CN209992163U

CN209992163U - Diesel engine particle catcher DTI test equipment based on combustor

Info

Publication number: CN209992163U
Application number: CN201921196383.9U
Authority: CN
Inventors: 张秋实; 刘海涛; 赵庆良; 季荣; 吴伟星
Original assignee: Suzhou Songzhiyuan Environmental Protection Technology Co Ltd
Current assignee: Suzhou Songzhiyuan Environmental Protection Technology Co Ltd
Priority date: 2019-07-26
Filing date: 2019-07-26
Publication date: 2020-01-24
Anticipated expiration: 2029-07-26

Abstract

The utility model relates to a diesel particulate filter DTI test device based on a burner, which comprises a burner and a DPF test sample piece; the diameter of a tail gas outlet pipe of the combustor is smaller than the diameter of an air inlet of the DPF test sample piece; the combustor is connected with the DPF test sample piece through reducing. The utility model discloses a diesel engine particle trap DTI test equipment based on combustor, which adopts the combustor as the soot generating function, designs the tail gas outlet pipe diameter of the combustor to be smaller than the inlet caliber of DPF test sample piece, and then connects through reducing; the temperature gradient is greatly increased, the examination of the DPF is severer, and the test result can reflect the performance of a DPF test sample piece under the limit regeneration condition.

Description

Diesel engine particle catcher DTI test equipment based on combustor

Technical Field

The utility model relates to a diesel engine particle trap test field especially relates to a diesel engine particle trap DTI test equipment based on combustor.

Background

Diesel particulate traps (DPFs) are increasingly being used in diesel engine systems as emissions regulations become more stringent, and DPFs will have to be employed after national six regulations have been implemented. After the DPF has accumulated some amount of particulate matter, it must be regenerated to remove the carbon particulates from the DPF, which could otherwise cause blockage of the exhaust system and affect vehicle fuel economy and dynamics. In the regeneration process, if the vehicle suddenly encounters a sudden braking condition, that is, the engine suddenly drops to an idle working condition (DTI) and the exhaust flow is instantly reduced due to the sudden braking of the vehicle, the exhaust flow cannot be rapidly discharged due to the burning of the regenerated soot of the DPF and the high temperature, and the heat resistance of the DPF is severely checked at the moment, so that the DTI test is one of necessary test contents for checking the DPF. The DTI test aiming at the DPF is carried out based on an engine bench test under the most conditions at present, the test period is long, the exhaust flow of a large-displacement engine is very large, the temperature gradient is not high relatively during the DTI test, and the test result of the DPF is not strict.

SUMMERY OF THE UTILITY MODEL

In order to solve the technical problem, the utility model provides a diesel particulate filter DTI test device based on a burner, which adopts the burner as a soot generation function, designs the tail gas outlet pipe diameter of the burner to be smaller than the inlet caliber of a DPF test sample piece, and then connects the two through reducing; the temperature gradient is greatly increased, and the examination of the DPF is severer; the test results are more reflective of the performance of the DPF test sample under extreme regeneration conditions.

The utility model provides a technical scheme that its technical problem adopted is: a diesel particulate filter DTI test equipment based on a combustor comprises the combustor and a DPF test sample piece; the diameter of a tail gas outlet pipe of the combustor is smaller than the diameter of an air inlet of the DPF test sample piece; the combustor is connected with the DPF test sample piece through reducing.

The variable diameter is used for enabling tail gas to enter the variable diameter and then be non-uniformly charged, so that more carbon is deposited at the center of the DPF, less carbon is deposited at the position close to the periphery, and finally, when the carbon is combusted, a larger temperature gradient exists between the center of the DPF and the periphery.

The utility model has the advantages that: the utility model discloses a diesel engine particle trap DTI test equipment based on combustor, which adopts the combustor as the soot generating function, designs the tail gas outlet pipe diameter of the combustor to be smaller than the inlet caliber of DPF test sample piece, and then connects through reducing; the temperature gradient is greatly increased, the examination of the DPF is severer, and the test result can reflect the performance of a DPF test sample piece under the limit regeneration condition.

Drawings

FIG. 1 is a schematic illustration of a combustor-based diesel particulate trap DTI test apparatus, according to an embodiment.

Detailed Description

In order to deepen the understanding of the present invention, the present invention will be described in further detail with reference to the accompanying drawings and embodiments, which are only used for explaining the present invention and are not limited to the protection scope of the present invention.

Examples

As shown in fig. 1, the present embodiment provides a burner-based DTI test apparatus for a diesel particulate trap, which includes a burner 1 and a DPF test sample 2; the diameter of the tail gas outlet pipe of the combustor 1 is smaller than the diameter of the gas inlet of the DPF test sample piece 2; the combustor 1 is connected with the DPF test sample piece 2 through a variable diameter; the variable diameter is used for enabling tail gas to enter the variable diameter and then be non-uniformly charged, so that more carbon is deposited at the center of the DPF, less carbon is deposited at the position close to the periphery, and finally, when the carbon is combusted, a larger temperature gradient exists between the center of the DPF and the periphery.

The test method comprises the following steps: firstly, carrying out carbon deposition on a DPF sample piece, setting the generation rate of carbon smoke of a burner to be 20g/h, setting the working condition of the carbon deposition to be 300kg/h, setting the inlet temperature of the DPF to be 240 ℃, and setting the target carbon loading amount to be 5.5 g/L; secondly, carrying out preheating treatment on the DPF after carbon deposition is finished, wherein the preheating working condition is set as: the inlet temperature of the DPF is 300 ℃, the gas flow is 200kg/h, and the preheating time is 6 min; thirdly, heating the DPF inlet temperature to 750 ℃ within 2min, setting the gas flow rate to be 200kg/h, and maintaining the working condition for 2min to 10 s; fourthly, the temperature of the DPF inlet is switched to 120 ℃ within 20s, the gas flow is set to be 140kg/h, the burner is in a non-ignition state, the gas is pure air, the air is heated in an electric heating mode and is introduced into a DPF test sample piece; fifthly, continuously running for 4min under the working condition until the test program is completely stopped; and sixthly, completely regenerating the carbon deposit of the DPF after the DTI test to remove the carbon deposit in the sample piece, wherein the regeneration working condition is 150kg/h, the inlet temperature of the DPF is 650 ℃, and the DPF is continuously operated for 20 min.

In the DTI test equipment of the diesel particulate trap based on the combustor, the combustor can realize the function of generating soot, and the generation rate of the soot is adjustable; the gas flowing out of the combustor can be high-temperature gas with adjustable temperature within a certain range, or can be pure air with certain air temperature increased by adopting an electric heating mode.

In the diesel particulate filter DTI test equipment based on the combustor, the tail gas generated by the combustor flows through the variable diameter part and then flows unevenly, so that more carbon deposits and stronger airflow are generated at the central part of the DPF, namely the position of a point b in the figure 1; while the positions a, c and d in fig. 1 have relatively weak air flow and less carbon deposition. Therefore, when the DPF is regenerated, the central position of the DPF is at a high temperature when the soot is burned, and the positions a, c, and d are at relatively low temperatures, so that the temperature gradient between a and d may be very large, while the prior art engine bench test has a small temperature gradient because the non-uniformity is generated due to a large exhaust flow rate.

In the embodiment, the radial temperature gradient can reach more than 170 ℃/cm and can reach 230 ℃/cm at most, while in the DTI test based on the engine pedestal in the prior art, the maximum radial temperature gradient is only about 120 ℃/cm, and the test method of the embodiment has more severe check on the DPF and can better reflect the performance of the DPF product under the limit regeneration condition.

The above-mentioned embodiments should not limit the present invention in any way, and all the technical solutions obtained by adopting equivalent replacement or equivalent conversion fall within the protection scope of the present invention.

Claims

1. The utility model provides a diesel engine particulate filter DTI test equipment based on combustor which characterized in that: the test device comprises a combustor and a DPF test sample piece; the diameter of a tail gas outlet pipe of the combustor is smaller than the diameter of an air inlet of the DPF test sample piece; the combustor is connected with the DPF test sample piece through reducing.

2. The burner-based diesel particulate trap DTI test apparatus of claim 1, wherein: the variable diameter is used for enabling tail gas to enter the variable diameter and then be non-uniformly charged, so that more carbon is deposited at the center of the DPF, less carbon is deposited at the position close to the periphery, and finally, when the carbon is combusted, a larger temperature gradient exists between the center of the DPF and the periphery.