CN214092010U

CN214092010U - Tail gas treatment system for fuel oil train

Info

Publication number: CN214092010U
Application number: CN202120096260.9U
Authority: CN
Inventors: 张龙龙; 陈迪; 王劲舒
Original assignee: Wuxi Longsheng Rail Technology Co ltd
Current assignee: Wuxi Longsheng Rail Technology Co ltd
Priority date: 2021-01-14
Filing date: 2021-01-14
Publication date: 2021-08-31
Anticipated expiration: 2031-01-14

Abstract

The utility model relates to a fuel train field especially relates to a tail gas treatment system for fuel train: the system comprises an engine ignition switch, an engine rotating speed detector, a tail gas processor and a 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; valves are arranged at the inlet end of the main passage, the inlet end of the first bypass and the inlet end of the second bypass; the human-computer interaction system comprises a display unit and a control unit; the engine ignition switch, the engine rotating speed detector, the main passage valve, the first bypass valve, the second bypass valve and the display unit are electrically connected with the control unit. The utility model discloses a human-computer interaction system discerns engine operating condition based on the state parameter of engine ignition switch and engine speed detector to adjust the tail gas treater according to this.

Description

Tail gas treatment system for fuel oil train

Technical Field

The utility model relates to a fuel train technical field especially relates to a tail gas treatment system for fuel train.

Background

The oil-fired train is usually driven by a diesel engine, the exhaust emission is large, and particularly when the engine of the oil-fired train is just started, because the optimal combustion condition is not achieved, the fuel is not sufficiently combusted, and the concentration of Particulate Matters (PM) in the exhaust is high.

Tail gas processing system for fuel train among the prior art is the single channel usually, is provided with the purification unit who is used for purifying tail gas in the passageway, and the purification passageway of tail gas processing system for fuel train of this kind of structure is blocked up by particulate matter in the tail gas very easily, and is relatively poor to the soot treatment effect in the tail gas, and tail gas processing system for fuel train's maintenance cycle is shorter.

SUMMERY OF THE UTILITY MODEL

To the above technical problem, the utility model provides a technical scheme does:

the utility model provides a tail gas treatment system for fuel train, include: the system comprises an engine ignition switch, an engine rotating speed detector, a tail gas processor and a man-machine interaction system; the tail gas processor comprises 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, a diesel catalytic oxidizer and a particulate matter oxidizer are arranged in the main passage in sequence; a diesel particulate filter is arranged in the first bypass; the second bypass is a pass-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; a second bypass valve is arranged at the inlet end of the second bypass; the human-computer interaction system comprises a display unit and a control unit which are electrically connected; the engine ignition switch, the engine 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 opening and closing 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 channel valve, the first bypass valve and the second bypass valve.

Furthermore, 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 channel 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 pressure difference data of the main channel pressure difference sensor and the fault information of the main channel.

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 the 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, a diesel catalytic oxidizer front row temperature detector is arranged on the main passage and at the upstream of the diesel catalytic oxidizer; a diesel catalytic oxidizer rear exhaust temperature detector is arranged between the downstream of the diesel catalytic oxidizer and the upstream of the particulate matter oxidizer; the diesel catalytic oxidizer front row temperature detector and the diesel catalytic oxidizer 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 diesel catalytic oxidizer front row temperature detector and the diesel catalytic oxidizer rear row temperature detector; the display unit is also used for displaying 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 and the fault information of the diesel catalytic oxidizer.

Further, a diesel particulate filter front row temperature detector is arranged on the first bypass and at the upstream of the diesel particulate filter; a rear exhaust temperature detector of the diesel particulate filter 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 diesel particulate filter front row temperature detector and the diesel particulate filter rear row temperature detector; the display unit is also used for displaying the temperature data of the diesel particulate filter front row temperature detector and the diesel particulate filter rear row temperature detector and the fault information of the diesel particulate filter.

The utility model has the advantages of or beneficial effect:

the utility model provides a tail gas processing system for fuel train, accessible human-computer interaction system based on the state parameter of engine ignition switch and engine speed detector, discerns the affirmation to fuel train engine operating condition to adjust the setting through the control unit to the tail gas treater in view of the above. Wherein, the circulation route of tail gas in the tail gas treater can be switched between three circuits, and the high concentration particulate matter tail gas that produces when the engine starts handles alone through first bypass, has solved the great problem of black cigarette when starting, later introduces the engine tail gas into the main entrance to prolonged the cycle that the main entrance probably takes place to block up greatly, and then can effectively prolong the maintenance cycle of tail gas processing system for the fuel oil train. Through setting up the second bypass, prevent that the engine exhaust that leads to because of the main access blocks up and is obstructed unable normal operating and unexpected safety problem, can better guarantee the normal operating of engine. The display unit can show the control, state and the fault information of main access valve, first bypass valve and second bypass valve, and the operating condition of tail gas treater is mastered in real time to the operating personnel of being convenient for.

Drawings

The invention and its features, aspects and advantages will become more apparent from a reading of the following detailed description of non-limiting embodiments with reference to the attached drawings. Like reference symbols in the various drawings indicate like elements. The drawings are not intended to be drawn to scale, emphasis instead being placed upon illustrating the principles of the invention.

Fig. 1 is a schematic structural diagram of an exhaust gas treatment system for a fuel-fired train provided in embodiment 1.

Detailed Description

It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. 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 example 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 combinations thereof.

As the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. appear, their indicated orientation or positional relationship is based on that shown in the drawings, merely for convenience in describing the invention and simplifying the description, and does not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the invention.

The appearances of the terms first, second, and third, if any, are used for descriptive purposes only and are not intended to be limiting or imply relative importance.

Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.

The technical solutions in the embodiments of the present invention are described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, but not all embodiments. Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative efforts belong to the protection scope of the present invention.

Example 1

In view of the above technical problem, embodiment 1 provides an exhaust gas treatment system for a fuel-oil train, as shown in fig. 1, including: the system comprises an engine ignition switch 02, an engine rotating speed detector 03, an exhaust gas processor 01 and a man-machine interaction system 04.

The tail 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 arranged in the first bypass 4; the second bypass 5 is a straight-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 a combination of two or more of the particulate matter oxidizer (POC), the Diesel Particulate Filter (DPF), and the partial flow particulate trap (PDPF) may be used.

The human-computer interaction system 04 comprises a display unit 6 and a control unit 7 which are electrically connected; the engine ignition switch 02, the engine rotating speed detector 03, the main passage valve 001, the first bypass valve 002, the second bypass valve 003 and the display unit 6 are electrically connected with the control unit 7; the control unit 7 is configured to control opening and closing operations of the main passage valve 001, the first bypass valve 002, and the second bypass valve 003 according to an on-off state of the engine ignition switch 02 and rotation speed data of the engine rotation speed detector 03; the display unit 6 is used to display 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 the fuel oil 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 condition of the engine. Specifically, the method comprises the following steps:

start-up phase (when the engine is just started): the control unit 7 receives that the engine ignition switch 02 is switched on and the rotating speed data of the engine rotating speed detector 03 is smaller than the first threshold value, and the control unit 6 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 passage 4 is communicated, and the main passage 3 and the second bypass passage 5 are closed. The tail gas of high-concentration Particulate Matters (PM) directly passes through the first bypass 4 when the fuel train engine is just started, the Particulate Matters (PM) in the tail gas are filtered and captured under the action of the diesel particulate matter filter (DPF)40, the Particulate Matters (PM) in the tail gas can be remarkably reduced, and the filtering effect of the diesel particulate matter filter (DPF)40 can reach more than 80 percent generally. Because the engine starting phase lasts for a short time, the total exhaust emission is small, and main pollutant Particulate Matters (PM) in the exhaust are filtered, the exhaust emission in the engine starting phase basically cannot cause remarkable air pollution. The reason why the engine speed is used as the basis for the starting stage is that the concentration of Particulate Matter (PM) in the exhaust gas is high when the engine is just started, and the exhaust gas of the engine needs to be introduced into the first bypass 4 at this time, so as to solve the problem of purifying the soot in the starting stage. This process is generally feasible within tens of seconds after engine start-up, based on engine speed.

And (3) a stable operation stage: the control unit 7 receives that the engine ignition switch 02 is turned on, the rotating speed data of the engine rotating speed detector 03 is larger than a second 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 closed and the second bypass valve 003 to be closed; at this time, the main passage 3 is communicated, and the first bypass passage 4 and the second bypass passage 5 are closed. When the oil-fired train engine normally operates, 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 Matter (PM) in the tail gas are purified. The emissions of Hydrocarbons (HC), carbon monoxide (CO) and Particulate Matter (PM) can be greatly reduced by treatment with a diesel catalytic oxidizer (DOC)30 and a particulate matter oxidizer (POC)31 in the main passage 3.

The diesel catalytic oxidizer (DOC)30 generally uses metal or ceramic as a catalyst carrier, and the main active components in the coating are precious metals and rare metals such as platinum group, palladium group, etc. When the exhaust gas passes through the diesel catalytic oxidizer (DOC)30, Hydrocarbons (HC), carbon monoxide (CO), and the like can rapidly chemically react with oxygen in the exhaust gas at a relatively low temperature to generate pollution-free water (H)₂O) and carbon dioxide (CO)₂) So as to achieve the purpose of purifying HC and CO in the tail gas.

The operating principle of the particulate matter oxidizer (POC)31 is to collect particulate matter and catalytically oxidize the Particulate Matter (PM) at a high temperature (250 ℃ to 500 ℃) of the exhaust gas to achieve the purpose of reducing the Particulate Matter (PM).

Run-up phase (engine with richer soot generation): the control unit 7 receives that the engine ignition switch 02 is switched on, the change rate of the rotating speed data of the engine rotating speed detector 03 is larger than a third threshold value and lasts for a certain time, 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 soot in the acceleration process is filtered.

Emergency state (when partial or full blockage of the main channel 3 occurs): 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, the exhaust emission can be realized through the second bypass 5, and the problems of abnormal operation and unexpected safety caused by the obstruction of the engine exhaust due to the blockage of the main channel 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 way in which the control unit 7 controls the opening of the second bypass valve 003 includes, but is not limited to, automatic control and manual control.

The tail gas treatment system for the fuel oil train provided by the embodiment 1 can identify and determine the operation condition of the engine of the fuel oil train through the man-machine interaction system 04 based on the state parameters of the ignition switch 02 and the engine speed detector 03, and adjust and set the tail gas processor 01 through the control unit 7. Wherein, the circulation route of tail gas in tail gas treater 01 can switch between three circuits, the high concentration particulate matter tail gas that produces when the engine starts carries out the independent processing through first bypass 4, soot when purifying the engine start can be showing, the great problem of tail gas emission black smoke when having solved the start, later introduce the main entrance with engine tail gas, thereby first bypass 4 and main entrance 3 probably take place the cycle of jam, and then can effectively prolong the maintenance cycle of tail gas processing system for the fuel oil train. By arranging the second bypass 5, the problem that the engine cannot normally operate and is unexpectedly safe due to the fact that exhaust of the engine is blocked due to the blockage of the main passage 3 is solved, and the normal operation of the engine can be better guaranteed. Display element 6 can show the control, state and the fault information of main access valve 001, first bypass valve 002 and second bypass valve 003, and the operating condition of exhaust gas treater 01 is mastered in real time to the operating personnel of being convenient for.

Further, as shown in fig. 1, the control unit 7 includes an intelligent control unit 70 and a manual input unit 71 which are electrically connected; the manual input unit 71 is configured to manually input control instructions of the main passage valve 001, the first bypass valve 002 and the second bypass valve 003, and send the control instructions to the intelligent control unit 70; the intelligent control unit 70 is used for automatically 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 human-computer interaction system 04 provides a human-computer interaction interface, and an automatic control mode can be selected through the human-computer interaction interface 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 drive circuits for the main channel valve 001, the first bypass valve 002 and the second bypass valve 003 are all on the intelligent control unit 70. When a specific valve control mode is selected, the human-computer 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.

When the manual control mode (valve override mode) is used, the manual control mode can be divided into two specific modes:

mode one (engine not yet started): the control unit 7 receives that the engine ignition switch is turned off and the rotating speed data of the engine rotating speed detector is zero, and 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 influenced by each other.

Mode two (engine running): the control unit 7 receives that "the engine ignition switch is turned on, the rotational speed data of the engine rotational speed detector is not zero", and the control unit 7 can control the opening and closing state of another valve independently when any two valves of the main passage valve 001, the first bypass valve 002 and the second bypass valve 003 are locked to be in the opening state, specifically:

1, independently controlling the opening/closing of a first bypass valve 002, wherein a main passage valve 001 and a second bypass valve 003 are locked to be in an opening state;

2, independently controlling the opening/closing of the main passage valve 001, wherein the first bypass valve 002 and the second bypass valve 003 are locked to be in an opening state;

3, the second bypass valve 003 is independently opened/closed, and the main passage valve 001 and the first bypass valve 002 are locked to be opened.

The design of the first mode is mainly used for shutdown maintenance and overhaul operation so as to meet the use requirement of independently controlling the opening and closing states of the valves.

The second mode is designed to prevent the exhaust gas from being discharged smoothly even causing serious consequences due to the fact that the main passage valve 001, the first bypass valve 002 and the second bypass valve 003 are closed due to negligence or wrong arrangement in the operation process of the engine. The design of the second mode improves the working reliability and safety of the tail gas treatment system for the fuel oil train.

In the automatic control mode, the intelligent control unit 70 analyzes and automatically controls 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 opening and closing state of the engine ignition switch 02 and the rotation speed data of the engine rotation speed detector 03.

In order to automatically evaluate and machine recognize the blockage condition of the main channel, a main channel differential pressure sensor 32 is further arranged on the main channel 3; a main passage differential pressure sensor 32 for detecting a differential pressure upstream of a diesel catalytic oxidizer (DOC)30 and 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 operations 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 main passage differential pressure sensor 32; the display unit 6 is also used for displaying the differential pressure data of the main passage differential pressure sensor 32 and the fault information of the main passage 3. 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 can visually reflect the blockage degree of the main passage 3, a differential pressure threshold value can be preset according to the relation between the blockage condition of the main passage 3 and the differential pressure data, when the intelligent control unit 70 acquires a signal exceeding the differential pressure threshold value, the intelligent control unit 70 judges that the main passage 3 is in a blockage state, and thus enters 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, the exhaust emission can be realized through the second bypass 5, and the problems of abnormal operation and unexpected safety caused by the obstruction of the engine exhaust due to the blockage of the main channel 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, the first bypass 4 is provided with a first bypass differential pressure sensor 41; a first bypass differential pressure sensor 41 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 operations 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 the differential pressure data of the first bypass differential pressure sensor 41 and the fault information of the first bypass 4. The upstream and downstream differential pressure data of the Diesel Particulate Filter (DPF)40 detected by the first bypass differential pressure sensor 41 can intuitively reflect the blockage degree of the first bypass 4, a differential pressure threshold value can be preset according to the relation between the blockage 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 value of the first bypass 4, the intelligent control unit 70 judges 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 obtain the upstream exhaust gas temperature 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 row temperature detector 33 is disposed upstream of the diesel catalytic oxidizer (DOC)30 on the main passage 3; a diesel catalytic oxidizer (DOC) rear exhaust temperature detector 34 is arranged between the downstream of the 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 operations 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 the temperature data of the diesel catalytic oxidizer front row temperature detector 33 and the diesel catalytic oxidizer rear row temperature detector 34 and the fault information of the diesel catalytic oxidizer (DOC) 30.

In order to obtain 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 exhaust temperature detector 42 is provided upstream of the Diesel Particulate Filter (DPF)40 on the first bypass 4; a Diesel Particulate Filter (DPF) rear exhaust temperature detector 43 is provided downstream of the DPF 40; 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 operations 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 a diesel particulate filter front row temperature detector 42 and a diesel particulate filter rear row temperature detector 43 and fault information of the Diesel Particulate Filter (DPF) 40.

Example 2

Embodiment 2 also provides a control method of the exhaust gas treatment system for the fuel-oil train, which uses the exhaust gas treatment system for the fuel-oil train of embodiment 1, as shown in fig. 1, and includes:

starting stage (within 5-15 s of the engine just started): the control unit 7 receives that the engine ignition switch 02 is switched on and the rotating speed data of the engine rotating speed detector 03 is smaller than the first threshold value, and the control unit 6 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 passage 4 is communicated, and the main passage 3 and the second bypass passage 5 are closed. The tail gas of high-concentration Particulate Matters (PM) of the fuel train engine directly passes through the first bypass 4 when the fuel train engine is started, the Particulate Matters (PM) in the tail gas are filtered and captured under the action of the diesel particulate matter filter (DPF)40, 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%. Because the engine starting phase lasts for a short time, the total exhaust emission is small, and main pollutant Particulate Matters (PM) in the exhaust are filtered, the exhaust emission in the engine starting phase basically cannot cause remarkable air pollution. The reason why the engine speed is used as the basis for the starting stage is that the concentration of Particulate Matter (PM) in the exhaust gas is high when the engine is just started, and the exhaust gas of the engine needs to be introduced into the first bypass 4 at this time, so as to solve the problem of purifying the soot in the starting stage. This process is generally feasible within tens of seconds after engine start-up, based on engine speed.

And (3) a stable operation stage: the control unit 7 receives that the engine ignition switch 02 is turned on, the rotating speed data of the engine rotating speed detector 03 is larger than a second 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 closed and the second bypass valve 003 to be closed; at this time, the main passage 3 is communicated, and the first bypass passage 4 and the second bypass passage 5 are closed. When the oil-fired train engine normally operates, 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 Matter (PM) in the tail gas are purified. The exhaust gas can reach the emission standard of the motor vehicle after being treated by a diesel catalytic oxidizer (DOC)30 and a particulate matter oxidizer (POC)31 in the main passage 3.

The operating principle of the particulate matter oxidizer (POC)31 is to collect particulate matter and catalytically oxidize the Particulate Matter (PM) at a high temperature (250 ℃ to 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 a combination of two or more of the particulate matter oxidizer (POC), the Diesel Particulate Filter (DPF), and the partial flow particulate trap (PDPF) may be used.

The control method of the tail gas treatment system for the fuel oil train provided in embodiment 2 can identify and identify the operation condition of the engine of the fuel oil train through the man-machine interaction system 04 based on the state parameters of the ignition switch 02 of the engine and the engine speed detector 03, and accordingly, the tail gas processor 01 is adjusted and set through the control unit 7. Wherein, the circulation route of tail gas in tail gas treater 01 can switch between three circuits, and the high concentration particulate matter tail gas that produces when the engine starts carries out the independent processing through first bypass 4 to 3 periods that probably take place to block up of main entrance have been prolonged greatly, and then can effectively prolong the maintenance cycle of tail gas treatment system for the fuel oil train. By arranging the second bypass 5, the problem that the engine cannot normally operate and is unexpectedly safe due to the fact that exhaust of the engine is blocked due to the blockage of the main passage 3 is solved, and the normal operation of the engine can be better guaranteed. Display element 6 can show the control, state and the fault information of main access valve 001, first bypass valve 002 and second bypass valve 003, and the operating condition of exhaust gas treater 01 is mastered in real time to the operating personnel of being convenient for.

The above only is the preferred embodiment of the present invention, not limiting the scope of the present invention, all the equivalent structural changes made by the contents of the specification and the drawings, or the direct or indirect application in other related technical fields, are included in the same way in the protection scope of the present invention.

Claims

1. The utility model provides a tail gas treatment system for fuel oil train which characterized in that includes: the system comprises an engine ignition switch, an engine rotating speed detector, a tail gas processor and a man-machine interaction system;

the tail gas processor comprises 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, a diesel catalytic oxidizer and a particulate matter oxidizer are arranged in the main passage in sequence; a diesel particulate filter is arranged in the first bypass; the second bypass is a pass-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; a second bypass valve is arranged at the inlet end of the second bypass;

the human-computer interaction system comprises a display unit and a control unit which are electrically connected; the engine ignition switch, the engine 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 opening and closing 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 channel valve, the first bypass valve and the second bypass valve.

2. The tail gas treatment system for the oil-fired train as claimed in 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 channel 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 exhaust gas treatment system for the oil-fired train as set forth in 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 pressure difference data of the main channel pressure difference sensor and the fault information of the main channel.

4. The system for treating the tail gas for the oil-fired train as recited in claim 2, wherein 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 the 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 system for treating exhaust gas from a fuel-fired train as set forth in 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 rear exhaust temperature detector is arranged between the downstream of the diesel catalytic oxidizer and the upstream of the particulate matter oxidizer;

the diesel catalytic oxidizer front row temperature detector and the diesel catalytic oxidizer 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 diesel catalytic oxidizer front row temperature detector and the diesel catalytic oxidizer rear row temperature detector;

the display unit is also used for displaying 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 and the fault information of the diesel catalytic oxidizer.

6. The system of claim 5, wherein a pre-filter temperature sensor is disposed upstream of the diesel particulate filter on the first bypass; a rear exhaust temperature detector of the diesel particulate filter 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 diesel particulate filter front row temperature detector and the diesel particulate filter rear row temperature detector;

the display unit is also used for displaying the temperature data of the diesel particulate filter front row temperature detector and the diesel particulate filter rear row temperature detector and the fault information of the diesel particulate filter.