CN215927555U

CN215927555U - Engine cooling structure and car

Info

Publication number: CN215927555U
Application number: CN202122600766.1U
Authority: CN
Inventors: 赵振兴
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2021-10-27
Filing date: 2021-10-27
Publication date: 2022-03-01
Anticipated expiration: 2031-10-27

Abstract

The utility model is suitable for the technical field of vehicles, and provides an engine cooling structure and an automobile. The engine cooling structure comprises an air inlet pipe, an exhaust pipe and a gas mixing pipe. The air compressor and the intercooler are respectively arranged on the air inlet pipe, the particle catcher is arranged on the exhaust pipe, one end of the air mixing pipe is communicated with the air inlet pipe, the communicating position of the air mixing pipe and the exhaust pipe is located at the downstream of the intercooler, the other end of the air mixing pipe is communicated with the exhaust pipe, and the communicating position of the air mixing pipe and the exhaust pipe is located at the upstream of the particle catcher. According to the engine cooling structure provided by the utility model, when the particle catcher is subjected to DTI during regeneration, air in the air inlet pipe at the downstream of the intercooler is conveyed to the air mixing pipe at the upstream of the particle catcher, so that the temperature of the air in the particle catcher is reduced, the regeneration temperature of the DPF (or SDPF) is further reduced, and the problem that the DPF (or SDPF) is burnt out is effectively avoided.

Description

Engine cooling structure and car

Technical Field

The utility model belongs to the technical field of vehicles, and particularly relates to an engine cooling structure and an automobile.

Background

A supercharger is arranged in an air inlet and exhaust unit of an existing diesel type engine and is divided into a turbine and an air compressor, the air compressor of the supercharger enables air from an air filter to be compressed into an intercooler, and the intercooler is used for cooling compressed air. The specific process of air flowing through the engine intake and exhaust unit is as follows: fresh air flows through an air Filter, an air compressor of a supercharger, an intercooler, an engine body and a turbine of the supercharger from an air inlet pipe in sequence, finally, engine exhaust gas passes through a DOC (Diesel Oxidation Catalyst)/LNT (lean NOx trap), a DPF (Diesel Particulate Filter)/SDPF (Diesel Particulate Filter with SCR Function) and an SCR (Selective Catalytic Reduction device) of an exhaust gas treatment unit, and then is discharged into the atmosphere after being purified.

If the cooling capacity of the intercooler is too strong, the combustion temperature of air entering the combustion chamber of the engine is relatively low, and further the exhaust temperature is low. The intercooler has strong cooling capacity, so that the air entering the combustion chamber of the engine has high density, large air inflow and good combustion economy.

However, the intercooler has a disadvantage of having too high cooling capability, for example, when the DPF (or SDPF) of the diesel engine is regenerated, the oil consumption is very high. The DPF (or SDPF) collects carbon particles in the exhaust gas of the engine, and the gradual increase of carbon particles in the DPF (or SDPF) causes an increase in the back pressure of the engine, resulting in a decrease in the performance of the engine, so that the carbon particles deposited in the DPF (or SDPF) are periodically removed. The mainstream technology in the industry is to increase the exhaust temperature by injecting more fuel into the engine, so that the hot exhaust gas (for example, > 590 ℃) burns off the carbon particles in the DPF (or SDPF). This behavior is referred to as DPF regeneration.

Detailed working principle of the most dominant way of DPF (or SDPF) regeneration for light-duty diesel vehicles currently on the market: the two ends of the DPF (or SDPF) are respectively provided with a pressure air taking pipe which is connected with the differential pressure sensor, because exhaust flows through the DPF (or SDPF) and is subjected to the resistance of the DPF (or SDPF), namely the pressure of the differential pressure pipe at the front end of the DPF (or SDPF) acquired by the differential pressure sensor is always larger than that at the rear end, when the ECU (namely a traveling computer) identifies that the value of the differential pressure sensor exceeds a certain set value, the engine starts to perform in-cylinder fuel post-injection. The in-cylinder fuel post-injection technology is that after the engine is normally injected and ignited, the fuel injector additionally injects fuel into the cylinder in the process of descending the piston. The fuel oil generated by the post injection generates a large amount of HC and CO, and the reactants and oxygen perform catalytic oxidation reaction to generate heat under the action of catalysts such as noble metals Pt and Rh in the LNT (or DOC) until the outlet temperature of the LNT (or DOC) reaches the temperature which is greater than 590 ℃ and is identified by a high-temperature sensor in front of the DPF (or SDPF) (different from vehicle type to vehicle type). The carbon particles can be oxidized and combusted at the temperature of more than 550 ℃, and the DPF regeneration efficiency is high when the exhaust temperature reaches more than 590 ℃.

From the above, it can be seen that if the intercooler cooling capacity is poor, the engine exhaust temperature must be high, which is certainly advantageous for DPF (or SDPF) regeneration, i.e. no engine post-injection is required, and naturally fuel is saved. The cooling capacity of the intercooler is generally configured to be weak in the existing vehicle models. However, if the engine DPF (or SDPF) regeneration time encounters a DTI (Drop to idle) condition, the DTI may burn the DPF out/burn it.

DTI is an atypical normal regeneration, also an uncontrolled regeneration. The DTI can be understood macroscopically that when an engine runs under a working condition with larger torque and a DPF (or SDPF) is regenerated, a vehicle suddenly enters an idling working condition, the oxygen content in tail gas is sufficient, the exhaust flow is small, if the temperature in the DPF (or SDPF) is high (for example: 650 ℃) and the carbon loading is larger at the moment, carbon particles are rapidly combusted, the internal temperature of the DPF (or SDPF) is sharply increased (over 800 ℃), and an excessively high temperature or temperature gradient is locally generated, so that the DPF (or SDPF) is damaged when the bearing limit is exceeded. DPF suppliers require that DPF (or SDPF) substrate temperatures should be less than 800 ℃. However, if the DTI operation is performed at a high engine exhaust temperature (e.g., about 650 ℃), DPF (or SDPF) damage will likely result.

SUMMERY OF THE UTILITY MODEL

The utility model aims to provide an engine cooling structure, which aims to solve or improve the technical problem that DPF (or SDPF) is easy to damage when the existing engine is regenerated and meets DTI (diesel particulate filter) to a certain extent.

In order to achieve the above object, the technical scheme adopted by the utility model is to provide an engine cooling structure, which comprises an air inlet pipe, an air outlet pipe and an air mixing pipe, wherein the air inlet pipe is respectively provided with a gas compressor and an intercooler, the air outlet pipe is provided with a particle catcher, one end of the air mixing pipe is communicated with the air inlet pipe, the communication position of the air inlet pipe and the particle catcher is positioned at the downstream of the intercooler, the other end of the air mixing pipe is communicated with the air outlet pipe, and the communication position of the air mixing pipe and the particle catcher is positioned at the upstream of the particle catcher.

In a possible implementation manner, a gas mixing pipe valve for controlling the on-off of the gas mixing pipe is installed on the gas mixing pipe.

In a possible implementation manner, the engine cooling structure further comprises a high-pressure water unit and a water outlet pipe, wherein the high-pressure water unit is used for providing a high-pressure water source, one end of the water outlet pipe is communicated with a water outlet end of the high-pressure water unit, the other end of the water outlet pipe is communicated with the air inlet pipe, and the communication position of the water outlet pipe and the air inlet pipe is located at the upstream of the intercooler.

In a possible implementation manner, an outlet pipe valve for controlling the on-off of the outlet pipe is installed on the outlet pipe.

In a possible implementation manner, the communication position of the water outlet pipe and the air inlet pipe is located at the downstream of the air compressor.

In a possible implementation manner, the engine cooling structure further comprises a spray head installed at the end part of the water outlet pipe, and the spray head extends into the air inlet pipe between the air compressor and the intercooler.

In a possible implementation manner, a water outlet pipe valve for controlling the on-off of the water outlet pipe is integrated on the spray head.

In a possible implementation manner, the exhaust pipe is further provided with a front-end tail gas processor, the front-end tail gas processor is a lean-burn nitrogen oxide trap or an oxidation catalyst, and the front-end tail gas processor is located at the upstream of the particle trap.

In one possible implementation, the communication between the gas mixing pipe and the exhaust pipe is located between the front end tail gas processor and the particle catcher.

Compared with the prior art, the engine cooling structure provided by the utility model has the advantages that through the arrangement of the air mixing pipe, when the particle catcher is subjected to DTI during regeneration, air in the air inlet pipe at the downstream of the intercooler is conveyed to the upstream of the particle catcher, the temperature of gas in the particle catcher is reduced, the regeneration temperature of the DPF (or SDPF) is reduced, and the problem that the DPF (or SDPF) is burnt out is effectively avoided.

The utility model further aims to provide an automobile which comprises the engine cooling structure.

Drawings

Fig. 1 is a schematic diagram of an engine cooling structure according to an embodiment of the present invention.

In the figure:

100. a high-pressure water unit;

200. a gas mixing pipe;

300. an air inlet pipe;

400. a compressor;

500. an intercooler;

600. an engine body;

700. a turbine;

800. an exhaust pipe; 810. a front end tail gas processor; 820. a particle trap; 830. a tail gas end processor;

900. an air cleaner;

1000. a water outlet pipe;

1100. a spray head;

1200. a gas mixing pipe valve.

Detailed Description

In order to make the technical problems, technical solutions and advantageous effects to be solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the utility model and are not intended to limit the utility model.

It should be noted that the terms "length," "width," "height," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "head," "tail," and the like, indicate orientations or positional relationships that are based on the orientations or positional relationships illustrated in the drawings, are used for convenience in describing the utility model and for simplicity in description, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed in a particular orientation, and be operated, and therefore should not be construed as limiting the utility model.

It is also noted that, unless expressly stated or limited otherwise, the terms "mounted," "connected," "secured," "disposed," and the like are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. Further, "plurality" or "a plurality" means two or more unless specifically limited otherwise.

Referring to fig. 1, a cooling structure of an engine according to an embodiment of the present invention will now be described. The engine cooling structure comprises an air inlet pipe 300, an exhaust pipe 800 and a gas mixing pipe 200, wherein the air inlet pipe 300 is provided with a gas compressor 400 and an intercooler 500 respectively, and the gas compressor 400 is inevitably located at the upstream of the intercooler 500 on the air inlet pipe 300, which is the same as the prior art. The exhaust pipe 800 is provided with at least a particulate trap 820, and specifically, the particulate trap 820 may be a diesel particulate trap (DPF) or a diesel particulate trap with a selective catalytic reduction device (SDPF). Therefore, the particulate trap 820 may have a problem in that the DPF (or SDPF) burns out when the DPF (or SDPF) is regenerated.

One end of the air mix pipe 200 communicates with the intake pipe 300, and a communication between the air mix pipe 200 and the intake pipe 300 is located downstream of the intercooler 500 (in the intake direction in the intake pipe 300), the other end of the air mix pipe 200 communicates with the exhaust pipe 800, and a communication between the air mix pipe 200 and the exhaust pipe 800 is located upstream of the particle trap 820 (in the exhaust direction in the exhaust pipe 800).

The air in the section of the intake pipe 300 after the charge air cooler 500 is compressed by the compressor 400 and therefore has a certain pressure (upstream of the particle trap 820 with respect to the exhaust pipe 800) and is cooled by the charge air cooler 500 (of course not through the engine block 600) and therefore is not too high in temperature (upstream of the particle trap 820 with respect to the exhaust pipe 800). Therefore, the air-mixing pipe 200 has a certain pressure difference and temperature difference at both ends.

Because of the supercharged intake system, the gas pressure inside can reach substantially 2-3 times atmospheric pressure, and the precondition for burning out of the DPF (or SDPF) is that the engine falls from a heavy load to idle, i.e. when the intake pressure is actually relatively high, substantially above 2.5 atmospheres. Therefore, by arranging the air mixing pipe 200, the air in the section of the air path of the air inlet pipe 300 after the intercooler 500 can be introduced into the upstream of the particle trap 820, so that the relatively low-temperature air in the section of the air path of the air inlet pipe 300 after the intercooler 500 is mixed with the exhaust gas in the particle trap 820 and cooled, and thus, when the DPF (or SDPF) is regenerated and suffers from DTI, the temperature of the gas in the particle trap 820 can be greatly reduced, and the DPF (or SDPF) is prevented from being damaged due to overhigh temperature during regeneration.

Compared with the prior art, the engine cooling structure provided by the embodiment of the utility model has the advantages that through the arrangement of the air mixing pipe, when the particle catcher is subjected to DTI during regeneration, air at the downstream of the intercooler in the air inlet pipe is conveyed to the upstream of the particle catcher, the temperature of gas in the particle catcher is reduced, the regeneration temperature of the DPF (or SDPF) is reduced, and the problem of burning out of the DPF (or SDPF) is effectively avoided.

In some embodiments, referring to fig. 1, in fact, the air inlet pipe 300, the engine body 600, the turbine 700 of the supercharger and the exhaust pipe 800 are connected in series to form an engine air inlet and outlet unit, and it should be understood that the engine air inlet and outlet unit is mounted on the vehicle body as in the prior art, and the adjacent devices in the engine air inlet and outlet unit may be connected by using necessary connecting pipes (of course, the connecting pipes are also part of the engine air inlet and outlet unit). It should be understood that the engine intake and exhaust unit may also include other components (e.g., air filter 900, etc.). The engine cooling structure provided by the embodiment of the utility model is applied to an engine air inlet and exhaust unit in an engine assembly.

In some embodiments, referring to fig. 1, a gas mixing valve 1200 is installed on the gas mixing pipe 200 to control the opening and closing of the gas mixing pipe 200. The gas path of the section of the intake pipe 300 located downstream of the intercooler 500 is in communication with the upstream of the particle trap 820 only when the air-mixing pipe valve 1200 is open, and the gas path of the section of the intake pipe 300 located downstream of the intercooler 500 is not in communication with the upstream of the particle trap 820 when the air-mixing pipe valve 1200 is closed.

Of course, as an opening strategy for the mixture pipe valve 1200, the mixture pipe valve 1200 is opened only when the DPF (or SDPF) is regenerated and subjected to DTI, and is closed in the rest cases. The gas mixing pipe valve 1200 may be opened manually or controlled by an ECU of the vehicle, and the structure and the opening mode are not limited, and of course, the gas transmission amount in the gas mixing pipe 200 may also be controlled by the gas mixing pipe valve 1200 through related design.

In some embodiments, as a specific control form of the air mixing pipe valve 1200, the air mixing pipe valve 1200 is an electrically controlled valve, which is electrically connected to an ECU of the vehicle, and the ECU controls the open/close state of the water outlet pipe valve. The ECU may control when the mixing pipe valve 1200 is opened according to some strategy. The precondition for DPF (or SDPF) regeneration and DPF (or SDPF) burnout is that the engine is reduced from a large load to an idle speed, when the DTI is formed instantaneously, that is, when the DPF (or SDPF) is regenerated, the opening of the throttle of the vehicle is suddenly changed from large to small (that is, when the DTI is formed, the user has an action of instantaneously releasing the throttle), because "DTI is formed instantaneously and DPF (or SDPF) regeneration" is controlled by the ECU (or the ECU can acquire a signal of DTI formation instantaneously and DPF (or SDPF) regeneration), and the ECU can sense the action information of the throttle quickly releasing, the opening strategy of the air mixing pipe valve 1200 may be: at the moment of DTI formation, during DPF (or SDPF) regeneration and after the accelerator opening undergoes a rapid process from big to small, the ECU controls the gas mixing pipe valve 1200 to be opened, and after the DPF (or SDPF) regeneration is finished (generally 10 seconds), the gas mixing pipe valve 1200 is closed.

In some embodiments, referring to fig. 1, the engine cooling structure provided in this embodiment further includes a high-pressure water unit 100 and a water outlet pipe 1000.

The high pressure water unit 100 is used to provide a high pressure water source, so that water with a certain pressure (pressure) can smoothly flow into the air inlet pipe 300 through the water outlet pipe 1000, and high pressure air in the air inlet pipe 300 is prevented from escaping through the water outlet pipe 1000 instead. The high-pressure water unit 100 may adopt the prior art, and its structure is not limited, and it is sufficient that it can provide a water source with a certain pressure, and certainly, the high-pressure water unit 100 should have a container (such as a water tank, etc.) for storing water and a pressure generating structure for making the water in the container have a certain pressure, and this pressure generating structure may be a structure such as an air pump (for pressurizing the container) or a water pump (for directly pressing water into the water outlet pipe 1000).

One end of the water outlet pipe 1000 is connected to the water outlet end (or water outlet) of the high-pressure water unit 100, and the other end of the water outlet pipe 1000 is connected to the air inlet pipe 300, of course, both ends of the water outlet pipe 1000 are also connected to the air inlet pipe 300 and the water outlet end of the high-pressure water unit 100. The water outlet pipe 1000 is used to introduce water in the high pressure water unit 100 into the intake pipe 300 to reduce the gas temperature in the intake pipe 300 (or in the engine intake and exhaust unit).

Specifically, the communication between the other end (water outlet end) of the water outlet pipe 1000 and the intake pipe 300 is located upstream of the intercooler 500 (in the intake direction in the intake pipe 300).

In this way, by providing the high pressure water unit 100 and the water outlet pipe 1000, the intercooler 500 may be assisted in cooling the air in the air intake pipe 300. In this way, the intercooler 500 may be designed to have a general or weak cooling capability to reduce fuel consumption during DPF (or SDPF) regeneration, and due to the cooling effect of the high-pressure water unit 100 and the water outlet pipe 1000, the exhaust temperature after passing through the engine body 600 and the turbine 700 is also greatly reduced, and even if the DPF (or SDPF) regeneration encounters DTI, even if the air mixing pipe 200 is not opened (certainly, the effect is better due to the combined action of the air mixing pipe 200 and the high-pressure water unit 100), the problem of burning out of the DPF (or SDPF) does not occur.

According to the engine cooling structure provided by the embodiment of the utility model, the high-pressure water unit 100 and the water outlet pipe 1000 are arranged, so that the temperature of gas flowing into the front gas path of the engine body in the air inlet pipe 300 is reduced, the temperature of exhaust gas passing through the engine body and the turbine is reduced, and the problem that the DPF (or SDPF) is burnt out when the DPF (or SDPF) regeneration meets DTI can be further effectively avoided by matching with the gas mixing pipe 200.

In some embodiments, an outlet pipe valve for controlling the on/off of the outlet pipe 1000 is installed on the outlet pipe 1000. When the valve of the water outlet pipe is opened, the water outlet pipe 1000 conveys water into the air inlet pipe 300 of the air inlet and exhaust unit of the engine, and when the valve of the water outlet pipe is closed, the water outlet pipe 1000 does not convey water into the air inlet pipe 300. Generally, as a strategy for opening the outlet pipe valve, moisture is required to be delivered into the intake pipe 300 to reduce the temperature only when the engine is started (or after the engine is started and the temperature of air in an intake and exhaust unit of the engine is raised), so when the engine is not started, moisture is not required to be delivered into the intake pipe 300, and therefore the outlet pipe valve should be set to control the delivery state of moisture. The water outlet pipe valve can be opened manually or controlled by an ECU of an automobile, the structure and the opening mode are not limited, and the water delivery quantity for delivering water to the air inlet and exhaust unit of the engine can be controlled by the water outlet pipe valve through related design.

In some embodiments, referring to fig. 1, the communication between the water outlet pipe 1000 and the air inlet pipe 300 is also located downstream (in the air inlet direction of the air inlet pipe 300) of the compressor 400, that is, the communication between the water outlet pipe 1000 and the intercooler 500 is located in the air inlet pipe 300 between the compressor 400 and the intercooler 500. The water outlet end of the water outlet pipe 1000 is arranged between the compressor 400 and the intercooler 500, so that a good and obvious cooling effect can be achieved. The air in the intake pipe 300 starts to become hot after passing through the compressor 400, while the air after passing through the engine body 600 has an excessive temperature, and if the temperature is lowered by using moisture, the required moisture is excessive, so that the moisture is suitable for being input after the compressor 400 and before the intercooler 500 to lower the temperature of the air before entering the engine body 600 in the engine intake and exhaust unit.

Through some preliminary tests of the embodiment, when a certain vehicle model encounters a working condition that DPF (or SDPF) regeneration encounters DTI, the high-pressure water unit 100 and the water outlet pipe 1000 are not used on the premise that the temperature behind the air compressor 400 is 209 ℃, and the exhaust temperature reaches 840 ℃ due to the intercooled temperature of 82 ℃ and the intake temperature of 82 ℃ (the air mixing pipe 200 is not started during the test); by using the high-pressure water unit 100 and the water outlet pipe 1000, the temperature after intercooling is 63 ℃ and the inlet air temperature at 63 ℃ enables the exhaust temperature to reach 683 ℃ (the air mixing pipe 200 is not used in the test), and the cooling effect is obvious, so that the problem that the DPF (or SDPF) is burnt out when the DPF (or SDPF) regeneration meets DTI can be effectively avoided.

In some embodiments, referring to fig. 1, as an optimized structure of the water outlet pipe 1000, the engine cooling structure provided in the embodiments of the present invention further includes (fixedly) a spray head 1100 installed at an end (water outlet end) of the water outlet pipe 1000 and used for dispersing water in the water outlet pipe 1000, wherein the spray head 1100 extends into the air inlet pipe 300 between the compressor 400 and the intercooler 500. Of course, the air inlet tube 300 must be provided with an opening for the nozzle 1100 to extend into, and the nozzle 1100 should be hermetically connected with the opening. The spray head 1100 is certainly communicated with the water outlet end of the water outlet pipe 1000, the spray head 1100 can break up moisture in the water outlet pipe 1000, so that the moisture is in a dispersed state when flowing into the air inlet pipe 300, the contact area between the moisture and air in the air inlet pipe 300 is increased, and the moisture is easier to fuse with the air in the air inlet pipe 300 and cool.

In some embodiments, as a specific form of the outlet valve, the outlet valve may be integrated into the spray head 1100, and the outlet valve may control the opening and closing of the spray head 1100, and thus the opening and closing of the outlet pipe 1000.

In some embodiments, as a specific control form of the outlet pipe valve, the outlet pipe valve is an electrically controlled valve, which is electrically connected to an ECU of the vehicle, and the ECU controls the open/close state of the outlet pipe valve. The ECU may control when the outlet pipe valve is opened according to some strategy, such as when the engine is started, or when the engine is started and the air temperature in the intake and exhaust unit of the engine reaches a certain temperature.

In some embodiments, referring to FIG. 1, as an embodiment of the exhaust duct 800, the exhaust duct 800 further comprises a front end exhaust gas processor 810, wherein the front end exhaust gas processor 810 is located upstream of the particle trap 820 in the exhaust duct 800. The front end exhaust processor 810 may be a lean-burn nitrogen oxide trap (i.e., LNT) or an oxidation catalyst (i.e., DOC). The exhaust gas is sequentially processed by the front end exhaust gas processor 810 and the particle trap 820 to reach a dischargeable or quasi-dischargeable state.

Of course, in the engine intake exhaust unit, the front end exhaust processor 810 communicates with the turbine 700 and the particle trap 820, respectively.

In some embodiments, the front end exhaust gas treater 810 has a carrier with carrier channels, and the noble metal mixture in the carrier channels is mainly Ba (OH)₂And Ba (NO3)₂A mixture of (a).

During use, the increase of water vapor in the gas path can affect the use of the LNT. The LNT has a very important function, namely that the noble metal mixture BaCO in the carrier pore channels of the LNT₃The nitrogen oxide can be adsorbed or released under proper conditions, and the reaction principle is as follows:

BaCO₃+2NO₂+1/2O₂→Ba(NO3)₂+CO₂(adsorption)

Ba(NO₃)₂+CO₂+8H₂→BaCO₃+5H₂O+2NH₃(Desorption)

The water vapor (moisture) in this example is BaCO₃This capability is reduced by half. That is to say H₂O affects the above "adsorption, desorption".

Can be processed into BaCO₃With Ba (OH)₂And (4) replacing. Ba (OH)₂Relative BaCO₃In H₂When the amount of O is large, more "adsorption active sites" can be provided. So that the water vapor of the embodiment does not have secondary influence. The specific reaction principle is as follows:

Ba(OH)₂+2NO₂+O₂→Ba(NO₃)₂+2H₂o (adsorption)

Ba(NO₃)₂+2H₂O→Ba(OH)₂+2NO+2O₂(desorption).

In some embodiments, referring to fig. 1, the connection between the gas mixture pipe 200 and the exhaust pipe 800 is specifically located between the front end exhaust gas processor 810 and the particle trap 820.

In some embodiments, referring to fig. 1, as a specific form of the exhaust pipe 800, an end exhaust gas processor 830 is further disposed on the exhaust pipe 800, and the end exhaust gas processor 830 is generally configured as a Selective Catalytic Reduction (SCR) device. Alternatively, the particulate trap 820 is provided as a DPF, and the end exhaust gas processor 830 is located at the rear side of the particulate trap 820 in the exhaust direction in the exhaust pipe 800, the end exhaust gas processor 830 communicating with the particulate trap 820.

After the front end tail gas processor 810, the particle catcher 820 and the tail end tail gas processor 830 are sequentially processed, the exhaust gas reaches the emission standard and can be discharged to the atmosphere.

Based on the same inventive concept, the embodiment of the application further provides an automobile, which comprises the engine cooling structure in each embodiment. The automobile provided by the embodiment of the utility model comprises the engine cooling structure in the embodiment, so that the automobile has all the beneficial effects of the engine cooling structure.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the utility model, and any modifications, equivalents and improvements made within the spirit and principle of the present invention are intended to be included within the scope of the present invention.

Claims

1. The utility model provides an engine cooling structure, its characterized in that, includes intake pipe (300), blast pipe (800) and gas mixture pipe (200), be provided with compressor (400) and intercooler (500) respectively on intake pipe (300), be provided with particle catcher (820) on blast pipe (800), the one end intercommunication of gas mixture pipe (200) intake pipe (300), and the intercommunication department of the two is located the low reaches of intercooler (500), the other end intercommunication of gas mixture pipe (200) blast pipe (800), and the intercommunication department of the two is located the upper reaches of particle catcher (820).

2. An engine cooling structure according to claim 1, wherein a gas mixing pipe valve (1200) for controlling the on-off of the gas mixing pipe (200) is installed on the gas mixing pipe (200).

3. The structure for reducing the temperature of an engine according to claim 1 or 2, further comprising a high-pressure water unit (100) for providing a high-pressure water source and a water outlet pipe (1000), wherein one end of the water outlet pipe (1000) is communicated with the water outlet end of the high-pressure water unit (100), the other end of the water outlet pipe (1000) is communicated with the air inlet pipe (300), and the communication position of the two is located at the upstream of the intercooler (500).

4. An engine cooling structure according to claim 3, characterized in that the outlet pipe (1000) is provided with an outlet pipe valve for controlling the on-off of the outlet pipe (1000).

5. An engine cooling structure according to claim 3, wherein the communication between the water outlet pipe (1000) and the air inlet pipe (300) is located downstream of the compressor (400).

6. Engine cooling structure according to claim 5, characterized in that it further comprises a spray head (1100) mounted at the end of the water outlet pipe (1000), the spray head (1100) extending into the air intake pipe (300) between the compressor (400) and the intercooler (500).

7. The engine cooling structure according to claim 6, characterized in that a water outlet pipe valve for controlling the on-off of the water outlet pipe (1000) is integrated on the spray head (1100).

8. The engine cooling structure according to claim 1 or 2, wherein a front end exhaust gas processor (810) is further provided on the exhaust pipe (800), the front end exhaust gas processor (810) is a lean-burn nitrogen oxide trap or an oxidation catalyst, and the front end exhaust gas processor (810) is located upstream of the particle trap (820).

9. The engine cooling structure according to claim 8, wherein the communication between the air mixing pipe (200) and the exhaust pipe (800) is between the front end exhaust gas processor (810) and the particle trap (820).

10. An automobile characterized by comprising the engine cooling structure according to any one of claims 1 to 9.