CN210068267U - DPF soot steady-state quick loading device - Google Patents
DPF soot steady-state quick loading device Download PDFInfo
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- CN210068267U CN210068267U CN201920615772.4U CN201920615772U CN210068267U CN 210068267 U CN210068267 U CN 210068267U CN 201920615772 U CN201920615772 U CN 201920615772U CN 210068267 U CN210068267 U CN 210068267U
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Abstract
A DPF soot steady-state fast loading device, comprising: the system comprises a rack measurement and control system, a dynamometer, a rack system, a soot processing system and a rack gas evaluation system; the rack measurement and control system is connected with the dynamometer and the rack system through an engine measurement and control system wire harness, the dynamometer and the rack system water return pipe, and the dynamometer and the rack system water intake pipe; the rack measurement and control system is connected with the soot treatment system through the engine measurement and control system wire harness, the waste gas cooler water inlet pipe and the waste gas cooler water return pipe; the dynamometer and the rack system are connected with the soot treatment system through an exhaust connecting pipe; the soot treatment system is connected with the bench gas evaluation system through an exhaust gas cooler. The device can simultaneously meet the optimization and adjustment of an air inlet system, an exhaust system and a fuel system of the common rail engine, optimize the combustion process in the common rail engine, increase the carbon smoke concentration in the waste gas of the common rail engine and reduce the concentration of unburned HC in the waste gas. The loading method is simple and easy to operate.
Description
The technical field is as follows:
the utility model belongs to the technical field of internal-combustion engine exhaust emission aftertreatment, a DPF soot steady state loading device is related to, especially, relate to a quick loading device of DPF soot steady state.
Background art:
as is well known, diesel engines are becoming more popular because of their higher thermal efficiency, good reliability and durability. However, the diesel engine has high nitrogen oxide and particulate matter emission, wherein the particulate matter emission poses a great threat to human health, and particularly after the optimized in-cylinder combustion technology appears, the particle size of the particulate matter generated in the combustion process becomes smaller and smaller, and although the particulate matter mass emission is greatly reduced, the quantity emission of the particulate matter is increased on the contrary, and the harm to human is larger. At present, the emission regulations of the six countries and the four countries of non-roads in China strictly limit the emission of the particulate matter quality and the emission of the particulate matter quantity, and the increasingly strict emission regulations force diesel engine manufacturers to install particle traps to reduce the emission of the particulate matter quality and the emission of the particulate matter quantity.
A particle trap (DPF) is used for trapping particles in engine exhaust in a Filter structure through a Filter material, and is one of the most effective means for solving the problem of Diesel engine particle emission.
However, in the development process of the after-treatment DPF control system, the development period is long, the development cost is high, the calibration process is complicated, and the like, and particularly, the soot loading process of the DPF carrier is very slow, which seriously affects the development period of the after-treatment DPF control system. If the concentration of the soot in the exhaust gas is increased by simply depending on the combustion process in the deteriorated engine cylinder, although the soot loading period can be shortened, the average particle size of the trapped soot particles is larger, more unburned Hydrocarbons (HC) are adsorbed on the surfaces of the soot particles, the difference from the real soot loading process is larger, various performance parameters of the DPF carrier under different carbon loading capacity are difficult to truly reflect, and the development of the DPF control system is not facilitated. Therefore, how to shorten the soot loading process and improve the quality of the soot in the soot loading process are of great importance to the development and research of an after-treatment DPF control system.
The utility model has the following contents:
the utility model aims at providing a can shorten soot loading process, improve the quick loading device of DPF soot steady state of soot quality in soot loading process.
In order to achieve the above object, the utility model provides a DPF soot steady state quick loading device, include: the system comprises a rack measurement and control system, a dynamometer, a rack system, a soot processing system and a rack gas evaluation system; the rack measurement and control system is connected with the dynamometer and the rack system through an engine measurement and control system wire harness, the dynamometer and the rack system water return pipe, and the dynamometer and the rack system water intake pipe; the rack measurement and control system is connected with the soot treatment system through the engine measurement and control system wire harness, the waste gas cooler water inlet pipe and the waste gas cooler water return pipe; the dynamometer and the rack system are connected with the soot treatment system through an exhaust connecting pipe; the soot treatment system is connected with the bench gas evaluation system through an exhaust gas cooler.
The rack measurement and control system comprises: the system comprises an engine measurement and control system, an engine measurement and control system wire harness, a dynamometer and rack system water return pipe, a dynamometer and rack system water intake pipe, an exhaust gas cooler water inlet pipe, a cooling water control system and an exhaust gas cooler water return pipe; an engine measurement and control system in the rack measurement and control system is connected with the cooling water control system through an engine measurement and control system wire harness; the cooling water control system is connected with a dynamometer and a rack system water return pipe, a dynamometer and rack system water taking pipe, a waste gas cooler water inlet pipe and a waste gas cooler water return pipe. The cooling water control system is connected with the intercooler, the dynamometer and the common rail engine through a dynamometer and rack system water taking pipe and a dynamometer and rack system water return pipe, and the cooling water control system is connected with the exhaust gas cooler through an exhaust gas cooler water inlet pipe and an exhaust gas cooler water outlet pipe.
Dynamometer and rack system includes: the device comprises an air filter, an air inlet throttle valve, a turbocharger, an exhaust temperature sensor, an exhaust connecting pipe, an exhaust throttle valve, an intercooler air outlet temperature sensor, a dynamometer, an EGR valve, a common rail engine water outlet temperature sensor and a common rail engine; the turbocharger consists of a gas compressor and a turbine, an air filter and an air inlet throttle valve are sequentially connected to an air inlet pipe of the gas compressor, and an intercooler is arranged between an air outlet pipe of the gas compressor and an engine air inlet manifold; an EGR valve is arranged between an exhaust manifold of the common rail engine and an air inlet pipe behind the intercooler; an exhaust temperature sensor, an exhaust connecting pipe, an exhaust gas cooler, a DPF inlet temperature sensor and an exhaust throttle valve are arranged behind the air outlet of the turbine; the dynamometer is connected with the common rail engine through a connecting shaft.
The soot treatment system includes: an exhaust gas cooler, a DPF to be loaded and a DPF inlet temperature sensor; the DPF to be loaded is connected with the exhaust gas cooler through a clamp, and the DPF inlet temperature sensor is installed on the exhaust gas cooler.
The bench gas evaluation system includes: the device comprises a gas sampling pipe, a soot analyzer and a gas analyzer; the gas sampling pipe is connected with the gas analyzer, and the soot sampling pipe is connected with the soot analyzer.
The utility model adopts the above technical scheme can reach following beneficial effect afterwards: DPF soot loading device reasonable in design, compact structure, easy dismounting. The device can simultaneously meet the optimization and adjustment of an air inlet system, an exhaust system and a fuel system of the common rail engine, optimize the combustion process in the common rail engine, increase the carbon smoke concentration in the waste gas of the common rail engine, and simultaneously reduce the concentration of unburned HC in the waste gas. By designing the exhaust gas cooler with the same size as the package and interface of the oxidation catalytic converter (DOC), on one hand, the DOC can be quickly replaced in the development and calibration process, and the time cost and the development cost are saved. On the other hand, due to the cooling effect of the exhaust gas cooler on the exhaust gas, a reasonable soot loading scheme can be designed, soot (high-quality soot) which is very close to that in the actual operation process of the engine is generated, the development of a post-treatment DPF control system is facilitated, the development period can be shortened, and the development cost can be reduced.
Description of the drawings:
FIG. 1 is a schematic structural diagram of a main system of a DPF soot steady-state rapid loading device of the present invention;
FIG. 2 is a schematic diagram of a specific system structure of a DPF soot steady-state rapid loading device according to the present invention;
fig. 3 is the utility model relates to a DPF soot steady state quick loading device's exhaust gas cooler schematic structure.
The specific implementation mode is as follows:
the invention is further described with reference to the following figures and examples. As shown in fig. 1-3, the present invention is directed to a DPF soot steady-state fast loading device.
In order to achieve the above object, the utility model provides a DPF soot steady state quick loading device, include: the system comprises a bench measurement and control system S10, a dynamometer and bench system S20, a soot treatment system S30 and a bench gas evaluation system S40.
The rack measurement and control system S10 is connected with the dynamometer and the rack system S20 through the engine measurement and control system wire harness 2, the dynamometer and rack system water return pipe 3 and the dynamometer and rack system water intake pipe 4; the rack measurement and control system S10 is connected with the soot processing system S30 through the engine measurement and control system wire harness 2, the exhaust gas cooler water inlet pipe 5 and the exhaust gas cooler water return pipe 7; the dynamometer and bench system S20 is connected with the soot processing system S30 through the exhaust connecting pipe 12; the soot treatment system S30 is connected to a bench gas evaluation system S40 via an exhaust gas cooler.
The stage measurement and control system S10 includes: the system comprises an engine measurement and control system 1, an engine measurement and control system wire harness 2, a dynamometer and rack system water return pipe 3, a dynamometer and rack system water intake pipe 4, a waste gas cooler water inlet pipe 5, a cooling water control system 6 and a waste gas cooler water return pipe 7.
An engine measurement and control system 1 in the rack measurement and control system S10 is connected with a cooling water control system 6 through an engine measurement and control system wire harness 2; the cooling water control system 6 is connected with a dynamometer and rack system water return pipe 3, a dynamometer and rack system water intake pipe 4, a waste gas cooler water inlet pipe 5 and a waste gas cooler water return pipe 7.
An engine measurement and control system 1 in the rack measurement and control system S10 is connected with a cooling water control system 6, a dynamometer temperature sensor 18, a dynamometer 19, an intercooler 20, an intercooler air outlet temperature sensor 21, a common rail engine water outlet temperature sensor 23, a common rail engine 24, an exhaust temperature sensor 11 and a DPF inlet temperature sensor 15 through an engine measurement and control system wire harness 2. The cooling water control system 6 is connected with the intercooler 20, the dynamometer 19 and the common rail engine 24 through the dynamometer and rack system water taking pipe 4 and the dynamometer and rack system water return pipe 3, and the cooling water control system 6 is connected with the exhaust gas cooler 16 through the exhaust gas cooler water inlet pipe 5 and the exhaust gas cooler water outlet pipe 7.
The engine measurement and control system 1 controls the working process of the dynamometer 19 through the engine measurement and control system wire harness 2 according to the target requirement, and the dynamometer 19 is used for measuring and balancing the torque generated in the working process of the common rail engine 24.
The exhaust temperature sensor 11 is used for measuring the temperature of the common rail engine 24 after the vortex, the DPF inlet temperature sensor 15 is used for measuring the temperature of the exhaust gas cooled by the exhaust gas cooler 16, and the engine measurement and control system 1 uses the collected values of the exhaust temperature sensor 11 and the DPF inlet temperature sensor 15 for the boundary value adjusted by the loading method in the soot loading process through the engine measurement and control system wire harness 2.
The cooling water control system 6 is connected with the intercooler 20, the dynamometer 19 and the common rail engine 24 through the dynamometer and rack system water intake pipe 4 and the dynamometer and rack system water return pipe 3, and the purpose of cooling the control object is achieved by controlling the flow of the circulating water. The cooling water control system 6 is connected with the exhaust gas cooler 16 through an exhaust gas cooler water inlet pipe 5 and an exhaust gas cooler water outlet pipe 7, and controls the exhaust gas temperature at the outlet of the exhaust gas cooler 16 by controlling the circulating water flow.
The dynamometer and stage system S20 includes: the engine comprises an air filter 17, an air inlet throttle valve 8, a turbocharger 9, an exhaust temperature sensor 11, an exhaust connecting pipe 12, an exhaust throttle valve 13, an intercooler 20, an intercooler outlet temperature sensor 21, a dynamometer temperature sensor 18, a dynamometer 19, an EGR valve 22, a common rail engine water outlet temperature sensor 23 and a common rail engine 24. The turbocharger 9 consists of a compressor 9a and a turbine 9b, an air filter 17 and an air inlet throttle valve 8 are sequentially connected to an air inlet pipe of the compressor 6a, and an intercooler 20 is arranged between an air outlet pipe of the compressor 6a and an engine air inlet manifold. An EGR valve 22 is installed between an exhaust manifold of a common rail engine 24 and an intake pipe after the intercooler 20. An exhaust temperature sensor 11, an exhaust connecting pipe 12, an exhaust gas cooler 16, a DPF inlet temperature sensor 15 and an exhaust throttle valve 13 are mounted behind the outlet of the turbine 9 b. The dynamometer 19 is connected to the common rail engine 24 by a connecting shaft.
The dynamometer 19 is used for measuring and balancing the torque generated in the operation process of the common rail engine 24, and the intake throttle valve 8, the exhaust throttle valve 13 and the EGR valve 22 are used for adjusting the combustion process of the common rail engine 24.
The soot treatment system S30 includes: exhaust gas cooler 16, DPF14 to be loaded, DPF inlet temperature sensor 15. The DPF14 to be loaded is connected to the exhaust gas cooler 16 by a clamp, and the DPF inlet temperature sensor 15 is mounted on the exhaust gas cooler 16.
In the normal working process of the common rail engine 24, the DOC is installed at the front end of the DPF14 to be loaded, and the DOC can be used for oxidizing the reducing gas in the exhaust gas and raising the inlet temperature of the DPF14 to be loaded in the regeneration process. In order to realize quick assembly and disassembly in the test process, the appearance and the connection size of the exhaust gas cooler 16 are designed completely according to the appearance and the connection size of the DOC.
A water inlet pipe 5 of the waste gas cooler is connected with an Lin interface on the waste gas cooler 16, a water return pipe 5 of the waste gas cooler is connected with a Lout interface on the waste gas cooler 16, and cooling water enters the Lout interface from the Lin interface and then exits from the Lout interface; the exhaust gas of the common rail engine 24 is connected with a Gin interface of an exhaust gas cooler 16 through an exhaust connecting pipe 12, and a Gout interface of the exhaust gas cooler 16 is connected with an inlet of the DPF14 to be loaded; the flow direction of the cooling water of the exhaust gas cooler 16 is opposite to the flow direction of the exhaust gas of the common rail engine 24. A gas sampling seat Sam1 and a particle sampling seat Sam2 are welded near Gout of the exhaust gas cooler 16.
The rack gas evaluation system S40 includes: a gas sampling pipe 25, a soot sampling pipe 26, a soot analyzer 27 and a gas analyzer 28. The gas sampling pipe 25 is connected to a gas analyzer 28, and the soot sampling pipe 26 is connected to a soot analyzer 27.
The gas sampling pipe 25 of the gas analyzer 28 is mounted on a gas sampling seat Sam1 on the exhaust gas cooler 16. The soot sampling tube 26 of the microcarbon analyzer 24 is mounted on the particle sampling seat Sam2 on the exhaust gas cooler 16.
The soot analyzer 27 is used for measuring the soot concentration in the engine exhaust gas, and the gas analyzer 28 is used for measuring the gas composition and concentration in the engine exhaust gas.
The utility model provides a DPF soot steady state quick loading method, concrete step is as follows:
the first step is as follows: selecting a certain fixed rotating speed as the rotating speed of the engine in the DPF soot steady-state rapid loading process within the rotating speed interval of 1800 rpm-2200 rpm for efficient work of the turbocharger;
the second step is that: setting the oil injection pressure of an oil injector of the common rail engine at a certain fixed value between 150MPa and 180 MPa;
the third step: adjusting an air inlet throttle valve, an exhaust throttle valve and an EGR valve to maintain the EGR rate between 10% and 20% and the exhaust temperature between 400 ℃ and 450 ℃;
the fourth step: adjusting the flow rate of circulating water in the exhaust gas cooler through a cooling water control system, and reducing the exhaust temperature of the engine exhaust gas cooled by the exhaust gas cooler to 290-330 ℃;
the fifth step: testing whether the HC content in the exhaust gas cooled by the exhaust gas cooler is 50-150 ppm and the carbon smoke concentration is 100-150 mg/m by using a gas analyzer and a micro carbon smoke analyzer3In the meantime. If so, carrying out DPF soot steady-state rapid loading according to the working condition; if not, repeating the adjustment processes of the third step and the fourth step until the HC content in the exhaust gas is between 50 and 150ppm, and simultaneously the carbon smoke concentration is between 100 and 150mg/m3And then carrying out DPF soot steady-state rapid loading according to the adjusted working condition.
DPF soot loading device reasonable in design, compact structure, easy dismounting. The device can simultaneously meet the optimization and adjustment of an air inlet system, an exhaust system and a fuel system of the common rail engine, optimize the combustion process in the common rail engine, increase the carbon smoke concentration in the waste gas of the common rail engine, and simultaneously reduce the concentration of unburned HC in the waste gas. Through designing the exhaust gas cooler with the same size as the DOC package and the interface, on one hand, the process of rapidly replacing the DOC in the developing and calibrating process can be met, and the time cost and the development cost are saved. On the other hand, due to the cooling effect of the exhaust gas cooler on the exhaust gas, a reasonable soot loading scheme can be designed, soot (high-quality soot) which is very close to that in the actual operation process of the engine is generated, the development of a post-treatment DPF control system is facilitated, the development period can be shortened, and the development cost can be reduced.
Finally, it should be noted that: although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art will understand that various changes, modifications and substitutions can be made without departing from the spirit and scope of the present invention. All changes, modifications, equivalents and the like which come within the spirit of the invention are intended to be embraced therein.
Claims (5)
1. A DPF soot steady-state fast loading device, comprising: the system comprises a bench measurement and control system (S10), a dynamometer and bench system (S20), a soot treatment system (S30) and a bench gas evaluation system (S40); the method is characterized in that: the rack measurement and control system (S10) is connected with the dynamometer and the rack system (S20) through an engine measurement and control system wire harness (2), a dynamometer and rack system water return pipe (3) and a dynamometer and rack system water taking pipe (4); the rack measurement and control system (S10) is connected with the soot processing system (S30) through the engine measurement and control system wire harness (2), the exhaust gas cooler water inlet pipe (5) and the exhaust gas cooler water return pipe (7); the dynamometer and the bench system (S20) are connected with the soot treatment system (S30) through an exhaust connecting pipe (12); the soot treatment system (S30) is connected to a bench gas evaluation system (S40) via an exhaust gas cooler.
2. A DPF soot steady state fast loading apparatus as claimed in claim 1, wherein: the stage measurement and control system (S10) includes: the system comprises an engine measurement and control system (1), an engine measurement and control system wire harness (2), a dynamometer and rack system water return pipe (3), a dynamometer and rack system water intake pipe (4), a waste gas cooler water inlet pipe (5), a cooling water control system (6) and a waste gas cooler water return pipe (7); an engine measurement and control system (1) in the rack measurement and control system (S10) is connected with a cooling water control system (6) through an engine measurement and control system wire harness (2); a dynamometer and rack system water return pipe (3), a dynamometer and rack system water taking pipe (4), a waste gas cooler water inlet pipe (5) and a waste gas cooler water return pipe (7) are connected to the cooling water control system (6); the cooling water control system (6) is connected with the intercooler (20), the dynamometer (19) and the common rail engine (24) through the dynamometer and rack system water taking pipe (4) and the dynamometer and rack system water return pipe (3), and the cooling water control system (6) is connected with the exhaust gas cooler (16) through the exhaust gas cooler water inlet pipe (5) and the exhaust gas cooler water outlet pipe (7).
3. A DPF soot steady state fast loading apparatus as claimed in claim 1, wherein: the dynamometer and the bench system (S20) includes: the device comprises an air filter (17), an air inlet throttle valve (8), a turbocharger (9), an exhaust temperature sensor (11), an exhaust connecting pipe (12), an exhaust throttle valve (13), an intercooler (20), an intercooler air outlet temperature sensor (21), a dynamometer temperature sensor (18), a dynamometer (19), an EGR valve (22), a common rail engine water outlet temperature sensor (23) and a common rail engine (24); the turbocharger (9) consists of a compressor (9 a) and a turbine (9 b), an air filter (17) and an air inlet throttle valve (8) are sequentially connected to an air inlet pipe of the compressor (6 a), and an intercooler (20) is arranged between an air outlet pipe of the compressor (6 a) and an engine air inlet manifold; an EGR valve (22) is arranged between an exhaust manifold of the common rail engine (24) and an air inlet pipe behind the intercooler (20); an exhaust temperature sensor (11), an exhaust connecting pipe (12), an exhaust gas cooler (16), a DPF inlet temperature sensor (15) and an exhaust throttle valve (13) are arranged behind the air outlet of the turbine (9 b); the dynamometer (19) is connected with the common rail engine (24) through a connecting shaft.
4. A DPF soot steady state fast loading apparatus as claimed in claim 1, wherein: the soot treatment system (S30) includes: an exhaust gas cooler (16), a DPF to be loaded (14), a DPF inlet temperature sensor (15); the DPF (14) to be loaded is connected with an exhaust gas cooler (16) through a clamping band, and a DPF inlet temperature sensor (15) is installed on the exhaust gas cooler (16).
5. A DPF soot steady state fast loading apparatus as claimed in claim 1, wherein: the bench gas evaluation system (S40) includes: the device comprises a gas sampling pipe (25), a soot sampling pipe (26), a soot analyzer (27) and a gas analyzer (28); the gas sampling pipe (25) is connected with a gas analyzer (28), and the soot sampling pipe (26) is connected with a soot analyzer (27).
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| Application Number | Priority Date | Filing Date | Title |
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| CN201920615772.4U CN210068267U (en) | 2019-04-30 | 2019-04-30 | DPF soot steady-state quick loading device |
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| CN201920615772.4U CN210068267U (en) | 2019-04-30 | 2019-04-30 | DPF soot steady-state quick loading device |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110131016A (en) * | 2019-04-30 | 2019-08-16 | 第一拖拉机股份有限公司 | A kind of quick loading device of DPF soot stable state and loading method |
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2019
- 2019-04-30 CN CN201920615772.4U patent/CN210068267U/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110131016A (en) * | 2019-04-30 | 2019-08-16 | 第一拖拉机股份有限公司 | A kind of quick loading device of DPF soot stable state and loading method |
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