treatment because the shorter distance between components reduces the loss of exhaust gas during treatment; Reduced leakage risk: Integrated design reduces the number of connection points, thereby reducing the risk of gas leakage; Optimized control: Integrated design allows for better control and monitoring because all components can be managed through the same control system.
[0071] The three-way catalytic converter 3 and the exhaust gas recirculation (EGR) valve 4 are controlled by separate components.
[0072] It has the following advantages:
[0073] 1. Flexibility: The modular design offers greater flexibility, allowing for the selection and adjustment of individual components according to specific application requirements;
[0074] 2. Easy to replace: If a component fails, the modular design makes it easier to replace the component without having to replace the entire system;
[0075] 3. Modular design: The split design allows for modularity, which means that specific components can be quickly replaced or upgraded to meet new emission standards;
[0076] 4. Reduce complexity: Split design reduces the overall system complexity by breaking the system down into smaller, simpler parts;
[0077] 5. Cost Distribution: The modular design allows costs to be distributed across different components, making the initial investment more reasonable;
[0078] 6. Adaptability: The split design allows the system to better adapt to different engine configurations and space constraints;
[0079] 7. Independent optimization: Each component can be optimized independently to meet specific performance requirements, which may be difficult to achieve in an integrated design.
[0080] Two of the structural designs feature a cooling system: this is because the ambient temperature during operation is very high, around 250℃.
[0081] 1. The valve dissipates heat through the housing fins or through water cooling;
[0082] 2. The secondary air pump 5 dissipates heat through the housing fins or through water cooling.
[0083] Example 3:
[0084] like Figure 2 The secondary air pump and exhaust gas recirculation (EGR) valve are integrated into one unit, featuring two operating modes:
[0085] Operating mode 1: Air enters through port 2 and exits through port 1;
[0086] Operating mode 2: Air enters through port 1 and exits through port 2;
[0087] The exhaust gas recirculation (EGR) valve dissipates heat through the casing fins or a water-cooling device; the secondary air pump dissipates heat through the casing fins or a water-cooling device.
[0088] Example 4:
[0089] like Figure 3The secondary air pump and the exhaust gas recirculation (EGR) valve are separate structures, connected by a stainless steel pipe in the middle. They have two working modes: Working mode 1: air enters through port 2 and exits through port 1.
[0090] Operating mode 2: Air enters through port 1 and exits through port 2;
[0091] The exhaust gas recirculation (EGR) valve dissipates heat through the casing fins or a water-cooling device; the secondary air pump dissipates heat through the casing fins or a water-cooling device.
[0092] All standard parts used in this utility model can be purchased from the market, and irregular parts can be customized according to the description and drawings. The specific connection methods of each part adopt conventional methods such as bolts, rivets, and welding that are mature in the prior art. The machinery, parts and equipment adopt conventional models in the prior art. In addition, the circuit connection adopts conventional connection methods in the prior art, which will not be described in detail here. The contents not described in detail in this specification belong to the prior art known to those skilled in the art.
[0093] 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 inventive spirit of the present invention, such designs should fall within the protection scope of the present invention.
Claims
1. A vehicle exhaust gas absorption and emission system, comprising an engine, characterized in that: The engine has a piping system at the intake and exhaust ends, and the two piping systems are connected by at least one connecting pipe, and the at least one connecting pipe is equipped with an exhaust gas recirculation system.
2. The automotive exhaust gas absorption and emission system according to claim 1, characterized in that: The piping system includes a main pipe and at least one branch pipe. One end of the branch pipe is connected to the intake end and / or exhaust end of the engine, and all branch pipes are connected to the main pipe. An exhaust gas recirculation system is provided between the main pipes.
3. The automotive exhaust gas absorption and emission system according to claim 2, characterized in that: The exhaust gas recirculation system includes an exhaust gas recirculation (EGR) valve and a secondary air pump, which are connected in sequence.
4. The automobile exhaust gas absorption and emission system according to claim 3, characterized in that: A three-way catalytic converter is installed at the end of the exhaust pipe system.
5. The automobile exhaust gas absorption and emission system according to claim 4, characterized in that: The three-way catalytic converter is connected to one of the main pipes, and the secondary air pump is connected to the other main pipe.
6. The automobile exhaust gas absorption and emission system according to claim 3, characterized in that: The three-way catalytic converter and the exhaust gas recirculation (EGR) valve are connected in parallel to the main pipe of the exhaust end piping system.
7. The automobile exhaust gas absorption and emission system according to claim 3, characterized in that: The secondary air pump and the exhaust gas recirculation (EGR) valve are integrated into one unit.
8. The automobile exhaust gas absorption and emission system according to claim 3, characterized in that: The secondary air pump and the exhaust gas recirculation (EGR) valve are separate units.
9. A vehicle exhaust gas absorption and emission system according to claim 7 or 8, characterized in that: The exhaust gas recirculation (EGR) valve dissipates heat through housing fins or a water-cooling device.
10. A vehicle exhaust gas absorption and emission system according to claim 7 or 8, characterized in that: The secondary air pump dissipates heat through the casing fins or a water-cooling device.