Catalysts, exhaust systems and vehicles

Abstract

This application relates to a catalytic converter, an exhaust assembly, and a vehicle, belonging to the field of vehicle exhaust gas treatment technology. It includes a housing, an insulation component, a heating component, and an opening / closing component. The housing has an air inlet and an air outlet communicating with its interior. The insulation component covers the housing and maintains the internal temperature of the housing. The heating component is located inside the housing and heats the interior. The opening / closing component is located at the air outlet of the housing and opens or closes the air outlet. The opening / closing component, along with the insulation and heating components, works synergistically to ensure the catalytic converter always operates within its high-efficiency temperature range, significantly reducing pollutant emissions and decreasing the frequency of heating component activation, thus optimizing overall vehicle energy consumption.

Description

Technical Field

[0001] This application relates to the technical field of vehicle exhaust treatment, and more particularly to a catalytic converter, an exhaust assembly, and a vehicle. Background Technology

[0002] Hybrid electric vehicles typically feature two power systems: an engine and an electric motor. When the battery is sufficiently charged or the electric motor's torque meets driving needs, the engine can stop working. Conversely, when the battery is low on power or when higher torque is required, the engine starts to provide power or charge the battery. Vehicles also usually include a catalytic converter, an exhaust aftertreatment device. Its core function is to use a catalyst coated on an internal carrier to efficiently chemically react harmful gases emitted from the engine at high temperatures, converting them into harmless substances such as water vapor, carbon dioxide, and nitrogen, thereby significantly reducing environmental pollution.

[0003] In existing technologies, hybrid vehicles frequently start and stop their engines, especially in urban driving conditions. The short and irregular engine operation times make it difficult for the catalytic converter in the exhaust system to maintain a stable operating temperature. Catalytic converters typically rely on the high-temperature exhaust gases from the engine for heating. However, during cold starts, due to the low exhaust temperature and unstable airflow, the catalytic converter cannot quickly reach its ignition temperature. This results in a significant reduction in the conversion efficiency of pollutants such as hydrocarbons, carbon monoxide, and nitrogen oxides in the exhaust gases, leading to excessive emissions. Utility Model Content

[0004] This application addresses, to at least some extent, one of the technical problems in the related art.

[0005] Therefore, this application aims to provide a catalytic converter, exhaust assembly, and vehicle that slows down the cooling rate of the catalytic converter after the engine is shut down through a heat insulation component. During engine cold starts, a heating component actively preheats the catalytic converter, allowing it to quickly reach its effective operating temperature. When the engine is shut off, an opening / closing component closes the exhaust port, allowing high-temperature exhaust gases to be stored inside the catalytic converter, utilizing waste heat for insulation. This ensures the catalytic converter remains within its efficient operating temperature range, significantly reducing pollutant emissions and decreasing the frequency of heating component activation, thus optimizing overall vehicle energy consumption.

[0006] To achieve the above objectives, in a first aspect, this application provides a catalyst, comprising: The housing has an air inlet and an air outlet communicating with its interior. A thermal insulation component, which covers the housing and is used to maintain the temperature inside the housing; A heating assembly is disposed inside the housing and is used to heat the interior of the housing; An opening and closing assembly is disposed at the air outlet of the housing, and the opening and closing assembly is used to open or close the air outlet.

[0007] In this technical solution, the insulation component effectively slows down the cooling rate of the catalytic converter after the engine stops, maintaining its operating temperature even with frequent engine start-stop cycles. During engine cold starts, the heating component actively and quickly preheats the catalytic converter, rapidly bringing it to its effective operating temperature and resolving the emission exceedance issue caused by insufficient temperature during cold starts. When the engine is off, the opening and closing component closes the exhaust port, storing high-temperature exhaust gases inside the catalytic converter and utilizing waste heat for insulation. The opening and closing component, along with the insulation and heating components, work synergistically to ensure the catalytic converter remains within its efficient operating temperature range, significantly reducing pollutant emissions, decreasing the frequency of heating component activation, and optimizing overall vehicle energy consumption.

[0008] In some embodiments of this application, the opening / closing component includes: A door panel, wherein the door panel is disposed at the air outlet; An actuating element is used to drive the door panel to flip at the air outlet, so as to open or close the air outlet.

[0009] In this technical solution, the door panel is flipped using an actuating element, enabling rapid and precise control of the air vent's opening and closing. This structure responds quickly, closing rapidly the vent the moment the engine is turned off to seal in heat, and opening quickly when the engine starts to ensure unobstructed exhaust and prevent excessive back pressure from affecting engine performance.

[0010] In some embodiments of this application, the opening and closing component further includes a tube body disposed at the air outlet; The door panel is rotatably connected to the inside of the pipe body via a rotating shaft. The door panel opens or closes the pipe body to open or close the air outlet. The pivot on the door panel extends through the tube body, and the actuating component is located outside the tube body and connected to the pivot.

[0011] In this technical solution, the door panel is rotatably connected to the inside of the added pipe via a pivot, making the entire opening and closing assembly more independent and complete, facilitating its production and assembly as a module. The pivot passes through the pipe and connects to the external actuating component, effectively avoiding direct impact and damage to the actuating component from high-temperature and corrosive exhaust gases, improving the durability and reliability of the opening and closing assembly, and ensuring its long-term stable operation in harsh exhaust environments.

[0012] In some embodiments of this application, the thermal insulation component includes a cover that covers the outside of the housing, and a sealed first thermal insulation cavity is formed between the cover and the outer wall of the housing.

[0013] In the technical solution, the cover and the shell form a sealed first insulation cavity. Because the first insulation cavity is closed, it is equivalent to an air gap, which has an insulation effect and can significantly slow down the loss of heat from the shell to the outside through radiation and convection.

[0014] In some embodiments of this application, the first insulation cavity is filled with thermal insulation material.

[0015] In this technical solution, the insulation material utilizes its extremely low thermal conductivity to significantly enhance the insulation effect. The insulation material effectively fills the cavity space, suppressing airflow within the cavity and minimizing heat loss due to heat conduction and convection. This allows the catalyst to be maintained at a high temperature for a longer period, further reducing heating energy consumption and improving the overall energy efficiency of the system.

[0016] In some embodiments of this application, a second insulation cavity is provided inside the first insulation cavity, which is isolated from the first insulation cavity. The second insulation cavity contacts the outer wall of the shell, and oil is provided inside the second insulation cavity.

[0017] In this technical solution, the second insulation chamber and the oil have a higher specific heat capacity than air, meaning they can absorb and store more heat, and the rate of heat absorption and dissipation is slower. When the catalyst temperature is high, the oil absorbs and stores heat; when the catalyst begins to cool, the oil slowly releases the stored heat to continuously and stably replenish the heat to the catalyst, thereby slowing down the temperature drop inside the shell.

[0018] In some embodiments of this application, the heating assembly includes: An electric heating plate is disposed inside the housing and near the air inlet; the electric heating plate has through-holes for airflow.

[0019] In this technical solution, an electric heating plate with vents is placed near the air intake to directly heat the incoming cold exhaust gas, raising its temperature. Secondly, its radiant heat can also directly heat the downstream catalyst, achieving rapid and uniform temperature rise. The vents on the electric heating plate ensure that the exhaust passage remains unobstructed during the heating process, preventing blockage of the engine exhaust.

[0020] In some embodiments of this application, a tubular gasket is fitted to the inner wall of the housing, and a catalyst is disposed within the gasket; the electric heating plate is disposed on the side of the catalyst facing the air inlet.

[0021] In this technical solution, the catalyst is fixed within the housing by a gasket, which also provides some protection for the catalyst. An electric heating plate is positioned close to the side of the catalyst where the gas flow is directed, enabling the most direct and efficient heat transfer. Heat is transferred to the catalyst through conduction and radiation, preheating the exhaust gas that will soon pass through it. This high thermal energy utilization ensures both speed and effectiveness of preheating.

[0022] In addition, this application also provides an exhaust assembly, including an exhaust manifold, a front exhaust pipe, a rear exhaust pipe, and the aforementioned catalytic converter; The exhaust manifold, the front exhaust pipe, the catalytic converter, and the rear exhaust pipe are connected in sequence.

[0023] In this technical solution, a complete exhaust gas treatment process is formed by sequentially connecting the catalytic converter to the exhaust manifold, front exhaust pipe, and rear exhaust pipe. This modular assembly design facilitates vehicle layout and installation. The catalytic converter of this exhaust assembly has self-heating and heat preservation functions, enabling the entire exhaust system to maintain extremely high emission purification efficiency when dealing with the complex operating conditions of hybrid vehicles, thereby improving the environmental performance and technical level of the entire vehicle system.

[0024] In addition, this application also provides a vehicle including an engine and the above-described exhaust assembly, wherein the exhaust manifold is connected to and communicates with the exhaust port of the engine.

[0025] In the technical solution, the vehicle's catalytic converter has self-heating and heat preservation functions, ensuring that the catalytic converter is always in the high-efficiency operating temperature range, significantly reducing pollutant emissions, reducing the frequency of heating component activation, and optimizing the vehicle's energy consumption.

[0026] As can be seen from the above technical solutions, additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall structure of the catalyst according to an embodiment of this application; Figure 2 This is a cross-sectional structural schematic diagram of a catalyst according to an embodiment of this application; Figure 3 This is a cross-sectional view of a catalyst according to an embodiment of this application; Figure 4 This is a side view of a catalyst according to an embodiment of this application.

[0028] In the above figures: 100, shell; 101, air inlet; 102, air outlet; 103, air inlet pipe; 104, air outlet pipe; 200, opening and closing assembly; 201, pipe body; 202, door panel; 203, starting component; 300, heat insulation assembly; 301, cover; 302, heat insulation material; 303, partition; 304, oil; 400, electric heating plate; 500, gasket; 600, catalyst. Detailed Implementation

[0029] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application 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, and therefore should not be construed as a limitation of this application. In this application, unless otherwise expressly 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 part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature. In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0030] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments. It's important to note that in the automotive industry, hybrid vehicles typically feature two power systems: an engine and an electric motor. When the battery is sufficiently charged or the electric motor's torque meets driving requirements, the engine can stop operating. Conversely, when the battery is low on power or when higher torque is needed, the engine starts to provide power or charge the battery. Vehicles also usually include a catalytic converter, an exhaust aftertreatment device. Its core function is to use a catalyst coated on an internal carrier to efficiently chemically react harmful gases emitted from the engine at high temperatures, converting them into harmless substances such as water vapor, carbon dioxide, and nitrogen, thereby significantly reducing environmental pollution.

[0031] In existing technologies, hybrid vehicles frequently start and stop their engines, especially in urban driving conditions. The short and irregular engine operation times make it difficult for the catalytic converter in the exhaust system to maintain a stable operating temperature. Catalytic converters typically rely on the high-temperature exhaust gases from the engine for heating. However, during cold starts, due to the low exhaust temperature and unstable airflow, the catalytic converter cannot quickly reach its ignition temperature. This results in a significant reduction in the conversion efficiency of pollutants such as hydrocarbons, carbon monoxide, and nitrogen oxides in the exhaust gases, leading to excessive emissions.

[0032] Based on this, this application proposes a catalytic converter that slows down the cooling rate of the catalytic converter after the engine is shut down through a heat insulation component. During engine cold starts, a heating component actively preheats the catalytic converter, allowing it to quickly reach its effective operating temperature. When the engine is turned off, an opening and closing component closes the exhaust port, allowing high-temperature exhaust gases to be stored inside the catalytic converter, utilizing the waste heat for insulation. This ensures that the catalytic converter always operates within its efficient temperature range, significantly reducing pollutant emissions and decreasing the frequency of heating component activation, thus optimizing overall vehicle energy consumption.

[0033] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0034] Referring to all the accompanying drawings, in an illustrative embodiment of the catalytic converter, exhaust assembly, and vehicle described in this application, the catalytic converter includes a housing 100, with an air inlet 101 and an air outlet 102 communicating with its interior. The air inlet 101 of the housing 100 is connected and communicates with the exhaust port of the engine. A catalyst 600 is disposed within the housing 100. Exhaust gas generated by the engine enters the housing 100 and undergoes a chemical reaction with the catalyst 600 within the housing 100, thereby converting the exhaust gas into harmless substances and discharging it through the air outlet 102, thus achieving exhaust gas purification.

[0035] In some embodiments, the catalyst includes a thermal insulation component 300 that covers the housing 100 and is used to maintain the temperature inside the housing 100. The thermal insulation component 300 effectively slows down the cooling rate of the catalyst after the engine is stopped, and can maintain the operating temperature of the catalyst even with frequent engine start-stop cycles.

[0036] In some embodiments, the catalyst includes a heating assembly disposed inside the housing 100, which is used to heat the interior of the housing 100. During engine cold starts, the heating assembly can actively and quickly preheat the catalyst, enabling it to rapidly reach its effective operating temperature, thus solving the problem of excessive emissions caused by insufficient temperature during cold starts.

[0037] In some embodiments, the catalyst includes an opening / closing assembly 200 disposed at the outlet 102 of the housing 100. The opening / closing assembly 200 is used to open or close the outlet 102. When the engine is off, the opening / closing assembly 200 closes the outlet 102, allowing high-temperature exhaust gas to be stored inside the catalyst and kept warm using waste heat. The opening / closing assembly 200, together with the insulation assembly 300 and the heating assembly, works synergistically to ensure that the catalyst is always operating within its efficient temperature range, significantly reducing pollutant emissions and decreasing the frequency of heating assembly activation, thus optimizing overall vehicle energy consumption.

[0038] In some embodiments, the air inlet 101 of the housing 100 is connected to and communicates with an air intake pipe 103, which facilitates communication with the engine's exhaust port. Alternatively, in the vehicle, the catalytic converter's air intake pipe 103 is connected to and communicates with the front exhaust pipe.

[0039] In some embodiments, the air outlet 102 of the housing 100 is connected to and communicates with an air outlet pipe 104. In the vehicle, the air outlet pipe 104 facilitates connection and communication with the rear exhaust pipe.

[0040] In some embodiments, the housing 100 is integrally formed with the inlet pipe 103 and the outlet pipe 104. Specifically, the housing 100, the inlet pipe 103, and the outlet pipe 104 are integrally injection molded. Alternatively, the inlet pipe 103 and the outlet pipe 104 are welded to the housing 100. This design can significantly improve the structural integrity and sealing performance of the catalyst, effectively avoiding high-temperature exhaust gas leakage caused by cracking at the connection points, thereby enhancing the reliability and durability of the system.

[0041] Understandably, the diameters of the inlet 101 and outlet 102 are smaller than the inner diameter of the middle section of the housing 100. Therefore, the inner diameters of the corresponding inlet pipe 103 and outlet pipe 104 are also smaller than the inner diameter of the middle section of the housing 100. This design increases capacity, allowing for the installation of more or larger catalysts 600, and makes the catalysts more visually apparent. Furthermore, when high-temperature exhaust gas enters the spacious middle section of the housing 100 from the narrow inlet 101, the flow rate decreases sharply, increasing the residence time of the exhaust gas within the housing 100. This allows for more thorough contact and chemical reaction between the harmful gases and the catalyst 600, significantly improving conversion efficiency. Simultaneously, the reduced flow rate also decreases rapid heat loss, promoting heat accumulation and retention within the housing 100.

[0042] In some embodiments, the opening / closing assembly 200 includes a door panel 202 and an actuating member 203, with the door panel 202 disposed at the air outlet 102. The actuating member 203 is used to rotate the door panel 202 at the air outlet 102, thereby opening or closing the air outlet 102. By controlling the rotation of the door panel 202 through the actuating member 203, the opening or closing of the air outlet 102 can be quickly and precisely controlled. This structure has a rapid response, closing quickly when the engine is turned off to seal in heat; and opening quickly when the engine is started to ensure unobstructed exhaust and avoid excessive back pressure that could affect engine performance.

[0043] Furthermore, the shape of the door panel 202 is the same as the cross-sectional shape of the air outlet 102, so as to ensure that the projection of the door panel 202 from the depth direction of the air outlet 102 can completely cover the air outlet 102 in a certain state, thereby ensuring that the door panel 202 seals the air outlet 102 and prevents gas leakage.

[0044] Specifically, the air outlet 102 is circular. The door panel 202 is also circular. The axis of rotation of the door panel 202 passes through its center to ensure that the door panel 202 can rotate around its center line and close the air outlet 102.

[0045] It is understood that the vent pipe 104 on the housing 100, which communicates with the vent 102, can be considered part of the vent 102. That is, the vent pipe 104 is the vent 102. This definition is recognized by those skilled in the art. Therefore, the door panel 202 is disposed inside the vent pipe 104.

[0046] In some embodiments, the opening / closing assembly 200 further includes a tube 201 disposed at the air outlet 102, and a door panel 202 rotatably connected to the inside of the tube 201 via a pivot. The door panel 202 opens or closes the tube 201 to open or close the air outlet 102. Rotating the door panel 202 to the inside of the additional tube 201 via a pivot makes the entire opening / closing assembly 200 more independent and complete, facilitating its production and assembly as a module.

[0047] Specifically, the pipe body 201 can be inserted into the inside of the air outlet 102, that is, the pipe body 201 is inserted into the inside of the air outlet pipe 104. The outer wall of the pipe body 201 is tightly fitted with the inner wall of the air outlet 102 and the air outlet pipe 104 to ensure that the exhaust gas will not leak through the gap between the pipe body 201 and the air outlet 102 and the air outlet pipe 104.

[0048] In another embodiment, the pipe body 201 can be directly connected to and communicate with the exhaust pipe 104. That is, the pipe body 201 is located between the exhaust pipe 104 and the subsequent exhaust pipe. The inner diameter of the pipe body 201 can be the same as the inner diameter of the exhaust pipe 104, reducing the impact on the exhaust gas flow rate. In addition, when the opening and closing assembly 200 is damaged, it is easier to remove the opening and closing assembly 200 for repair or replacement.

[0049] In some embodiments, a pivot is provided on the door panel 202. The pivot on the door panel 202 extends through to the outside of the pipe body 201, and the actuating component 203 is disposed outside the pipe body 201 and connected to the pivot. The pivot extending through the pipe body 201 and connecting to the external actuating component 203 effectively avoids direct impact and damage to the actuating component 203 by high-temperature and corrosive exhaust gases, improves the durability and reliability of the opening and closing assembly 200, and ensures its long-term stable operation in harsh exhaust environments.

[0050] Specifically, the axis of the rotating shaft passes through the center of the door panel 202, meaning the axis of the rotating shaft is the diameter of the door panel 202. When the vent pipe 104 passes through the pipe body 201, the rotating shaft passes through the pipe body 201 and then through the vent pipe 104. This ensures that the starting component 203 is located outside the vent pipe 104.

[0051] Furthermore, the starter 203 can be a motor, possessing precise angular displacement control capabilities, allowing for flexible adjustment of the door panel 202 opening to adapt to different engine operating conditions. The starter 203 can also be a rotary electromagnet, which responds rapidly and can quickly trigger the closing action the moment the engine is shut off. Alternatively, the starter 203 can be a linear electromagnet combined with a linkage mechanism, which efficiently converts linear motion into rotational motion, resulting in a compact structure and high output force. Finally, the starter 203 can be a cylinder, which offers greater reliability and thrust, making it particularly suitable for harsh environments with electromagnetic interference or high temperatures.

[0052] In some embodiments, the thermal insulation component 300 includes a cover 301 that covers the exterior of the housing 100, and a sealed first thermal insulation cavity is formed between the cover 301 and the outer wall of the housing 100. Because the first thermal insulation cavity is closed, it acts as an air gap, providing thermal insulation and significantly reducing heat loss from the housing 100 through radiation and convection.

[0053] Specifically, the cover 301 is made of metal. Furthermore, the cover 301 is preferably made of heat-insulating material. The metal cover 301 possesses excellent mechanical strength, resistance to high-temperature oxidation, and resistance to thermal shock, enabling it to withstand the high temperature, high pressure, and vibration conditions of engine exhaust.

[0054] In addition, a heat-insulating coating can be provided inside the cover 301. The heat-insulating coating improves the heat insulation effect of the cover 301. This improves the heat preservation effect of the shell 100 while reducing heat radiation to other parts of the vehicle.

[0055] In some embodiments, the first insulation cavity is filled with a thermal insulation material 302. The thermal insulation material 302 utilizes its extremely low thermal conductivity to greatly enhance the insulation effect. The thermal insulation material 302 effectively fills the cavity space, suppresses airflow within the cavity, and minimizes heat loss caused by heat conduction and convection. This allows the catalyst to be maintained at a high temperature for a longer period, thereby further reducing heating energy consumption and improving the overall energy efficiency of the system.

[0056] Specifically, the thermal insulation material 302 can be thermal insulation cotton, felt, or fiberglass, etc. Any material that provides thermal insulation is acceptable, and will not be elaborated further here.

[0057] In some embodiments, a second insulation cavity, isolated from the first insulation cavity, is provided within the first insulation cavity. The second insulation cavity contacts the outer wall of the housing 100, and oil 304 is disposed within the second insulation cavity. The oil 304 in the second insulation cavity has a higher specific heat capacity than air, meaning it can absorb and store more heat, and its heat absorption and dissipation rates are slower. When the catalyst temperature is high, the oil 304 absorbs and stores heat; when the catalyst begins to cool, the oil 304 slowly releases the stored heat to continuously and stably replenish the heat to the catalyst, thereby delaying the temperature drop inside the housing 100.

[0058] Specifically, a partition 303 is provided inside the first insulation cavity. The partition 303 is annular and is fitted to the outer peripheral wall of the housing 100. A sealed cavity is formed between the partition 303 and the outer wall of the housing 100, which is the aforementioned second insulation cavity.

[0059] It is understandable that the housing 100 is tubular, and the housing 100, the partition 303, and the cover 301 are coaxially arranged.

[0060] Furthermore, the partition 303 within the first insulation cavity can be a second insulation cavity, with its own sealed interior. The partition 303 can be removed for easy maintenance and replacement. Moreover, the partition 303 is a separate, sealed structure, which also reduces the possibility of oil 304 leakage.

[0061] It is understandable that this application uses 304 oil as insulation to absorb heat from the housing 100 during engine operation and to slowly dissipate heat when the engine is off, thus achieving insulation of the interior of the housing 100. 304 oil is used instead of water because water would boil at high temperatures, causing excessive pressure in the second insulation cavity and posing a risk of bursting.

[0062] In some embodiments, the heating assembly includes an electric heating plate 400, which is disposed within the housing 100 and near the air inlet 101; the electric heating plate 400 has through-holes for airflow. Using an electric heating plate 400 with through-holes and arranging it near the air inlet 101 allows for direct heating of the incoming cold exhaust gas, increasing its temperature. Furthermore, its radiant heat can directly heat the downstream catalyst 600, achieving rapid and uniform temperature rise. The through-holes on the electric heating plate 400 ensure that the exhaust passage remains unobstructed during heating, preventing blockage of the engine exhaust.

[0063] In some embodiments, a tubular gasket 500 is fitted to the inner wall of the housing 100, and a catalyst 600 is disposed within the gasket 500; an electric heating plate 400 is disposed on the side of the catalyst 600 facing the air inlet 101. The gasket 500 fixes the catalyst 600 within the housing 100 and provides some protection to the catalyst 600. Positioning the electric heating plate 400 close to the side of the catalyst 600 where the airflow is directed allows for the most direct and efficient heat transfer. Heat can act on the catalyst 600 through conduction and radiation, preheating the exhaust gas about to flow through it, resulting in high thermal energy utilization and ensuring both speed and effectiveness of preheating.

[0064] In some embodiments, the electric heating plate 400 includes a circular plate portion and a bonding portion, which are connected to each other. The catalyst 600 is cylindrical, with the circular plate portion bonded to the end of the catalyst 600 and the bonding portion arc-shaped and bonded to the outer peripheral wall of the catalyst 600. The electric heating plate 400 heats not only the end of the catalyst 600 but also the outer peripheral wall of the catalyst 600 using the bonding portion. This maximizes the contact area, achieving efficient and uniform preheating of the cylindrical catalyst 600.

[0065] Specifically, the circular plate, attached to the inlet face of the catalyst 600, directly blocks and heats the initially entering low-temperature exhaust gas, while simultaneously heating the front end of the catalyst 600 through heat conduction. The arc-shaped attachment portion covers the outer peripheral wall of the catalyst 600, directly transferring heat to the side areas of the catalyst 600 through large-area contact. The electric heating plate 400, by wrapping the heating structure, significantly shortens the temperature difference between the center and edge of the catalyst 600, enabling the catalyst 600 to reach the required temperature more quickly and uniformly. This improves the exhaust gas conversion efficiency during the cold start phase and effectively reduces pollutant emissions.

[0066] The material of catalyst 600 is a conventional technique in this field and will not be described in detail here.

[0067] It is understandable that the electric heating plate 400 needs to be connected to an electrical wire. Therefore, in this application, the electrical wire passes through the housing 100, the thermal insulation material 302, and the cover 301 in sequence.

[0068] Furthermore, this application also provides an exhaust assembly, including an exhaust manifold, a front exhaust pipe, a rear exhaust pipe, and the aforementioned catalytic converter; the exhaust manifold, front exhaust pipe, catalytic converter, and rear exhaust pipe are sequentially connected and interconnected. By sequentially connecting the catalytic converter to the exhaust manifold, and the front and rear exhaust pipes, a complete exhaust gas treatment process is formed. This modular assembly design facilitates vehicle layout and installation. The catalytic converter of this exhaust assembly has self-heating and heat preservation functions, enabling the entire exhaust system to maintain extremely high emission purification efficiency when dealing with the complex operating conditions of hybrid vehicles, thereby improving the environmental performance and technical level of the entire vehicle system.

[0069] Furthermore, this application also provides a vehicle including an engine and the aforementioned exhaust assembly, with an exhaust manifold connected to and communicating with the engine's exhaust port. The vehicle's catalytic converter has self-heating and heat preservation functions, ensuring that the catalytic converter is always within its efficient operating temperature range, significantly reducing pollutant emissions, reducing the frequency of heating component activation, and optimizing overall vehicle energy consumption.

[0070] In some embodiments, the electric heating plate 400 is electrically connected to the vehicle controller. The vehicle controller determines whether to electrically heat the catalytic converter based on preset temperature conditions. For this purpose, a temperature sensor is provided to detect the temperature of the exhaust gas or the interior of the catalytic converter.

[0071] Specific methods for determining cold starts can be based on the temperature detected by a temperature sensor, or on the duration of engine shutdown. These methods are conventional techniques in the field and will not be elaborated upon here.

[0072] In addition, during engine cold starts, the heating components can actively and quickly preheat the catalyst, enabling it to reach its effective operating temperature rapidly, thus solving the problem of excessive emissions caused by insufficient temperature during the cold start phase.

[0073] Furthermore, the starter component 203 in the start-stop assembly 200 is electrically connected to the controller. When the engine is detected to be off, the controller controls the starter component 203 to operate, which in turn drives the door panel 202 to close the exhaust port 102, allowing the high-temperature exhaust gas to be stored inside the catalytic converter and kept warm using the waste heat of the exhaust gas. When the engine is detected to be starting, the controller controls the starter component 203 to operate, which in turn drives the door panel 202 to open the exhaust port 102, preventing the high-pressure exhaust gas from being unable to escape and causing excessive pressure on the engine side.

[0074] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A catalyst, characterized in that, It includes: The housing has an air inlet and an air outlet communicating with its interior. A thermal insulation component, which covers the housing and is used to maintain the temperature inside the housing; A heating assembly is disposed inside the housing and is used to heat the interior of the housing; An opening and closing assembly is disposed at the air outlet of the housing, and the opening and closing assembly is used to open or close the air outlet.

2. The catalyst according to claim 1, characterized in that, The opening / closing component includes: A door panel, wherein the door panel is disposed at the air outlet; An actuating element is used to drive the door panel to flip at the air outlet, so as to open or close the air outlet.

3. The catalyst according to claim 2, characterized in that, The opening and closing assembly also includes a tube body, which is disposed at the air outlet. The door panel is rotatably connected to the inside of the pipe body via a rotating shaft. The door panel opens or closes the pipe body to open or close the air outlet. The pivot on the door panel extends through the tube body, and the actuating component is located outside the tube body and connected to the pivot.

4. The catalyst according to claim 1, characterized in that, The thermal insulation component includes a cover that covers the outside of the housing, and a sealed first thermal insulation cavity is formed between the cover and the outer wall of the housing.

5. The catalyst according to claim 4, characterized in that, The first insulation cavity is filled with thermal insulation material.

6. The catalyst according to claim 5, characterized in that, The first insulation cavity is provided with a second insulation cavity that is isolated from the first insulation cavity. The second insulation cavity is in contact with the outer wall of the shell and is provided with oil.

7. The catalyst according to claim 6, characterized in that, The heating component includes: An electric heating plate is disposed inside the housing and near the air inlet; the electric heating plate has through-holes for airflow.

8. The catalyst according to claim 7, characterized in that, The inner wall of the housing is fitted with a tubular gasket, and a catalyst is disposed inside the gasket; the electric heating plate is disposed on the side of the catalyst facing the air inlet.

9. An exhaust assembly, characterized in that, Includes an exhaust manifold, a front exhaust pipe, a rear exhaust pipe, and a catalytic converter as described in any one of claims 1 to 8; The exhaust manifold, the front exhaust pipe, the catalytic converter, and the rear exhaust pipe are connected in sequence.

10. A vehicle, characterized in that, Includes an engine and an exhaust assembly as described in claim 9, wherein the exhaust manifold is connected to and communicates with the exhaust port of the engine.

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