CN219993807U - Exhaust gas recirculation system and car - Google Patents
Exhaust gas recirculation system and car Download PDFInfo
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- CN219993807U CN219993807U CN202321282389.4U CN202321282389U CN219993807U CN 219993807 U CN219993807 U CN 219993807U CN 202321282389 U CN202321282389 U CN 202321282389U CN 219993807 U CN219993807 U CN 219993807U
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- pipeline
- exhaust gas
- gas recirculation
- recirculation system
- exhaust
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- 239000003054 catalyst Substances 0.000 claims abstract description 43
- 238000011144 upstream manufacturing Methods 0.000 claims abstract description 19
- 239000007789 gas Substances 0.000 description 72
- 238000010586 diagram Methods 0.000 description 6
- 230000001276 controlling effect Effects 0.000 description 4
- 238000002156 mixing Methods 0.000 description 3
- 239000002912 waste gas Substances 0.000 description 3
- 230000006978 adaptation Effects 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 238000010276 construction Methods 0.000 description 2
- 238000001816 cooling Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000001914 filtration Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000003197 catalytic effect Effects 0.000 description 1
- 239000003344 environmental pollutant Substances 0.000 description 1
- 238000000605 extraction Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 231100000719 pollutant Toxicity 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
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- Exhaust Gas After Treatment (AREA)
Abstract
The utility model provides an exhaust gas recirculation system and an automobile, comprising an engine, an exhaust pipeline and an air inlet pipeline, wherein the exhaust pipeline is connected with the engine, and a catalyst is arranged in the exhaust pipeline; the exhaust gas recirculation system further comprises a first connecting pipeline and a second connecting pipeline, one end of the first connecting pipeline is connected with the exhaust pipeline at the upstream of the catalyst, the other end of the first connecting pipeline is connected with the air inlet pipeline, one end of the second connecting pipeline is connected to the exhaust pipeline at the downstream of the catalyst, the other end of the second connecting pipeline is connected with the air inlet pipeline, a first control valve is arranged in the first connecting pipeline, and a second control valve is arranged in the second connecting pipeline. The system can take gas before and after the catalyst so as to consider the gas taking pressure and the EGR rate.
Description
Technical Field
The utility model relates to the technical field of vehicles, in particular to an exhaust gas recirculation system and an automobile.
Background
Exhaust Gas recirculation is also known as EGR (Exhaust Gas Recirculation). Exhaust gas recirculation refers to returning a portion of the exhaust gas from the engine to the intake manifold of the engine and re-entering the cylinders after mixing with fresh air. Since the exhaust gas contains a large amount of polyatomic gas such as CO2, and the gas such as CO2 cannot be combusted, but absorbs a large amount of heat due to the high specific heat capacity, the maximum combustion temperature of the mixed gas in the cylinder can be lowered to reduce the generation amount of NOx.
The EGR system may be classified into a high-pressure EGR system that takes gas before a turbine and a low-pressure EGR system that takes gas after a catalyst for a system in which a turbocharger is provided. The high-pressure EGR system takes gas before the turbine does work, the gas pressure is higher, so that the gas pressure in the cylinder is too high, and the low-pressure EGR system takes gas after the catalyst, part of waste gas is discharged, so that the gas taking has the problem of lower gas pressure in the cylinder.
At present, most of automobile engines adopt a low-pressure EGR system, the EGR rate is relatively low, and better oil consumption cannot be realized.
Disclosure of Invention
The utility model aims to provide an exhaust gas recirculation system and an automobile, which can take gas before and after a catalyst so as to achieve both the gas taking pressure and the EGR rate.
The utility model provides an exhaust gas recirculation system, which comprises an engine, an exhaust pipeline and an air inlet pipeline, wherein the exhaust pipeline is connected with the engine, and a catalyst is arranged in the exhaust pipeline; the exhaust gas recirculation system further comprises a first connecting pipeline and a second connecting pipeline, one end of the first connecting pipeline is connected with the exhaust pipeline at the upstream of the catalyst, the other end of the first connecting pipeline is connected with the air inlet pipeline, one end of the second connecting pipeline is connected to the exhaust pipeline at the downstream of the catalyst, the other end of the second connecting pipeline is connected with the air inlet pipeline, a first control valve is arranged in the first connecting pipeline, and a second control valve is arranged in the second connecting pipeline.
In a specific embodiment, the system further comprises a cooler, and the first connecting pipeline and the second connecting pipeline are respectively provided with a corresponding cooler.
In one embodiment, the cooling device further comprises a cooler, and the first connecting pipeline and the second connecting pipeline are connected with one cooler at the same time.
In a specific embodiment, a third control valve is arranged between the cooler and the air inlet pipeline.
In a specific embodiment, the first control valve and the second control valve are both on-off valves, and the third control valve is a regulating valve.
In one embodiment, the exhaust gas recirculation system comprises a turbocharger comprising a turbine and a compressor, the turbine being arranged in the exhaust gas line and upstream of the catalyst, the first connecting line being connected to the exhaust gas line between the catalyst and the turbine, the first connecting line and the second connecting line being connected to the intake line upstream of the compressor.
In a specific embodiment, an intercooler is provided downstream of the compressor and/or an air filter is provided upstream of the compressor.
In one embodiment, the engine is a naturally aspirated engine, the exhaust gas recirculation system further comprises a throttle valve disposed in the intake line, and the first and second connecting lines are connected to an intake line between an intake side of the engine and the throttle valve.
In the utility model, the first connecting pipeline and the second connecting pipeline can respectively take gas at the upstream and downstream of the catalyst, and each connecting pipeline is provided with a corresponding control valve, so that gas taking before or after the catalyst can be carried out according to the requirement, and gas taking can be carried out by mixing, thereby solving the problems that the pressure of a conventional high-pressure EGR system is overlarge and the EGR rate of a low-pressure EGR system is lower.
The utility model also provides an automobile comprising the exhaust gas recirculation system. Has the same technical effects as the exhaust gas recirculation system described above.
Drawings
FIG. 1 is a schematic diagram of an exhaust gas recirculation system according to a first embodiment of the present utility model;
FIG. 2 is a schematic diagram of an exhaust gas recirculation system according to a second embodiment of the present utility model;
fig. 3 is a schematic diagram of an exhaust gas recirculation system according to a third embodiment of the present utility model.
The reference numerals in fig. 1-3 are illustrated as follows:
1-an air inlet pipeline; 2-an engine; 3-an exhaust line; 4-air filtering; 5-a compressor; 6-an intercooler; 7-throttle valve; 8-a turbine; 9-a catalyst; 10-a muffler; 11-a second connecting line; 12-a second control valve; 13-a cooler; 14-a first connecting line; 15-a first control valve; 16-a third control valve.
Detailed Description
In order to better understand the aspects of the present utility model, the present utility model will be described in further detail with reference to the accompanying drawings and detailed description.
Referring to fig. 1, fig. 1 is a schematic diagram of an exhaust gas recirculation system according to a first embodiment of the present utility model.
This embodiment provides an Exhaust Gas recirculation system, also called EGR (Exhaust Gas recirculation) system, comprising an engine 2, and an Exhaust line 3 connected to the engine 2, an intake line 1, the intake line 1 being typically connected to an intake manifold of the engine 2, the Exhaust line 3 being typically connected to an Exhaust manifold of the engine 2. The gas enters the engine 2 through the air inlet pipeline 1 to participate in combustion, and the combusted waste gas can be discharged through the exhaust pipeline 3. As shown in fig. 1, the exhaust pipe 3 of this embodiment is provided with a catalyst 9, that is, the catalyst 9 is connected in series in the exhaust pipe 3 for catalytic treatment of exhaust gas, and the catalyst 9 is, for example, an SCR catalyst 9 or the like, for reducing emission of pollutants, and meeting the requirements of exhaust gas emission regulations.
The exhaust gas recirculation system in this embodiment further includes a first connection pipe 14 and a second connection pipe 11, one end of the first connection pipe 14 is connected to the exhaust pipe 3 upstream of the catalyst 9, the other end is connected to the intake pipe 1, one end of the second connection pipe 11 is connected to the exhaust pipe 3 downstream of the catalyst 9, the other end is also connected to the intake pipe 1, and a first control valve 15 is provided in the first connection pipe 14, and a second control valve 12 is provided in the second connection pipe 11.
The "upstream" and "downstream" are defined by the flowing direction of the gas in the corresponding pipelines, two ends of the defined exhaust pipeline 3 are respectively a first air inlet end 3a and a first air outlet end 3b, the first air inlet end 3a is connected with the exhaust side of the engine 2, the gas flows from the first air inlet end 3a to the first air outlet end 3b in the exhaust pipeline 3, two ends of the defined air inlet pipeline 1 are respectively a second air inlet end 1a and a second air outlet end 1b, the second air outlet end 1b is connected with the air inlet side of the engine 2, and the gas flows from the second air inlet end 1a to the second air outlet end 1 b. Then in the exhaust line 3, upstream nearer the first inlet end 3a and downstream nearer the first outlet end 3b, and in the inlet line 1, upstream nearer the second inlet end 1a and downstream nearer the second outlet end 1 b.
The first connecting line 14 is connected to the exhaust line 3 upstream of the catalyst 9, i.e. the first connecting line 14 is connected between the engine 2 and the catalyst 9, so that after exhaust gases have been discharged through the engine 2, part of the exhaust gases can first enter the first connecting line 14 before entering the catalyst 9, i.e. the first connecting line 14 can take gas before the catalyst 9. The second connecting line 11 is connected to the exhaust line 3 downstream of the catalyst 9, i.e. the first connecting line 14 is connected between the catalyst 9 and the first outlet end 3b of the exhaust line 3, so that after the exhaust gas has been catalyzed by the catalyst 9, part of the gas can enter the second connecting line 11, i.e. the second connecting line 11 can take gas after the catalyst 9.
It can be seen that in this embodiment, the first connecting pipeline 14 and the second connecting pipeline 11 can respectively take gas upstream and downstream of the catalyst 9, and each connecting pipeline is provided with a corresponding control valve, so that gas taking before the catalyst 9 or after the catalyst 9 can be performed as required, and gas taking can be performed by mixing, thereby solving the problems that the pressure of a conventional high-pressure EGR system is too high and the EGR rate of a low-pressure EGR system is lower. The first control valve 15 and the second control valve 12 may be adjusting valves, for example, proportional valves, and may control the opening degree, so that the proportion of the front and rear intake air of the catalyst 9 may be adjusted according to the timing requirement of the EGR rate.
Specifically, when less EGR is required for the engine 2, the first control valve 15 may be closed, the second control valve 12 opened, and the EGR rate into the engine 2 is controlled by controlling the opening degree of the second control valve 12; when higher EGR is required for the engine 2, the second control valve 12 is closed and the first control valve 15 is opened, and the opening degree of the first control valve 15 can be controlled to control the EGR rate into the engine 2. Of course, both control valves may be opened to provide for mixed gas extraction based on actual EGR requirements.
The exhaust gas recirculation system in this embodiment further includes a cooler 13, and the first connecting line 14 and the second connecting line 11 are simultaneously connected to one cooler 13, so that the exhaust gas discharged from the cooler 13 is cooled and then enters the intake line 1, thereby preventing the intake air from being excessively high in temperature. In fig. 1, the second connecting line 11 is connected to the air intake line 1, the first connecting line 14 is connected to the second connecting line 11, the cooler 13 is connected in series to the second connecting line 11, and the first connecting line 14 is connected to the air intake line 1 indirectly through the second connecting line 11, so that the interface can be reduced, the structure is compact, and of course, the second connecting line 11 can also be connected to the air intake line 1 through the first connecting line 14. The two connecting pipelines share the cooler 13, so that the introduced waste gas can be cooled simultaneously, and the structure is compact and simple, and the cost is lower.
It can be seen that the exhaust gas recirculation system may be further provided with two coolers 13, and the first connecting pipeline 14 and the second connecting pipeline 11 are respectively provided with corresponding coolers 13 for separate cooling, which is also a feasible scheme, and the gas temperatures in the corresponding connecting pipelines may be correspondingly set and adjusted.
Referring to fig. 2, fig. 2 is a schematic diagram of an exhaust gas recirculation system according to a second embodiment of the present utility model.
This embodiment is substantially identical to the first embodiment in construction, except that in the second embodiment a third control valve 16 is also provided, the third control valve 16 being arranged between the cooler 13 and the inlet line 1, in particular in series in the second connecting line 11.
Specifically, when less EGR is required for the engine 2, the first control valve 15 may be fully closed, the second control valve 12 may be fully opened, and the EGR rate into the engine 2 is controlled by controlling the opening degree of the third control valve 16; when higher EGR is required for the engine 2, the second control valve 12 is fully closed, the first control valve 15 is fully opened, and the EGR rate into the engine 2 is controlled by controlling the opening of the third control valve 16. At this time, the first control valve 15 and the second control valve 12 only need to perform the full-open or full-close operation, and the EGR rate is not required to be precisely controlled; from the viewpoint of cost reduction, the first control valve 15 and the second control valve 12 may be low-cost on-off valves, such as butterfly valves, etc.
In addition, the first control valve 15, the second control valve 12 and the third control valve 16 may also be cooperatively controlled, for example, when the engine 2 suddenly enters a non-EGR rate condition from a high EGR rate condition, the second control valve 12 may be opened, the first control valve 15 may be closed, or the first control valve 15 and the second control valve 12 may be opened to allow the high-pressure gas in the EGR line to flow back into the exhaust pipe 3 of the engine 2 when the third control valve 16 is closed.
The exhaust gas recirculation system in the above two embodiments further includes a turbocharger device including a turbine 8 and a compressor 5, the turbine 8 being disposed in the exhaust gas line 3 and upstream of the catalyst 9, a first connecting line 14 being connected between the catalyst 9 and the turbine 8, and a first connecting line 14 and a second connecting line 11 being connected upstream of the compressor 5. After the exhaust gases from the engine 2 have passed through the turbine 8, the pressure is reduced and a moderate pressure exhaust gas is obtained by connecting the first connecting line 14 between the catalyst 9 and the turbine 8, without being too high or too low. The connection of the first connecting line 14 and the second connecting line 11 upstream of the compressor 5 facilitates the introduction of exhaust gases by the compressor 5 into the inlet line 1.
As shown in fig. 1 and 2, after the turbocharger is provided, an intercooler 6 may be provided downstream of the compressor 5, the intercooler 6 being connected in series in the intake line 1 downstream of the compressor 5. The compressor 5 pumps gas, the temperature of which is easily raised, and the provision of the intercooler 6 facilitates controlling the temperature of the gas entering the engine 2. In addition, the engine 2 is further provided with a throttle valve 7, the throttle valve 7 being connected in series in the intake pipe 1 to adjust the intake air amount, the throttle valve 7 being provided specifically between the intercooler 6 and the intake side of the engine 2.
Referring to fig. 3, fig. 3 is a schematic diagram of an exhaust gas recirculation system according to a third embodiment of the present utility model.
The construction is substantially the same as that of the first embodiment, except that the exhaust gas recirculation system in the third embodiment is not provided with a turbocharger and, accordingly, is not provided with an intercooler 6, and the engine 2 in this embodiment is a naturally aspirated engine 2, i.e., is not intake by the compressor 5, but is naturally intake, and in this case, the first connecting line 14 and the second connecting line 11 may be directly connected to the intake line 1. Specifically, in fig. 3, the engine 2 is also provided with a throttle valve 7, the throttle valve 7 being connected in series in the intake pipe 1, and the first connecting pipe 14 and the second connecting pipe 11 being directly connected to the intake pipe 1 between the throttle valve 7 and the intake side of the engine 2. In the embodiment of fig. 3, the second connecting line 11 is connected to the intake line 1, and the first connecting line 14 is connected to the second connecting line 11.
The exhaust gas recirculation system in the above embodiments further includes the air filter 4 and the muffler 10, and the first connecting pipe 14 and the second connecting pipe 11 are connected downstream of the air filter 4 to mix with the clean air after filtration and finally enter the engine 2. A muffler 10 is provided downstream of the catalyst 9 for noise cancellation, and a second connecting line 11 is connected between the catalyst 9 and the muffler 10.
The present embodiment also provides an automobile including the exhaust gas recirculation system according to any one of the above embodiments, and technical effects are the same as those of the above embodiments, and a discussion thereof will not be repeated.
The principles and embodiments of the present utility model have been described herein with reference to specific examples, the description of which is intended only to facilitate an understanding of the method of the present utility model and its core ideas. It should be noted that it will be apparent to those skilled in the art that various modifications and adaptations of the utility model can be made without departing from the principles of the utility model and these modifications and adaptations are intended to be within the scope of the utility model as defined in the following claims.
Claims (9)
1. An exhaust gas recirculation system is characterized by comprising an engine, an exhaust pipeline connected with the engine and an air inlet pipeline, wherein a catalyst is arranged in the exhaust pipeline; the exhaust gas recirculation system further comprises a first connecting pipeline and a second connecting pipeline, one end of the first connecting pipeline is connected with the exhaust pipeline at the upstream of the catalyst, the other end of the first connecting pipeline is connected with the air inlet pipeline, one end of the second connecting pipeline is connected to the exhaust pipeline at the downstream of the catalyst, the other end of the second connecting pipeline is connected with the air inlet pipeline, a first control valve is arranged in the first connecting pipeline, and a second control valve is arranged in the second connecting pipeline.
2. The exhaust gas recirculation system of claim 1, further comprising a cooler, wherein the first and second connecting lines are each provided with a corresponding cooler.
3. The exhaust gas recirculation system of claim 1, further comprising a cooler, wherein the first connecting line and the second connecting line are simultaneously connected to one of the coolers.
4. The exhaust gas recirculation system of claim 3, wherein a third control valve is disposed between the cooler and the intake conduit.
5. The exhaust gas recirculation system of claim 4, wherein the first control valve and the second control valve are both on-off valves, and the third control valve is a regulator valve.
6. The exhaust gas recirculation system according to any one of claims 1-5, characterized in that the exhaust gas recirculation system comprises a turbocharger device comprising a turbine and a compressor, the turbine being arranged in the exhaust gas line and upstream of the catalyst, the first connection line being connected to the exhaust gas line between the catalyst and the turbine, the first connection line and the second connection line being connected to the intake line upstream of the compressor.
7. The exhaust gas recirculation system of claim 6, wherein an intercooler is provided downstream of the compressor and/or an air filter is provided upstream of the compressor.
8. The exhaust gas recirculation system according to any one of claims 1-5, characterized in that the engine is a naturally aspirated engine, the exhaust gas recirculation system further comprising a throttle valve provided in the intake line, the first connecting line and the second connecting line being connected to the intake line between the intake side of the engine and the throttle valve.
9. An automobile comprising the exhaust gas recirculation system according to any one of claims 1 to 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321282389.4U CN219993807U (en) | 2023-05-24 | 2023-05-24 | Exhaust gas recirculation system and car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321282389.4U CN219993807U (en) | 2023-05-24 | 2023-05-24 | Exhaust gas recirculation system and car |
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| Publication Number | Publication Date |
|---|---|
| CN219993807U true CN219993807U (en) | 2023-11-10 |
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|---|---|---|---|
| CN202321282389.4U Active CN219993807U (en) | 2023-05-24 | 2023-05-24 | Exhaust gas recirculation system and car |
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| Country | Link |
|---|---|
| CN (1) | CN219993807U (en) |
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- 2023-05-24 CN CN202321282389.4U patent/CN219993807U/en active Active
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