CN112761756B - Tail gas treatment system for fuel oil train and control method thereof - Google Patents
Tail gas treatment system for fuel oil train and control method thereof Download PDFInfo
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- CN112761756B CN112761756B CN202110048258.9A CN202110048258A CN112761756B CN 112761756 B CN112761756 B CN 112761756B CN 202110048258 A CN202110048258 A CN 202110048258A CN 112761756 B CN112761756 B CN 112761756B
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- 238000000034 method Methods 0.000 title claims abstract description 12
- 239000000295 fuel oil Substances 0.000 title description 18
- 239000007800 oxidant agent Substances 0.000 claims abstract description 72
- 230000003197 catalytic effect Effects 0.000 claims abstract description 50
- 239000013618 particulate matter Substances 0.000 claims abstract description 39
- 239000000446 fuel Substances 0.000 claims abstract description 30
- 230000003993 interaction Effects 0.000 claims abstract description 16
- 238000011144 upstream manufacturing Methods 0.000 claims description 19
- 230000009471 action Effects 0.000 claims description 18
- 230000001133 acceleration Effects 0.000 claims description 4
- 230000008859 change Effects 0.000 claims description 4
- 239000007789 gas Substances 0.000 description 93
- UGFAIRIUMAVXCW-UHFFFAOYSA-N Carbon monoxide Chemical compound [O+]#[C-] UGFAIRIUMAVXCW-UHFFFAOYSA-N 0.000 description 14
- 229910002091 carbon monoxide Inorganic materials 0.000 description 14
- 239000004215 Carbon black (E152) Substances 0.000 description 12
- 229930195733 hydrocarbon Natural products 0.000 description 12
- 150000002430 hydrocarbons Chemical class 0.000 description 12
- 239000004071 soot Substances 0.000 description 8
- 230000002035 prolonged effect Effects 0.000 description 6
- 238000000746 purification Methods 0.000 description 6
- 230000000694 effects Effects 0.000 description 5
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 4
- 238000012423 maintenance Methods 0.000 description 4
- 229910052751 metal Inorganic materials 0.000 description 4
- 239000002184 metal Substances 0.000 description 4
- 239000000779 smoke Substances 0.000 description 4
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 3
- 229910052799 carbon Inorganic materials 0.000 description 3
- 230000008569 process Effects 0.000 description 3
- 238000003915 air pollution Methods 0.000 description 2
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 2
- 229910002092 carbon dioxide Inorganic materials 0.000 description 2
- 239000001569 carbon dioxide Substances 0.000 description 2
- 239000003054 catalyst Substances 0.000 description 2
- 239000000919 ceramic Substances 0.000 description 2
- 238000004140 cleaning Methods 0.000 description 2
- 239000011248 coating agent Substances 0.000 description 2
- 238000000576 coating method Methods 0.000 description 2
- 238000013461 design Methods 0.000 description 2
- 239000003344 environmental pollutant Substances 0.000 description 2
- 238000001914 filtration Methods 0.000 description 2
- 150000002739 metals Chemical class 0.000 description 2
- 229910000510 noble metal Inorganic materials 0.000 description 2
- 230000001590 oxidative effect Effects 0.000 description 2
- 229910052760 oxygen Inorganic materials 0.000 description 2
- 239000001301 oxygen Substances 0.000 description 2
- 150000002940 palladium Chemical class 0.000 description 2
- 150000003057 platinum Chemical class 0.000 description 2
- 231100000719 pollutant Toxicity 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/022—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters characterised by specially adapted filtering structure, e.g. honeycomb, mesh or fibrous
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
- F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
- F01N13/08—Other arrangements or adaptations of exhaust conduits
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/033—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices
- F01N3/035—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Health & Medical Sciences (AREA)
- Toxicology (AREA)
- Processes For Solid Components From Exhaust (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
The application relates to the field of fuel trains, in particular to a tail gas treatment system for a fuel train and a control method thereof, which comprises the following steps: the engine ignition switch, the engine rotation speed detector, the tail gas processor and the man-machine interaction system; the tail gas processor is provided with a main passage, a first bypass and a second bypass which are connected in parallel; the main passage is provided with a diesel catalytic oxidizer and a particulate matter oxidizer; the first bypass is provided with a diesel particulate filter; the second bypass is a straight-through bypass; the inlet end of the main passage, the inlet end of the first bypass and the inlet end of the second bypass are respectively provided with a valve; the man-machine interaction system comprises a display unit and a control unit; the engine ignition switch, the engine rotation speed detector, the main passage valve, the first bypass valve, the second bypass valve and the display unit are all electrically connected with the control unit. The application recognizes the running condition of the engine based on the state parameters of the engine ignition switch and the engine speed detector through the man-machine interaction system, and adjusts the tail gas processor according to the recognized running condition.
Description
Technical Field
The application relates to the technical field of fuel trains, in particular to a tail gas treatment system for a fuel train and a control method thereof.
Background
The fuel train is usually driven by a diesel engine, the exhaust gas discharge capacity is large, and particularly when the engine of the fuel train is just started, the fuel is insufficiently combusted due to the fact that the optimal combustion condition is not achieved, and the concentration of Particulate Matters (PM) in the exhaust gas is high.
The tail gas treatment system for the fuel oil train in the prior art is usually single-channel, a purification unit for purifying tail gas is arranged in the channel, the purification channel of the tail gas treatment system for the fuel oil train with the structure is extremely easy to be blocked by particulate matters in the tail gas, the carbon smoke treatment effect in the tail gas is poor, and the overhaul period of the tail gas treatment system for the fuel oil train is short.
Disclosure of Invention
The tail gas treatment system for the fuel oil train in the prior art is usually single-channel, a purification unit for purifying tail gas is arranged in the channel, the purification channel of the tail gas treatment system for the fuel oil train with the structure is extremely easy to be blocked by particulate matters in the tail gas, the carbon smoke treatment effect in the tail gas is poor, and the overhaul period of the tail gas treatment system for the fuel oil train is short.
Aiming at the technical problems, the technical scheme provided by the application is as follows:
the application provides a tail gas treatment system for a fuel train, which comprises: the engine ignition switch, the engine rotation speed detector, the tail gas processor and the man-machine interaction system; the exhaust gas processor includes an exhaust gas inlet and an exhaust gas outlet; a main passage, a first bypass and a second bypass are arranged between the exhaust inlet and the exhaust outlet, and the main passage, the first bypass and the second bypass are arranged in parallel; wherein, the main passage is internally provided with a diesel catalytic oxidizer and a particulate matter oxidizer in sequence; a diesel particulate filter is arranged in the first bypass; the second bypass is a straight-through bypass; the inlet end of the main passage is provided with a main passage valve; the inlet end of the first bypass is provided with a first bypass valve; the inlet end of the second bypass is provided with a second bypass valve; the man-machine interaction system comprises a display unit and a control unit which are electrically connected; the engine ignition switch, the engine rotation speed detector, the main passage valve, the first bypass valve, the second bypass valve and the display unit are all electrically connected with the control unit; the control unit is used for controlling the opening and closing actions of the main passage valve, the first bypass valve and the second bypass valve according to the on-off state of the engine ignition switch and the rotating speed data of the engine rotating speed detector; the display unit is used for displaying control, state and fault information of the main passage valve, the first bypass valve and the second bypass valve.
Further, the control unit comprises an intelligent control unit and a manual input unit which are electrically connected; the manual input unit is used for manually inputting control instructions of the main passage valve, the first bypass valve and the second bypass valve and sending the control instructions to the intelligent control unit; the intelligent control unit is used for automatically controlling or manually controlling the opening and closing of the main passage valve, the first bypass valve and the second bypass valve.
Further, a main passage differential pressure sensor is arranged on the main passage; the main passage differential pressure sensor is used for detecting the differential pressure between the upstream of the diesel catalytic oxidizer and the downstream of the particulate matter oxidizer; the main passage differential pressure sensor is electrically connected with the intelligent control unit; the intelligent control unit is also used for controlling the opening and closing actions of the main passage valve, the first bypass valve and the second bypass valve according to the pressure difference data of the main passage pressure difference sensor; the display unit is also used for displaying the differential pressure data of the main passage differential pressure sensor and the fault information of the main passage.
Further, a first bypass differential pressure sensor is arranged on the first bypass; the first bypass differential pressure sensor is used for detecting the differential pressure between the upstream and downstream of the diesel particulate filter; the first bypass differential pressure sensor is electrically connected with the intelligent control unit; the intelligent control unit is also used for controlling the opening and closing actions of the main passage valve, the first bypass valve and the second bypass valve according to the differential pressure data of the first bypass differential pressure sensor; the display unit is also used for displaying the differential pressure data of the first bypass differential pressure sensor and the fault information of the first bypass.
Further, on the main passage, a diesel catalytic oxidizer front-row temperature detector is arranged at the upstream of the diesel catalytic oxidizer; a diesel catalytic oxidizer back-row temperature detector is arranged between the downstream of the diesel catalytic oxidizer and the upstream of the particulate matter oxidizer; the front-row temperature detector of the diesel catalytic oxidizer and the rear-row temperature detector of the diesel catalytic oxidizer are electrically connected with the intelligent control unit; the intelligent control unit is also used for controlling the opening and closing actions of the main passage valve, the first bypass valve and the second bypass valve according to the temperature data of the front-row temperature detector of the diesel catalytic oxidizer and the rear-row temperature detector of the diesel catalytic oxidizer; the display unit is also used for displaying temperature data of the front-row temperature detector of the diesel catalytic oxidizer and the rear-row temperature detector of the diesel catalytic oxidizer and fault information of the diesel catalytic oxidizer.
Further, a diesel particulate filter front-row temperature detector is arranged on the first bypass and upstream of the diesel particulate filter; a diesel particulate filter back-emission temperature detector is arranged at the downstream of the diesel particulate filter; the diesel particulate filter front-row temperature detector and the diesel particulate filter rear-row temperature detector are electrically connected with the intelligent control unit; the intelligent control unit is also used for controlling the opening and closing actions of the main passage valve, the first bypass valve and the second bypass valve according to the temperature data of the front-row temperature detector of the diesel particulate filter and the rear-row temperature detector of the diesel particulate filter; the display unit is also used for displaying temperature data of the front-row temperature detector of the diesel particulate filter and the rear-row temperature detector of the diesel particulate filter and fault information of the diesel particulate filter.
The application also provides a control method of the tail gas treatment system for the fuel train, which adopts the tail gas treatment system for the fuel train and comprises the following steps:
a starting stage: the control unit receives that the engine ignition switch is turned on, the rotating speed data of the engine rotating speed detector is smaller than a first threshold value, and the control unit controls the first bypass valve to be opened, the main passage valve to be closed and the second bypass valve to be closed;
stable operation phase: the control unit receives that the engine ignition switch is turned on, the rotating speed data of the engine rotating speed detector is larger than a second threshold value and lasts for a certain time, and the control unit controls the main passage valve to be opened, the first bypass valve to be closed and the second bypass valve to be closed;
emergency state: the control unit controls the second bypass valve to open, the main passage valve to open, and the first bypass valve to close.
Further, the control method of the tail gas treatment system for the fuel oil train further comprises the following steps:
acceleration operation phase: the control unit receives that the engine ignition switch is turned on, the speed data change rate of the engine speed detector is larger than a third threshold value and lasts for a certain time, and the control unit controls the main passage valve to be opened, the first bypass valve to be opened and the second bypass valve to be closed.
The application has the advantages or beneficial effects that:
the tail gas treatment system for the fuel oil train provided by the application can be used for identifying and recognizing the running condition of the engine of the fuel oil train based on the state parameters of the engine ignition switch and the engine rotating speed detector through the man-machine interaction system, and adjusting and setting the tail gas processor through the control unit. The circulating passage of the tail gas in the tail gas processor can be switched among three lines, and the high-concentration particulate matter tail gas generated during engine starting is independently treated through the first bypass, so that the problem of large black smoke during starting is solved, and then the tail gas of the engine is led into the main passage, so that the period of possible blockage of the main passage is greatly prolonged, and the maintenance period of the tail gas treatment system for the fuel train can be effectively prolonged. By arranging the second bypass, the problems that the engine cannot normally run and unexpected safety is caused by the blockage of the main passage and the exhaust of the engine is blocked are prevented, and the normal running of the engine can be better ensured. The display unit can display control, state and fault information of the main passage valve, the first bypass valve and the second bypass valve, so that an operator can grasp the running state of the tail gas processor in real time.
Drawings
The application and its features, aspects and advantages will become more apparent from the detailed description of non-limiting embodiments with reference to the following drawings. Like numbers refer to like parts throughout. The drawings are not intended to be drawn to scale, emphasis instead being placed upon illustrating the principles of the application.
Fig. 1 is a schematic diagram of the exhaust gas treatment system for a fuel train provided in embodiment 1.
Detailed Description
It should be noted that, without conflict, the embodiments of the present application and features of the embodiments may be combined with each other. It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the present application.
It will be understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, steps, operations, devices, components, and/or groups thereof.
The terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," "outer," and the like, as used herein, refer to an orientation or positional relationship based on that shown in the drawings, merely for convenience of description and to simplify the description, and do not denote or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus are not to be construed as limiting the application.
The terms "first," "second," "third," and the like, as used herein, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
Unless specifically stated or limited otherwise, the terms "mounted," "connected," and "coupled" should be construed broadly, as if they were fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present application will be understood in specific cases by those of ordinary skill in the art.
The following description of the technical solutions according to the embodiments of the present application refers to the accompanying drawings, which are included to illustrate only some embodiments of the application, and not all embodiments. Accordingly, the following detailed description of the embodiments of the application, as presented in the figures, is not intended to limit the scope of the application, as claimed, but is merely representative of selected embodiments of the application. All other embodiments, which can be made by a person skilled in the art without making any inventive effort, are intended to fall within the scope of the present application.
Example 1
The tail gas treatment system for the fuel oil train in the prior art is usually single-channel, a purification unit for purifying tail gas is arranged in the channel, the purification channel of the tail gas treatment system for the fuel oil train with the structure is extremely easy to be blocked by particulate matters in the tail gas, the carbon smoke treatment effect in the tail gas is poor, and the overhaul period of the tail gas treatment system for the fuel oil train is short.
In order to solve the above-mentioned technical problem, embodiment 1 provides an exhaust gas treatment system for a fuel train, as shown in fig. 1, including: an engine ignition switch 02, an engine speed detector 03, an exhaust gas processor 01 and a man-machine interaction system 04.
The exhaust gas processor 01 comprises an exhaust gas inlet 1 and an exhaust gas outlet 2; a main passage 3, a first bypass 4 and a second bypass 5 are arranged between the exhaust inlet 1 and the exhaust outlet 2, and the main passage 3, the first bypass 4 and the second bypass 5 are arranged in parallel; wherein, a diesel catalytic oxidizer (DOC) 30 and a particulate matter oxidizer (POC) 31 are arranged in the main passage 3 in sequence; a Diesel Particulate Filter (DPF) 40 is provided in the first bypass 4; the second bypass 5 is a through bypass; the inlet end of the main passage 3 is provided with a main passage valve 001; the inlet end of the first bypass 4 is provided with a first bypass valve 002; the inlet end of the second bypass 5 is provided with a second bypass valve 003. The particulate matter oxidizer (POC) 31 may be replaced by a Diesel Particulate Filter (DPF) and a partial flow particulate trap (PDPF), and an aggregate of two or more of the devices of the particulate matter oxidizer (POC), the Diesel Particulate Filter (DPF) and the partial flow particulate trap (PDPF) may be used.
The man-machine interaction system 04 comprises a display unit 6 and a control unit 7 which are electrically connected; the engine ignition switch 02, the engine rotation speed detector 03, the main passage valve 001, the first bypass valve 002, the second bypass valve 003 and the display unit 6 are all electrically connected with the control unit 7; wherein, the control unit 7 is used for controlling the opening and closing actions of the main passage valve 001, the first bypass valve 002 and the second bypass valve 003 according to the on-off state of the engine ignition switch 02 and the rotating speed data of the engine rotating speed detector 03; the display unit 6 is used for displaying control, status and fault information of the main passage valve 001, the first bypass valve 002 and the second bypass valve 003.
The exhaust gas processor 01 of the exhaust gas treatment system for a fuel train provided in embodiment 1 is provided with three channels, and can control the opening and closing states of the main passage valve 001, the first bypass valve 002 and the second bypass valve 003 according to the operation conditions of the engine. Specifically:
start-up phase (when the engine is just started): the control unit 7 receives the "the engine ignition switch 02 is turned on, the rotational speed data of the engine rotational speed detector 03 is smaller than the first threshold value", and the control unit 7 controls the first bypass valve 002 to be opened, the main passage valve 001 to be closed, and the second bypass valve 003 to be closed; at this time, the first bypass 4 communicates, and the main passage 3 and the second bypass 5 are closed. When the fuel oil train engine is just started, the tail gas of the high-concentration Particulate Matters (PM) directly passes through the first bypass 4, and under the action of the diesel particulate matter filter (DPF) 40, the Particulate Matters (PM) in the tail gas are filtered and captured, so that the Particulate Matters (PM) in the tail gas can be obviously reduced, and the filtering effect of the diesel particulate matter filter (DPF) 40 can reach more than 80 percent. Since the engine start-up phase lasts for a short period of time, the total amount of exhaust emissions is small, and Particulate Matter (PM) which is a main pollutant in the exhaust gas is filtered out, the exhaust emissions in the engine start-up phase do not substantially cause significant air pollution. The starting stage is mainly based on the engine speed because the concentration of Particulate Matter (PM) in the exhaust gas is high when the engine has just been started, and the exhaust gas of the engine needs to be led into the first bypass 4 at this time to realize the problem of soot cleaning in the starting stage. This process is generally feasible within a few tens of seconds after engine start, with engine speed as a basis.
Stable operation phase: the control unit 7 receives the "the engine ignition switch 02 is turned on, the rotational speed data of the engine rotational speed detector 03 is greater than the second threshold value for a certain time", and the control unit 7 controls the main passage valve 001 to be opened, the first bypass valve 002 to be closed and the second bypass valve 003 to be closed; at this time, the main passage 3 communicates, and the first bypass 4 and the second bypass 5 are closed. When the fuel train engine is in normal operation, the tail gas sequentially flows through a diesel catalytic oxidizer (DOC) 30 and a particulate matter oxidizer (POC) 31 in the main passage 3, and Hydrocarbon (HC), carbon monoxide (CO) and Particulate Matters (PM) in the tail gas are purified. The diesel catalytic oxidizer (DOC) 30 and Particulate Oxidizer (POC) 31 in the main passage 3 are treated to substantially reduce Hydrocarbon (HC), carbon monoxide (CO) and Particulate Matter (PM) emissions.
The diesel catalytic oxidizer (DOC) 30 generally uses metal or ceramic as a catalyst carrier, and the main active components in the coating are noble metals and rare metals such as platinum series and palladium series. When the exhaust gas passes through the diesel catalytic oxidizer (DOC) 30, hydrocarbon (HC) and carbon monoxide (CO) can quickly react with oxygen in the exhaust gas at a lower temperature to generate pollution-free water (H) 2 O) and carbon dioxide (CO) 2 ) So as to achieve the aim of purifying HC and CO in the tail gas.
The particulate matter oxidizer (POC) 31 operates on the principle of collecting particulate matter and catalytically oxidizing the Particulate Matter (PM) by means of a high temperature (250-500 ℃) of the exhaust gas to achieve the purpose of reducing the Particulate Matter (PM).
Accelerated run phase (engine will have a stronger soot generation): the control unit 7 receives the "the engine ignition switch 02 is turned on, the change rate of the rotational speed data of the engine rotational speed detector 03 is greater than the third threshold value and lasts for a certain time", and the control unit 7 controls the main passage valve 001 to be opened, the first bypass valve 002 to be opened and the second bypass valve 003 to be closed, and filters out soot during acceleration.
Emergency (when partial or total blockage of the main passage 3 occurs): the control unit 7 controls the second bypass valve 003 to open, the main passage valve 001 to open, and the first bypass valve 002 to close. At this time, the second bypass 5 is communicated, the first bypass 4 is closed, and the main passage 3 is communicated. In the emergency mode, exhaust emission can be realized through the second bypass 5, and the problems that the engine exhaust is blocked and the normal operation cannot be performed and unexpected safety is caused due to the blockage of the main passage 3 are prevented. When the main passage 3 is partially or completely blocked, the normal operation of the engine can be ensured through the emergency mode.
It should be noted that the specific ways of controlling the opening of the second bypass valve 003 by the control unit 7 include, but are not limited to, two ways of automatic control and manual control.
In the exhaust gas treatment system for a fuel train provided in embodiment 1, the state parameters of the engine ignition switch 02 and the engine speed detector 03 can be based on the man-machine interaction system 04, so as to identify and identify the operation condition of the engine of the fuel train, and accordingly, the control unit 7 adjusts and sets the exhaust gas treatment device 01. The circulation passage of the tail gas in the tail gas processor 01 can be switched among three lines, and the high-concentration particulate matter tail gas generated during engine starting is independently treated through the first bypass 4, so that soot during engine starting can be remarkably purified, the problem of large soot discharged by the tail gas during starting is solved, and the tail gas of the engine is led into the main passage, so that the period of possible blockage of the first bypass 4 and the main passage 3 is greatly prolonged, and the maintenance period of the tail gas treatment system for the fuel train can be effectively prolonged. By providing the second bypass 5, the engine can be prevented from being blocked from normal operation and unexpected safety problems due to the blockage of the main passage 3, and the normal operation of the engine can be better ensured. The display unit 6 can display control, status and fault information of the main passage valve 001, the first bypass valve 002 and the second bypass valve 003, so that an operator can grasp the operation status of the exhaust gas processor 01 in real time.
Further, as shown in fig. 1, the control unit 7 includes an intelligent control unit 70 and a manual input unit 71 electrically connected to each other; wherein the manual input unit 71 is used for manually inputting control instructions of the main passage valve 001, the first bypass valve 002 and the second bypass valve 003, and sending the control instructions to the intelligent control unit 70; the intelligent control unit 70 is used for automatically controlling or manually controlling the opening and closing of the main passage valve 001, the first bypass valve 002 and the second bypass valve 003.
In particular, the manual input unit 71 may be integrated with the display unit 6 on the human-computer interaction system 04. The man-machine interaction system 04 provides a man-machine interaction interface through which an automatic control mode can be selected to automatically control the opening and closing of the main passage valve 001, the first bypass valve 002 and the second bypass valve 003, or a manual control mode can be selected to manually control the opening and closing of the main passage valve 001, the first bypass valve 002 and the second bypass valve 003. The driving circuits of the main passage valve 001, the first bypass valve 002 and the second bypass valve 003 are all on the intelligent control unit 70. After selecting a specific valve control mode, the man-machine interaction system 04 sends a user request to the intelligent control unit 70, and the intelligent control unit 70 controls the opening and closing of the main passage valve 001, the first bypass valve 002 and the second bypass valve 003.
Wherein, when the manual control mode (valve overrun control mode) is adopted, two specific modes can be divided:
mode one (engine not yet started): the control unit 7 receives the "engine ignition switch is turned off, the rotational speed data of the engine rotational speed detector is zero", and the control unit can independently control the opening and closing of the main passage valve 001, the first bypass valve 002 and the second bypass valve 003, and the opening and closing states of the main passage valve 001, the first bypass valve 002 and the second bypass valve 003 are not affected.
Mode two (engine in running state): the control unit 7 receives "the engine ignition switch is turned on, the rotational speed data of the engine rotational speed detector is not zero", and when any two valves of the main passage valve 001, the first bypass valve 002 and the second bypass valve 003 are locked in an open state, the control unit 7 can independently control the open and close states of the other valve, specifically:
1, independently controlling the opening/closing of the first bypass valve 002, and locking the main passage valve 001 and the second bypass valve 003 into an open state;
2, independently controlling the opening/closing of the main passage valve 001, and locking the first bypass valve 002 and the second bypass valve 003 to be in an open state;
3, the opening/closing of the second bypass valve 003 is controlled individually, and at this time, the main passage valve 001 and the first bypass valve 002 are locked in an open state.
The first mode is mainly used for stopping maintenance and overhaul operation so as to meet the use requirement of independently controlling the opening and closing states of the valves.
The design of the second mode is to prevent that the main passage valve 001, the first bypass valve 002 and the second bypass valve 003 are all in a closed state due to negligence or incorrect setting during the running process of the engine, so that the exhaust gas cannot be smoothly discharged, and even very serious consequences are caused. The design of the second mode improves the working reliability and safety of the tail gas treatment system for the fuel oil train.
The automatic control mode is to analyze and automatically control the opening and closing actions of the main passage valve 001, the first bypass valve 002 and the second bypass valve 003 by the intelligent control unit 70 based on the on-off state of the engine ignition switch 02 and the rotational speed data of the engine rotational speed detector 03.
For automatic evaluation and machine identification of the blockage situation of the main passage, further, a main passage differential pressure sensor 32 is provided on the main passage 3; the main passage differential pressure sensor 32 is configured to detect a differential pressure between an upstream of a diesel catalytic oxidizer (DOC) 30 and a downstream of a particulate matter oxidizer (POC) 31; the main passage differential pressure sensor 32 is electrically connected with the intelligent control unit 70; the intelligent control unit 70 is further configured to control opening and closing actions of the main passage valve 001, the first bypass valve 002, and the second bypass valve 003 according to differential pressure data of the main passage differential pressure sensor 32; the display unit 6 is also used for displaying differential pressure data of the main passage differential pressure sensor 32 and fault information of the main passage 3. The degree of clogging of the main passage 3 can be intuitively reflected by the differential pressure data of the upstream of the diesel catalytic oxidizer (DOC) 30 and the downstream of the particulate matter oxidizer (POC) 31 detected by the main passage differential pressure sensor 32, a differential pressure threshold value can be preset according to the relationship between the clogging condition of the main passage 3 and the differential pressure data, and when the intelligent control unit 70 acquires a signal exceeding the differential pressure threshold value, the intelligent control unit 70 determines that the main passage 3 is in a clogged state, thereby entering an "emergency state", and the control unit 7 controls the second bypass valve 003 to be opened, the main passage valve 001 to be opened, and the first bypass valve 002 to be closed. At this time, the second bypass 5 is communicated, the first bypass 4 is closed, and the main passage 3 is communicated. In the emergency mode, exhaust emission can be realized through the second bypass 5, and the problems that the engine exhaust is blocked and the normal operation cannot be performed and unexpected safety is caused due to the blockage of the main passage 3 are prevented. When the main passage 3 is partially or completely blocked, the normal operation of the engine can be ensured through the emergency mode.
Further, as shown in fig. 1, a first bypass differential pressure sensor 41 is provided on the first bypass 4; the first bypass differential pressure sensor 41 is for detecting a differential pressure upstream and downstream of a Diesel Particulate Filter (DPF) 40; the first bypass differential pressure sensor 41 is electrically connected with the intelligent control unit 70; the intelligent control unit 70 is further configured to control opening and closing actions of the main passage valve 001, the first bypass valve 002, and the second bypass valve 003 according to the differential pressure data of the first bypass differential pressure sensor 41; the display unit 6 is also used for displaying differential pressure data of the first bypass differential pressure sensor 41 and fault information of the first bypass 4. The degree of clogging of the first bypass 4 can be intuitively reflected by the differential pressure data of the upstream and downstream of the Diesel Particulate Filter (DPF) 40 detected by the first bypass differential pressure sensor 41, a differential pressure threshold can be preset according to the relationship between the clogging condition of the first bypass 4 and the differential pressure data, when the intelligent control unit 70 acquires a signal exceeding the differential pressure threshold of the first bypass 4, the intelligent control unit 70 determines that the first bypass 4 is in a fault state, and the display unit 6 can display the differential pressure data of the first bypass differential pressure sensor 41 and the fault information of the first bypass 4 in real time.
In order to acquire the temperatures of the exhaust gas upstream of the diesel catalytic oxidizer (DOC) and the particulate matter oxidizer (POC) in real time, further, as shown in fig. 1, a diesel catalytic oxidizer front-end temperature detector 33 is disposed upstream of the diesel catalytic oxidizer (DOC) 30 on the main path 3; a diesel catalytic oxidizer back-end temperature detector 34 is provided between the downstream of the diesel catalytic oxidizer (DOC) 30 and the upstream of the particulate matter oxidizer (POC) 31; the diesel catalytic oxidizer front-row temperature detector 33 and the diesel catalytic oxidizer rear-row temperature detector 34 are electrically connected with the intelligent control unit 70; the intelligent control unit 70 is further configured to control opening and closing actions of the main passage valve 001, the first bypass valve 002, and the second bypass valve 003 according to temperature data of the diesel catalytic oxidizer front-row temperature detector 33 and the diesel catalytic oxidizer rear-row temperature detector 34; the display unit 6 is also used for displaying temperature data of the diesel catalytic oxidizer front-row temperature detector 33 and the diesel catalytic oxidizer rear-row temperature detector 34 and fault information of the diesel catalytic oxidizer (DOC) 30.
In order to acquire the exhaust gas temperatures upstream and downstream of the Diesel Particulate Filter (DPF) in real time, further, as shown in fig. 1, a diesel particulate filter front-emission temperature detector 42 is provided upstream of the Diesel Particulate Filter (DPF) 40 on the first bypass 4; a Diesel Particulate Filter (DPF) 40 downstream of which is provided a diesel particulate filter post-emission temperature detector 43; the diesel particulate filter front-row temperature detector 42 and the diesel particulate filter rear-row temperature detector 43 are electrically connected with the intelligent control unit 70; the intelligent control unit 70 is further configured to control opening and closing actions of the main passage valve 001, the first bypass valve 002, and the second bypass valve 003 according to temperature data of the diesel particulate filter front-row temperature detector 42 and the diesel particulate filter rear-row temperature detector 43; the display unit 6 is also used to display temperature data of the diesel particulate filter front emission temperature detector 42 and the diesel particulate filter rear emission temperature detector 43 and failure information of the Diesel Particulate Filter (DPF) 40.
Example 2
Embodiment 2 also provides a control method of an exhaust gas treatment system for a fuel train, which adopts the exhaust gas treatment system for a fuel train of embodiment 1, as shown in fig. 1, and includes:
a start-up phase (within 5-15 s of the engine just started): the control unit 7 receives the "the engine ignition switch 02 is turned on, the rotational speed data of the engine rotational speed detector 03 is smaller than the first threshold value", and the control unit 7 controls the first bypass valve 002 to be opened, the main passage valve 001 to be closed, and the second bypass valve 003 to be closed; at this time, the first bypass 4 communicates, and the main passage 3 and the second bypass 5 are closed. When the fuel oil train engine is just started, the tail gas of the high-concentration Particulate Matters (PM) directly passes through the first bypass 4, and under the action of the diesel particulate matter filter (DPF) 40, the Particulate Matters (PM) in the tail gas are filtered and captured, so that the Particulate Matters (PM) in the tail gas can be obviously reduced, and the filtering effect of the diesel particulate matter filter (DPF) 40 can reach 70-90% in general. Since the engine start-up phase lasts for a short period of time, the total amount of exhaust emissions is small, and Particulate Matter (PM) which is a main pollutant in the exhaust gas is filtered out, the exhaust emissions in the engine start-up phase do not substantially cause significant air pollution. The starting stage is mainly based on the engine speed because the concentration of Particulate Matter (PM) in the exhaust gas is high when the engine has just been started, and the exhaust gas of the engine needs to be led into the first bypass 4 at this time to realize the problem of soot cleaning in the starting stage. This process is generally feasible within a few tens of seconds after engine start, with engine speed as a basis.
Stable operation phase: the control unit 7 receives the "the engine ignition switch 02 is turned on, the rotational speed data of the engine rotational speed detector 03 is greater than the second threshold value for a certain time", and the control unit 7 controls the main passage valve 001 to be opened, the first bypass valve 002 to be closed and the second bypass valve 003 to be closed; at this time, the main passage 3 communicates, and the first bypass 4 and the second bypass 5 are closed. When the fuel train engine is in normal operation, the tail gas sequentially flows through a diesel catalytic oxidizer (DOC) 30 and a particulate matter oxidizer (POC) 31 in the main passage 3, and Hydrocarbon (HC), carbon monoxide (CO) and Particulate Matters (PM) in the tail gas are purified. The exhaust gas is treated by a diesel catalytic oxidizer (DOC) 30 and a particulate matter oxidizer (POC) 31 in the main passage 3, and can reach the emission standard of the motor vehicle.
The diesel catalytic oxidizer (DOC) 30 generally uses metal or ceramic as a catalyst carrier, and the main active components in the coating are noble metals and rare metals such as platinum series and palladium series. When the exhaust gas passes through the diesel catalytic oxidizer (DOC) 30, hydrocarbon (HC) and carbon monoxide (CO) can quickly react with oxygen in the exhaust gas at a lower temperature to generate pollution-free water (H) 2 O) and carbon dioxide (CO) 2 ) So as to achieve the aim of purifying HC and CO in the tail gas.
The particulate matter oxidizer (POC) 31 operates on the principle of collecting particulate matter and catalytically oxidizing the Particulate Matter (PM) by means of a high temperature (250-500 ℃) of the exhaust gas to achieve the purpose of reducing the Particulate Matter (PM). The particulate matter oxidizer (POC) 31 may be replaced by a Diesel Particulate Filter (DPF) and a partial flow particulate trap (PDPF), and an aggregate of two or more of the devices of the particulate matter oxidizer (POC), the Diesel Particulate Filter (DPF) and the partial flow particulate trap (PDPF) may be used.
Accelerated run phase (engine will have a stronger soot generation): the control unit 7 receives the "the engine ignition switch 02 is turned on, the change rate of the rotational speed data of the engine rotational speed detector 03 is greater than the third threshold value and lasts for a certain time", and the control unit 7 controls the main passage valve 001 to be opened, the first bypass valve 002 to be opened and the second bypass valve 003 to be closed, and filters out soot during acceleration.
Emergency (when partial or total blockage of the main passage 3 occurs): the control unit 7 controls the second bypass valve 003 to open, the main passage valve 001 to open, and the first bypass valve 002 to close. At this time, the second bypass 5 is communicated, the first bypass 4 is closed, and the main passage 3 is communicated. In the emergency mode, exhaust emission can be realized through the second bypass 5, and the problems that the engine exhaust is blocked and the normal operation cannot be performed and unexpected safety is caused due to the blockage of the main passage 3 are prevented. When the main passage 3 is partially or completely blocked, the normal operation of the engine can be ensured through the emergency mode.
In the control method of the exhaust gas treatment system for a fuel train provided in embodiment 2, the operation condition of the engine of the fuel train can be identified and determined based on the state parameters of the engine ignition switch 02 and the engine rotation speed detector 03 through the man-machine interaction system 04, and the exhaust gas treatment device 01 can be adjusted and set through the control unit 7 accordingly. The circulation passage of the tail gas in the tail gas processor 01 can be switched among three lines, and high-concentration particulate matter tail gas generated during engine starting is independently treated through the first bypass 4, so that the period of possible blockage of the main passage 3 is greatly prolonged, and the maintenance period of the tail gas treatment system for the fuel oil train can be effectively prolonged. By providing the second bypass 5, the engine can be prevented from being blocked from normal operation and unexpected safety problems due to the blockage of the main passage 3, and the normal operation of the engine can be better ensured. The display unit 6 can display control, status and fault information of the main passage valve 001, the first bypass valve 002 and the second bypass valve 003, so that an operator can grasp the operation status of the exhaust gas processor 01 in real time.
The foregoing description is only of the preferred embodiments of the present application and is not intended to limit the scope of the application, and all equivalent structural changes made by the present application and the accompanying drawings, or direct or indirect application in other related technical fields, are included in the scope of the present application.
Claims (7)
1. An exhaust gas treatment system for a fuel train, comprising: the engine ignition switch, the engine rotation speed detector, the tail gas processor and the man-machine interaction system;
the exhaust gas processor includes an exhaust gas inlet and an exhaust gas outlet; a main passage, a first bypass and a second bypass are arranged between the exhaust inlet and the exhaust outlet, and the main passage, the first bypass and the second bypass are arranged in parallel; wherein, the main passage is internally provided with a diesel catalytic oxidizer and a particulate matter oxidizer in sequence; a diesel particulate filter is arranged in the first bypass; the second bypass is a straight-through bypass; the inlet end of the main passage is provided with a main passage valve; the inlet end of the first bypass is provided with a first bypass valve; the inlet end of the second bypass is provided with a second bypass valve;
the man-machine interaction system comprises a display unit and a control unit which are electrically connected; the engine ignition switch, the engine rotation speed detector, the main passage valve, the first bypass valve, the second bypass valve and the display unit are all electrically connected with the control unit; the control unit is used for controlling the opening and closing actions of the main passage valve, the first bypass valve and the second bypass valve according to the on-off state of the engine ignition switch and the rotating speed data of the engine rotating speed detector; the display unit is used for displaying control, state and fault information of the main passage valve, the first bypass valve and the second bypass valve;
the method also comprises the following steps:
a starting stage: the control unit receives that the engine ignition switch is turned on, the rotating speed data of the engine rotating speed detector is smaller than a first threshold value, and the control unit controls the first bypass valve to be opened, the main passage valve to be closed and the second bypass valve to be closed;
stable operation phase: the control unit receives that the engine ignition switch is turned on, the rotating speed data of the engine rotating speed detector is larger than a second threshold value and lasts for a certain time, and the control unit controls the main passage valve to be opened, the first bypass valve to be closed and the second bypass valve to be closed;
emergency state: the control unit controls the second bypass valve to open, the main passage valve to open, and the first bypass valve to close.
2. The tail gas treatment system for a fuel train according to claim 1, wherein the control unit comprises an intelligent control unit and a manual input unit which are electrically connected;
the manual input unit is used for manually inputting control instructions of the main passage valve, the first bypass valve and the second bypass valve and sending the control instructions to the intelligent control unit;
the intelligent control unit is used for automatically controlling or manually controlling the opening and closing of the main passage valve, the first bypass valve and the second bypass valve.
3. The tail gas treatment system for a fuel train according to claim 2, wherein a main passage differential pressure sensor is provided on the main passage; the main passage differential pressure sensor is used for detecting the differential pressure between the upstream of the diesel catalytic oxidizer and the downstream of the particulate matter oxidizer;
the main passage differential pressure sensor is electrically connected with the intelligent control unit; the intelligent control unit is also used for controlling the opening and closing actions of the main passage valve, the first bypass valve and the second bypass valve according to the pressure difference data of the main passage pressure difference sensor;
the display unit is also used for displaying the differential pressure data of the main passage differential pressure sensor and the fault information of the main passage.
4. The exhaust gas treatment system for a fuel train according to claim 2, wherein the first bypass is provided with a first bypass differential pressure sensor; the first bypass differential pressure sensor is used for detecting the differential pressure between the upstream and downstream of the diesel particulate filter;
the first bypass differential pressure sensor is electrically connected with the intelligent control unit; the intelligent control unit is also used for controlling the opening and closing actions of the main passage valve, the first bypass valve and the second bypass valve according to the differential pressure data of the first bypass differential pressure sensor;
the display unit is also used for displaying the differential pressure data of the first bypass differential pressure sensor and the fault information of the first bypass.
5. The tail gas treatment system for a fuel train according to claim 2, wherein a diesel catalytic oxidizer front-row temperature detector is provided upstream of the diesel catalytic oxidizer on the main passage; a diesel catalytic oxidizer back-row temperature detector is arranged between the downstream of the diesel catalytic oxidizer and the upstream of the particulate matter oxidizer; the front-row temperature detector of the diesel catalytic oxidizer and the rear-row temperature detector of the diesel catalytic oxidizer are electrically connected with the intelligent control unit; the intelligent control unit is also used for controlling the opening and closing actions of the main passage valve, the first bypass valve and the second bypass valve according to the temperature data of the front-row temperature detector of the diesel catalytic oxidizer and the rear-row temperature detector of the diesel catalytic oxidizer;
the display unit is also used for displaying temperature data of the front-row temperature detector of the diesel catalytic oxidizer and the rear-row temperature detector of the diesel catalytic oxidizer and fault information of the diesel catalytic oxidizer.
6. The exhaust gas treatment system for a fuel train according to claim 5, wherein a diesel particulate filter front-emission temperature detector is provided upstream of the diesel particulate filter on the first bypass; a diesel particulate filter back-emission temperature detector is arranged at the downstream of the diesel particulate filter;
the diesel particulate filter front-row temperature detector and the diesel particulate filter rear-row temperature detector are electrically connected with the intelligent control unit; the intelligent control unit is also used for controlling the opening and closing actions of the main passage valve, the first bypass valve and the second bypass valve according to the temperature data of the front-row temperature detector of the diesel particulate filter and the rear-row temperature detector of the diesel particulate filter;
the display unit is also used for displaying temperature data of the front-row temperature detector of the diesel particulate filter and the rear-row temperature detector of the diesel particulate filter and fault information of the diesel particulate filter.
7. The exhaust gas treatment system for a fuel train according to claim 1, further comprising:
acceleration operation phase: the control unit receives that the engine ignition switch is turned on, the speed data change rate of the engine speed detector is larger than a third threshold value and lasts for a certain time, and the control unit controls the main passage valve to be opened, the first bypass valve to be opened and the second bypass valve to be closed.
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