WO2022105899A1 - 一种传感装置 - Google Patents

一种传感装置 Download PDF

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Publication number
WO2022105899A1
WO2022105899A1 PCT/CN2021/131939 CN2021131939W WO2022105899A1 WO 2022105899 A1 WO2022105899 A1 WO 2022105899A1 CN 2021131939 W CN2021131939 W CN 2021131939W WO 2022105899 A1 WO2022105899 A1 WO 2022105899A1
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WIPO (PCT)
Prior art keywords
concentration
sensing device
particulate matter
detector
catalytic converter
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PCT/CN2021/131939
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English (en)
French (fr)
Inventor
赵栋
钱枫
曹红枫
宋同健
孙祥
姜宝龙
崔桐林
祁佳琳
刘涛
石磊
杨栋
张步
喻远艺
解洪兴
何新
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山东鸣川汽车集团有限公司
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Priority claimed from PCT/CN2021/105315 external-priority patent/WO2022105257A1/zh
Application filed by 山东鸣川汽车集团有限公司 filed Critical 山东鸣川汽车集团有限公司
Publication of WO2022105899A1 publication Critical patent/WO2022105899A1/zh

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N15/00—Investigating characteristics of particles; Investigating permeability, pore-volume or surface-area of porous materials
    • G01N15/02—Investigating particle size or size distribution
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N15/00—Investigating characteristics of particles; Investigating permeability, pore-volume or surface-area of porous materials
    • G01N15/06—Investigating concentration of particle suspensions

Definitions

  • the present invention relates to the field of environmental technology, in particular to a fuel sensing device.
  • diesel engines need to install complex after-treatment systems, which require diesel engines to use high-quality diesel, especially diesel with low sulfur content.
  • high sulfur content of diesel fuel is the main reason for the failure of diesel engine aftertreatment system. Due to the high sulfur content of diesel, the failure of the diesel engine aftertreatment system will not only bring about the problem of pollution and emission, but also affect the normal operation of the motor vehicle power system, increase the probability of damage and reduce the service life.
  • heavy-duty diesel vehicles with China V emission standards are also facing the same problem. Similar emission standards are implemented in other countries, which also face the challenge of high fuel sulphur content.
  • the exhaust gas treatment system using DOC and molecular sieve SCR requires the use of low-sulfur oil at least below 50ppm, and the exhaust gas treatment system using DPF requires the use of ultra-low-sulfur oil below 10ppm.
  • Sulfur and its derivatives in fuel oil affect exhaust gas treatment systems: Catalyst-containing devices in the exhaust gas treatment system (such as DOC and SCR, especially molecular sieve SCR), exhaust gas recirculation (EGR) and DPF will be sulfated
  • EGR exhaust gas recirculation
  • Derivative deposits are "poisoned" or corroded, and the conversion efficiency of SCR decreases, resulting in an increase in NOx emission levels; and DPF regeneration cannot eliminate sulfate, and the use of high-sulfur fuel oil is likely to cause frequent regeneration and DPF failure.
  • Sulfur in fuel also affects PM emissions, resulting in an increase in PM emissions.
  • the sulfur in the fuel also affects the working life of the engine.
  • the SO 2 and SO 3 generated by the combustion of the sulfur in the fuel will form sulfurous acid and sulfuric acid when the temperature is high and the sulfur-containing exhaust gas will form sulfurous acid and sulfuric acid. It also degrades the lubricating oil when it enters the cylinder walls and crankcase.
  • the inventors have found through a lot of research that due to the basic measurement principle used by the existing fuel sulfur content monitoring technology, the installation method of the equipment, and the status quo of miniaturization of the equipment, the existing vehicle diesel sulfur content monitoring technology has many deficiencies.
  • One method in the prior art is to take samples at the gas station and send them to a laboratory for detection and analysis; another method in the prior art is to use a portable fuel sulfur content detection device to perform detection and analysis at the gas station.
  • These methods are limited by the limitations of sampling detection, complex equipment, high cost, and require professionals to operate, so the detection efficiency of fuel sulfur content is very limited, and it is impossible to monitor the fuel sulfur content of gas stations on a large scale.
  • Real-time monitoring of the sulfur content of the oil added to each vehicle is not possible. As a result, the fuel quality cannot be easily measured. After fuel with low-quality high-sulfur content is added, the service life of the diesel vehicle aftertreatment system is greatly shortened, or even damaged directly.
  • the same problem is also faced in the process of oil product supervision and law enforcement, which has led to a large amount of high-sulfur oil entering the market.
  • one of the objectives of the present invention is to improve the detection efficiency of sulfur content in exhaust gas or fuel.
  • a vehicle-mounted automatic fuel quality sensing device such as a low-cost detector, can be installed on the automobile instead of sampling detection at the gas station, thereby achieving high efficiency, A wide range of fuel detection, reducing the harm caused by the use of high-sulfur fuel.
  • particulate matter monitoring devices can be installed at the intake position and the exhaust position of the oxidation catalytic converter (DOC), respectively. Detect the changes of particulate matter at the intake and outlet positions of the oxidative catalytic converter, measure the sulfur dioxide concentration in the intake air emitted by the vehicle, and calculate and feed back the sulfur content in the fuel combined with the collected vehicle engine operating data.
  • DOC oxidation catalytic converter
  • a sensing device is provided, and a particulate matter detector is used, which are respectively arranged at the intake position and the exhaust position of the oxidation catalytic converter. Since the sulfur element in the fuel is burned by the engine, most of it will be The formation of sulfur dioxide As the exhaust gas enters the exhaust device, part of the sulfur dioxide in the exhaust gas will be oxidized to sulfate when passing through the oxidizing catalytic converter, so the concentration of particulate matter before and after the oxidizing catalytic converter will appear due to the presence of sulfur dioxide. Difference, the sulfur dioxide concentration in the exhaust gas can be calculated by analyzing and calculating the difference.
  • a particulate matter detector is installed at the intake position and the exhaust position of the oxidative catalytic converter to detect the change of particulate matter, and the concentration of sulfur dioxide in the exhaust gas can be calculated. Combined with the operating data of the engine and the parameters of the engine's conversion efficiency of fuel sulfur elements, the content of sulfur elements in the fuel can be obtained. When it is detected that the sulfur element in the fuel exceeds the standard, the driver can be reminded in time to fill the fuel with high sulfur content by means of real-time alarm.
  • some embodiments of the present invention provide a preferred technical solution, using the measured data of sulfur dioxide content in the exhaust gas, combined with engine data, such as engine displacement, engine speed, injection
  • engine data such as engine displacement, engine speed, injection
  • the fuel quantity, intake flow rate, intake air temperature, exhaust temperature, intake pressure, exhaust pressure, torque and other data are calculated to obtain the sulfur content in the fuel.
  • some embodiments of the present invention provide a preferred technical solution.
  • the treatment of engine exhaust includes thermal insulation of monitoring devices, accumulation of particulate matter in the exhaust, and avoidance of condensation of water vapor in the exhaust. These methods can improve the accuracy of the determination of sulfur dioxide in the exhaust gas.
  • a technical solution involved in the present invention is characterized in that, under vehicle-mounted conditions, a gas particle detector is used to detect the concentration of particulate matter in the exhaust gas, and to indirectly detect the sulfur content in the liquid fuel.
  • Gas particle detectors use optical means, resulting in fast response, small size and low cost.
  • the optical means does not directly contact the test sample, it does not damage the test sample, does not need to use other auxiliary gases/liquids, and does not directly contact the test sample, which brings the characteristics of long life, no corrosion and high temperature resistance.
  • Embodiment 1 A sensing device, comprising a first particulate matter detector, a second particulate matter detector, a detector control unit, and an oxidation catalytic converter, wherein the first particulate matter detector is disposed in the oxidation catalytic converter
  • the intake position of the second particulate matter detector is arranged at the exhaust position of the oxidation catalytic converter, and the first particulate matter detector is connected with the second particulate matter detector and the detector control unit;
  • the first particulate matter detector is used to measure the first particulate matter concentration at the intake position of the oxidation catalytic converter
  • the second particulate matter detector is used to measure the second particulate matter concentration at the outlet position of the oxidation catalytic converter
  • the detector control unit is configured to acquire the first particle concentration and the second particle concentration, and determine the oxidative catalytic conversion according to the change of the second particle concentration relative to the first particle concentration The concentration of sulfur dioxide at the inlet position of the device.
  • Embodiment 2 The sensing device according to Embodiment 1-1, wherein the detector control unit is configured to collect the intake air flow rate and the fuel injection amount of the engine, and determine the and the sulfur dioxide concentration at the intake position of the oxidizing catalytic converter to determine the sulfur content in the fuel.
  • Embodiment 3 The sensing device of Embodiments 1-2, wherein the sensing device further comprises a particulate matter trap located after the oxidative catalytic converter outlet position, the second particulate matter detector It is arranged between the oxidation catalytic converter and the particulate trap.
  • Embodiment 4 The sensing device of embodiments 1-3, wherein the detector control unit is configured to: initiate the calculation of the sulfur content in the fuel according to a preset rule.
  • Embodiment 5 The sensing device according to Embodiments 1-4, wherein the preset rule is: the engine is in a stable operating condition, and the stable operating condition is an idle speed operating condition or a steady-state operating condition.
  • Embodiment 6 The sensing device of Embodiments 1-5, wherein the detector control unit is based on the sulfur dioxide conversion efficiency of the oxidation catalytic converter, the intake air flow rate, the fuel injection amount, and The sulfur dioxide concentration at the intake position of the oxidation catalytic converter determines the sulfur dioxide concentration at the intake position of the oxidation catalytic converter.
  • Embodiment 7 The sensing device of Embodiments 1-6, wherein the detector control unit is configured to: determine whether to perform the calculation of the sulfur content in the fuel according to the preset rule, the The preset rules also include: when the particulate filter is in the active regeneration state, the calculation of the sulfur content in the fuel is not performed.
  • Embodiment 8 The sensing device of embodiments 1-7, wherein the detector control unit is configured to: calculate the sulfur dioxide concentration at the intake position of the oxidizing catalytic converter according to the following formula:
  • Embodiment 9 The sensing device of embodiments 1-8, wherein the detector control unit is configured to: calculate the sulfur content of the fuel oil according to the following formula:
  • Embodiment 10 The sensing device of Embodiments 1-9, wherein the detector control unit is configured to: volume concentration of sulfur dioxide, intake air mass based on intake position of the oxidation catalytic converter The flow rate, fuel injection mass flow rate, sulfur element molar mass, and gas molar mass at the intake position are used to determine the sulfur content in the fuel oil; the sulfur content in the fuel oil is the fuel sulfur element mass concentration.
  • Embodiment 11 The sensing device of embodiments 1-10, wherein the detector control unit is configured to: calculate the sulfur content in the fuel oil according to the following formula:
  • Embodiment 12 The sensing device of embodiments 1-11, wherein the detector control unit is configured to: based on an increase in the second particle concentration relative to the first particle concentration, As well as the sulfur dioxide conversion efficiency, sulfate molecular weight, and sulfur dioxide molecular weight of the oxidizing catalytic converter, determine the sulfur dioxide concentration at the intake position of the oxidizing catalytic converter.
  • Embodiment 13 The sensing device of embodiments 1-12, wherein the detector control unit is configured to: according to the soot concentration parameter of the oxidizing catalytic converter intake position, soluble organic Particulate matter concentration (SOF) parameter, metal filing concentration parameter, sulfate concentration parameter, inorganic matter concentration parameter, to determine the first particulate matter concentration; according to the soot concentration parameter, soluble organic particulate matter concentration at the outlet position of the oxidation catalytic converter (SOF) parameter, metal chip concentration parameter, sulfate concentration parameter, inorganic matter concentration parameter, to determine the second particulate matter concentration.
  • SOF soot concentration parameter of the oxidizing catalytic converter intake position
  • SOF soluble organic Particulate matter concentration
  • metal filing concentration parameter metal filing concentration parameter
  • sulfate concentration parameter inorganic matter concentration parameter
  • Embodiment 14 The sensing device of Embodiments 1-13, wherein the first particle detector and the second particle detector further comprise a beam emitting end and a beam receiving end, respectively, the beam emitting end being operable to establish An emission light path, the light beam receiving end is configured to receive scattered light from a monitoring area in the emission light path, thereby forming a receiving light path.
  • Embodiment 15 The sensing device of embodiments 1-14, wherein the sensing device is mounted on an exhaust passage;
  • the beam emitting end and the beam receiving end are centrally/distributed on the exhaust channel, from the outside of the exhaust channel to the inside of the exhaust channel, and the beam receiving end is configured as Back/side scattered light from the monitoring area is received.
  • Embodiment 16 The sensing device according to Embodiments 1-15, wherein the sensing device further comprises a base, and the first end of the monitoring area near the transmitting hole/receiving hole at the front end of the base is opposite to the first end of the monitoring area.
  • the emission hole at the front end of the base ii) the receiving hole at the front end of the base, iii) the inner wall of the exhaust channel corresponding to the beam receiving end, and iii) the particle fluid boundary in the exhaust channel
  • the distance between any one of the four shall not exceed any value in [0.5mm-5mm]; or the distance from the emission hole at the front end of the base to the monitoring area on the emission light path shall not exceed [0mm-5mm] any value in .
  • Embodiment 17 The sensing device according to Embodiments 1-16, wherein the laser generator and the LED light source are optically coupled to the second lens group through an aspheric lens, an optical fiber, and a high-temperature-resistant energy transmission fiber.
  • Embodiment 18 The sensing device according to Embodiments 1-17, wherein the first lens group at the light beam receiving end further comprises two groups of superimposed sub-magnifying lenses.
  • Embodiment 19 The sensing device according to Embodiments 1-18, wherein the beam emitting end and the beam receiving end are integrated in a casing, and the casing is provided with a thermal insulation material made of a thermal insulation material. components.
  • Embodiment 20 The sensing device according to Embodiments 1-19, wherein a heat shield ring is provided at the joint portion of the housing and the base.
  • Embodiment 21 The sensing device of embodiments 1-20, wherein the insulating ring is made of a ceramic material.
  • Embodiment 22 The sensing device of Embodiments 1-21, wherein the interior of the housing is filled with insulating material.
  • Embodiment 23 The sensing device of Embodiments 1-22, wherein the thermal insulation material comprises aerogel pads, aerogel powders, ceramic powders, polytetrafluoroethylene, PEEK, POM glass fiber mixtures. one or more.
  • Embodiment 24 The sensing device according to Embodiments 1-23, further comprising a communication module and an OBD module, wherein the sensing device, the communication module, and the OBD module are respectively associated with the detector control unit connect.
  • Embodiment 25 The sensing device according to Embodiments 1-24, wherein the data transmitted by the communication module and the data platform through one or more communication protocols includes monitoring data, location information, time information, and vehicle operation information data .
  • Embodiment 26 The sensing device according to Embodiments 1-25, wherein the communication module is configured to receive an instruction issued by the data platform for adjusting the operation of the sensing device.
  • Embodiment 27 The sensing device of Embodiments 1-26, wherein the communication module is configured to transmit data to the data platform at a second-level, minute-level transmission frequency.
  • Embodiment 28 The sensing device of Embodiments 1-27, wherein the OBD module is configured to collect vehicle operation information, wherein the vehicle operation information includes engine speed, engine torque, and accelerator position , one or more of intake air flow rate, exhaust gas temperature, DPF temperature, location, and time, and the vehicle operation information is transmitted to the detector control unit through a data interface.
  • vehicle operation information includes engine speed, engine torque, and accelerator position , one or more of intake air flow rate, exhaust gas temperature, DPF temperature, location, and time, and the vehicle operation information is transmitted to the detector control unit through a data interface.
  • Embodiment 29 The sensing device of Embodiments 1-28, wherein the detector control unit is configured to control an operating state of the sensing device, including an on-off state of the sensing device, a calibration trigger condition, sampling frequency.
  • Embodiment 30 A sensing device, comprising a first particulate matter detector, a second particulate matter detector, a detector control unit, and an oxidation-type catalytic converter, wherein the first particulate matter detector is disposed in the oxidation-type catalytic converter an intake position, the second particulate matter detector is arranged at the exhaust position of the oxidation catalytic converter, and the first particulate matter detector is connected to the second particulate matter detector and the detector control unit;
  • the first particulate matter detector measures the first particulate matter concentration at the intake position of the oxidation catalytic converter
  • the second particulate matter detector measures the second particulate matter concentration at the outlet position of the oxidizing catalytic converter
  • the detector control unit is configured to collect the particulate matter concentration, the engine intake air flow, and the fuel injection amount measured by the first particulate matter detector and the second particulate matter detector, and based on the second particulate matter concentration and the first particulate matter concentration , and the sulfur dioxide conversion efficiency of the oxidative catalytic converter, the molecular weight of sulfate, the molecular weight of sulfur, and the conversion efficiency of sulfur in the engine to determine the sulfur content in the fuel.
  • Embodiment 31 The sensing device according to embodiments 1-30, wherein the calculation method of the sulfur content in the fuel oil is:
  • Embodiment 32 A motor vehicle comprising an exhaust passage, an oxidation catalytic converter, and the sensing device of any one of claims 1-31, wherein the sensing device is mounted to the exhaust gas On the wall of the channel, the first particle detector and the second particle detector pass through the wall of the exhaust channel and face the inside of the exhaust pipe;
  • the exhaust passage includes an exhaust pipe or an exhaust manifold.
  • Embodiment 33 A motor boat, wherein a sensing device as claimed in any one of claims 1-31 is fitted.
  • Embodiment 34 A boiler smoke extraction device, wherein a sensing device according to any one of claims 1-31 is fitted.
  • the sensing device is arranged on, for example, an exhaust device of an automobile, wherein the first particulate matter detector, the oxidation catalytic converter, and the second particulate matter detector are arranged in sequence along the airflow direction of the exhaust device, and also That is, the first particulate matter detector is arranged at the intake position of the oxidative catalytic converter, and the second particulate matter detector is arranged at the exhaust position of the oxidative catalytic converter.
  • the gaseous sulfur/sulfides are converted into solid sulfur/sulfides, and these sulfides can exist in a particulate state.
  • the detector control unit is respectively connected to the sensing device, so that the detector control unit can obtain the two concentrations, whereby the detector control unit is operable to (operable to) according to the first particle concentration and the change value of the second particulate matter concentration to calculate the sulfur dioxide concentration at the intake position of the oxidation catalytic converter. Furthermore, according to the sulfur dioxide concentration at the intake position of the oxidizing catalytic converter, the sulfur content in the fuel oil body can be calculated. Since the sensing device has the characteristics of being independent and miniaturized, it can generally be directly installed on the exhaust device to directly measure the exhaust device in the working state, so it can support (enable) the realization of the sulfur content in the fuel. Dynamic monitoring.
  • the real-time monitoring of fuel sulfur content can be realized. If the monitoring results of the sulfur content are transmitted to the monitoring server through some on-board communication means, the server can realize online monitoring and management of the sulfur content of the vehicle's fuel. The same can also be applied to other scenarios other than vehicles that require real-time/online monitoring of the sulfur content in fuel.
  • the overlapping area between the beam irradiating the target monitoring fluid and the observation area is adjusted, so that the a) overlapping area and b) the beam emitting end and/or The distance between the beam receiving ends (such as the emission holes at the beam emitting end) is as small as possible, so that the number of particles between a)b) the two is as small as possible, thereby reducing the possible pair of particles a)b) between the two.
  • the vehicle is equipped with a real-time fuel sulfur content sensing device and an alarm device, which can prompt the driver in time after high-sulfur fuel is used, thereby reducing damage to the motor vehicle after-treatment facility and engine.
  • the real-time fuel sulfur content sensing device combined with the data platform can realize the recording and tracing of fuel quality, and achieve functions such as vehicle condition assessment, damage liability definition, insurance claim settlement, management and law enforcement.
  • Figure 1 is a schematic diagram of the basic structure of the sensing device
  • Figure 2 is a schematic diagram of the improved structure
  • Figure 3 is a schematic diagram of forward scattering and back scattering
  • Figure 4 is a schematic diagram of the relationship between the area and the diameter when the particle size is uniform
  • Figure 5 is a schematic diagram of the relationship between the area and the diameter when the particle size is not uniform
  • Figure 6 is a schematic diagram of the relationship between the area and the diameter when the particle size is not uniform
  • Figure 7 is a schematic diagram of the relationship between the monitoring area and the wall of the exhaust passage
  • Figure 8 is a schematic diagram of a 90° embodiment
  • FIG. 9 is a schematic diagram of the monitoring area
  • FIG. 10 is a schematic diagram of a sensing device including a GPS positioning module, an OBD, and a SIM card communication module
  • Figure 11 is a schematic diagram of the structure of the sensing device
  • Figure 12 is a schematic diagram of the structure of the sensing device
  • Figure 13 is a schematic diagram of the structure of an environmental sensing device with a heating device
  • Figure 14 is a schematic structural diagram of an environmental sensing device with an air curtain protection device
  • Figure 15 is a schematic diagram of the data platform
  • Figure 16 is the installation angle on the horizontal exhaust pipe
  • Figure 17 is the installation direction on the horizontal exhaust pipe
  • Figure 18 is the installation position on the horizontal exhaust pipe
  • Figure 19 is the installation position on the vertical exhaust pipe
  • Fig. 20 is a schematic diagram of the setting of the monitoring area with the diversion structure
  • Figure 21 is a schematic diagram of the monitoring area of dual transmitters with the same wavelength
  • Figure 22 is a schematic diagram of the monitoring area of dual transmitters with different wavelengths
  • Fig. 23 is a schematic diagram of the particle detector arranged at the DOC intake position and the DOC exhaust position
  • Fig. 24 is a schematic diagram of the particle detectors arranged at the DOC intake position and the DOC exhaust position
  • Figure 25 is a schematic diagram of the particle detectors arranged in the DOC intake position, the DOC exhaust position, and the DPF exhaust position
  • Figure 26 is a schematic diagram of the particle detectors arranged in the DOC intake position, DOC exhaust position, SCR exhaust position, and DPF exhaust position
  • Figure 27 is a schematic diagram of a sensing device with an external air source air nozzle
  • Figure 28 is a schematic diagram of a sensing device with an airflow guide device for dust removal
  • Fig. 29 is a schematic diagram of a sensing device with mutually parallel emitting light paths, receiving light paths and including lenses/lens groups
  • Figure 30 is a schematic diagram of the edge of the flow guide structure and the fluid flow area it guides
  • Figure 31 is a schematic diagram of a streamlined diversion structure and the edge of the fluid flow region it guides
  • Figure 32 is a schematic diagram of the concentration change curve and the absolute value curve of the concentration change rate
  • Figure 33 is a schematic diagram of the concentration change curve and the absolute value curve of the concentration change rate with a diversion structure
  • Figure 34 is a schematic diagram of the two-sided concentration change curve and the absolute value curve of the concentration change rate with a diversion structure
  • Figure 35 is a schematic diagram of the concentration change curve and the absolute value curve of the concentration change rate in the exhaust passage
  • Figure 36 is a schematic diagram of the inclined installation of the sensing device
  • Figure 37 is a schematic diagram and a partial enlarged view of the end of the monitoring area close to the receiving end being placed at the edge of the fluid flow area and 10mm away from the concentration reduction area of the target monitored substance
  • Figure 38 is a schematic diagram of the end of the monitoring area close to the receiving end placed at the edge of the fluid flow area and 10mm away from the concentration reduction area of the target monitoring substance
  • Figure 39 is a schematic diagram of the particle detectors arranged in the DOC intake position and the DOC exhaust position
  • Figure 40 is a schematic diagram of a heating ablation device, an emission hole, and a receiving hole of a sensing device
  • Figure 41 is a schematic diagram of the arrangement of the detection device, the DOC, and the exhaust manifold
  • Oxidation Catalytic Converter Installed in the exhaust system of diesel vehicles, through catalytic oxidation reaction, it can reduce the emission of carbon monoxide, total hydrocarbons and soluble organic matter in the exhaust and other pollutants in the exhaust after treatment. device.
  • the beam emission end is a light source component, and the light emitted by it can be used to illuminate the target monitoring fluid.
  • the beam receiving end is the component that receives the scattered light from the target monitoring fluid, which can convert the scattered light into an electrical signal.
  • Target monitoring fluid is a fluid containing a target monitoring substance, and the target monitoring substance includes particles, particulate matter, gas and other substances, and the gas substance can be SO 2 , NO X and the like.
  • Exhaust channel a closed or semi-closed structure, which can accommodate the target monitoring fluid. It can be a tubular structure with openings at one end/two ends, or a tubular structure with openings at multiple ends.
  • the exhaust device includes exhaust passages and after-treatment facilities.
  • After-treatment facilities include DOC, SCR, and DPF.
  • the exhaust passage includes exhaust pipes, exhaust manifolds, and the like.
  • the monitoring cavity can be a structure independent of the exhaust device, a part of the exhaust device, or a structure arranged inside the exhaust device.
  • the farthest point of the monitoring area the point or line or area that is farthest from the "inner wall of the exhaust passage on the side where the detector is installed" in the monitoring area.
  • the monitoring distance of the particle detector the distance from the vertical section at the far end of the particle detector to the intersection of the receiving optical path and the inner wall of the exhaust channel.
  • the observation area is the range of the target monitoring fluid that the receiving hole can observe.
  • the monitoring area is the area in the observation area where the beam irradiating the target monitoring fluid overlaps the observation area.
  • the optical path angle is the angle between the transmitting optical path and the receiving optical path.
  • Concentration critical layer The interface with the largest concentration change rate of the target monitoring substance in the target detection fluid is the concentration critical layer.
  • Zero boundary area when the target monitoring fluid flows, the area where the concentration of the target monitoring substance formed at the edge of the fluid tends to zero.
  • Zero-boundary effect In the zero-boundary area, the concentration of the target monitoring material tends to zero, and the interference of the target monitoring material in the area to scattering tends to zero.
  • the emission light path is the cavity through which the light emitted by the emission end of the beam passes through before irradiating into the exhaust channel
  • the emission light path is the path through which light irradiates into the exhaust channel.
  • the receiving light path is the cavity through which the scattered light passes before irradiating the beam receiving end.
  • the receiving light path is the path through which the scattered light enters the receiving end of the light beam.
  • the inventor also found that there is no technical solution for real-time monitoring of sulfur dioxide in automobile exhaust gas in the prior art. Although there are small sulfur dioxide detection devices for air quality monitoring and fixed source monitoring, these small sulfur dioxide detection devices generally use the electrochemical mode. Problems such as small working temperature range (-20°C to 50°C), lack of real-time detection, and low efficiency. The temperature of vehicle exhaust gas is usually above 200°C, and real-time feedback of measurement results is required. The above-mentioned small sulfur dioxide detection device cannot meet the use requirements of on-board real-time monitoring.
  • the sulfur content of the vehicle fuel is evaluated in real time by monitoring the particulate matter in the exhaust gas.
  • the sensing device includes one or more particle detectors 50, and auxiliary equipment such as a detector control unit.
  • the particle detector 50 includes a beam emitting end 200, a beam receiving end 300, a drive circuit, a base 100, a housing, and the like.
  • the collimator is connected to the rear of the beam transmitting end; the filter is connected to the front of the beam receiving end.
  • the beam transmitting end emits light to illuminate the exhaust gas to be tested
  • the photosensitive probe receives the light passing through the exhaust gas to be tested, or the beam receiving end receives the light scattered by the exhaust gas to be tested, and then the beam receiving end will receive The incoming light is converted into an electrical signal.
  • the particulate matter detector 50 is arranged on the exhaust device, and the exhaust device includes an exhaust channel and after-treatment facilities, and the after-treatment facilities include DOC, SCR, DPF, and the like.
  • the particle detector 50 is arranged on the exhaust passage, and the exhaust passage includes an exhaust pipe and an exhaust manifold.
  • the particle detector 50 includes a first particle detector 501 and a second particle detector 502, and the second particle detector 50 is disposed between the oxidation catalytic converter and the particle trap (DPF).
  • the first particulate matter detector 501 is located between the exhaust manifold 652 and the DOC.
  • the beam emitting end of the particle detector 50 can be light-emitting devices such as light-emitting diodes, laser generators, LEDs, and xenon lamps, and the light emitted by the beam emitting end can be ultraviolet, visible light, and infrared rays; the beam receiving end converts the received light signal into
  • the electrical signal device can be a photoelectric conversion element such as a photodiode (PD), and the beam receiving end can receive ultraviolet light, visible light, and infrared light.
  • PD photodiode
  • the detector control unit collects engine data, such as engine displacement, engine speed, fuel injection amount, intake air flow, intake air temperature, exhaust temperature, intake pressure, exhaust pressure, torque and other data.
  • the detector control unit calculates the electrical signal collected by the beam receiving end, and calculates the particle concentration. According to the difference in particle concentration monitored by the first particle detector 501 and the second particle detector 502, and combined with the data of the engine, the sulfur content concentration in the fuel is calculated in real time.
  • a technical solution involved in the present invention proposes a method and a device for measuring the concentration of sulfur dioxide in vehicle exhaust gas and reversely evaluating the sulfur content in fuel.
  • it overcomes the situation that the exhaust conditions are affected by multiple factors such as complex engine operating conditions, temperature, pressure, and engine speed, and there are various interference factors such as particulate matter and water vapor in the exhaust.
  • it is still possible to accurately measure the sulfur content in the exhaust gas.
  • the concentration of sulfur dioxide in vehicle exhaust can be correlated with the sulfur content in fuel, and the sulfur content in fuel can be accurately fed back in real time through the collected data.
  • the sulfur content of vehicle fuel is evaluated in real time by monitoring sulfur dioxide (SO 2 ) in the exhaust gas.
  • SO 2 sulfur dioxide
  • the sulfur element in diesel oil mainly exists in the form of thiophene compounds, and the sulfur element in the diesel oil generates SO 2 after being combusted by the engine.
  • concentration of SO2 in the exhaust gas By monitoring the concentration of SO2 in the exhaust gas, the sulfur content in the fuel is deduced.
  • fuel sulfur content often refers to the concentration of sulfur in fuel.
  • the sensing device includes a first particle detector 501, a second particle detector 502, and auxiliary equipment such as a detector control unit.
  • the particle detector 50 includes a beam emitting end, a beam receiving end, a drive circuit, a base 100, a housing, and the like.
  • the beam transmitting end emits light to illuminate the exhaust gas to be tested
  • the beam receiving end receives the light passing through the exhaust gas to be tested
  • the beam receiving end receives the light scattered by the exhaust gas to be tested, and then the beam receiving end will The received light is converted into electrical signals.
  • the sensing device is mounted on the exhaust pipe 450 .
  • the detector control unit collects engine data, such as engine displacement, engine speed, fuel injection amount, intake air flow, intake air temperature, exhaust temperature, intake pressure, exhaust pressure, torque and other data.
  • the detector control unit calculates the electrical signal collected by the beam receiving end, and calculates the particle concentration. According to the difference in particle concentration monitored by the first particle detector 501 and the second particle detector 502, the concentration of sulfur dioxide in the exhaust is obtained by conversion, and combined with the data of the engine, the concentration of sulfur in the fuel is calculated.
  • a particle detector 50 is provided, and the particle detector 50 mainly includes a beam emitting end and a beam receiving end.
  • the beam emitting end emits a beam to the particles.
  • the light emitted by the emitting end can be infrared, visible light, and ultraviolet light.
  • the beam emitting end can be a laser generator, LED and other light-emitting devices; the beam receiving end is used to convert the light scattered by the particles.
  • the device that is an electrical signal may be a photoelectric conversion element such as a photodiode (PD). After the beam irradiates the particles, scattering will occur. After the beam receiving end converts the received optical signal into an electrical signal, the concentration of the particle can be fed back through the calculation of the electrical signal.
  • PD photodiode
  • the monitoring instrument can be set outside the exhaust pipe, away from the high temperature and high pollution area of the exhaust pipe, and at the same time, the real-time monitoring of the concentration of particulate matter in the exhaust of the motor vehicle can be realized.
  • the particle concentration in the monitoring area can be calculated by detecting the light intensity of the monitoring area.
  • Both the receiving end can receive the scattered light emitted by the particulate matter, so as to realize the monitoring of the particulate matter.
  • the direction of the scattered light is the same as the original beam direction, it can be called forward scattering; if the scattered light direction is opposite to the original beam direction, it can be called back scattering, that is, receiving scattering relative to the incident direction of the incident light
  • the angle scatters light eg in the range of 90°-270°, whereby the measurement of the particulate matter is carried out.
  • the monitoring method is to form a monitoring area inside the target exhaust channel, and the main monitoring device does not contact the exhaust gas with high temperature and high pollution, does not enter the chamber that needs to be monitored, and does not need to be monitored.
  • applying this method can also realize that the sensing device 50 is arranged outside the exhaust pipe, and the main monitoring device is not in contact with the high-temperature and high-pollution exhaust gas, which can effectively reduce the high temperature and high pollution caused by the monitoring instrument. Impact.
  • an optical fiber 210 can also be connected to the front of the beam emitting end 200 , and the light emitted by the beam emitting end 200 is conducted through the optical fiber 210 into the emission light path 230 , and irradiated into the air intake and exhaust channel 400 through the emission hole 240 . Due to the existence of the optical fiber 210, the beam emitting end 200 can be spaced away from the outer wall of the exhaust pipe, which can reduce the influence of the high temperature generated by the exhaust gas of the motor vehicle on the beam emitting end 200.
  • the front part of the light beam emitting end 200 may also be connected with a related optical device.
  • an optical collimator can also be connected to the front of the beam emitting end 200. After the light emitted by the beam emitting end 200 passes through the optical collimator to form parallel light, it sequentially passes through the emitting light path 230 and the emitting hole 240, and then irradiates the exhaust channel 400.
  • an optical collimator and an optical fiber 210 can be connected to the front of the beam emitting end 200 in sequence. After the light emitted by the beam emitting end 200 passes through the optical collimator to form parallel light, it is then transmitted through the optical fiber 210 to establish an emission light path 230, and passes through the optical fiber 210.
  • the emission holes 240 are irradiated into the intake and exhaust channels 400 .
  • an optical device such as a lens 330 or a lens group
  • the scattered light enters the receiving light path 340 through the receiving hole 310 , and is converged by the lens group to illuminate the beam receiving end 300 .
  • Other optical devices can also be added to the front of the beam receiving end 300, such as an optical fiber 210 and a lens 330 or a lens group arranged in sequence, and the scattered light enters the receiving light path 340 through the receiving hole 310, and is converged by the lens 330 or the lens group to illuminate the optical fiber 210
  • the optical fiber 210 conducts the converged scattered light to the light beam receiving end 300 .
  • the lens group for receiving the converging scattered light is also called the first lens group.
  • the small and medium-sized exhaust gas sensing device in the prior art mainly uses the method of pumping to extract the target monitoring gas into the sensing device, and also uses means such as gas distribution cooling and gas distribution dilution to solve the problem of high temperature and high concentration , and then measure the pollutant concentration in the extracted gas by optical methods (such as scattering, absorption, etc.).
  • the sensing device also needs to be equipped with components and structures such as fans and monitoring chambers.
  • the extraction-type exhaust gas sensing device due to the decrease in temperature, will cause condensation of gaseous organic components, resulting in newly generated particulate matter, humidity changes, etc., thus causing inaccurate measurement problems.
  • the equipment is large and difficult to miniaturize.
  • the life of moving parts such as fans is short, which affects the overall life of the sensing device.
  • the inventor found that it is possible to directly use the exhaust channel as a monitoring chamber without extracting gas from the exhaust channel by applying an innovative technical solution, and inside the monitoring chamber
  • the method of forming a monitoring area to realize the monitoring of target monitoring fluid pollutants can greatly reduce the complexity of the system and is conducive to the miniaturization of equipment.
  • the application of this technical concept and related technical solutions can also realize that the monitoring instrument is set outside the exhaust pipe, and the main monitoring device is not in contact with the high-temperature and high-pollution exhaust gas, which can effectively reduce the high temperature and high pollution caused by the monitoring instrument. Impact.
  • a calculation method for calculating the sulfur content in fuel oil by the concentration of exhaust particulate matter is provided.
  • the mass of sulfur injected into the engine fuel should be equal to the mass of sulfur discharged from the exhaust.
  • the molar flow of sulfur element injected into the engine fuel should be equal to the molar flow of sulfur discharged from the exhaust. The efficiency of converting the sulfur element in the fuel into sulfur dioxide can be calculated more accurately by introducing the engine into the optimized scheme.
  • Sulfur mass in fuel oil Sulfur mass in exhaust gas
  • Fuel sulfur content Indicates the content of sulfur in the fuel, which can be either mass concentration or volume concentration
  • exhaust sulfur content Indicates the concentration of sulfur in the exhaust, which can be a mass concentration unit or a volume concentration unit
  • the concentration of exhaust sulfur dioxide Represents the concentration of sulfur dioxide in the exhaust, which can be a mass concentration unit or a volume concentration unit
  • the fuel injection flow r fuel which represents the flow of fuel injected into the engine when the engine is running, can be the fuel injection mass flow rm fuel , or is the fuel injection volume flow rv fuel
  • the fuel injection quantity m fuel indicates how much fuel is injected to the engine within a certain period of time; the time t ; It can be the volume flow qv in ;
  • the intake air temperature T in which represents the temperature of the gas inhaled by the engine;
  • the exhaust flow q e which represents the flow rate of the exhaust gas after the engine is combusted, which can
  • the calculation method of sulfur element mass in fuel oil is:
  • the calculation method of sulfur element mass in exhaust gas is:
  • the sulfur content in fuel oil is calculated as:
  • the sulfur content in the fuel can be obtained.
  • the sulfur content in the fuel is proportional to the concentration of sulfur dioxide gas in the exhaust gas and the exhaust gas flow; it is inversely proportional to the fuel injection amount and the conversion rate.
  • the unit needs to be unified in the application process. If mass concentration is used, other parameters need to be matched according to mass concentration; if volume concentration is used, other parameters need to be matched according to volume concentration, and ideal gas state equation and temperature parameters will be introduced for matching when volume concentration is used.
  • a calculation method for calculating the sulfur content in fuel oil by the concentration of exhaust particulate matter is provided. Based on the sulfur dioxide volume concentration, intake mass flow, fuel injection mass flow, sulfur element molar mass, and gas molar mass at the intake position of the oxidation catalytic converter, the sulfur content in the fuel oil is obtained; the sulfur content in the fuel oil is the fuel sulfur element Concentration.
  • Fuel injection mass flow r mfuel ; fuel sulfur mass concentration (ppm) Intake mass flow qmin ; sulfur element molar mass M S ; exhaust gas molar mass Me ; conversion rate k SO2 of fuel sulfur into exhaust sulfur dioxide; exhaust sulfur dioxide volume concentration (ppmv)
  • the sulfur content in fuel oil is calculated as:
  • the sulfur content (ppm) in the fuel is proportional to the sulfur dioxide volume concentration (ppmv) in the exhaust, proportional to the sum of the fuel injection mass flow and the intake air flow, and inversely proportional to the fuel injection mass flow.
  • the molar amount of sulfur converted into sulfate by DOC can be monitored by the particulate matter detector 50, and then the content of sulfur in the fuel can be reversed according to the conversion efficiency of sulfur dioxide/sulfate of DOC.
  • the sulfur element in the fuel is burned into sulfur dioxide.
  • DOC can convert the sulfur dioxide in the exhaust into sulfate. After the exhaust gas passes through the DOC, a part of the gaseous sulfur dioxide in the exhaust is converted into sulfate by DOC. The change in it can be It is detected by the front and rear particle detectors 50 . In this way, the sulfur dioxide in the exhaust gas can be judged by calculating how much the sulfur dioxide changes, and the sulfur content in the fuel can be obtained.
  • the efficiency of converting the sulfur element in the fuel into sulfur dioxide can be calculated more accurately by introducing the engine into the optimized scheme.
  • the oxidative catalytic converter Based on the difference in particle concentration measured by the first particle detector 501 and the second particle detector 502, as well as the sulfur dioxide conversion efficiency of the oxidative catalytic converter, the molecular weight of the outlet gas of the oxidative catalytic converter, and the molecular weight of sulfur dioxide, the oxidative catalytic converter can be obtained. Sulfur dioxide concentration at the inlet of the converter.
  • the difference of , as well as the sulfur dioxide conversion efficiency ⁇ of the oxidative catalytic converter, the molar mass of sulfate, and the molecular weight of sulfur element, can be obtained to obtain the sulfur content in the fuel.
  • first particle concentration Indicates the concentration of particulate matter in the exhaust at the DOC intake
  • the second particulate matter concentration Represents the concentration of particulate matter in the exhaust at the DOC exhaust
  • fuel injection mass flow r mfuel fuel sulfur element mass concentration (ppm) Intake mass flow qmin ; sulfur element molar mass M S ; exhaust gas molar mass Me ; conversion rate k SO2 of fuel sulfur into exhaust sulfur dioxide; exhaust sulfur dioxide volume concentration (ppmv)
  • Fuel sulfur content The particulate matter concentration measured by the pre-DOC particulate matter detector 50: The particulate matter concentration measured by the particulate matter detector 50 after DOC: DOC temperature T DOC ; particle ratio coefficient ⁇ ; DOC converts sulfur dioxide into sulfate, ⁇ ; molar mass of sulfur element M S ; molar mass of sulfate M MSO , the molar mass of sulfate can be measured by experiment or calibration; fuel oil The conversion rate k SO2 of s
  • the sulfur content in fuel oil is calculated as:
  • the exhaust flow can also be calculated like this:
  • the concentration unit of particulate matter is usually ug/m 3 , then the units of other parameters in the formula need to be unified according to the unit of particulate matter concentration, and can be changed according to the ideal gas equation if necessary.
  • the first particulate matter concentration includes soot concentration at the intake position of the oxidation catalytic converter, soluble organic particulate matter concentration (SOF), metal filing concentration, sulfate concentration, and other inorganic matter concentration.
  • SOF soluble organic particulate matter concentration
  • metal filing concentration metal filing concentration
  • sulfate concentration metal filing concentration
  • the second concentration of particulate matter includes the concentration of soot, the concentration of soluble organic particulate matter (SOF), the concentration of metal scraps, the concentration of sulfate, and the concentration of other inorganic substances at the outlet position of the oxidation catalytic converter.
  • the collected data can be preprocessed by conventional data processing methods such as averaging, screening, and removing invalid data to reduce data errors.
  • the sensing device 50 includes a beam receiving end 300 , a beam transmitting end 200 , and a base 100 .
  • One end of the base 100 is provided with a transmitting hole 240 and a receiving hole 310 , a transmitting light path 230 and a receiving light path 340 are arranged inside the base 100 , and the other end of the base 100 is connected to the device casing.
  • the light emitted by the beam emitting end 200 passes through the emission light path 230 and the emission hole 240 in sequence, and is irradiated into the exhaust channel 400 and enters the observation area.
  • the three-dimensional space (overlapping area) where the beam and the observation area meet is the particle detector 50 monitoring area.
  • the observation area is the spatial range that the receiving hole 310 can observe.
  • the beam emitted by the beam transmitting end 200 enters the observation area, and the three-dimensional space where the beam intersects with the observation area is the monitoring area of the particle detector 50 .
  • the inventor found that the setting of the position of one end of the monitoring area closest to the receiving hole 310 (ie the starting point of the monitoring area) has a significant impact on the measurement accuracy.
  • the scattering phenomenon cannot occur; however, when the particle concentration is high, The particles in this area will block or affect the path of scattered light entering the receiving hole 310, and at the same time, complex scattering effect will occur, which will affect the measurement result, as shown in FIG. 9 .
  • the concentration of the target monitoring fluid 500 will change with the shape and structure of the exhaust passage 400 and the flow state of the fluid, and the concentration of the target monitoring substance will change during the fluid flow.
  • a concentration gradient is formed at the edge of the fluid flow region, and the generation of the concentration gradient will lead to different degrees of scattering interference in different concentration regions. The inventor found that when the starting point of the target monitoring area is close to the area where the concentration of the target monitoring substance is reduced, or is placed in the area where the concentration of the target monitoring substance is reduced, the interference of complex scattering can be effectively reduced.
  • the starting position of the monitoring area is set on the concentration critical layer on the side closer to the particle detector 50, or in the neighborhood of the concentration critical layer, or the low concentration of the concentration critical layer One side of the area (the direction away from the high concentration target detection substance).
  • one end of the monitoring area close to the receiving end is placed at a position of 0-30 mm from the concentration critical layer containing the target monitoring substance.
  • one end of the monitoring area close to the receiving end is placed at a position 5-10 mm away from the concentration critical layer containing the target monitoring substance.
  • one end of the monitoring area close to the receiving end is placed at a position 1-3 mm away from the concentration critical layer containing the target monitoring substance.
  • a preferred technical solution involved in an embodiment of the present invention is that the monitoring area is close to one end of the receiving end, and is placed at the edge of the fluid flow area, within a space of 30mm, 20mm, or 10mm, 5mm from the target monitoring substance concentration reduction area.
  • a preferred technical solution involved in an embodiment of the present invention is to ensure that the distance between the end of the monitoring area closest to the receiving hole 310 and the inner wall of the exhaust channel 400 does not exceed 10 mm;
  • the distance between the nearest end and the farthest end of the hole 310 projected on the axis of the receiving light path 340 is 10 cm.
  • the setting of the starting point of the monitoring area can be adjusted by the position of the emission hole 240 , the receiving hole 310 , the emission light path 230 , the position of the receiving light path 340 , and the structure and installation position of the particle detector 50 .
  • the starting position of the monitoring area (the end close to the receiving end) is set in the zero-boundary area.
  • the concentration of the target monitoring substance tends to At zero, the interference of the target monitoring material in this area to the scattering tends to be zero.
  • the concentration of the target monitored substance approaching zero means that the concentration of particulate matter is less than 5% of the instantaneous concentration of emission or the concentration of particulate matter is less than 1% of the instantaneous concentration of emission.
  • a technical solution involved in an embodiment of the present invention is to ensure that the distance between the end of the monitoring area closest to the receiving hole 310 and the inner wall of the exhaust channel 400 does not exceed 10 mm; At the distal end, the projected distance on the axis of the receiving light path 340 is 10 cm.
  • a preferred starting position of the monitoring area involved in an embodiment of the present invention is set at the pipe wall position of the exhaust pipe (ie, the junction between the edge of the target monitoring fluid 500 and the observation area).
  • the plane distance between the end of the target monitoring area close to the receiving hole and the receiving hole is less than or equal to the set distance, and this distance can be 0-100mm, preferably 0-30mm; 0-0.2 times the diameter of the air channel; it can also be 0-1.5 times the diameter of the particle detector 50 .
  • the setting of the position of one end of the monitoring area farthest from the receiving hole 310 (ie, the end point of the monitoring area) also has an influence on the measurement accuracy.
  • the location of the end point of the monitoring area should avoid the location of the wall of the exhaust channel, because the wall of the exhaust channel will cause reflections, interfere with scattered light, and affect the measurement results of the device.
  • the flue gas in the exhaust channel 400 has uneven concentration distribution, the monitoring area is too small, too large, or the uneven particle concentration cannot reflect the overall particle concentration in the exhaust channel 400, which affects the measurement. Precision and effect.
  • the preferred monitoring area range should be 0.4-0.9 times the diameter.
  • the concentration of flue gas in the exhaust passage 400 is uniformly distributed (such as the environment where the flue gas velocity of the exhaust pipe is fast and the back pressure is high in automobile exhaust monitoring), a small monitoring area can also reflect the overall concentration in the exhaust passage 400 According to the concentration of particulate matter, the preferred monitoring area range may be 0.1-0.5 times the diameter of the exhaust passage 400 . As shown in Figure 4 to Figure 7.
  • the monitoring area is located in the exhaust channel 400, which can be the exhaust duct of motor vehicles, construction machinery, and motor boats; it can also be a flue gas duct such as an exhaust duct of cooking oil fume, and an exhaust duct of a boiler.
  • the sensing device 50 includes a beam receiving end 300, a beam transmitting end 200, and a base 100.
  • One end of the base 100 is provided with a transmitting hole 240 and a receiving hole 310, and the interior of the base 100 has a
  • the transmitting light path 230 and the receiving light path 340 are connected to the shell of the particle detector 50 at the other end of the base 100 .
  • the optical power of the light emitted by the beam emitting end 200 entering the target monitoring fluid 500 should be kept above a certain power to ensure accurate monitoring.
  • the range of the monitoring area may be 0.4-0.9 times the diameter of the pipe.
  • the range of the monitoring area may be 0.2-0.5 times the diameter of the pipe, as shown in FIG. 4 .
  • the transmitting optical path 230 and the receiving optical path 340 may be paths sharing a space, or may be two separate paths.
  • the separate hair paths can reduce the mutual interference between the two.
  • the beam emitting end 200 emits a beam to the particles, which can be a beam emitted by a laser generator or an LED light source; the beam receiving end is a device for converting the light scattered by the particles into electrical signals, which can be a photoelectric conversion device such as a photodiode (PD). element.
  • a photoelectric conversion device such as a photodiode (PD). element.
  • the front part of the beam emitting end 200 can also be connected to an optical fiber 210 , and the light emitted by the beam emitting end 200 is conducted through the optical fiber 210 into the emission light path 230 , and irradiated into the intake and exhaust channel 400 through the emission hole 240 . In this way, the influence of the high temperature generated by the exhaust gas of the motor vehicle on the beam emitting end 200 can be avoided.
  • An optical collimator can also be connected to the front of the beam emitting end 200 , and the light emitted by the beam emitting end 200 passes through the optical collimator to form parallel light, and then passes through the emitting light path 230 and the emitting hole 240 in sequence, and then irradiates the exhaust channel 400 .
  • the optical collimator used in the beam emitting end 200 has an optical coupling efficiency of ⁇ 75%, which can reduce the power of the light source of the beam emitting end 200.
  • the low-power light source has higher temperature resistance, working life and stability, and can improve the particle detector 50 reliability and service life.
  • the lens 330 that can be used by the optical collimator includes a Fresnel lens, a self-focusing lens Glens, Clens, etc.; a lens group can also be used to collimate the light emitted by the light source.
  • the lens group and optical device used for the light beam emitting end 200 may also be referred to as the second lens group.
  • the front part of the beam emitting end 200 can also be connected with an optical collimator and an optical fiber 210 in sequence. After the light emitted by the beam emitting end 200 passes through the optical collimator to form parallel light, it is conducted through the optical fiber 210 and enters the emission light path 230, and is transmitted through the optical fiber 210.
  • the holes 240 are irradiated into the intake and exhaust passages 400 .
  • the front of the beam receiving end 300 is provided with a lens 330 or a lens group, the scattered light enters the receiving light path 340 through the receiving hole 310 , and is converged by the lens 330 to be irradiated on the beam receiving end 300 .
  • An optical fiber 210 and a lens 330 may also be arranged in sequence at the front of the beam receiving end 300.
  • the scattered light enters the receiving light path 340 through the receiving hole 310, and is condensed by the lens 330 to illuminate the optical fiber 210.
  • the optical fiber 210 conducts the converged scattered light to the beam on the receiving end 300.
  • the lens 330 provided in the front of the light beam receiving end 300 or the type of lens 330 used by the lens group may be a convex lens, a Fourier lens, or the like.
  • the sensing device 50 includes a beam receiving end 300, a beam transmitting end 200, and a base 100.
  • One end of the base 100 is provided with a transmitting hole 240 and a receiving hole 310, and the interior of the base 100 is provided with a transmitting hole 240 and a receiving hole 310.
  • the transmitting light path 230 and the receiving light path 340, and the other end of the base 100 is connected to the housing of the monitoring equipment.
  • the included angle interval between the transmitting light path 230 and the receiving light path 340 is (0°, 180°), for example (0°, 90°), (85°, 95°), especially (1°, 20°), ( 3°, 17°), (6°, 10°) and other smaller ranges, as shown in Figure 3, within this angle range, the beam transmitting end 200 and the beam receiving end 300 can be easily packaged into one, reducing Small device size.
  • the sensor equipment can be miniaturized according to the above perspective.
  • the angle between the first and second optical fibers 210 is set to 5-15°, that is to say, the angle between the first and second optical fibers 210 (optical path angle) is set so that the transmitting optical path and the receiving optical path The included angle is 5-15°.
  • the first optical fiber is the optical fiber for transmitting the received scattered light; the second optical fiber is the optical fiber for transmitting the emitted light.
  • the sensing device 50 includes a beam receiving end 300 , a beam transmitting end 200 , and a base 100 .
  • One end of the base 100 is provided with a transmission hole 240 and a receiving hole 310 , and the base 100 has an emission light path 230 inside.
  • the receiving light path 340, the other end of the base 100 is connected to the device casing.
  • the inventors found that the geometry of the receiving hole 310 will affect the reception of scattered light by the beam receiving end 300 , thereby affecting the accuracy of the particle detector 50 .
  • the inventor also found that the geometry of the receiving hole 310 also affects the anti-pollution performance of the particle detector 50, thereby affecting the maintenance cycle and service life of the device.
  • the opening area of the receiving hole 310 is set larger, a larger observation area can be obtained.
  • the particles may enter the device through the receiving hole 310, and attach to or cover the beam receiving end 300 or the lens 330 provided at the front end of the beam receiving end 300 for long-term use.
  • the deposited particles will affect the effect of the beam receiving end 300 receiving scattered light, and affect the measurement accuracy of the particle detector 50; during the propagation of the scattered light, the phenomenon of complex scattering will also occur, that is, the scattered light irradiates the particles and scatters again. phenomenon, the complex scattered light formed by the complex scattering phenomenon will have a negative effect on the measurement of the particle concentration and affect the measurement accuracy. If the opening area of the receiving hole 310 is too large, the complex scattered light will affect the accuracy of the particle detector 50. influences.
  • the opening area of the receiving hole 310 is set to be small, it will restrict the entry of scattered light, so that the light intensity of the scattered light irradiated to the beam receiving end 300 is too low to achieve the monitoring target, or affect the accuracy of the particle detector 50 with sensitivity.
  • the preferred geometric shapes of the receiving holes 310 include rectangular and elliptical shapes, as well as racetrack circle shapes.
  • the receiving hole 310 is a rectangle, the long side of the rectangle is parallel to the line connecting the center of the transmitting hole 240 and the center of the rectangle, and the ratio between the long side and the short side is 1-2:1;
  • the axis is parallel to the line connecting the center of the launch hole 240 and the center of the ellipse, and the ratio of the long axis to the short axis is 1-3:1;
  • the receiving hole 310 is in the shape of a runway circle, and the long side of the runway circle is parallel to the center of the launch hole 240 and the ellipse.
  • the line connecting the midpoints of the runway circle geometry, the ratio of the major axis to the minor axis is 1-3:1.
  • the preferred opening area of the receiving hole 310 is 0.5mm 2 -5mm 2 ;
  • the method can also be used to set the sensing device 50 outside the exhaust pipe.
  • the main monitoring device is not associated with high temperature and high pollution discharge.
  • the method of air contact can effectively reduce the impact of high temperature and high pollution on monitoring instruments.
  • the base 100 has one end of the plane of the emitting hole 240 and the receiving hole 310 , and the distance from the wall of the exhaust channel is 0-50 mm, and the preferred distance may be 0-30 mm. To achieve device miniaturization, the preferred distance range may be 2.5-5.5 mm.
  • the particle detector 50 is shown in FIG. 29 , and a lens/lens group is arranged at the front end of the lens at the beam emitting end.
  • the lens/lens group may include a lens and a refractive lens, and the refractive lens changes the angle of the emitted light , which is not parallel to the receiving optical path and forms an angle, forming a monitoring area inside the monitoring cavity.
  • the angle is any one of [2°, 20°], [9°, 12°], [12°-17°], and 90° neighborhood.
  • the emission light path and the receiving light path of the particle detector 50 are parallel to each other, and the emission light path and the receiving light path are also parallel to the axis of the particle detector 50, which can reduce processing difficulty, improve yield and production efficiency.
  • the optical fiber output port of the beam transmitting end and the optical fiber input port of the beam receiving end (the port receiving scattered light) can be isolated from external pollutants from contaminating the inside of the probe through the resistance welding process.
  • the diameter of the base 100 of the particle detector 50 is in the range of 16mm-22mm, and the preferred diameter is 18mm.
  • the lens at the front end of the beam emitting end and the lens at the front end of the beam receiving end are fixed on the heating and ablation device, as shown in Figure 29 or Figure 40, and the fixing method can be active solder welding.
  • the heating and ablation device is fixed on the base 100 .
  • the beam transmitting end and the beam receiving end can also be fixed on the base 100 .
  • the particulate matter detector 50 is arranged in the battery compartment shell, and is used to monitor the air quality in the battery compartment.
  • the particulate matter detector 50 detects that the air quality in the battery compartment is abnormally high, which may be due to the combustion of the battery, a short circuit, and the like.
  • the circuit of the whole vehicle can be protected, for example, the high-voltage circuit can be cut short; the driver can also be alerted to protect the safety of the members of the vehicle.
  • the particle detector 50 is arranged before the intake position of the power plant and after the intake filter.
  • the particulate matter detector 50 can monitor the air quality of the intake air of the power plant, and if it is detected that the concentration of particulate matter in the intake air is abnormally increased, an alarm can be issued to prompt the driver that the intake air is abnormal.
  • Abnormal intake air may be due to damage to the intake air filter or reaching the end of its service life.
  • the power plant is an internal combustion engine, a fuel cell and the like.
  • the inventor found that in a high-temperature environment, such as vehicle exhaust monitoring, related components such as the beam emitting end and the probe will be affected by high temperature, and sensitivity will occur. Decreased sensitivity, drift of sensitivity, and instability of transmit power will affect the accuracy of monitoring data. Therefore, the particle detector 50 can reduce the influence of temperature on the particle detector 50 through thermal insulation technical means in terms of structure and material.
  • a thermal insulation component made of thermal insulation material can be arranged inside the housing, and the thermal insulation material can be filled to protect the beam emitting end and the probe from being affected by the temperature.
  • a temperature insulation structure such as a temperature insulation ring made of ceramic material, can be added to the connection part of the shell and the base 100 to protect the beam emitting end and the probe; the material of the base 100 and other related components can also be made of temperature-resistant and temperature-insulated materials.
  • a preferred thermal insulation method is to increase the distance between the beam emitting end and the probe and (exhaust pipe), and reduce the influence of temperature on the beam emitting end and the probe.
  • the outer shell uses a metal thin shell 120, and the thickness of the metal thin shell 120 is 1-3 mm, which reduces the area where the metal can conduct heat.
  • a thermal insulation component made of thermal insulation material is arranged inside the shell, or filled with thermal insulation material to protect the beam emitting end and the probe from being affected by temperature.
  • the metal shell 120 is filled with heat insulating material to directly fix the components of the optical path to the interior of the ceramic.
  • a preferred thermal insulation method is that a temperature insulation component 130 can be added to the connection part between the shell and the base 100, such as a temperature insulation ring made of ceramic material to protect the beam emitting end 200 and the beam receiving end 300; the material of the base 100 can also be made of Made of temperature-resistant and insulating materials.
  • the inventor found that in a highly polluted environment, the particle detector 50 has an emission hole 240 and a reception hole 310, and the base 100 has an emission light path 230 and a reception light path 340 inside. , and other accessories such as the optical fiber 210 and the lens 330 are susceptible to contamination by smoke, and particulate matter will be deposited. Therefore, the anti-fouling design is performed on the part of the base 100 in contact with the flue gas, which can reduce the pollution of the flue gas and ensure the accuracy of the monitoring data.
  • a preferred design for preventing fouling is to set an airflow guide structure 140 at the position where the flue gas airflow impacts, and the guide structure guides the flue gas airflow so that the airflow does not directly impact the base 100, the emitting hole 240, the receiving hole 310, and the emitting light path. 230 , the receiving light path 340 , and other accessories such as the optical fiber 210 and the lens 330 inside the base 100 .
  • a preferred anti-fouling design is to set an air curtain protection structure on the base 100 , and the air curtain protection structure can extend to the base 100 , the emission hole 240 , the receiving hole 310 , the emission light path 230 , the receiving light path 340 , and the interior of the base 100 .
  • the optical fiber 210, the lens 330 and other accessories blow a clean protective air curtain to reduce and prevent the accumulation of dust on the above structure.
  • a preferred anti-fouling design is that the base 100 is provided with a heating ablation device 160, the base 100, the emission hole 240, the receiving hole 310, the emission light path 230, the receiving light path 340, and the optical fibers 210, When the dust accumulation of other accessories such as the lens 330 reaches the set condition, or the trigger condition is manually set, the heating and ablation device 160 is turned on, and the dust accumulation is ablated.
  • a method of reducing fouling by exhaust waste heat ablation is provided.
  • the particulate filter component of the particulate detector 50 is easily contaminated by flue gas, and particulates may be deposited. Therefore, the anti-fouling design of the parts in contact with the flue gas can reduce the pollution of the flue gas and ensure the accuracy of the monitoring data and the durability of the equipment.
  • the particulate matter detector 50 is mounted on the engine exhaust emission device, which is typically a sump. Some exhaust emission devices also have a DPF module. During the regeneration process of the DPF, a large amount of heat is generated. The heat is used to ablate the carbon deposits inside the DPF, and the exhaust temperature can usually reach 250-400 °C. Inside the exhaust emission device, (set a heat collector) or directly use the regeneration heat, the heat collector can collect and conduct the heat generated when the DPF of the exhaust emission device is regenerated, heat the particulate filter components, and ablate the deposits. particulate matter, restore the air permeability of filter components, and ensure the accuracy of monitoring data.
  • Equipping the vehicle with the on-board fuel sulfur content monitoring device combined with the data platform can realize the complete monitoring of the fuel used by the vehicle.
  • they can trace the fuel quality of their vehicles, and provide support in terms of vehicle condition assessment, damage liability definition, and insurance claims. Relevant data can also be provided to relevant regulatory authorities to support law enforcement.
  • the sensing device 50 includes a detector control unit 600, a communication module, and an OBD module 620, the sensing device 50 includes a beam receiving end 300, the beam transmitting end 200, the base 100, and one end of the base 100 is provided with The transmitting hole 240 and the receiving hole 310, the base 100 has a transmitting light path 230 and a receiving light path 340 inside, and the other end of the base 100 is connected to the device casing.
  • the beam receiving end 300 and the beam transmitting end 200 are integrated and packaged in the casing.
  • the sensing device 50 has an information transmission function.
  • the communication module uses the communication between the sensing device 50 and the data platform 710 to upload monitoring data, location information, time information, vehicle operation information and other data, and can also receive adjustments issued by the data platform 710. Instructions for the operation of the sensing device 50 .
  • the communication module 630 can transmit the monitored data, location data and time information to the data platform 710 wirelessly.
  • the communication module 630 uses data transmission methods and data platforms 710 such as GPRS, 4G, 5G, Bluetooth, WIFI, and the Internet of Things.
  • the communication module 630 can also check the SIM for network data transmission.
  • the communication module 630 may transmit data to the data platform 710 at intervals of seconds and minutes.
  • the detector control unit 600 is connected to the vehicle power supply, supplies power to the sensing device 50 , the communication module 630 , and the OBD module 620 , and controls and processes data among the sensing device 50 , the communication module 630 , and the OBD module 620 .
  • the detector control unit 600 may have a positioning function or a data interface with the positioning module 610 , and the positioning function or the positioning module may record the vehicle space-time information in real time using positioning technologies such as GPS and Beidou.
  • the OBD module 620 is connected to the vehicle bus and exchanges data.
  • the OBD module 620 can collect vehicle operation information, such as engine speed, engine torque, accelerator position, intake air flow, exhaust temperature, DPF temperature, position, time and other information data, and transmitted to the detector control unit 600 through the data interface.
  • the data platform 710 can receive the data returned by the sensing device 50, and the data platform 710 stores and processes the data.
  • the data platform 710 senses the data returned by the device 50 and other data that can be collected. Using these data, the data platform 710 can comprehensively process the data, and generate data presentation methods such as data lists, data rankings, and visual maps.
  • the generated processing results such as the generated data list, data ranking, and visual map can be sent to the user terminal 730 through the network, and the user can query and use them according to their needs.
  • the data platform 710 can also sense the operation of the sensing device 50, such as turning on and off the sensing device 50, adjusting the parameters of the sensing device 50, etc., as shown in FIG. 15 .
  • a method for judging that the sulfur content in exhaust gas exceeds the standard is provided.
  • the relevant parameters are as follows.
  • the particle concentration measured by the pre-DOC particle detector 50 The particulate matter concentration measured by the particulate matter detector 50 after DOC: DOC temperature: T DOC ; particle ratio coefficient: ⁇ .
  • a preferred method is when the This means that the sulfur content in the fuel does not exceed the standard. when it appears or Then it is considered that the sulfur content in the fuel exceeds the standard. 1.1, 1.15, 1.2, 1.3, 1.4, 1.5 and other values.
  • a method for judging that the sulfur content in exhaust gas exceeds the standard is provided.
  • the ratio ⁇ of the particulate matter concentration value of the particulate matter detector 50 after DOC and the particulate matter concentration value of the particulate matter detector 50 before DOC measured under different working conditions and conditions is calibrated with the measured exhaust SO 2 concentration, and the particulate matter ratio coefficient and Correspondence of exhaust SO2 .
  • Monitoring on-board fuel can provide real-time feedback on the sulfur content in the fuel. When the sulfur content exceeds the acceptable range of the aftertreatment device, an alarm can be issued or emergency measures can be taken to reduce the damage caused to the aftertreatment facility and engine of the vehicle. damage. At the same time reduce pollutant emissions from motor vehicles.
  • the sensing device further comprises: an alarm device, which is connected to the detector control unit.
  • the detector control unit is further configured to send trigger information to the alarm device when it is detected that the sulfur content in the fuel exceeds a preset range; the alarm device issues an alarm based on the trigger information.
  • Exhaust aftertreatment equipment includes DOC, DPF and SCR.
  • the detector control unit cumulatively records the sulfur content of the fuel used and the corresponding time and mileage.
  • the detector control unit stores the life reduction value of the exhaust after-treatment equipment caused by fuels with different ranges of sulfur content in unit time and unit mileage, and the detector control unit stores the total life of the exhaust after-treatment equipment.
  • the detector control unit calculates the remaining life of the exhaust aftertreatment device based on the sulfur content of the fuel used and the corresponding time and/or mileage, and the total life of the exhaust aftertreatment device. After the remaining life of the exhaust after-treatment equipment is less than the set value, a trigger message is sent to the alarm device to give an alarm, prompting the driver that the exhaust treatment equipment should be replaced or maintained.

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Abstract

一种传感装置，包括第一颗粒物检测器（501）、第二颗粒物检测器（502）、检测器控制单元（600）、氧化型催化转化器，其中，该第一颗粒物检测器（501）用于测量该氧化型催化转化器进气位置的第一颗粒物浓度，该第二颗粒物检测器（502）用于测量该氧化型催化转化器出气位置的第二颗粒物浓度，该检测器控制单元（600），配置用于获取并根据该第一颗粒物浓度和该第二颗粒物浓度，确定燃油中的硫含量。籍此，可以高效确定油体中的硫含量。还公开了一种传感器装置及机动车。

Description

一种传感装置 技术领域
本发明涉及环境技术领域，尤其涉及一种燃油传感装置。
背景技术
随着机动车数量的迅猛增长，石油消耗逐年增加，同时机动车排放的排气造成了严重的大气污染。近年来，为了改善空气环境质量，环保法规标准逐渐提高，更加严格的排放标准陆续实施。
生态环境部、工信部、海关总署联合发布《关于实施重型柴油车国六排放标准有关事宜的公告》。公告明确，自2021年7月1日起，全国范围全面实施重型柴油车国六排放标准。与此同时，禁止生产、销售不符合国六排放标准的重型柴油车，进口重型柴油车应符合国六排放标准。至此重型柴油车的国六排放标准在全国范围内全面铺开。
按照国六排放标准，柴油机需安装复杂的后处理系统，这些复杂的后处理系统要求柴油机使用高品质的柴油，尤其是低硫含量的柴油。目前柴油过高硫含量，是造成柴油机后处理系统失效的最主要原因。由于柴油硫含量过高，导致的柴油机后处理系统失效，不但会带来污染排放的问题，还会影响机动车动力系统的正常运行，增加损坏几率、降低了使用寿命。事实上国五排放标准的重型柴油车，也面临着同样的问题。类似的排放标准在其他国家也有施行，也同样面临着燃油硫含量高的挑战。在使用DOC以及分子筛类SCR的排气处理系统都要求使用至少低于50ppm的低硫油，使用DPF的排气处理系统要求使用低于10ppm的超低硫油。燃油中的硫及其衍生物影响排气处理系统：排气处理系统中的含有催化剂的器件(如DOC和SCR，尤其是分子筛类SCR)、废气再循环装置(EGR)和DPF会被硫酸盐衍生物的沉积物所“毒害”或腐蚀，SCR的转化效率随之下降，从而导致NOx排放水平的增加；而且DPF再生并不能消除硫酸盐，高硫燃油的使用容易造成频繁再生和DPF失效。燃油中的硫还影响PM的排放，导致PM排放的增加。燃油中的硫同时还影响发动机的工作寿命，燃油中的硫燃烧后生成的SO 2和SO 3遇到水和水蒸气在温度高时会形成亚硫酸和硫酸，腐蚀发动机件，当含硫废气进入气缸壁和曲轴箱时，也会使得润滑油变质。
因此如何更有效的实现车用燃油硫含量的监测/检测有重要意义。
发明内容
目前技术的不足及带来的问题
发明人经大量研究发现，由于现有燃油硫含量监测技术使用的测量基本原理、设备的安装方式，以及设备小型化的现状，使得现有的车用柴油硫含量监测技术存在诸多不足。
现有技术中一种方式是通过在加油站现场采样后，送到实验室进行检测分析；现有技术的另一种方式是使用便携式的燃油硫含量检测设备在加油站现场进行检测分析。这些方式都受限于抽样检测的局限性且设备复杂、成本高昂，需要专业人员进行操作，因而对燃油硫含量检测效率非常有限，无法大规模的对加油站的燃油硫含量的监测，也更无法实现对每辆车所加的油的硫含量进行实时监测。这导致加注的燃油质量无法方便的被测量，在加注低品质的高硫含量的燃油后，柴油车后处理系统寿命大幅缩减，甚至直接损坏。在油品监管与执法过程中也面临同样问题，进而使得大量高硫油进入市场。
概述技术方案
针对上述缺陷，本发明的目的之一在于提升对排气或燃油中硫含量的检测效率。在实现本发明的过程中，发明人发现可以通过在汽车上加装车载型的燃油质量自动传感装置，如低成本的检测器，而不是在加油站进行抽样检测，籍此实现高效率、大范围的燃油检测，减少使用高硫油造成的危害。
在为解决上述的技术问题而进行的试验和研究的过程中，发明人还发现可以通过应用创新的技术方案，在氧化型催化转化器(DOC)进气位置和出气位置分别设置颗粒物监测装置，检测氧化型催化转化器进气位置和出气位置颗粒物的变化，测算汽车排放进气中的二氧化硫浓度，结合采集的汽车发动机运行数据，计算并反馈燃油中的硫含量。现有技术中尚不存在使用颗粒物检测器监测汽车排气中颗粒物浓度，进而推算排气中二氧化硫浓度的技术方案；也同样未发现使用颗粒物检测器监测汽车排气中颗粒物浓度，推算汽车燃油中硫元素含量的技术方案。
本发明所涉及的一些实施例中，提供了传感装置，应用颗粒物检测器，分别设置于氧化型催化转化器进气位置和出气位置，由于燃油中的硫元素经过发动机燃烧后，大部分会形成二氧化硫随着排气进入排气装置，排气中的部分二氧化硫在经过氧化型催化转化器时，会被氧化为硫酸盐，因此氧化型催化转化器前后的颗粒物浓度会因二氧化硫的存在而出现差异，通过对差异进行分析和计算可以计算排气中的二氧化硫浓度。因此在氧化型催化转化器进气位置和出气位置分别设置颗粒物检测器检测颗粒物的变化，就可以计算出排气中的二氧化硫浓度。再结合发动机的运行数据以及发动机对燃油硫元素转化效率参数，就能够获得燃油中硫元素的含量。当监测到燃油中硫元素超标后，可以通过实时报警的方式及时提示驾驶员加注了高硫含量的燃油。
在另外一些涉及的实施例中，本发明一些实施例提供了一种优选的技术方案，利用测量到的排气中的二氧化硫含量数据，并结合发动机的数据，如发动机排量、发动机转速、喷油量、进气流量、进气温度、排气温度、进气压力、排气压力、扭矩等数据，进行计算得到，燃油中的硫含量。
另一方面，本发明一些实施例提供了一种优选的技术方案，通过合理地设置发动机排气的处理方法，可以减少其他干扰对排气中二氧化硫测定过程中的影响，进而提高对燃油中硫含量的监 测精确度。发动机排气的处理方式包括监测装置的隔热、对排气中颗粒物的积累、对排气中水蒸气冷凝的规避等。这些方式可以提高排气中二氧化硫测定的精确度。
本发明所涉及的一个技术方案的特点在于，在车载条件下利用气体颗粒物检测器检测尾气中颗粒物的浓度，间接的检测液体燃油中的硫含量。气体颗粒物检测器使用的是光学手段，因此响应快、体积小且成本低。同时由于光学手段不与检测样品直接接触，因此不破坏检测样品、不需要借助其他辅助气体/液体，并且不与检测样品直接接触带来了寿命长、不被腐蚀、耐高温的特点。这些特点使得本发明适合在机动车上大规模应用。
实施例1.一种传感装置，包括第一颗粒物检测器、第二颗粒物检测器、检测器控制单元、氧化型催化转化器，其中，所述第一颗粒物检测器设置于氧化型催化转化器的进气位置，所述第二颗粒物检测器设置于氧化型催化转化器的排气位置，所述第一颗粒物检测器与第二颗粒物检测器和检测器控制单元相连接；
所述第一颗粒物检测器用于测量所述氧化型催化转化器进气位置的第一颗粒物浓度，
所述第二颗粒物检测器用于测量所述氧化型催化转化器出气位置的第二颗粒物浓度，
所述检测器控制单元，配置用于获取所述第一颗粒物浓度和所述第二颗粒物浓度，根据所述第二颗粒物浓度相对于所述第一颗粒物浓度的变化，确定所述氧化型催化转化器进气位置的二氧化硫浓度。
实施例2.根据实施例1-1所述的传感装置，其中，所述检测器控制单元配置用于采集发动机进气流量、喷油量，并根据所述进气流量、所述喷油量和所述氧化型催化转化器进气位置的二氧化硫浓度，确定燃油中硫含量。
实施例3.根据实施例1-2所述的传感装置，其中，所述传感装置还包括位于所述氧化型催化转化器出气位置之后的颗粒物捕集器，所述第二颗粒物检测器设置于所述氧化型催化转化器与所述颗粒物捕集器之间。
实施例4.根据实施例1-3所述的传感装置，其中，所述检测器控制单元被配置以用于：根据预设规则启动燃油中硫含量的计算。
实施例5.根据实施例1-4所述的传感装置，其中，所述预设规则为：发动机处于稳定工况，所述稳定工况是怠速工况或稳态工况。
实施例6.根据实施例1-5所述的传感装置，其中，所述检测器控制单元基于所述氧化型催化转化器的二氧化硫转化效率、所述进气流量、所述喷油量和所述氧化型催化转化器进气位置的二氧化硫浓度，确定所述氧化型催化转化器进气位置的二氧化硫浓度。
实施例7.根据实施例1-6所述的传感装置，其中，所述检测器控制单元被配置以用于：根据所述预设规则，判定是否进行燃油中硫含量的计算，所述预设规则还包括：当颗粒物捕集器处于 主动再生状态，不进行燃油中硫含量的计算。
实施例8.根据实施例1-7所述的传感装置，其中，所述检测器控制单元被配置以用于：根据下列公式计算所述氧化型催化转化器进气位置的二氧化硫浓度：
Figure PCTCN2021131939-appb-000001
实施例9.根据实施例1-8所述的传感装置，其中，所述检测器控制单元被配置以用于：根据下列公式计算所述燃油中硫含量：
Figure PCTCN2021131939-appb-000002
实施例10.根据实施例1-9所述的传感装置，其中，所述检测器控制单元被配置以用于：基于所述氧化型催化转化器进气位置的二氧化硫体积浓度、进气质量流量、喷油质量流量、硫元素摩尔质量、进气位置气体摩尔质量，确定燃油中硫含量；所述燃油中硫含量为燃油硫元素质量浓度。
实施例11.根据实施例1-10所述的传感装置，其中，所述检测器控制单元被配置以用于：根据下列公式计算所述燃油中硫含量：
Figure PCTCN2021131939-appb-000003
实施例12.根据实施例1-11所述的传感装置，其中，所述检测器控制单元被配置以用于：根据所述第二颗粒物浓度相对于所述第一颗粒物浓度的增大，以及所述氧化型催化转化器的二氧化硫转化效率、硫酸盐分子量、二氧化硫的分子量，确定所述氧化型催化转化器进气位置的二氧化硫浓度。
实施例13.根据实施例1-12所述的传感装置，其中，所述检测器控制单元被配置以用于：根据所述氧化型催化转化器进气位置的碳烟浓度参数、可溶性有机颗粒物浓度(SOF)参数、金属屑浓度参数、硫酸盐浓度参数、无机物浓度参数，确定所述第一颗粒物浓度；根据所述氧化型催化转化器出气位置的碳烟浓度参数、可溶性有机颗粒物浓度(SOF)参数、金属屑浓度参数、硫酸盐浓度参数、无机物浓度参数，确定所述第二颗粒物浓度。
实施例14.根据实施例1-13所述的传感装置，其中，第一颗粒物检测器、第二颗粒物检测器分别还包括光束发射端、光束接收端，所述光束发射端可操作以建立发射光路，所述光束接收端被构造以接收来自所述发射光路中的监测区域的散射光线，从而形成接收光路。
实施例15.根据实施例1-14所述的传感装置，其中，该传感装置装配于一排气通道上；
其中，所述光束发射端、所述光束接收端集中地/分布地设置于所述排气通道上，从该排气通道的外部朝向所述排气通道内部，所述光束接收端被构造为接收来自所述监测区域的后向/侧向散射光线。
实施例16.根据实施例1-15所述的传感装置，其中，所述传感装置还包括底座，靠近所述底座前端的发射孔/接收孔的所述监测区域的第一端，相对于：i)所述底座前端的发射孔、ii)所述底座前端的接收孔，iii)所述光束接收端所对应的所述排气通道内壁，iiii)所述排气通道内颗 粒物流体边界四者中任一者的间距，不超过[0.5mm-5mm]中任意数值；或者所述发射光路上从所述底座前端的发射孔到所述监测区域的距离，不超过[0mm-5mm]中任意数值。
实施例17.根据实施例1-16所述的传感装置，其中，激光发生器、LED光源，通过非球面透镜、光纤、耐高温传能光纤、光学耦合至第二透镜组。
实施例18.根据实施例1-17所述的传感装置，其中，所述光束接收端的第一透镜组进一步包括叠加的两组子放大透镜。
实施例19.根据实施例1-18所述的传感装置，其中，所述光束发射端与所述光束接收端集成于一外壳内，所述外壳内部设置有隔热材料制成的隔温组件。
实施例20.根据实施例1-19所述的传感装置，其中,所述外壳与所述底座结合部设置隔热环。
实施例21.根据实施例1-20所述的传感装置，其中,所述隔热环由陶瓷材料制成。
实施例22.根据实施例1-21所述的传感装置，其中，所述外壳内部填充有隔热材料。
实施例23.根据实施例1-22所述的传感装置，其中,所述隔热材料包括气凝胶垫、气凝胶粉末、陶瓷粉、聚四氟乙烯、PEEK、POM玻纤混合物的一种或多种。
实施例24.根据实施例1-23所述的传感装置，还包括通讯模块、OBD模块，其中，所述传感装置、所述通讯模块、所述OBD模块别与所述检测器控制单元连接。
实施例25.根据实施例1-24所述的传感装置，其中，所述通讯模块与数据平台通过一个或多个通信协议传输的数据包括监测数据、位置信息、时间信息、车辆运行信息数据。
实施例26.根据实施例1-25所述的传感装置，其中，所述通讯模块，被配置为接收所述数据平台下发的用于调整所述传感装置运行的指令。
实施例27.根据实施例1-26所述的传感装置，其中,所述通讯模块被配置为以秒级、分钟级传输频率向所述数据平台传送数据。
实施例28.根据实施例1-27所述的传感装置，其中，所述OBD模块，被配置为采集车辆的运行信息，其中，所述车辆的运行信息包括发动机转速、发动机扭矩、油门位置、进气流量、排气温度、DPF温度、位置、时间中的一个或多个，所述车辆运行信息通过数据接口传送至所述检测器控制单元。
实施例29.根据实施例1-28所述的传感装置，其中，所述检测器控制单元，被配置为控制所述传感装置的运行状态，包括传感装置的开关机状态、校准触发情况、采样频率。
实施例30.一种传感装置，包括第一颗粒物检测器、第二颗粒物检测器、检测器控制单元、氧化型催化转化器，其中，所述第一颗粒物检测器设置于氧化型催化转化器进气位置，所述第二颗粒物检测器设置于氧化型催化转化器排气位置，所述第一颗粒物检测器与第二颗粒物检测器和检测器控制单元连接；
所述第一颗粒物检测器测量氧化型催化转化器进气位置的第一颗粒物浓度，
所述第二颗粒物检测器测量氧化型催化转化器出气位置的第二颗粒物浓度，
所述检测器控制单元配置用于采集第一颗粒物检测器和第二颗粒物检测器测量的颗粒物浓度、发动机进气流量、喷油量，并基于所述第二颗粒物浓度与所述第一颗粒物浓度的变化，以及氧化型催化转化器的二氧化硫转化效率、硫酸盐分子量、硫元素的分子量、发动机的硫元素转化效率，确定燃油中硫含量。
实施例31.根据实施例1-30所述的传感装置，其中，燃油中硫含量的计算方式为：
Figure PCTCN2021131939-appb-000004
Figure PCTCN2021131939-appb-000005
实施例32.一种机动车，其中，包括排气通道、氧化型催化转化器和如权利要求1-31中任一项的传感装置，其中，所述传感装置安装于所述排气通道的壁上，所述第一颗粒物检测器、第二颗粒物检测器，贯穿所述排气通道的壁，朝向排气管内部；
其中，所述排气通道包括排气管或者排气歧管。
实施例33.一种机动船，其中，装配了如权利要求1-31中任一项的传感装置。
实施例34.一种锅炉排烟装置，其中，装配了如权利要求1-31中任一项的传感装置。
在一些实施例中，传感装置设置在例如汽车的排气装置上，其中的第一颗粒物检测器、氧化型催化转化器、第二颗粒物检测器沿着排气装置的气流方向依次设置，亦即：第一颗粒物检测器设置于氧化型催化转化器的进气位置，第二颗粒物检测器设置于氧化型催化转化器的排气位置，由于氧化型催化转化器可将排气装置排出的气流中的气态的硫/硫化物转变成固态的硫/硫化物，这些硫化物可以颗粒状态存在。因此，a)第一颗粒物检测器在气流尚未经过氧化型催化转化器的进气位检测到的硫/硫化物的第一浓度与b)第二颗粒物检测器所检测到的气流通过氧化型催化转化器之后的硫/硫化物的第二浓度，两者数值是不同的(当然，这种浓度差，需要在氧化型催化转化器正常工作等条件下发生)。另外，分别连接于传感装置中的检测器控制单元，以使得检测器控制单元可以获取到这两个浓度，籍此，检测器控制单元可操作以(operable to)根据所述第一颗粒物浓度和所述第二颗粒物浓度的变化值，计算得到氧化型催化转化器进气位置的二氧化硫浓度。进而，根据该氧化型催化转化器进气位置的这个二氧化硫浓度，可以推算得到燃油油体中的硫含量。由于传感装置具有独立、小型化的特点，所以一般可以直接设置在排气装置上，对工作状态下的排气装置进行直接测量，因此可以支持(enable)实现燃油中硫含量的车载式的动态监控。如果辅之以一些车载的电子设备，将动态监控的结果实时报告给驾驶员等，则可实现燃油硫含量的实时监控。而如再通过一些车载的通信手段，将硫含量的监控结果传输至监控服务器，则对于服务器而言，可实现车辆的燃油硫含量的在线监测和管理。同理也可适用于车辆以外的其他需要对燃油中硫含量进行实时/在线监控的场景。在另外一些实施例中，通过合理地设置光束发射端与光束 接收端的方位，调整照射目标监测流体的光束与观测区域重叠的区域，使得该a)重叠的区域与b)光束发射端和/或光束接收端(例如光束发射端的发射孔)之间距离尽量小，从而在这a)b)两者之间的颗粒物数量尽量少，进而降低了a)b)两者之间可能存在的颗粒物对1)由光束发射端射向上述重叠的区域的光线的影响，或者对2)来自上述重叠的区域的后向散射、侧向散射光线的干扰/影响，因而，提升了检测的效果与精度。
在又一些实施例中，在车上装备实时燃油硫含量传感装置与报警装置，在使用了高硫油后可以及时提示驾驶员，减少对机动车后处理设施与发动机造成的损害。在另外一些实施例中，实时燃油硫含量传感装置结合数据平台，可以实现燃油质量的记录与追溯，达到评估车况、损坏责任界定、保险理赔、管理执法等方面的功能。
附图说明
此处所说明的附图用来提供对本申请的进一步理解，构成本申请的一部分，本申请的示意性实施例及其说明用于解释本申请，并不构成对本申请的不当限定。在附图中：
图1是传感装置基础结构示意图
图2是改进的结构示意图
图3是前散射、后散射示意图
图4是颗粒物粒径均匀情况下区域和直径的关系示意图
图5是颗粒物粒径不均匀情况下区域和直径的关系示意图
图6是颗粒物粒径不均匀情况下区域和直径的关系示意图
图7是监测区域和排气通道壁的关系示意图
图8是90°实施例示意图示意图
图9是监测区域示意图示意图
图10是包含了GPS定位模块、OBD、SIM卡通讯模块的传感装置示意图
图11是传感装置结构示意图
图12是传感装置结构示意图
图13是具有加热装置环境传感装置结构示意图
图14是具有气幕保护装置环境传感装置结构示意图
图15是数据平台示意图
图16是水平排气管上的安装角度
图17是水平排气管上的安装方向
图18是水平排气管上的安装位置
图19是垂直排气管上的安装位置
图20是具有导流结构的监测区域设定的示意图
图21是波长相同的双发射端的监测区域示意图
图22是波长不同的双发射端的监测区域示意图
图23是颗粒物检测器布置在DOC进气位置、DOC排气位置的示意图
图24是颗粒物检测器布置在DOC进气位置、DOC排气位置的示意图
图25是颗粒物检测器布置在DOC进气位置、DOC排气位置、DPF排气位置的示意图
图26是颗粒物检测器布置在DOC进气位置、DOC排气位置、SCR排气位置、DPF排气位置的示意图
图27是具有外部气源空气喷嘴的传感装置示意图
图28是具有气流导引装置除尘的传感装置示意图
图29是一种具有相互平行发射光通路、接受光通路并包含镜片/镜片组的传感装置示意图
图30是导流结构与其引导的流体流动区域边缘示意图
图31是流线型导流结构与其引导的流体流动区域边缘的示意图
图32是浓度变化曲线、浓度变化率绝对值曲线示意图
图33是有导流结构的浓度变化曲线、浓度变化率绝对值曲线示意图
图34是有导流结构的双侧浓度变化曲线、浓度变化率绝对值曲线示意图
图35是排气通道中浓度变化曲线、浓度变化率绝对值曲线示意图
图36是传感装置倾斜安装示意图
图37是监测区域靠近接收端的一端置于流体流动区域边缘并距目标监测物质浓度降低区域10mm的示意图及局部放大图
图38是监测区域靠近接收端的一端置于流体流动区域边缘并距目标监测物质浓度降低区域10mm的示意图
图39是颗粒物检测器布置在DOC进气位置、DOC排气位置的示意图
图40是一种传感装置的加热烧蚀装置、发射孔、接受孔的示意图
图41是检测装置与DOC、排气歧管的布置方式示意图
图中：50-颗粒物检测器；501-第一颗粒物检测器；502-第二颗粒物检测器；100-底座；110-销钉；120-金属薄壳；130-隔温组件；140-气流导流结构；141-不稳定气流；151-气幕气孔；152-气幕气管；160-加热烧蚀装置；200-光束发射端；210-光纤；220-准直器；170-加热烧蚀供电；230-发射光通路；240-发射孔；250-发射光；300-光束接收端；310-接收孔；320-接收光；330-透镜；331-镜片/镜片组；340-接收光通路；400-排气通道；410-排气通道壁；420-均匀烟气；430- 不均匀烟气；450-排气管；500-目标监测流体；600-检测器控制单元；610-定位模块；620-OBD模块；630-通讯模块；652-排气歧管；710-数据平台；720-环境监测系统；730-用户终端；810-气流导引装置。
具体实施方式
在下面的详细描述中陈述了许多具体细节，以便提供对各种所描述的实施方案的充分理解。但是，对本领域的普通技术人员将显而易见的是，各种所描述的实施方案可以在没有这些具体细节的情况下被实践。在其他情况下，没有详细地描述众所周知的方法、过程、部件，从而不会不必要地使实施方案的各个方面晦涩难懂。
术语解释
氧化型催化转化器(DOC)：安装在柴油车排气系统中，通过催化氧化反应，能降低排气中一氧化碳、总碳氢化合物和颗粒物中可溶性有机物部分等污染物排放量的排气后处理装置。
光束发射端：光束发射端是光源组件，其发射的光可用于照射目标监测流体。
光束接收端：光束接收端是接收来自目标监测流体的散射光的组件，其可以将散射光转换为电信号。
目标监测流体：目标监测流体是含有目标监测物质的流体，目标监测物质包括颗粒、颗粒物、气体等物质，气体物质可以SO 2、NO X等。
排气通道：密闭或半密闭的结构，内部可以容纳目标监测流体，可以为一端/两端有开口的管状结构，也可以是多端有开口的管状结构。
排气装置：排气装置包括排气通道和后处理设施，后处理设施包括DOC、SCR、DPF，排气通道包括排气管、排气歧管等。
监测腔：监测腔可以是独立于排气装置的结构，也可以是排气装置的一部分，也可以是设置于排气装置内部的结构。
监测区域远端：监测区域中与“检测器安装一侧的排气通道内壁”相距最远的点或线或面。
颗粒物检测器监测距离：颗粒物检测器远端垂直截面至接收光路与排气通道内壁相交截面的距离。
观测区域：观测区域是接收孔可以观察到的目标监测流体的范围。
监测区域：监测区域是观测区域内，照射目标监测流体的光束与观测区域重叠的区域。
光路夹角：光路夹角是发射光通路与接收光通路的夹角。
浓度临界层：目标监测物质在目标检测流体中浓度变化率最大的界面是浓度临界层。
零界区域：目标监测流体流动时，在流体的边缘形成的目标监测物质浓度趋近于零的区域。
零界效应：在零界区域，目标监测物质的浓度趋近于零，该区域内的目标监测物质对散射的干扰趋近于零的现象。
发射光通路：发射光通路是光束发射端发出的光照射入排气通道之前经过的空腔
发射光路：发射光路是光线照射入排气通道所经过的路径。
接收光通路：接收光通路是散射光照射至光束接收端之前经过的空腔。
接受光路：接收光路是散射光传入光束接收端所经过的路径。
总体方案
发明人还发现，现有技术中还尚不存在用于实时监测汽车排气中二氧化硫的技术方案。虽然有应用于空气质量监测以及固定源监测的小型二氧化硫检测装置，这些小型二氧化硫检测装置普遍采用电化学的模式，若应用于车载排气监测，则会带来响应时间长(＞20秒)、工作温度范围小(-20℃至50℃)等问题，缺乏检测的实时性，效率比较低。车辆排气通常温度在200℃以上，且需要实时反馈测量结果，上述的小型二氧化硫检测装置无法达到车载实时监测的使用要求。
在本发明所涉及的一个技术方案中，通过监测排气中的颗粒物实时评估车用燃油硫含量。
传感装置包括一个或多个颗粒物检测器50，以及检测器控制单元等辅助设备，颗粒物检测器50包括光束发射端200、光束接收端300、驱动电路、底座100、外壳等。光束发射端后连接准直器；光束接收端前部连接滤光片。在传感装置工作过程中，光束发射端发射光线照射待测排气，感光探头接收穿过待测排气的光线或者光束接收端接收经待测排气散射的光线，之后光束接收端将接收到的光线转换为电信号。一种优选的技术方案中，颗粒物检测器50设置于排气装置上，排气装置包括排气通道和后处理设施，后处理设施包括DOC、SCR、DPF等。一种优选的技术方案中，颗粒物检测器50设置于排气通道上，排气通道包括排气管、排气歧管。一种优选的技术方案中，颗粒物检测器50包括第一颗粒物检测器501、第二颗粒物检测器502，第二颗粒物检测器50设置于氧化型催化转化器与颗粒物捕集器之间(DPF)，第一颗粒物检测器501位于排气歧管652与DOC之间。
颗粒物检测器50的光束发射端可以是发光二极管、激光发生器、LED、氙灯等发光装置，光束发射端发出的光线可以是紫外线、可见光、红外线；光束接收端是将接受到的光信号转化为电信号的装置，可以是如光电二极管(PD)的光电转换元件，光束接收端可以接受紫外线、可见光、红外线。
检测器控制单元采集发动机的数据，如发动机的排量、发动机转速、喷油量、进气流量、进气温度、排气温度、进气压力、排气压力、扭矩等数据。检测器控制单元计算光束接收端采集的电信号，计算得到颗粒物的浓度。根据第一颗粒物检测器501、第二颗粒物检测器502监测到的颗粒物浓度差值，以及结合发动机的数据，实时计算得到燃油中的硫含量浓度。
优选的方案
本发明所涉及的一个技术方案，提出了应用测量车辆排气中二氧化硫的浓度，反向评估得出燃油中硫含量的方法和设备。在实现本方案的过程中，克服了如何在车载条件如复杂发动机工况，温度、压力、发动机转速等多因素影响排气状况，并且排气中存在颗粒物、水蒸气等多种干扰因素的情况下，仍可以准确测量排气中的硫含量的问题。应用本发明所涉及的技术方案，可以将车辆排气中二氧化硫的浓度与燃油中的硫含量进行关联，并通过采集的数据，实时准确的反馈燃油中硫含量。
在本发明所涉及的一个技术方案中，通过监测排气中的二氧化硫(SO 2)实时评估车用燃油硫含量。柴油中的硫元素主要以噻吩类化合物的形式存在，柴油中的硫元素经过发动机燃烧后生成了SO 2。通过监测排气中SO 2的浓度，推导出燃油中的硫含量。在环境领域，燃油硫含量常指燃油中硫元素的浓度。
传感装置包括第一颗粒物检测器501、第二颗粒物检测器502，以及检测器控制单元等辅助设备，颗粒物检测器50包括光束发射端、光束接收端、驱动电路、底座100、外壳等。在传感装置工作过程中，光束发射端发射光线照射待测排气，光束接收端接收穿过待测排气的光线或者光束接收端接收经待测排气散射的光线，之后光束接收端将接收到的光线转换为电信号。传感装置安装于排气管450上。
检测器控制单元采集发动机的数据，如发动机的排量、发动机转速、喷油量、进气流量、进气温度、排气温度、进气压力、排气压力、扭矩等数据。检测器控制单元计算光束接收端采集的电信号，计算得到颗粒物的浓度。根据第一颗粒物检测器501、第二颗粒物检测器502监测的颗粒物浓度差值，换算得到排气中二氧化硫的浓度，并结合发动机的数据，计算得到燃油中的硫含量浓度。
优选的方案
在本发明所涉及的一个技术方案中，提供了一种颗粒物检测器50，颗粒物检测器50主要包括光束发射端和光束接收端。光束发射端向颗粒物发射光束，发射端所发射的光可以是红外线、可见光以及紫外线等光线，光束发射端可以是激光发生器、LED等发光装置；光束接收端是用于将颗粒物散射的光转化为电信号的装置，可以是如光电二极管(PD)的光电转换元件。光束照射颗粒物后，会发生散射现象，光束接收端将接收到的光信号转换为电信号后，经过对电信号的计算，即可反馈出颗粒物的浓度。当具有一定波长的光照射到颗粒物时会产生透射和散射，当入射光波长相近或者大于颗粒物的粒径尺寸时主要发生光散射作用，散射光的大小和方向与颗粒物的浓度遵循一定的对应规律。通过测量入射光强度与散射光强度的大小及散射光的方向，可以计算出颗粒物的浓度及粒径范围。发明人还发现，利用散射原理，可以将监测仪器设置在排气管之外，远离排气管高温和高污染的区域，同时实现对机动车排气颗粒物浓度的实时监测。
进一步的根据米氏散射原理，当光源及观测方向确定后，可以通过检测监测区域的光强即可计算出监测区域的颗粒物浓度。接收端都可以接收到颗粒物发出的散射光，从而实现对颗粒物的监测。散射光的方向如果与原有光束方向相同，可以称之为前向散射；如果散射光的方向与原有光束方向相反，可以称之为后向散射，即接收相对于入射光入射方向的散射角在例如90°-270°范围内散射光，籍此进行颗粒物的测量。
发明人发现由于设备小型化的需求，利用后散射光的原理，可以更方便将光束接收端与光束发射端集成封装在一起，有效的减少设备体积，从而更适合机动车的相关应用场景，便于大规模标准化的生产。
优选的方案
在本发明所涉及的一个技术方案中，实现监测的方法是在目标排气通道内部形成监测区域，而主要监测器件不与高温高污的排气接触，不进入需要监测的腔室、不需要抽气对监测气体进行采样的特点。因此可以对高污染、高温的排气或者烟气进行监测。如监测机动车、非道路工程机械、机动船的排气；还可以对锅炉、管道烟气、餐饮油烟的排气的颗粒物浓度监测。
可选地，应用该方法还可以实现将传感装置50设置在排气管之外，主要监测器件不与高温、高污的排气接触的方式，可以有效减少高温、高污染对于监测仪器造成的影响。
可选地，光束发射端200前部还可以连接光纤210，光束发射端200发出的光线通过光纤210传导进入发射光通路230，并通过发射孔240照射进排气通道400内。由于光纤210的存在，使得光束发射端200可以在空间上远离排气管的外壁，这样可以减少机动车排气产生的高温对光束发射端200的影响。
可选地，光束发射端200前部还可以连接相关的光学装置。例如，光束发射端200前部还可以连接光学准直器，光束发射端200发出的光线经过光学准直器形成平行光后，依次通过发射光通路230、发射孔240，照射到排气通道400内。此外，光束发射端200前部还可以依次连接光学准直器、光纤210，光束发射端200发出的光线经过光学准直器形成平行光后，再通过光纤210传导建立发射光通路230，并通过发射孔240照射进排气通道400内。
可选地，光束接收端300前部设置有光学装置，如透镜330或透镜组，散射光通过接收孔310进入接收光通路340，并经过透镜组汇聚，照射至光束接收端300上。光束接收端300前部还可以增设其他光学装置，如依次设置光纤210和透镜330或透镜组，散射光通过接收孔310进入接收光通路340，并经透镜330或透镜组汇聚，照射至光纤210上，光纤210将汇聚的散射光传导至光束接收端300。用于接收汇聚散射光的透镜组也叫第一透镜组。
现有技术中小型化的排气传感装置，主要是利用抽气的方式，将目标监测气体抽取至传感装置内，还会应用配气降温、配气稀释等手段解决高温高浓度的难题，再通过光学的方法(如散射、 吸收等)对被抽取气体中的污染物浓度进行测定。为了实现抽取、稀释等功能，传感装置还需要配置风扇、监测腔等部件和结构。此外，这种抽取式的排气传感装置，由于温度降低会造成气态有机组分凝结导致新生成颗粒物、湿度变化等现象，从而造成测量不准确的问题。同时由于风扇、监测腔等部件的存在，设备体积较大不易小型化。此外，风扇等运动部件的寿命较短，影响传感装置的整体寿命。
在为解决上述的技术问题而进行的试验和研究的过程中，发明人发现可以通过应用创新的技术方案，不从排气通道中抽取气体，直接利用排气通道作为监测腔，在监测腔内部形成监测区域的方法，实现对目标监测流体污染物的监测，可大幅减少系统的复杂性，有利于设备的小型化。应用该技术构思以及相关的技术方案还可以实现将监测仪器设置在排气管之外，主要监测器件不与高温、高污的排气接触的方式，可以有效减少高温、高污染对于监测仪器造成的影响。
实施例1
在本发明所涉及的一个技术方案中，提供了一种通过排气颗粒物浓度计算燃油中硫含量的计算方法。理想条件下喷入发动机燃油中的硫的质量应当等于排气排出的硫的质量，经过换算后喷入发动机燃油的硫元素的摩尔流量应当等于排气排出的硫的摩尔流量。优化的方案中引入发动机将燃油中硫元素转化为二氧化硫的效率就可更精确的进行计算。
相关参数如下。燃油中硫元素质量
Figure PCTCN2021131939-appb-000006
排气中硫元素质量
Figure PCTCN2021131939-appb-000007
燃油硫含量
Figure PCTCN2021131939-appb-000008
表示燃油中硫元素的含量，可以是质量浓度也可以是体积浓度；排气硫含量
Figure PCTCN2021131939-appb-000009
表示排气中硫元素的浓度，可以是质量浓度单位，也可以是体积浓度单位；排气二氧化硫浓度
Figure PCTCN2021131939-appb-000010
表示排气中二氧化硫的浓度，可以是质量浓度单位，也可以是体积浓度单位；喷油流量r fuel，表示发动机运行时向发动机内部喷油的流量，可以是喷油质量流量rm fuel，也可以是喷油体积流量rv fuel；喷油量m fuel，表示一定时间内向发动机喷射了多少燃油；时间t；进气流量q in，表示发动机吸入气体的流量，可以是进气质量流量qm in，也可以是体积流量qv in；进气温度T in，表示发动机吸入气体的温度；排气流量q e，表示发动机燃烧后排出气体的流量，可以是排气质量流量qm e，也可以是排气体积流量qv e；排气温度T e，表示发动机排出气体的温度；转速R，表示发动机的转速；排气体积V e，表示发动机在一段时间内排出气体的体积；排量L，表示发动机的排量；进气体积V in，表示发动机吸入气体的体积；发动机将燃油硫元素转化为排气的二氧化硫的转化率k SO2。
燃油中硫元素质量计算方式是：
Figure PCTCN2021131939-appb-000011
排气中硫元素质量计算方式是：
Figure PCTCN2021131939-appb-000012
排气中硫含量与二氧化硫浓度的关系是：
Figure PCTCN2021131939-appb-000013
燃油中硫含量的计算方式是：
Figure PCTCN2021131939-appb-000014
或
Figure PCTCN2021131939-appb-000015
基于氧化型催化转化器进气位置的二氧化硫浓度、硫元素的分子量以及发动机的硫元素转化效率，并结合发动机进气流量、喷油量，可以获得燃油中硫含量。
燃油中硫含量与排气中二氧化硫气体浓度、排气流量呈正比例关系；与喷油量、转化率呈反比例关系。
上式中在应用过程中，需要进行单位的统一处理。如使用质量浓度，则其他各个参数需要根据质量浓度进行匹配；如使用体积浓度，其他各个参数需要根据体积浓度进行匹配，在使用体积浓度时候会引入理想气体状态方程以及温度参数进行匹配。
实施例2
在本发明所涉及的一个技术方案中，提供了一种通过排气颗粒物浓度计算燃油中硫含量的计算方法。基于氧化型催化转化器进气位置的二氧化硫体积浓度、进气质量流量、喷油质量流量、硫元素摩尔质量、进气位置气体摩尔质量，获得燃油中硫含量；燃油中硫含量是燃油硫元素质量浓度。
相关参数如下。喷油质量流量：r mfuel；燃油硫元素质量浓度(ppm)
Figure PCTCN2021131939-appb-000016
进气质量流量qm in；硫元素摩尔质量M S；排气气体摩尔质量M e；燃油硫转化为排气的二氧化硫的转化率k SO2；排气二氧化硫体积浓度(ppmv)
Figure PCTCN2021131939-appb-000017
燃油中硫含量的计算方式是：
Figure PCTCN2021131939-appb-000018
燃油中硫含量(ppm)与排气中二氧化硫体积浓度(ppmv)成正比，与喷油质量流量和进气流量之和成正比，与喷油质量流量成反比。
实施例3
在本发明所涉及的一个技术方案中，提供了一种通过排气颗粒物浓度计算排气中二氧化硫的方法。
被DOC转化为硫酸盐的硫元素摩尔量可以通过颗粒物检测器50监测出来，进而根据DOC的二氧化硫/硫酸盐转化效率，即可反推燃油中硫元素的含量。燃油中的硫元素经过燃烧成为了二氧化硫，DOC可以将排气中的二氧化硫转化为硫酸盐，排气经过DOC后，排气中的气态二氧化硫一部分被DOC转换为了硫酸盐，这其中的变化就可以被前后两个颗粒物检测器50监测到。这样就可以通过计算反推出有多少二氧化硫变化的部分即可判断排气中的二氧化硫，也就可以得到燃油中的硫元素含量。优化的方案中引入发动机将燃油中硫元素转化为二氧化硫的效率就可更精确的进行计算。
基于第一颗粒物检测器501和第二颗粒物检测器502测量的颗粒物浓度差异，以及氧化型催化转化器的二氧化硫转化效率、氧化型催化转化器出气的分子量、二氧化硫的分子量，可以获取的氧化型催化转化器进气位置的二氧化硫浓度。
基于第一颗粒物检测器501和第二颗粒物检测器502测量的颗粒物浓度、发动机进气流量、喷油量，并基于第一颗粒物浓度
Figure PCTCN2021131939-appb-000019
与第二颗粒物浓度
Figure PCTCN2021131939-appb-000020
的差异，以及氧化型催化转化器的二氧化硫转化效率η、硫酸盐的摩尔质量、硫元素的分子量，可以获取的获得燃油中硫含量。
相关参数如下。第一颗粒物浓度
Figure PCTCN2021131939-appb-000021
表示DOC进气处排气中颗粒物的浓度；第二颗粒物浓度
Figure PCTCN2021131939-appb-000022
表示DOC排气处排气中颗粒物的浓度；喷油质量流量r mfuel；燃油硫元素质量浓度(ppm)
Figure PCTCN2021131939-appb-000023
进气质量流量qm in；硫元素摩尔质量M S；排气气体摩尔质量M e；燃油硫转化为排气的二氧化硫的转化率k SO2；排气二氧化硫体积浓度(ppmv)
Figure PCTCN2021131939-appb-000024
燃油硫含量
Figure PCTCN2021131939-appb-000025
DOC前颗粒物检测器50测得的颗粒物浓度：
Figure PCTCN2021131939-appb-000026
DOC后颗粒物检测器50测得的颗粒物浓度：
Figure PCTCN2021131939-appb-000027
DOC温度T DOC；颗粒物比值系数α；DOC将二氧化硫转化为硫酸盐的效率η；硫元素摩尔质量M S；硫酸盐的摩尔质量M MSO4，硫酸盐的摩尔质量可以通过试验或者标定测得；燃油硫转化为排气的二氧化硫的转化率k SO2。
氧化型催化转化器进气位置的二氧化硫浓度的计算方法是
Figure PCTCN2021131939-appb-000028
燃油中硫含量的计算方式是：
Figure PCTCN2021131939-appb-000029
排气流量也可以这样计算：
q e＝q in+r fuel
颗粒物的浓度单位通常为ug/m 3，那么式中的其他参数的单位需要根据颗粒物浓度的单位进行统一，有需要的情况下可以根据理想气体方程进行变化。
第一颗粒物浓度，包含氧化型催化转化器进气位置的碳烟浓度、可溶性有机颗粒物浓度(SOF)、 金属屑浓度、硫酸盐浓度、其他无机物浓度有关。其中碳烟在经过氧化型催化转化器时候，一部分也会被氧化为气态二氧化碳，从而导致这部分的碳烟浓度减少。
第二颗粒物浓度，包含氧化型催化转化器出气位置的碳烟浓度、可溶性有机颗粒物浓度(SOF)、金属屑浓度、硫酸盐浓度、其他无机物浓度。
所采集的数据可以经过平均、筛选、去除无效数据等常规的数据处理方法进行预处理，降低数据误差。
实施例4
在本发明的一个实施例所涉及的一个技术方案中，传感装置50包括光束接收端300、光束发射端200、底座100。底座100一端设有发射孔240、接收孔310，底座100内部有发射光通路230和接收光通路340，底座100另一端连接设备外壳。光束发射端200发出的光依次通过发射光通路230、发射孔240，照射到排气通道400内射入观测区域，光束与观测区域交汇的三维空间(交叠区)即为颗粒物检测器50的监测区域。光束射入到排气通道400内部颗粒物发生散射，散射光经由接收孔310、接收光通路340，照射到光束接收端300，如图1或图2所示。
观测区域是接收孔310可以观测的空间范围，光束发射端200发射的光束射入观测区域，光束与观测区域交汇的立体空间即为颗粒物检测器50的监测区域。在实现本发明的一个实施例所涉及的一个技术方案过程中，发明人发现监测区域最靠近接收孔310的一端(即监测区域的起始点)位置的设置对测量精度的有重大的影响。非抽气散射式颗粒物检测器50在使用散射法测量过程中，由于监测区域与接收孔310之间的颗粒物由于无法被光束照射，因而无法发生散射现象；但是在颗粒物浓度较高的情况下，这个区域内的颗粒物会遮挡或者影响传入接收孔310散射光的通路，同时还会发生复散射效应，影响测量结果，如图9所示。
目标监测流体500在排气通道400内流动时，目标监测流体500的浓度会随着排气通道400的形状和结构，以及流体的流动状态发生变化，目标监测物质的浓度在流体流动过程中会在流体流动区域的边缘形成浓度梯度，由于浓度梯度的产生会导致在不同浓度区域的散射干扰的程度不同。发明人发现，当目标监测区的起始点靠近目标监测物质浓度降低的区域，或置于目标监测物质浓度降低的区域内，可以有效的降低复散射的干扰。
本发明的一个实施例所涉及的一个优选技术方案，将监测区域起始位置设置在距离颗粒物检测器50较近一侧的浓度临界层上，或浓度临界层邻域，或浓度临界层低浓度区域的一侧(远离高浓度目标检测物质的方向)。
本发明的一个实施例所涉及的一个优选技术方案，监测区域靠近接收端的一端，置于距含有目标监测物质的浓度临界层0-30mm的位置。
本发明的一个实施例所涉及的一个优选技术方案，监测区域靠近接收端的一端，置于距含有 目标监测物质的浓度临界层5-10mm的位置。
本发明的一个实施例所涉及的一个优选技术方案，监测区域靠近接收端的一端，置于距含有目标监测物质的浓度临界层1-3mm的位置。
本发明的一个实施例所涉及的一个优选技术方案，监测区域靠近接收端的一端，置于流体流动区域边缘，距目标监测物质浓度降低区域30mm、20mm或10mm、5mm内的空间。
本发明的一个实施例所涉及的一个优选技术方案，如图5所示，是确保监测区域最靠近接收孔310的一端与临近排气通道400内壁的距离不超过10mm；监测区域相较于接收孔310的最近端与最远端，在接收光通路340轴线上投影的距离为10cm。监测区域起始点的设置可以通过发射孔240、接收孔310、发射光通路230、接收光通路340位置,以及颗粒物检测器50的结构和安装位置进行调节。
本发明的一个实施例所涉及的一个优选技术方案，将监测区域起始位置(靠近接收端的一端)是设置在零界区域内，该区域内由于发生零界效应，目标监测物质的浓度趋近于零，使得该区域内的目标监测物质对散射的干扰趋近于零。目标监测物质的浓度趋近于零是指如颗粒物的浓度小于排放瞬时浓度5％的或颗粒物的浓度小于排放瞬时浓度1％。
本发明的一个实施例所涉及的一个技术方案，是确保监测区域最靠近接收孔310的一端与临近排气通道400内壁的距离不超过10mm；监测区域相较于接收孔310的最近端与最远端，在接收光通路340轴线上投影的距离为10cm。本发明的一个实施例所涉及的一个优选的监测区域起始位置是设置在排气管的管壁位置(即目标监测流体500的边缘与观测区域的交界处)。
本发明的一个实施例所涉及的一个技术方案，目标监测区靠近接收孔的一端距接收孔的平面距离，小于等于设定距离，这个距离可以是0-100mm，优选0-30mm；可以是排气通道直径的0-0.2倍；也可以是颗粒物检测器50直径的0-1.5倍。
接收孔310直径越大能够接收散射的角度范围越大，接收孔310孔径越小其接收范围的夹角越小，以孔径2.5mm为例，可接收的散射光角度范围约为12°。观测区域的焦距决定了其观测距离范围，透镜组合焦距计算公式为(f1*f2)/(f1+f2-S)＝f。
此外，监测区域最远离接收孔310的一端(即监测区域的终点)位置的设置对测量精度的同样有影响。监测区域的终点的位置应当避开排气通道壁的位置，因为排气通道壁会造成反射，干扰散射光，影响设备的测量结果。当排气通道400内的烟气会存在浓度分布不均匀的情况，因此监测区域的范围过小、过大，或不均匀的颗粒物浓度无法反映排气通道400内总体的颗粒物浓度情况，影响测量精度和效果。以截面为圆形的排气通道400为例，优选的监测区域范围应当为直径的0.4-0.9倍。如果排气通道400内烟气浓度分布均匀的情况下(如汽车排气监测中排气管烟气流速快、背压高的环境)，小范围的监测区域也可以反映排气通道400内总体的颗粒物浓度情 况，优选的监测区域范围可以为排气通道400直径的0.1-0.5倍。如图4至图7所示。
监测区域位于排气通道400内，排气通道400可以是机动车、工程机械、机动船的排气管道；还可以是烟气管道如餐饮油烟的排气管道、锅炉的排气管道。
实施例5
在本发明的一个实施例所涉及的一个实施例中，传感装置50包括光束接收端300、光束发射端200、底座100，底座100一端设有发射孔240、接收孔310，底座100内部有发射光通路230和接收光通路340，底座100另一端连接颗粒物检测器50外壳。光束发射端200发出的光线进入目标监测流体500的光功率，应当保持在一定功率之上，保证监测的准确。
当目标监测流体500内的颗粒物是不均匀的时候，如5所示，监测区域的范围可以是管径的0.4-0.9倍。当目标监测流体500内的颗粒物是均匀的时候，监测区域的范围可以是管径的0.2-0.5倍，如图4所示。
发射光通路230与接收光通路340，可以是共用一个空间的通路，还可以是分离开的两个通路。分离开的发通路可以降低两者之间的相互干扰。
光束发射端200向颗粒物发射光束，可以是激光发生器、LED光源发出的光束；光束接收端是用于将颗粒物散射的光转化为电信号的装置，可以是如光电二极管(PD)的光电转换元件。
光束发射端200前部还可以连接光纤210，光束发射端200发出的光线通过光纤210传导进入发射光通路230，并通过发射孔240照射进排气通道400内。这样可以避免机动车排气产生的高温，对光束发射端200的影响。
光束发射端200前部还可以连接光学准直器，光束发射端200发出的光线经过光学准直器形成平行光后，依次通过发射光通路230、发射孔240，照射到排气通道400内。光束发射端200采用的光学准直器，光耦合效率≥75％，可以降低光束发射端200光源的功率，低功率的光源的耐温、工作寿命以及稳定性较高，可以提高颗粒物检测器50的可靠性及使用寿命。光学准直器可以使用的透镜330包括菲尼尔透镜、自聚焦透镜Glens、Clens等；还可以使用透镜组，对光源发射的光进行准直。用于光束发射端200的透镜组、光学器件，也可以称为第二透镜组。
光束发射端200前部还可以依次连接光学准直器、光纤210，光束发射端200发出的光线经过光学准直器形成平行光后，在通过光纤210传导进入进发射光通路230，并通过发射孔240照射进排气通道400内。
光束接收端300前部设置有透镜330或透镜组，散射光通过接收孔310进入接收光通路340，并经透镜330汇聚，照射至光束接收端300上。光束接收端300前部还可以依次设置光纤210和透镜330，散射光通过接收孔310进入接收光通路340，并经透镜330汇聚，照射至光纤210上，光纤210将汇聚的散射光传导至光束接收端300上。光束接收端300前部设置的透镜330或透镜 组使用的透镜330类型可以是凸透镜、傅里叶透镜等。
在本发明的一个实施例所涉及的一个技术方案中，传感装置50包括光束接收端300、光束发射端200、底座100，底座100一端设有发射孔240、接收孔310，底座100内部有发射光通路230和接收光通路340，底座100另一端连接监测设备外壳。发射光通路230与接收光通路340的夹角区间为(0°，180°)，例如(0°，90°)、(85°，95°)，尤其是(1°，20°)、(3°，17°)、(6°，10°)等较小的区间范围，如图3所示，在这个角度范围内光束发射端200和光束接收端300可以较容易的封装为一体，减小设备体积。一些颗粒物监测应用场景中，比如在机动车排气、机动船排气、油烟管道的监测环境中，按照以上角度，可以实现传感器设备的小型化。第一、第二光纤210之间夹角(光路夹角)被设置为5-15°，也就是说第一第二光纤210之间角度(光路夹角)被设置以使得发射光路和接收光路之间夹角为5-15°。第一光纤是用于传输接收的散射光的光纤；第二光纤是用于传输发射光的光纤。
实施例6
在本发明所涉及的一个技术方案中，传感装置50包括光束接收端300、光束发射端200、底座100，底座100一端设有发射孔240、接收孔310，底座100内部有发射光通路230和接收光通路340，底座100另一端连接设备外壳。发明人发现接收孔310的几何结构会影响光束接收端300对散射光的接收，从而影响颗粒物检测器50的准确性。发明人还发现接收孔310的几何结构还会影响颗粒物检测器50抗污染的性能，从而影响设备的维护周期以及使用寿命。
接收孔310的开孔面积如果设置的较大，则可以获得较大观测的区域。但是较大的接收孔310会带来目标监测流体500中颗粒物沉积的问题，颗粒物可能会通过接收孔310进入设备，附着或者覆盖光束接收端300或者光束接收端300前端设置的透镜330，长期使用后，沉积的颗粒物会影响光束接收端300接收散射光的效果，影响颗粒物检测器50的测量精度；散射光在传播过程中，还会发生复散射现象，即散射光照射至颗粒物上再次发生散射现象，复散射现象所形成的复散射光，对颗粒物浓度的测量会带来负面的作用，影响测量精度，如果接收孔310开孔面积过大，复散射光会对颗粒物检测器50的精度造成影响。
接收孔310的开孔面积如果设置的较小，又会限制散射光的进入，使得照射到光束接收端300的散射光光强过低，无法实现监测的目标，或者影响颗粒物检测器50的精度与灵敏度。
在本发明的一个实施例所涉及的一个技术方案中，优选的接收孔310几何形状包括矩形和椭圆形，以及跑道圆形状。优选接收孔310是矩形，矩形的长边平行于发射孔240中心与矩形中心的连线，长边与短边的比例范围是1-2:1；优选接收孔310是椭圆形，椭圆的长轴平行于发射孔240中心与椭圆中心的连线，长轴与短轴的比例范围是1-3:1；优选接收孔310是跑道圆形状，跑道圆的长边平行于发射孔240中心与跑道圆几何中点的连线，长轴与短轴的比例范围是1-3:1。优 选的接收孔310的开孔面积是0.5mm 2-5mm 2；
在实现本发明的一个实施例所涉及的一个技术方案过程中，发明人发现，孔径的与管径具有相对应的关系。
排气管径(cm) 接收孔孔径mm
5-15cm 1.5-2.4mm
15-30cm 2.4-4mm
在本发明所涉及的一个技术方案中，应用该方法还可以实现将传感装置50设置在排气管之外，如图16至图19所示，主要监测器件不与高温、高污的排气接触的方式，可以有效减少高温、高污染对于监测仪器造成的影响。
底座100具有发射孔240与接收孔310平面的一端，与排气通道壁的距离范围是0-50mm，优选的距离范围可以是0-30mm。为实现设备小型化，优选的距离范围可以是2.5-5.5mm。
实施例7
在本发明所涉及的一个技术方案中，颗粒物检测器50如图29所示，光束发射端的透镜前端设置镜片/镜片组，镜片/镜片组可以包含透镜、折射镜片，折射镜片改变发射光的角度，与接收光路不平行并形成角度，在监测腔内部形成监测区域。角度为[2°，20°]、[9°，12°]、[12°-17°]、90°邻域四者之中的任一值。
颗粒物检测器50的发射光通路与接收光通路相互平行，并且发射光通路与接收光通路也与颗粒物检测器50轴线相互平行，可以降低加工难度、提高成品率、生产效率。光束发射端的光纤输出端口、光束接收端的光纤输入端口(接收散射光的端口)通过电阻焊工艺，可以隔绝外界污染物污染探头内部。所述颗粒物检测器50底座100直径范围是16mm-22mm，优选的直径是18mm。光束发射端前端的透镜、光束接收端前端的透镜固定于加热烧蚀装置上，如图29或图40所示，固定方式可以是活性焊料焊接的方式。加热烧蚀装置固定于底座100上。光束发射端、光束接收端也可以固定于底座100上。
实施例8
在本发明所涉及的一个技术方案中，颗粒物检测器50布置电池仓外壳，用于监测电池仓内空气质量。颗粒物检测器50在监测到电池仓内空气质量异常升高，可能是由于电池发生燃烧、电路短路等。此时可以对整车电路进行保护操作，如采取切短高压电路的方式；也可以对驾驶员进行报警提示，保护车内成员安全。
实施例9
在本发明所涉及的一个技术方案中，颗粒物检测器50布置在动力装置进气位置之前，进气过 滤器之后。颗粒物检测器50可以监测动力装置进气的空气质量，如果监测到进气中颗粒物浓度异常升高，可以进行报警提示驾驶员进气异常。进气异常的可能是由于进气过滤器损坏或者达到使用寿命。所述的动力装置是内燃机、燃料电池等。
实施例10
在本发明的一个实施例所涉及的一个技术方案中，发明人发现，在高温环境中如机动车排气监测情况下，光束发射端、探头等相关元器件会受到高温的影响，会发生灵敏度降低、灵敏度的飘移、发射功率的不稳定等情况，影响监测数据的准确性。因此，颗粒物检测器50通过结构及材料方面的隔热技术手段，可以减少温度对颗粒物检测器50的影响。
可选地，由于排气管附近的温度较高，外壳内部可以设置隔热材料制成的隔温组件、填充隔热材料，保护光束发射端和探头不受温度影响。
外壳与底座100连接部位可以增加隔温结构，如陶瓷材料制成的隔温环来保护光束发射端与探头；底座100以及其他相关部件的材料也可以由耐温隔温的材料制成。
一种优选的隔热方式是加大光束发射端与探头与(排气管)的距离，降低温度对光束发射端与探头的影响。
外壳使用金属薄壳120，金属薄壳120的厚度为1-3mm，降低金属可导热的面积。
外壳内部设置隔热材料制成的隔温组件，或者填充隔热材料，保护光束发射端与探头不受温度的影响。金属薄壳120内部用填充隔热材料，将光路的元件直接固定到陶瓷内部，上述隔温材料可以是气凝胶、陶瓷粉、聚四氟乙烯、PEEK、POM的玻纤混合物等。
一种优选的隔热方式是，外壳与底座100连接部位可以增加隔温组件130，如陶瓷材料制成的隔温环来保护光束发射端200与光束接收端300；底座100的材料也可以由耐温隔温的材料制成。
实施例11
在本发明的一个实施例所涉及的一个技术方案中，发明人发现，在高污环境中，颗粒物检测器50发射孔240、接收孔310，底座100内部有发射光通路230和接收光通路340，以及光纤210、透镜330等其他附件易受烟气的污染，颗粒物会沉积。因此在底座100与烟气接触的部位进行防积灰设计可以减少烟气的污染，保证监测数据的准确。
一种优选的防积灰设计是在烟气气流冲击的部位设置气流导流结构140，导流结构引导烟气气流，使得气流不直接冲击底座100、发射孔240、接收孔310、发射光通路230、接收光通路340，以及底座100内部的光纤210、透镜330等其他附件。
一种优选的防积灰设计是在底座100的设置气幕保护结构，气幕保护结构可以向底座100、发射孔240、接收孔310、发射光通路230、接收光通路340，以及底座100内部的光纤210、透镜330等其他附件吹送干净的保护气幕，减少和防止灰尘在上述结构上的积累。
一种优选的防积灰设计是在底座100设置有加热烧蚀装置160，在底座100、发射孔240、接收孔310、发射光通路230、接收光通路340，以及底座100内部的光纤210、透镜330等其他附件的灰尘积累达到设定的条件，或者手动设定触发条件，开启加热烧蚀装置160，将积灰烧蚀处理。
实施例12
在本发明的一个实施例中，提供了一种通过排气废热烧蚀减少积灰的方法。在高污环境中，颗粒物检测器50的颗粒物过滤部件易受烟气的污染，颗粒物会沉积。因此在与烟气接触的部位进行防积灰设计可以减少烟气的污染，保证监测数据的准确和设备的耐久性。
颗粒物检测器50安装于发动机排气排放装置上，排气排放装置通常是排气筒。部分排气排放装置还有DPF模块，DPF进行再生过程中会产生大量的热量，利用热量对DPF内部的积碳进行烧蚀，排气温度通常可以达到250-400℃。在排气排放装置内部，(设置集热装置)或者直接利用再生的热量，该集热装置可以收集、传导排气排放装置的DPF进行再生时候产生的热量，加热颗粒物过滤部件，烧蚀掉沉积的颗粒物，恢复过滤物过滤部件的透气性，保证监测数据的准确。
实施例13
在车上装备车载燃油硫含量监测装置并结合数据平台，可以实现对该车所使用燃油的无遗漏的监控。对于车主以及车企可以实现用车燃油质量的追溯，可以评估车况、损坏责任界定、保险理赔等方面提供支持。相关数据还可以提供给相关的管理部门，支持执法。
在本发明的一个实施例中，传感装置50包括检测器控制单元600、通讯模块、OBD模块620，传感装置50包括光束接收端300，光束发射端200、底座100、底座100一端设有发射孔240、接收孔310，底座100内部有发射光通路230和接收光通路340，底座100另一端连接设备外壳。光束接收端300，光束发射端200集成封装于外壳中。
传感装置50具备信息传输功能，通讯模块用传感装置50与数据平台710的通讯，可以上传监测数据、位置信息、时间信息、车辆运行信息等数据，还可以接收数据平台710下发的调整传感装置50运行的指令。通讯模块630可以将监测到的数据、位置数据和时间信息通过无线的方式回传至数据平台710。通讯模块630使用GPRS、4G、5G、蓝牙、WIFI、物联网等数据传输方式与数据平台710。通讯模块630也可以查SIM用于联网进行数据传输。通讯模块630可以以秒级、分钟级的间隔，向数据平台710传送数据。
检测器控制单元600连接车辆电源，为传感装置50、通讯模块630、OBD模块620供电，并控制和处理传感装置50、通讯模块630、OBD模块620间的数据。检测器控制单元600可以具备定位功能或具备与定位模块610的数据接口，定位功能或者定位模块可以利用GPS、北斗等定位技术实时记录车辆时空信息。
OBD模块620与车辆总线相连接并进行数据交换，OBD模块620可以采集车辆运行信息，如发 动机转速、发动机扭矩、油门位置、进气流量、排气温度、DPF温度、位置、时间等信息数据，并通过数据接口传送至检测器控制单元600。
数据平台710可以接收传感装置50回传的数据，数据平台710对这些数据进行储存、处理。数据平台710传感装置50回传的数据，以及其他可以收集到的数据。利用这些数据，数据平台710可以综合处理这些数据，生成数据列表、数据排名、可视化地图等数据呈现方式。这些生成的生成数据列表、数据排名、可视化地图等处理结果可以通过网络的方式发送至用户终端730，用户可以根据需求查询和使用。数据平台710还可以传感装置50的运行，如开启关闭传感装置50、调整传感装置50的参数等，如图15所示。
实施例14
在本发明的一个实施例中，提供了一种判断排气中硫含量超标的方法。相关参数如下。DOC前颗粒物检测器50测得的颗粒物浓度：
Figure PCTCN2021131939-appb-000030
DOC后颗粒物检测器50测得的颗粒物浓度：
Figure PCTCN2021131939-appb-000031
DOC温度：T DOC；颗粒物比值系数：α。
当出现
Figure PCTCN2021131939-appb-000032
情况，即说明燃油中硫含量不超标。当出现
Figure PCTCN2021131939-appb-000033
则说明燃油中硫含量超标。
一种优选的方法是，当出现
Figure PCTCN2021131939-appb-000034
情况，即说明燃油中硫含量不超标。当出现
Figure PCTCN2021131939-appb-000035
或者
Figure PCTCN2021131939-appb-000036
则认为燃油中硫含量超标；α是根据不同发动机、不同DOC进行标定后设定的颗粒物比值系数，α＞1，可以是1.01、1.02、1.03、1.04、1.05、1.06、1.07、1.08、1.09、1.1、1.15、1.2、1.3、1.4、1.5等数值。
在本发明的一个实施例中，提供了一种判断排气中硫含量超标的方法。在不同工况与条件下测得的DOC后颗粒物检测器50颗粒物浓度值、DOC前颗粒物检测器50颗粒物浓度值的比值α，与测得的排气SO 2浓度进行标定，得到颗粒物比值系数与排气SO 2的对应关系。
实施例15
对车载燃油进行监测可以实时反馈燃油中硫含量的状况，在遇到硫含量超出后处理装置可承受的范围时候，可以报警或者采取应急的应对措施，减少对机动车后处理设施与发动机造成的损害。同时减少机动车带来的污染物排放。
在本发明的一个实施例中，传感装置还包括：报警装置，报警装置与检测器控制单元连接。检测器控制单元，还用于在监测到燃油中硫含量超过预设范围的情况下，向报警装置发送触发信息；报警装置基于触发信息进行报警。
不同硫含量燃油对排气后处理设备的寿命有不同的影响。燃油硫含量越高，排气后处理设备寿命减少越快。排气后处理设备包括DOC、DPF和SCR。检测器控制单元累计记录使用燃油的硫含 量以及对应的时间与里程。检测器控制单元存储不同范围硫含量燃油在单位时间、单位里程造成排气后处理设备的寿命减少值，检测器控制单元存储排气后处理设备的总寿命。检测器控制单元基于使用燃油的硫含量以及对应的时间和/或里程、排气后处理设备的总寿命，计算排气后处理设备的剩余寿命。排气后处理设备的剩余寿命小于设定值之后，向报警装置发送触发信息进行报警，提示驾驶员应当对排气处理设备进行更换或维护。
在本申请实施例中使用的术语是仅仅出于描述特定实施例的目的，而非旨在限制本申请。在本申请实施例和所附权利要求书中所使用的单数形式的“一种”、“所述”和“该”也旨在包括多数形式，除非上下文清楚地表示其它含义，“多种”一般包含至少两种。应当理解，本文中使用的术语“和/或”仅仅是一种描述关联对象的关联关系，表示可以存在三种关系，例如，A和/或B，可以表示：单独存在A，同时存在A和B，单独存在B这三种情况。另外，本文中字符“/”，一般表示前后关联对象是一种“或”的关系。
虽然以上描述了本申请的具体实施方式，但是本领域的技术人员应当理解，这仅是举例说明，本申请的保护范围是由所附权利要求书限定的。本领域的技术人员在不背离本申请的原理和实质的前提下，可以对这些实施方式做出多种变更或修改，但这些变更和修改均落入本申请的保护范围。

Claims (25)

  1. 一种传感装置，包括第一颗粒物检测器、第二颗粒物检测器、检测器控制单元、氧化型催化转化器，其特征在于，所述第一颗粒物检测器设置于氧化型催化转化器的进气位置，所述第二颗粒物检测器设置于氧化型催化转化器的排气位置，所述第一颗粒物检测器与第二颗粒物检测器和检测器控制单元相连接；
    所述第一颗粒物检测器用于测量所述氧化型催化转化器进气位置的第一颗粒物浓度，
    所述第二颗粒物检测器用于测量所述氧化型催化转化器出气位置的第二颗粒物浓度，
    所述检测器控制单元，配置用于获取所述第一颗粒物浓度和所述第二颗粒物浓度，根据所述第二颗粒物浓度相对于所述第一颗粒物浓度的变化，确定所述氧化型催化转化器进气位置的二氧化硫浓度。
  2. 根据权利要求1所述的传感装置，其特征在于，所述检测器控制单元配置用于采集发动机进气流量、喷油量，并根据所述进气流量、所述喷油量和所述氧化型催化转化器进气位置的二氧化硫浓度，确定燃油中硫含量。
  3. 根据权利要求2所述的传感装置，其特征在于，所述传感装置还包括位于所述氧化型催化转化器出气位置之后的颗粒物捕集器，所述第二颗粒物检测器设置于所述氧化型催化转化器与所述颗粒物捕集器之间。
  4. 根据权利要求3所述的传感装置，其特征在于，所述检测器控制单元被配置以用于：根据预设规则启动燃油中硫含量的计算。
  5. 根据权利要求4所述的传感装置，其特征在于，所述预设规则为：发动机处于稳定工况，所述稳定工况是怠速工况或稳态工况。
  6. 根据权利要求5所述的传感装置，其特征在于，所述检测器控制单元基于所述氧化型催化转化器的二氧化硫转化效率、所述进气流量、所述喷油量和所述氧化型催化转化器进气位置的二氧化硫浓度，确定所述氧化型催化转化器进气位置的二氧化硫浓度。
  7. 根据权利要求6所述的传感装置，其特征在于，所述检测器控制单元被配置以用于：根据所述预设规则，判定是否进行燃油中硫含量的计算，所 述预设规则还包括：当颗粒物捕集器处于主动再生状态，不进行燃油中硫含量的计算。
  8. 根据权利要求2所述的传感装置，其特征在于，所述检测器控制单元被配置以用于：根据下列公式计算所述氧化型催化转化器进气位置的二氧化硫浓度：
    Figure PCTCN2021131939-appb-100001
  9. 根据权利要求3所述的传感装置，其特征在于，所述检测器控制单元被配置以用于：根据下列公式计算所述燃油中硫含量：
    Figure PCTCN2021131939-appb-100002
    Figure PCTCN2021131939-appb-100003
  10. 根据权利要求3所述的传感装置，其特征在于，所述检测器控制单元被配置以用于：基于所述氧化型催化转化器进气位置的二氧化硫体积浓度、进气质量流量、喷油质量流量、硫元素摩尔质量、进气位置气体摩尔质量，确定燃油中硫含量；所述燃油中硫含量为燃油硫元素质量浓度。
  11. 根据权利要求10所述的传感装置，其特征在于，所述检测器控制单元被配置以用于：根据下列公式计算所述燃油中硫含量：
    Figure PCTCN2021131939-appb-100004
    Figure PCTCN2021131939-appb-100005
  12. 根据权利要求2所述的传感装置，其特征在于，所述检测器控制单元被配置以用于：根据所述第二颗粒物浓度相对于所述第一颗粒物浓度的增大，以及所述氧化型催化转化器的二氧化硫转化效率、硫酸盐分子量、二氧化硫的分子量，确定所述氧化型催化转化器进气位置的二氧化硫浓度。
  13. 根据权利要求2所述的传感装置，其特征在于，所述检测器控制单元被配置以用于：根据所述氧化型催化转化器进气位置的碳烟浓度参数、可溶性有机颗粒物浓度(SOF)参数、金属屑浓度参数、硫酸盐浓度参数、无机物浓度参数，确定所述第一颗粒物浓度；根据所述氧化型催化转化器出气位置的碳烟浓度参数、可溶性有机颗粒物浓度(SOF)参数、金属屑浓度参数、硫酸盐浓度参数、无机物浓度参数，确定所述第二颗粒物浓度。
  14. 根据权利要求4所述的传感装置，其特征在于，第一颗粒物检测器、第二颗粒物检测器分别还包括光束发射端、光束接收端，所述光束发射端可操作以建立发射光路，所述光束接收端被构造以接收来自所述发射光路中的监测区域的散射光线，从而形成接收光路。
  15. 根据权利要求14所述的传感装置，其特征在于，该传感装置装配于一排气通道上；
    其中，所述光束发射端、所述光束接收端集中地/分布地设置于所述排气通道上，从该排气通道的外部朝向所述排气通道内部，所述光束接收端被构造为接收来自所述监测区域的后向/侧向散射光线。
  16. 根据权利要求15所述的传感装置，其特征在于，所述传感装置还包括底座，靠近所述底座前端的发射孔/接收孔的所述监测区域的第一端，相对于：i)所述底座前端的发射孔、ii)所述底座前端的接收孔，iii)所述光束接收端所对应的所述排气通道内壁，iiii)所述排气通道内颗粒物流体边界四者中任一者的间距，不超过[0.5mm-5mm]中任意数值；或者所述发射光路上从所述底座前端的发射孔到所述监测区域的距离，不超过[0mm-5mm]中任意数值。
  17. 如权利要求16所述的传感装置，其特征在于，激光发生器、LED光源，通过非球面透镜、光纤、耐高温传能光纤、光学耦合至第二透镜组。
  18. 如权利要求17所述的传感装置，其特征在于，所述光束接收端的第一透镜组进一步包括叠加的两组子放大透镜。
  19. 根据权利要求18所述的传感装置，其特征在于，所述光束发射端与所述光束接收端集成于一外壳内，所述外壳内部设置有隔热材料制成的隔温组件。
  20. 根据权利要求14所述的传感装置，还包括通讯模块、OBD模块，其特征在于，所述传感装置、所述通讯模块、所述OBD模块别与所述检测器控制单元连接。
  21. 根据权利要求20所述的传感装置，其特征在于，所述通讯模块与数据平台通过一个或多个通信协议传输的数据包括监测数据、位置信息、时间信息、车辆运行信息数据。
  22. 根据权利要求21所述的传感装置，其特征在于，所述通讯模块，被配置为接收所述数据平台下发的用于调整所述传感装置运行的指令。
  23. 一种传感装置，包括第一颗粒物检测器、第二颗粒物检测器、检测器控制单元、氧化型催化转化器，其特征在于，所述第一颗粒物检测器设置于氧化型催化转化器进气位置，所述第二颗粒物检测器设置于氧化型催化转 化器排气位置，所述第一颗粒物检测器与第二颗粒物检测器和检测器控制单元连接；
    所述第一颗粒物检测器测量氧化型催化转化器进气位置的第一颗粒物浓度，
    所述第二颗粒物检测器测量氧化型催化转化器出气位置的第二颗粒物浓度，
    所述检测器控制单元配置用于采集第一颗粒物检测器和第二颗粒物检测器测量的颗粒物浓度、发动机进气流量、喷油量，并基于所述第二颗粒物浓度与所述第一颗粒物浓度的变化，以及氧化型催化转化器的二氧化硫转化效率、硫酸盐分子量、硫元素的分子量、发动机的硫元素转化效率，确定燃油中硫含量。
  24. 根据权利要求23所述的传感装置，其特征在于，燃油中硫含量的计算方式为：
    Figure PCTCN2021131939-appb-100006
  25. 一种机动车，其特征在于，包括排气通道、氧化型催化转化器和如权利要求1-24中任一项的传感装置，其中，所述传感装置安装于所述排气通道的壁上，所述第一颗粒物检测器、第二颗粒物检测器，贯穿所述排气通道的壁，朝向排气管内部；
    其中，所述排气通道包括排气管或者排气歧管。
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