Non-road stage iv emission explosion-proof diesel engine system

Abstract

This utility model discloses a non-road, China IV emission standard explosion-proof diesel engine system, including an intake unit, an exhaust unit, a cooling unit, and an engine block. The intake unit is located at the intake end of the engine block to supply air to the engine block. The exhaust unit is located at the exhaust end of the engine block to reduce the temperature of the exhaust gas. The cooling unit is connected to the engine block and is used to maintain the water temperature of the engine block during operation. The intake unit includes, in sequence, a turbocharger assembly, an intake shut-off valve assembly, an intercooler assembly, a flame arrester assembly, an explosion-proof air throttle valve assembly, an exhaust manifold assembly, an explosion-proof EGR valve assembly, and an intake bend assembly. The intake bend assembly is connected to the intake end of the engine block. This system solves the problem of high nitrogen oxide content in the exhaust gas emitted by existing diesel engines.

Description

Technical Field

[0001] This utility model relates to the field of diesel engine technology, specifically to a non-road China IV emission explosion-proof diesel engine system. Background Technology

[0002] The advantages of diesel engines are high torque and good fuel economy. The working process of a diesel engine is similar to that of a gasoline engine in many ways, with each working cycle involving four strokes: intake, compression, power, and exhaust. However, because diesel engines use diesel fuel, which has a higher viscosity than gasoline and is less prone to evaporation, and whose auto-ignition temperature is lower, the formation of the combustible mixture and the ignition method differ from those of gasoline engines.

[0003] The main difference is that the air-fuel mixture in a diesel engine cylinder is compression-ignited, not spark-ignited. When a diesel engine is running, air enters the cylinder. When the air in the cylinder is compressed to its maximum temperature, it can reach 500-700℃ and the pressure can reach 40-50 atmospheres. When the piston approaches top dead center, the fuel injector of the fuel supply system injects fuel into the cylinder combustion chamber at extremely high pressure in a very short time. The diesel fuel forms fine oil droplets, which mix with the high-pressure, high-temperature air. The combustible mixture burns spontaneously, expands violently, and generates explosive force, pushing the piston downward to do work. At this time, the temperature can reach 1900-2000℃ and the pressure can reach 60-100 atmospheres, generating a large torque.

[0004] In existing technologies, diesel engines produce a large amount of exhaust gas during operation, which contains a significant amount of particulate matter (PM) and nitrogen oxides (NOx). If the exhaust gas is not recycled and fully combusted, direct emission of the exhaust gas will cause serious harm to the environment and human health. Utility Model Content

[0005] The purpose of this utility model is to overcome the above-mentioned technical deficiencies and provide a non-road National IV emission explosion-proof diesel engine system to solve the problem of high nitrogen oxide content in the exhaust gas emitted by diesel engines during operation in the prior art.

[0006] To achieve the above-mentioned technical objectives, the present invention adopts the following technical solution: This utility model provides a non-road China IV emission explosion-proof diesel engine system, including an intake unit, an exhaust unit, a cooling unit, and an engine body. The intake unit is located at the intake end of the engine body to supply air to the engine body. The exhaust unit is located at the exhaust end of the engine body to reduce the temperature of the exhaust gas. The cooling unit is connected to the engine body and is used to maintain the water temperature of the engine body during operation. The intake unit includes a turbocharger assembly, an intake shut-off valve assembly, an intercooler assembly, a flame arrester assembly, an explosion-proof air throttle valve assembly, an exhaust manifold assembly, an explosion-proof EGR valve assembly, and an intake bend assembly connected in sequence. The intake bend assembly is connected to the intake end of the engine body.

[0007] In some embodiments, the intake unit further includes an air filter assembly connected to the turbocharger assembly.

[0008] In some embodiments, the exhaust unit includes an exhaust front pipe assembly, an exhaust rear pipe assembly, a heat exchanger assembly, and an explosion-proof exhaust gas purification device assembly. The exhaust front pipe assembly is connected to the turbocharger assembly, the exhaust front pipe assembly is connected to the explosion-proof exhaust gas purification device assembly, the explosion-proof exhaust gas purification device assembly is connected to the exhaust rear pipe assembly, and the exhaust rear pipe assembly is connected to the heat exchanger assembly. The heat exchanger assembly is capable of discharging exhaust gas.

[0009] In some embodiments, the explosion-proof exhaust gas purification device assembly includes a housing, a DOC device, and a DPF device, both of which are installed within the housing. The explosion-proof exhaust gas purification device assembly is capable of treating NOx / CO / HC / PM.

[0010] In some embodiments, the cooling unit includes a first cooling pipeline, the first cooling pipeline including an engine water pump, a first radiator assembly and an EGR cooler, the engine water pump being connected to the first radiator assembly, the first radiator assembly being connected to the engine water pump, and the engine body being connected to the EGR cooler.

[0011] In some embodiments, the cooling unit includes a second cooling pipeline, the second cooling pipeline including a liquid pump and a second water tank radiator assembly, the liquid pump and the second water tank radiator assembly being connected, and the second water tank radiator assembly being connected to an exhaust manifold assembly.

[0012] In some embodiments, the surface temperature of the exhaust manifold assembly, turbocharger assembly, exhaust front pipe assembly, and exhaust rear pipe assembly is controlled below 150°C, and the exhaust gas temperature discharged from the heat exchanger assembly is controlled below 77°C.

[0013] In some embodiments, the exhaust manifold assembly, turbocharger assembly, exhaust front pipe assembly, and exhaust rear pipe assembly are all cooled by oil cooling or water cooling. In some embodiments, the surface temperatures of the DOC device and the DPF device are maintained between 130°C and 145°C.

[0014] In some embodiments, the system further includes an electronic control unit (ECU), which includes a plurality of sensors and a control module. Each of the sensors is respectively disposed on the intake unit, the exhaust unit, the cooling unit, and the engine body, and each of the sensors is electrically connected to the ECU.

[0015] Compared with existing technologies, this utility model provides a non-road China IV emission explosion-proof diesel engine system. The system includes an intake unit located at the engine's intake end to supply air to the engine, an exhaust unit located at the engine's exhaust end to reduce the temperature of the exhaust gases, and a cooling unit connected to the engine to maintain the engine's operating water temperature. The intake unit comprises, in sequence, a turbocharger assembly, an intake shut-off valve assembly, an intercooler assembly, a flame arrester assembly, an explosion-proof air throttle valve assembly, an exhaust manifold assembly, an explosion-proof EGR valve assembly, and an intake bend assembly. The intake bend assembly is connected to the engine's intake end. This effectively ensures that the air input from the explosion-proof air throttle valve assembly and a portion of the exhaust gas transmitted from the explosion-proof EGR valve assembly mix at the intake bend assembly before re-entering the engine for combustion. This reduces combustion temperature and oxygen concentration, thereby inhibiting the formation of nitrogen oxides and significantly reducing harmful substances in the exhaust gases. Attached Figure Description

[0016] Figure 1 This is a structural schematic diagram of a non-road National IV emission explosion-proof diesel engine system provided by this utility model; Figure 2 This is a partial structural schematic diagram of a non-road National IV emission explosion-proof diesel engine system provided by this utility model; Figure 3 This is a partial structural schematic diagram from another perspective of a non-road National IV emission explosion-proof diesel engine system provided by this utility model. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this utility model and are not intended to limit this utility model.

[0018] To address the technical problem of high nitrogen oxide content in the exhaust gas of existing diesel engines, this invention provides a non-road Euro IV emission explosion-proof diesel engine system. This system enables the air input from the explosion-proof air throttle valve assembly and a portion of the exhaust gas transmitted from the explosion-proof EGR valve assembly to mix at the intake bend assembly. Some of the exhaust gas then re-enters the engine body for combustion, reducing combustion temperature and oxygen concentration, thereby inhibiting the formation of nitrogen oxides and significantly reducing harmful substances in the exhaust gas.

[0019] Please see Figures 1-3 , Figures 1-3 An embodiment of this utility model discloses a non-road China IV emission explosion-proof diesel engine system, comprising an intake unit 1, an exhaust unit 2, a cooling unit 3, and an engine body 4. The intake unit 1 is located at the intake end of the engine body 4 to supply air to the engine body 4. The exhaust unit 2 is located at the exhaust end of the engine body 4 to reduce the temperature of the exhaust gas. The cooling unit 3 is connected to the engine body 4 and is used to maintain the water temperature of the engine body 4 during operation. The intake unit 1 includes a turbocharger assembly 11, an intake shut-off valve assembly 12, an intercooler assembly 13, a flame arrester assembly 14, an explosion-proof air throttle valve assembly 15, an exhaust manifold assembly 16, an explosion-proof EGR valve assembly 17, and an intake bend assembly 18 connected in sequence. The intake bend assembly 18 is connected to the intake end of the engine body 4.

[0020] It should be noted that a diesel engine is an internal combustion engine that generates power by compressing air to a high temperature and pressure state, causing the injected diesel fuel to ignite spontaneously. Diesel engines do not require spark plugs; they rely on a high compression ratio to compress air to approximately 500-600°C, and the injected diesel fuel then ignites spontaneously.

[0021] Specifically, in one embodiment, air is pressurized by a supercharger assembly 11, which can improve the quality of air entering the engine body 4, thereby increasing the power output of the engine body 4.

[0022] The pressurized air passes through the intake shut-off valve assembly 12, which can cut off the intake air source to protect the engine body 4.

[0023] Furthermore, the intake shut-off valve assembly 12 adopts dual-drive redundancy of "electric + pneumatic". Under normal operating conditions, it is driven by the motor (response ≤0.5s), and automatically switches to pneumatic drive (compressed air reserve ≥3 times the amount of action) in case of power failure / fault, ensuring 100% cut-off of intake in emergency situations.

[0024] In addition, the air temperature after being pressurized is high, and it needs to be cooled by the intercooler assembly 13. The intercooler assembly 13 can reduce the air temperature, increase the air density, and further improve the engine performance. Specifically, the cooled air passes through the flame arrester assembly 14, which prevents the flame from the engine body from backflowing into the ambient atmosphere, ensuring safety.

[0025] Furthermore, the air passing through the flame arrester assembly 14 enters the explosion-proof air throttle valve assembly 15. This device can adjust the opening of the throttle valve to control the amount of air entering the engine body. At the same time, a portion of the exhaust gas flows out from the exhaust manifold assembly and enters the intake bend assembly 18 through the explosion-proof air throttle valve assembly 15. The fresh air supplied from the explosion-proof air throttle valve assembly 15 and a portion of the exhaust gas from the explosion-proof air throttle valve assembly 15 are combined at the intake bend assembly 18 and finally enter the engine body to participate in combustion. This can reintroduce some exhaust gas into the combustion chamber to reduce the combustion temperature and reduce nitrogen oxide emissions.

[0026] Specifically, in the intake unit 1, the explosion-proof EGR valve assembly 17 and the exhaust manifold assembly 16 are connected in series to form a closed loop for exhaust gas recirculation. Part of the exhaust gas is drawn out through the exhaust manifold assembly 16 and the recirculation ratio (adjustable from 15% to 30%) is precisely controlled by the explosion-proof EGR valve assembly 17. It is then fully mixed with the fresh air regulated by the explosion-proof air throttle valve assembly 15 in the intake bend assembly 18. This design reduces the combustion chamber temperature (from the traditional 1900-2000℃ to below 1600℃) and oxygen concentration, thereby suppressing the generation of nitrogen oxides (NOx) at the source. The measured NOx emissions are reduced by more than 40% compared with traditional models. At the same time, the explosion-proof EGR valve assembly 17 adopts an explosion-proof mating surface design (gap ≤0.15mm, width ≥12.5mm), which complies with the GB3836.2 standard and solves the safety adaptation problem of traditional EGR systems in explosion-proof scenarios.

[0027] Based on the above solution, in one embodiment, the intake unit 1 further includes an air filter assembly 10, which is connected to the turbocharger assembly 11. Specifically, fresh air first enters the engine body through the air filter assembly 10. The air filter 10 can filter out dust and impurities in the air to ensure that the air entering the engine body is clean.

[0028] Specifically, the intake unit forms a four-stage purification chain: "air filter assembly 10 + turbocharger assembly 11 + intercooler assembly 13 + flame arrester assembly 14". The air filter assembly 10 achieves 99.9% particulate matter filtration through a composite fiber filter element, preventing impurities from damaging the turbocharger assembly 11. The turbocharger assembly 11 increases the intake pressure to 1.2-1.5 bar, and together with the intercooler assembly, reduces the intake temperature from 180℃ to 40-50℃, increasing air density by 15%-20%. The flame arrester assembly 14 adopts a metal grille structure with a flame blocking speed ≤10m / s, which can prevent spark leakage from the intake unit. The four-stage synergy not only improves engine power but also constructs a full-process explosion-proof barrier.

[0029] It should be noted that, in one embodiment, the exhaust unit 2 includes an exhaust front pipe assembly 21, an exhaust rear pipe assembly 22, a heat exchanger assembly 23, and an explosion-proof exhaust gas purification device assembly 24. The exhaust front pipe assembly 21 is connected to the turbocharger assembly 11, the exhaust front pipe assembly 21 is connected to the explosion-proof exhaust gas purification device assembly 24, the explosion-proof exhaust gas purification device assembly 24 is connected to the exhaust rear pipe assembly 22, and the exhaust rear pipe assembly 22 is connected to the heat exchanger assembly 23. The heat exchanger assembly 23 is capable of discharging exhaust gas.

[0030] Understandably, the exhaust gas from combustion is discharged from the exhaust port of the engine body. The exhaust gas flows into the turbocharger assembly through the exhaust manifold assembly, where it undergoes preliminary cooling. The discharged exhaust gas then flows into the exhaust front pipe assembly through the turbocharger assembly. After passing through the turbocharger assembly, the exhaust gas continues to pass through the exhaust front pipe assembly, where its temperature is further reduced.

[0031] In addition, the exhaust gas flows into the explosion-proof exhaust gas purification device assembly 24, which includes a housing, a DOC device, and a DPF device. The DOC device and the DPF device are both installed inside the housing. The explosion-proof exhaust gas purification device assembly can be used to treat NOx / CO / HC / PM. Specifically, the DOC device is used to treat harmful gases such as NOx, CO, and HC, converting them into harmless substances; the DPF device is used to capture particulate matter (PM) in the exhaust gas, reducing emission pollution.

[0032] It should be noted that the explosion-proof exhaust gas purification device assembly 24 adopts an integrated design of "cast steel shell + DOC + DPF". The DOC improves the oxidation efficiency of CO and HC to 99% through platinum-rhodium coating; the DPF adopts silicon carbide honeycomb carrier and PM capture efficiency ≥98%; the device simultaneously treats NOx / CO / HC / PM, and the comprehensive purification efficiency is 50% higher than that of the split design, meeting the National IV emission limits (NOx≤2.0g / kWh, PM≤0.02g / kWh).

[0033] Based on the above scheme, the cooling unit 3 includes a first cooling pipeline, which includes an engine water pump, a first water tank radiator assembly 32, and an EGR cooler 33. The engine water pump 31 is connected to the engine body 4, and the engine water pump 31 is also connected to the first water tank radiator assembly 32. The first water tank radiator assembly 32 is connected to the engine water pump 31, and the engine body 4 is also connected to the EGR cooler 33.

[0034] It should be noted that the coolant is drawn by the engine block water pump, and the coolant is cooled through the first water tank radiator assembly 32. After cooling, the coolant returns to the engine block to cool the engine. The coolant then passes through the EGR cooler 33, which can further reduce the temperature. This effectively maintains the engine block water temperature between 80℃ and 88℃, ensuring that the engine block operates within the optimal operating temperature range, improving efficiency and reducing wear.

[0035] Specifically, the first cooling pipe (engine body cooling): the coolant driven by the engine water pump is cooled by the first water tank radiator assembly 32 and then supplied to the engine body (maintaining water temperature of 80-88℃) and the EGR cooler 33 (reducing the EGR exhaust gas from 600℃ to below 180℃) to prevent high temperature exhaust gas from causing aging of the intake system.

[0036] In one embodiment, the cooling unit 3 includes a second cooling pipeline, which includes a liquid pump and a second water tank radiator assembly 34. The liquid pump and the second water tank radiator assembly 34 are connected, and the second water tank radiator assembly 34 is connected to the exhaust manifold assembly 16.

[0037] Specifically, coolant is drawn by an external pump and cooled by the second radiator assembly 34. The cooled coolant then enters the exhaust manifold assembly 16 to cool the exhaust manifold. The coolant continues to flow through the turbocharger assembly to cool the turbocharger. The coolant then enters the exhaust front pipe assembly to cool the exhaust front pipe. Finally, the coolant passes through the exhaust rear pipe assembly 16 to cool the exhaust rear pipe assembly 16. Finally, the coolant enters the heat exchanger assembly to further reduce the temperature.

[0038] Specifically, in one embodiment, the surface temperatures of the exhaust manifold assembly 16, the turbocharger assembly 11, the exhaust front pipe assembly 21, and the exhaust rear pipe assembly 22 are controlled below 150°C, the exhaust gas temperature discharged from the heat exchanger assembly 23 is controlled below 77°C, and the surface temperatures of the DOC device and the DPF device are maintained between 130°C and 145°C.

[0039] Among them, the exhaust manifold assembly 16 and the turbocharger assembly 11 are both made of Cr20Ni80 high-temperature alloy and are combined with water cooling in the second cooling circuit, with a surface temperature ≤150℃; the exhaust rear pipe assembly 22 adopts a double-layer structure of "inner layer high-temperature steel + outer layer heat insulation cotton", which reduces heat loss by 40%; the heat exchanger assembly 23 expands the heat dissipation area through the fin structure, so that the exhaust gas temperature is ≤77℃.

[0040] It should be noted that the coolant is forcibly driven by a pump, and directed through the second water tank radiator assembly 34 to cool high-temperature components such as the exhaust manifold assembly 16 and the turbocharger assembly 11, stabilizing the surface temperature of the exhaust manifold assembly 16 at 120-1406°C (≤150°C explosion-proof threshold). The first and second cooling pipes work together to keep the exhaust temperature of the heat exchanger assembly 23 ≤77°C, improving the cooling efficiency by 35% compared to a traditional single-cooling-loop system.

[0041] It should be noted that, in one embodiment, the exhaust manifold assembly 16, the turbocharger assembly 11, the exhaust front pipe assembly 21, and the exhaust rear pipe assembly 22 are all cooled by water cooling. Of course, in other embodiments, the exhaust manifold assembly 16, the turbocharger assembly 11, the exhaust front pipe assembly 21, and the exhaust rear pipe assembly 22 can also be cooled by oil cooling.

[0042] In one embodiment, the system further includes an electronic control unit (ECU), which comprises multiple sensors and a control module. Each sensor is respectively located on the intake unit 1, exhaust unit 2, cooling unit 3, and engine block 4, and each sensor is electrically connected to the ECU. The sensors used on the engine block include a crankshaft sensor, camshaft sensor, rail pressure sensor, engine coolant temperature sensor, turbocharged intake pressure sensor, turbocharged intake temperature sensor, oil pressure sensor, fuel tank level sensor, and water tank level sensor. The surface temperature sensor and exhaust temperature sensor on the engine block are both KC6102D sensors.

[0043] Specifically, the control programs for the engine body, DOC device, and DPF device all adopt the original Cummins system, and are calibrated and adjusted according to the explosion-proof components to achieve the performance and emission targets of the engine body.

[0044] It should be noted that the sensor also includes an alarm, which is electrically connected to the control module. When any of the following situations occur: exhaust temperature reaches a maximum of 70°C, surface temperature reaches a maximum of 150°C, coolant temperature exceeds 95°C, coolant tank level drops to the set minimum level, engine oil pressure drops to the set minimum pressure, or gas concentration reaches 1%, the control module can control the alarm to sound an alarm.

[0045] The specific embodiments of this utility model described above do not constitute a limitation on the scope of protection of this utility model. Any other corresponding changes and modifications made based on the technical concept of this utility model should be included within the scope of protection of the claims of this utility model.

Claims

1. A non-road stage IV emission explosion-proof diesel engine system, characterized in that, The system includes an intake unit, an exhaust unit, a cooling unit, and an engine block. The intake unit is located at the intake end of the engine block to supply air to the engine block. The exhaust unit is located at the exhaust end of the engine block to reduce the temperature of the exhaust gas. The cooling unit is connected to the engine block and is used to maintain the water temperature of the engine block during operation. The intake unit includes a turbocharger assembly, an intake shut-off valve assembly, an intercooler assembly, a flame arrester assembly, an explosion-proof air throttle valve assembly, an exhaust manifold assembly, an explosion-proof EGR valve assembly, and an intake bend assembly connected in sequence. The intake bend assembly is connected to the intake end of the engine block.

2. The anti-knock diesel engine system according to claim 1, characterized by, The intake unit also includes an air filter assembly, which is connected to the turbocharger assembly.

3. The anti-knock diesel engine system according to claim 1, wherein The exhaust unit includes an exhaust front pipe assembly, an exhaust rear pipe assembly, a heat exchanger assembly, and an explosion-proof exhaust gas purification device assembly. The exhaust front pipe assembly is connected to the turbocharger assembly, the exhaust front pipe assembly is connected to the explosion-proof exhaust gas purification device assembly, the explosion-proof exhaust gas purification device assembly is connected to the exhaust rear pipe assembly, and the exhaust rear pipe assembly is connected to the heat exchanger assembly. The heat exchanger assembly is capable of discharging exhaust gas.

4. The anti-knock diesel engine system according to claim 3, characterized by The explosion-proof exhaust gas purification device assembly includes a housing, a DOC device, and a DPF device. The DOC device and the DPF device are both installed inside the housing. The explosion-proof exhaust gas purification device assembly can be used to treat NOx / CO / HC / PM.

5. The anti-knock diesel engine system according to claim 1, wherein The cooling unit includes a first cooling pipeline, which includes an engine water pump, a first radiator assembly, and an EGR cooler. The engine water pump is connected to the first radiator assembly, and the first radiator assembly is connected to the engine water pump. The engine body is also connected to the EGR cooler.

6. The anti-knock diesel engine system according to claim 4, wherein The cooling unit includes a second cooling pipeline, which includes a liquid pump and a second water tank radiator assembly. The liquid pump and the second water tank radiator assembly are connected, and the second water tank radiator assembly is connected to the exhaust manifold assembly.

7. The anti-knock diesel engine system according to claim 6, characterized by The surface temperature of the exhaust manifold assembly, turbocharger assembly, exhaust front pipe assembly, and exhaust rear pipe assembly is controlled below 150°C, and the exhaust gas temperature discharged from the heat exchanger assembly is controlled below 77°C.

8. The anti-knock diesel engine system according to claim 7, characterized by The exhaust manifold assembly, turbocharger assembly, exhaust front pipe assembly, and exhaust rear pipe assembly are all cooled by oil or water.

9. The anti-knock diesel engine system according to claim 4, wherein The surface temperature of the DOC device and DPF device is maintained between 130°C and 145°C.

10. The anti-knock diesel engine system of claim 1, wherein, It also includes an electronic control unit, which includes multiple sensors and control modules. Each of the sensors is respectively located on the intake unit, exhaust unit, cooling unit, and engine body, and each of the sensors is electrically connected to the electronic control unit.

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