WO2020177707A1 - 柴油机高压scr换气稳压*** - Google Patents

柴油机高压scr换气稳压*** Download PDF

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Publication number
WO2020177707A1
WO2020177707A1 PCT/CN2020/077733 CN2020077733W WO2020177707A1 WO 2020177707 A1 WO2020177707 A1 WO 2020177707A1 CN 2020077733 W CN2020077733 W CN 2020077733W WO 2020177707 A1 WO2020177707 A1 WO 2020177707A1
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Prior art keywords
ventilation
scr
control valve
diesel engine
pressure
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PCT/CN2020/077733
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English (en)
French (fr)
Inventor
***
朱向利
李晓波
沈腾
陈秋燕
沈飞翔
Original Assignee
上海船用柴油机研究所
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Priority to DE112020001063.5T priority Critical patent/DE112020001063T5/de
Priority to KR1020217028877A priority patent/KR102528731B1/ko
Priority to US17/435,962 priority patent/US11415035B2/en
Priority to JP2021552197A priority patent/JP7175402B2/ja
Publication of WO2020177707A1 publication Critical patent/WO2020177707A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2066—Selective catalytic reduction [SCR]
    • F01N3/208—Control of selective catalytic reduction [SCR], e.g. dosing of reducing agent
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2066—Selective catalytic reduction [SCR]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/22—Control of additional air supply only, e.g. using by-passes or variable air pump drives
    • F01N3/225—Electric control of additional air supply
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/30—Arrangements for supply of additional air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2270/00—Mixing air with exhaust gases
    • F01N2270/02—Mixing air with exhaust gases for cooling exhaust gases or the apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2270/00—Mixing air with exhaust gases
    • F01N2270/08—Mixing air with exhaust gases for evacuation of exhaust gases, e.g. in tail-pipes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
    • F01N2550/14—Systems for adding secondary air into exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/08—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a pressure sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
    • F01N2570/14—Nitrogen oxides
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2590/00—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines
    • F01N2590/02—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines for marine vessels or naval applications
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/02—Adding substances to exhaust gases the substance being ammonia or urea
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/08—Adding substances to exhaust gases with prior mixing of the substances with a gas, e.g. air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/14—Arrangements for the supply of substances, e.g. conduits
    • F01N2610/1453—Sprayers or atomisers; Arrangement thereof in the exhaust apparatus
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to the technical field of diesel engine exhaust gas treatment, and more specifically to a diesel engine high-pressure SCR ventilation stabilization system.
  • SCR Selective Catalytic Reduction, Selective Catalytic Reduction
  • SCR ventilation device usually installs a throttle orifice at the inlet and outlet of the compressed air to keep the compressed air purged, but this structure has poor sealing performance, slow ventilation speed, large air consumption, and unstable system defect.
  • the present invention provides a diesel engine high-pressure SCR ventilation stabilization system, which includes:
  • the SCR reactor is used to denitrify the exhaust gas of the diesel engine
  • An air inlet pipeline the air inlet pipeline is connected to the air inlet of the SCR reactor, the air inlet pipeline is provided for the circulation of compressed air, and the air inlet pipeline is provided with a first control valve;
  • a differential pressure sensing device which is used to detect the difference between the gas pressure in the SCR reactor and the pressure on the exhaust side of the diesel engine;
  • a control device which is connected to the pressure difference sensing device, the first control valve, and the second control valve;
  • control device controls the opening of the first control valve and the second control valve, so that the SCR ventilation and stabilization system starts ventilation, the SCR reactor, the intake pipe, and the The exhaust gas of the exhaust pipe is pushed by the compressed air entering from the intake pipe to be discharged from the exhaust pipe;
  • the control device closes the second control valve, and controls the flow of compressed air entering the SCR reactor according to the pressure difference sensing device and controls whether The second control valve is opened to maintain the gas pressure difference between the SCR reactor and the exhaust side of the diesel engine within a predetermined pressure difference range.
  • the diameter of the auxiliary air inlet pipe is smaller than the diameter of the air inlet pipe.
  • the control device controls the first control valve to close, and according to the pressure difference sensing device, adjusts the auxiliary control valve and controls whether to open
  • the second control valve is used to maintain the gas pressure difference within a predetermined pressure difference range.
  • the auxiliary air inlet pipeline includes a first auxiliary air inlet pipeline, and an electromagnetic valve is provided on the first auxiliary air inlet pipeline, and the electromagnetic valve is connected with the control device for regulating the entry into the SCR reactor The flow of compressed air inside.
  • the first auxiliary air inlet pipe is a urea atomized air pipe.
  • the auxiliary air inlet pipeline includes a second auxiliary air inlet pipeline, and a soot blowing valve is provided on the second auxiliary air inlet pipeline, and the soot blowing valve is connected with the control device for adjusting the inlet to the SCR The flow rate of compressed air in the reactor.
  • the control device opens the second control valve.
  • the SCR reactor has an inlet high temperature valve and an outlet high temperature valve.
  • the control device controls the first control valve and the second control valve.
  • the control valve opens.
  • control device controls the diesel engine SCR ventilation stabilization system to perform ventilation for a predetermined ventilation time, and the predetermined ventilation time is based on the SCR reactor, the intake pipe, and the exhaust
  • the cross-sectional area and/or length of the pipeline is set.
  • the control device controls the opening of the first control valve and the second control valve, so that the SCR ventilation stabilization system starts ventilation, and the SCR reacts The exhaust gas of the exhaust pipe, the intake pipe, and the exhaust pipe is pushed by the compressed air entering from the intake pipe to be discharged from the exhaust pipe; the ventilation is completed in the SCR ventilation stabilization system
  • the control device closes the second control valve, and controls the flow of compressed air entering the SCR reactor according to the pressure difference sensing device and controls whether to open the second control valve to control the
  • the gas pressure difference between the SCR reactor and the exhaust side of the diesel engine is maintained within a predetermined pressure difference range, rapid gas exchange is realized, accurate control of the pressure difference and pressure stability are ensured, and the stability of the system is improved.
  • Fig. 1 is a schematic structural diagram of a diesel engine high-pressure SCR ventilation stabilization system according to a preferred embodiment of the present invention.
  • Fig. 1 is a schematic structural diagram of a diesel engine high-pressure SCR ventilation stabilization system according to a preferred embodiment of the present invention.
  • the diesel engine high-pressure SCR ventilation stabilization system includes an SCR reactor 10, an intake pipe 20, an exhaust pipe 30, a pressure difference sensing device 40 and a control device.
  • the SCR reactor 10 is used to denitrify the exhaust gas of the diesel engine.
  • the SCR reactor 10 generally has a catalyst (for example, ammonia), which usually undergoes a reduction reaction with NOx in the flue gas at a temperature range of 250°C to 400°C, and the products are N2 and H2O.
  • the temperature at which the reduction reaction occurs varies depending on the catalyst.
  • the SCR reactor 10 includes a working state and a non-working state. What needs to be explained here is that the working state refers to the state in which the SCR reactor 10 performs denitrification treatment on the exhaust gas of the diesel engine, and the start of the working state is usually controlled by the control system of the diesel engine.
  • the diesel engine control signal opens the inlet high temperature valve RSV and the outlet high temperature valve RTV of the SCR reactor 10, and the exhaust gas of the diesel engine (also called the flue gas as shown in Figure 1 )
  • the flue gas enters the SCR reactor 10 through the flue gas inlet and undergoes a reduction reaction with NH3 generated by the decomposition of the urea solution under the action of the catalyst to remove nitrogen.
  • the SCR reactor 10 is switched from the working state to the non-working state. Usually it can also be controlled by the control system of the diesel engine.
  • the diesel engine control signal sets the inlet high temperature valve RSV of the SCR reactor 10 And the outlet high temperature valve RTV is closed.
  • the inlet high temperature valve RSV and the outlet high temperature valve RTV of the SCR reactor 10 are open, that is, the SCR reactor 10 is in working condition, and the inlet high temperature valve RSV and the outlet high temperature valve RTV of the SCR reactor 10 are closed, which is the SCR reaction.
  • the device 10 is in a non-working state.
  • the signal that the inlet high-temperature valve RSV and the outlet high-temperature valve RTV of the SCR reactor 10 are closed is detected by the control device of the diesel engine high-pressure SCR gas exchange stabilization system, and the control device controls the diesel engine high-pressure SCR gas exchange stabilization system to start Take a breath.
  • the control process of the control device will be described in detail below.
  • the air inlet pipe 20 is located upstream of the air inlet of the SCR reactor 10 for the circulation of compressed air, and the air inlet pipe 20 is provided with a first control valve 21.
  • the exhaust pipe 30 is downstream of the exhaust port of the SCR reactor 10, and the exhaust pipe 30 is provided with a second control valve 31.
  • the cross-sectional area of the intake pipe 20 and the exhaust pipe 30 is generally circular. Therefore, the flow rate of compressed air per unit time is related to the diameter of the intake pipe 20 and the exhaust pipe 30.
  • the differential pressure sensing device 40 is used to detect the difference between the gas pressure in the SCR reactor 10 and the pressure on the exhaust side of the diesel engine. As shown in FIG. 1, the differential pressure sensor can be connected in parallel with the outlet high temperature valve RTV of the SCR reactor 10.
  • the control device is respectively connected with the differential pressure sensing device 40, the first control valve 21 and the second control valve 31.
  • the control process of the control device will be described in detail below.
  • control device controls the first control valve 21 and the second control valve 31 to open, and the diesel engine high-pressure SCR ventilation stabilization system starts ventilation.
  • control device controlling the opening of the first control valve 21 and the second control valve 31 can be triggered by the closing of the inlet high temperature valve and the outlet high temperature valve. Therefore, the exhaust gas of the SCR reactor 10, the intake pipe 20, and the exhaust pipe 30 is pushed by the compressed air entering from the intake pipe 20 to be discharged from the exhaust pipe 30, and finally discharged from the flue gas outlet.
  • the second control valve 31 is always open, and does not depend on the pressure difference.
  • the detection value of the sensor device 40 is turned off by the control device, which is different from the stage after the completion of the ventilation of the diesel engine high-pressure SCR ventilation stabilization system described later.
  • the control device controls the high-pressure SCR ventilation stabilization system of the diesel engine to perform ventilation for a predetermined ventilation time.
  • the predetermined ventilation time may be based on the sum of the cross-sectional areas of the SCR reactor 10, the intake pipe 20, and the exhaust pipe 30. / Or the length is set in advance. For example, if the intake pipe 20 and the exhaust pipe 30 are longer and/or thinner (with a smaller cross-sectional area), a longer scheduled air exchange time is required. Conversely, the intake pipe 20 and the exhaust pipe 30 are longer. Short and/or thicker (larger cross-sectional area), a shorter predetermined ventilation time is required.
  • the control device closes the second control valve 31, and controls the flow of compressed air entering the SCR reactor 10 according to the pressure difference sensing device 40 and controls whether to open the second control valve 31 to maintain the gas pressure in the SCR reactor 10 within a predetermined pressure range.
  • the gas pressure in the SCR reactor 10 is required to be higher than the pressure on the exhaust side of the diesel engine. Depending on the load of the diesel engine, the pressure on the exhaust side of the diesel engine is usually 2-4 bar.
  • the pressure difference between the pressure of the SCR reactor 10 and the exhaust side of the diesel engine is usually 0.05 -0.25bar, which can prevent the gas on the diesel engine side from flowing back into the SCR reactor 10 again, causing system instability.
  • the control device closes the second control valve 31, but the first control valve 21 is still open.
  • the pressure in the SCR reactor 10 is usually lower than the pressure on the exhaust side of the diesel engine, and compressed air is supplemented into the SCR reactor 10 through the intake pipe 20 to reach the predetermined pressure range. Then continue to deliver compressed air through the intake pipe 20.
  • the detection value of the pressure difference sensing device 40 is higher than the predetermined pressure difference range, that is, the gas pressure in the SCR reactor 10 exceeds the predetermined pressure range
  • the control device opens the second control valve 31. Drain the gas to maintain the pressure difference value detected by the pressure difference sensing device 40 within a predetermined pressure difference range, that is, keep the gas pressure in the SCR reactor 10 within the predetermined pressure range.
  • the system also includes an auxiliary intake pipe connected to the SCR reactor 10.
  • An auxiliary control valve is provided on the auxiliary intake pipe.
  • the control device controls the auxiliary control valve to open (it can be understood that during the air exchange phase, the first control valve 21 and the auxiliary control valve are both open ), the compressed air enters the SCR reactor 10 to promote the exhaust of the exhaust gas of the SCR reactor 10, the intake pipe 20, and the exhaust pipe 30.
  • the maximum diameter of the auxiliary air inlet pipe may be smaller than the maximum diameter of the air inlet pipe.
  • the flow rate through the intake pipe per unit time is different from the flow rate through the auxiliary intake pipe.
  • the auxiliary air inlet pipe is usually also arranged as a round pipe, that is, the cross-sectional area is circular. Then, it can also be understood that the diameter of the auxiliary intake pipe is smaller than the diameter of the intake pipe.
  • the first control valve 21 and the auxiliary control valve are both opened to complete the ventilation faster, then, the diesel engine high-pressure SCR ventilation After the ventilation of the stabilizing system is completed, the control device controls the first control valve 21 to close, but the auxiliary control valve is still open.
  • the control device adjusts the auxiliary control valve according to the pressure difference sensing device 40 and controls whether to open the second control valve 31 to maintain the gas pressure in the SCR reactor 10 within a predetermined pressure range.
  • the process of maintaining a predetermined pressure difference in a diesel engine high-pressure SCR ventilation stabilization system with an auxiliary intake pipeline is to adjust the auxiliary control valve, use the auxiliary intake pipeline to supplement the compressed air, and open the second control valve 31.
  • Exhaust gas Exhaust gas.
  • the auxiliary air intake pipe may include a first auxiliary air intake pipe 22, and a solenoid valve is provided on the first auxiliary air intake pipe 22, and the solenoid valve is connected with a control device for adjusting the compression into the SCR reactor 10.
  • the flow of air is a urea atomizing air pipe. It should be explained that the urea atomization air pipeline is only used to transport compressed air, but the compressed air delivered through the urea atomization air pipeline can be used to atomize urea in the working state of the SCR reactor 10.
  • the auxiliary air inlet pipeline may further include a second auxiliary air inlet pipeline 23.
  • the second auxiliary air inlet pipeline 23 is provided with a soot blowing valve 231.
  • the soot blowing valve 231 is connected to a control device for regulating the entry into the SCR reactor 10. The flow of compressed air.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

一种柴油机高压SCR换气稳压***，包括SCR反应器（10）、分别与SCR反应器（10）的进气口和排气口连接的进气管路（20）和排气管路（30）、压差传感装置（40）以及控制装置，进气管路（20）上设置第一控制阀（21），排气管路（30）上设置第二控制阀（31），控制装置与压差传感装置（40）、第一控制阀（21）、第二控制阀（31）连接。控制装置控制第一和第二控制阀开启，SCR换气稳压***开始换气，尾气由从进气管路进入的压缩空气推动以从排气管路排放；在换气完成后，控制装置关闭第二控制阀，且根据压差传感装置控制进入SCR反应器的压缩空气的流量并控制是否开启第二控制阀，以将SCR反应器与柴油机排气侧的气体压差维持在预定压差范围内。该***实现了快速换气，并保证了压差的精确控制和稳定。

Description

柴油机高压SCR换气稳压*** 技术领域
本发明涉及柴油机尾气处理技术领域，且更具体地涉及一种柴油机高压SCR换气稳压***。
背景技术
使用SCR(Selective Catalytic Reduction，选择性催化还原)是船用柴油机废气NOX后处理的主流技术。现有的SCR换气装置通常是在压缩空气的进出口处安装节流孔板，使压缩空气持续吹扫，但这种结构密封性差，存在换气速度慢、耗气量大，***不稳定的缺陷。
因此，需要提供一种改进的柴油机高压SCR换气稳压***，以至少部分地解决上述问题。
发明内容
在发明内容部分中引入了一系列简化形式的概念，这将在具体实施方式部分中进一步详细说明。本发明的发明内容部分并不意味着要试图限定出所要求保护的技术方案的关键特征和必要技术特征，更不意味着试图确定所要求保护的技术方案的保护范围。
为了至少部分地解决上述问题，本发明提供一种柴油机高压SCR换气稳压***，其包括：
SCR反应器，所述SCR反应器用于对所述柴油机的尾气进行脱氮；
进气管路，所述进气管路与所述SCR反应器的进气口连接，所述进气管路供压缩空气流通，所述进气管路上设置有第一控制阀；
排气管路，所述排气管路与所述SCR反应器的排气口连接，所述排气管路上设置有第二控制阀；
压差传感装置，所述压差传感装置用于检测所述SCR反应器内的气体压力与所述柴油机排气侧的压力的差值；
控制装置，所述控制装置与所述压差传感装置、所述第一控制阀、所述第二控制阀连接；
其中，所述控制装置控制所述第一控制阀和所述第二控制阀开启，以使得所述SCR换气稳压***开始换气，所述SCR反应器、所述进气管路、 所述排气管路的尾气由从所述进气管路进入的压缩空气推动以从所述排气管路排放；
在所述SCR换气稳压***换气完成之后，所述控制装置关闭所述第二控制阀，且根据所述压差传感装置控制进入所述SCR反应器的压缩空气的流量并控制是否开启所述第二控制阀，以将所述SCR反应器与所述柴油机排气侧的气体压差维持在预定压差范围内。
优选地，还包括与所述SCR反应器连接的辅助进气管路，所述辅助进气管路上设置有辅助控制阀，在所述SCR换气稳压***换气时，所述控制装置控制所述辅助控制阀开启，使压缩空气进入所述SCR反应器内以推动所述SCR反应器、所述进气管路、所述排气管路内的尾气的排放。
优选地，所述辅助进气管路的直径小于所述进气管路的直径。
优选地，在所述SCR换气稳压***换气完成之后，所述控制装置控制所述第一控制阀关闭，且根据所述压差传感装置，调节所述辅助控制阀并控制是否开启所述第二控制阀，以将所述气体压差维持在预定压差范围内。
优选地，所述辅助进气管路包括第一辅助进气管路，所述第一辅助进气管路上设置有电磁阀，所述电磁阀与所述控制装置连接，用于调节进入所述SCR反应器内的压缩空气的流量。
优选地，所述第一辅助进气管路为尿素雾化空气管路。
优选地，所述辅助进气管路包括第二辅助进气管路，所述第二辅助进气管路上设置有吹灰阀，所述吹灰阀与所述控制装置连接，用于调节进入所述SCR反应器内的压缩空气的流量。
优选地，当所述压差传感器的检测值高于预定压差范围，所述控制装置开启所述第二控制阀。
优选地，所述SCR反应器具有进口高温阀和出口高温阀，在所述进口高温阀和所述出口高温阀关闭的状态下，所述控制装置控制所述第一控制阀和所述第二控制阀开启。
优选地，所述控制装置控制所述柴油机SCR换气稳压***进行换气以持续预定换气时间，所述预定换气时间根据所述SCR反应器、所述进气管路和所述排气管路的横截面积和/或长度设定。
根据本发明的柴油机SCR换气稳压***，所述控制装置控制所述第一控制阀和所述第二控制阀开启，以使得所述SCR换气稳压***开始换气，所述SCR反应器、所述进气管路、所述排气管路的尾气由从所述进气管路进入的压缩空气推动以从所述排气管路排放；在所述SCR换气稳压***换 气完成之后，所述控制装置关闭所述第二控制阀，且根据所述压差传感装置控制进入所述SCR反应器的压缩空气的流量并控制是否开启所述第二控制阀，以将所述SCR反应器与所述柴油机排气侧的气体压差维持在预定压差范围内，实现了快速换气，并保证了压力差的精确控制和压力的稳定，提高了***的稳定性。
附图说明
本发明的下列附图在此作为本发明的一部分用于理解本发明。附图中示出了本发明的实施例及其描述，用来解释本发明的装置及原理。在附图中，
图1为根据本发明的优选实施方式的柴油机高压SCR换气稳压***的结构示意图。
具体实施方式
在下文的描述中，给出了大量具体的细节以便提供对本发明更为彻底的理解。然而，对于本领域技术人员而言显而易见的是，本发明可以无需一个或多个这些细节而得以实施。在其他的例子中，为了避免与本发明发生混淆，对于本领域公知的一些技术特征未进行描述。
为了彻底理解本发明，将在下列的描述中提出详细的结构，以便阐释本发明。显然，本发明的施行并不限定于该技术领域的技术人员所熟习的特殊细节。本发明的较佳实施例详细描述如下，然而除了这些详细描述外，本发明还可以具有其他实施方式，不应当解释为局限于这里提出的实施例。
应当理解的是，在此使用的术语的目的仅在于描述具体实施例并且不作为本发明的限制，单数形式的“一”、“一个”和“所述/该”也意图包括复数形式，除非上下文清楚指出另外的方式。当在本说明书中使用术语“包含”和/或“包括”时，其指明存在所述特征、整体、步骤、操作、元件和/或组件，但不排除存在或附加一个或多个其他特征、整体、步骤、操作、元件、组件和/或它们的组合。本发明中所使用的术语“上”、“下”、“前”、“后”、“左”、“右”以及类似的表述只是为了说明的目的，并非限制。
以下，将参照附图对本发明的各个具体实施例进行更详细地说明，这些附图示出了本发明的代表实施例，并不是限定本发明。
图1为根据本发明的优选实施方式的柴油机高压SCR换气稳压***的结构示意图。
根据本发明的柴油机高压SCR换气稳压***包括SCR反应器10、进气管路20、排气管路30、压差传感装置40和控制装置。
SCR反应器10用于对柴油机的尾气进行脱氮处理。SCR反应器10内一般具有催化剂(比如，氨)，通常在250℃～400℃温度范围内与烟气中的NOx发生还原反应，产物为N2和H2O。发生还原反应的温度由于催化剂的不同而不同。
SCR反应器10包括工作状态和非工作状态。在这里需要解释的是，工作状态是指SCR反应器10对柴油机的尾气进行脱氮处理的状态，该工作状态的开始通常由柴油机的控制***来控制。例如，操作人员按下用于启动SCR的启动键，柴油机控制信号将SCR反应器10的进口高温阀RSV和出口高温阀RTV打开，柴油机的尾气(也可以叫做如图1中所示的烟气)通过烟气进口进入SCR反应器10内在催化剂作用下与尿素溶液分解产生的NH3进行还原反应来脱氮。SCR反应器10由工作状态切换到非工作状态通常也可以由柴油机的控制***来控制，可以理解为操作人员按下用于停止SCR停止键，柴油机控制信号将SCR反应器10的进口高温阀RSV和出口高温阀RTV关闭。换句话说，SCR反应器10的进口高温阀RSV和出口高温阀RTV打开，即为SCR反应器10处于工作状态，SCR反应器10的进口高温阀RSV和出口高温阀RTV关闭，即为SCR反应器10处于非工作状态。需要说明的是，SCR反应器10的进口高温阀RSV和出口高温阀RTV关闭的信号由柴油机高压SCR换气稳压***的控制装置检测到，则控制装置控制柴油机高压SCR换气稳压***开始换气。控制装置的控制过程会在下文详细描述。
进气管路20位于SCR反应器10的进气口上游，供压缩空气流通，进气管路20上设置有第一控制阀21。排气管路30与SCR反应器10的排气口下游，排气管路30上设置有第二控制阀31。进气管路20和排气管路30的横截面积通常为圆形，因此，单位时间内压缩空气的流量与进气管路20和排气管路30的直径有关。
压差传感装置40，其用于检测SCR反应器10内的气体压力与柴油机排气侧压力的差值。如图1所示，压差传感器可以与SCR反应器10的出口高温阀RTV并联。
控制装置分别与压差传感装置40、第一控制阀21和第二控制阀31连接。下面将详细描述控制装置的控制过程。
具体地，控制装置控制第一控制阀21和第二控制阀31开启，柴油机 高压SCR换气稳压***开始换气。结合上文可以理解，控制装置控制第一控制阀21和第二控制阀31开启的动作可以由进口高温阀和出口高温阀的关闭来触发。因此，SCR反应器10、进气管路20、排气管路30的尾气由从进气管路20进入的压缩空气推动以从排气管路30排放，最终从烟气出口排出。需要说明的是，柴油机高压SCR换气稳压***在换气阶段，虽然压差传感装置40一直在工作，但是在该阶段，第二控制阀31是一直开启的，而并不根据压差传感装置40的检测值由控制装置使其关闭，这与后文中所描述的在柴油机高压SCR换气稳压***换气完成之后的阶段不同。
然后，控制装置控制柴油机高压SCR换气稳压***进行换气以持续预定换气时间，该预定换气时间可根据SCR反应器10、进气管路20和排气管路30的横截面积和/或长度提前设定。例如，进气管路20和排气管路30较长和/或较细(横截面积较小)，则需要较长的预定换气时间，反之，进气管路20和排气管路30较短和/或较粗(横截面积较大)，则需要较短的预定换气时间。
在柴油机高压SCR换气稳压***换气完成之后，控制装置关闭第二控制阀31，且根据压差传感装置40控制进入SCR反应器10的压缩空气的流量并控制是否开启第二控制阀31，以将SCR反应器10内的气体压力维持在预定压力范围内。SCR反应器10内气体压力要求高于压柴油机排气侧压力，根据柴油机负荷不同，柴油机排气侧压力通常为2-4bar，SCR反应器10与柴油机排气侧压力的压差范围通常是0.05-0.25bar，这样可避免柴油机侧的气体再次流回到SCR反应器10内，导致***不稳定。具体地，柴油机高压SCR换气稳压***换气完成之后，即换气过程持续预定换气时间之后，控制装置关闭第二控制阀31，但第一控制阀21依然是打开状态。此时，可以理解，换气完成后，SCR反应器10内的压力通常小于柴油机排气侧的压力，则通过进气管路20将压缩空气补充至SCR反应器10内以达到该预定压力范围。然后继续通过进气管路20输送压缩空气，当压差传感装置40的检测值高于预定压差范围，即SCR反应器10内的气体压力超出预定压力范围，控制装置则开启第二控制阀31，将气体***，以将压差传感装置40检测的压差值维持在预定压差范围内，也就是使得SCR反应器10内的气体压力保持在预定压力范围内。
为了让柴油机高压SCR换气稳压***更快地完成换气，该***还包括与SCR反应器10连接的辅助进气管路。辅助进气管路上设置有辅助控制阀，在柴油机高压SCR换气稳压***换气时，控制装置控制辅助控制阀开 启(可以理解为在换气阶段，第一控制阀21和辅助控制阀均开启)，使压缩空气进入SCR反应器10内以推动SCR反应器10、进气管路20、排气管路30的尾气的排放。
为了精确控制进入SCR反应器10内的压缩空气的流量，辅助进气管路的最大直径可以小于进气管路的最大直径。也就是说，单位时间内通过进气管路的流量和通过辅助进气管路的流量不同。辅助进气管路通常也设置成圆管，即横截面积为圆形。那么，也可以理解为辅助进气管路的直径小于进气管路的直径。
优选地，由上文可知，在柴油机高压SCR换气稳压***换气的阶段，第一控制阀21、辅助控制阀均打开，以更快地完成换气，那么，在柴油机高压SCR换气稳压***换气完成之后，控制装置控制第一控制阀21关闭，但辅助控制阀依然开启。控制装置根据压差传感装置40，调节辅助控制阀并控制是否开启第二控制阀31，以将SCR反应器10内的气体压力维持在预定压力范围内。具体地，具有辅助进气管路的柴油机高压SCR换气稳压***维持预定压差的过程是通过调节辅助控制阀，利用辅助进气管路来补充压缩空气，并通过第二控制阀31的打开来***气体。
继续参考图1，辅助进气管路可以包括第一辅助进气管路22，第一辅助进气管路22上设置有电磁阀，电磁阀与控制装置连接，用于调节进入SCR反应器10内的压缩空气的流量。优选地，第一辅助进气管路22为尿素雾化空气管路。需要解释的是，尿素雾化空气管路只是用于输送压缩空气，但经尿素雾化空气管路输送的压缩空气在SCR反应器10的工作状态中，可以用来雾化尿素。
辅助进气管路还可以包括第二辅助进气管路23，第二辅助进气管路23上设置有吹灰阀231，吹灰阀231与控制装置连接，用于调节进入所述SCR反应器10内的压缩空气的流量。
除非另有定义，本文中所使用的技术和科学术语与本发明的技术领域的技术人员通常理解的含义相同。本文中使用的术语只是为了描述具体的实施目的，不是旨在限制本发明。本文中出现的诸如“部”、“件”等术语既可以表示单个的零件，也可以表示多个零件的组合。本文中出现的诸如“安装”、“设置”等术语既可以表示一个部件直接附接至另一个部件，也可以表示一个部件通过中间件附接至另一个部件。本文中在一个实施方式中描述的特征可以单独地或与其他特征结合地应用于另一个实施方式，除非该特征在该另一个实施方式中不适用或是另有说明。
本发明已经通过上述实施例进行了说明，但应当理解的是，上述实施例只是用于举例和说明的目的，而非意在将本发明限制于所描述的实施例范围内。此外本领域技术人员可以理解的是，本发明并不局限于上述实施例，根据本发明的教导还可以做出更多种的变型和修改，这些变型和修改均落在本发明所要求保护的范围以内。本发明的保护范围由附属的权利要求书及其等效范围所界定。

Claims (10)

  1. 一种柴油机高压SCR换气稳压***，其特征在于，包括：
    SCR反应器，所述SCR反应器用于对所述柴油机的尾气进行脱氮；
    进气管路，所述进气管路与所述SCR反应器的进气口连接，所述进气管路供压缩空气流通，所述进气管路上设置有第一控制阀；
    排气管路，所述排气管路与所述SCR反应器的排气口连接，所述排气管路上设置有第二控制阀；
    压差传感装置，所述压差传感装置用于检测所述SCR反应器内的气体压力与所述柴油机排气侧的压力的差值；
    控制装置，所述控制装置与所述压差传感装置、所述第一控制阀、所述第二控制阀连接；
    其中，所述控制装置控制所述第一控制阀和所述第二控制阀开启，以使得所述SCR换气稳压***开始换气，所述SCR反应器、所述进气管路、所述排气管路的尾气由从所述进气管路进入的压缩空气推动以从所述排气管路排放；
    在所述SCR换气稳压***换气完成之后，所述控制装置关闭所述第二控制阀，且根据所述压差传感装置控制进入所述SCR反应器的压缩空气的流量并控制是否开启所述第二控制阀，以将所述SCR反应器与所述柴油机排气侧的气体压差维持在预定压差范围内。
  2. 根据权利要求1所述的柴油机高压SCR换气稳压***，其特征在于，还包括与所述SCR反应器连接的辅助进气管路，所述辅助进气管路上设置有辅助控制阀，在所述SCR换气稳压***换气时，所述控制装置控制所述辅助控制阀开启，使压缩空气进入所述SCR反应器内以推动所述SCR反应器、所述进气管路、所述排气管路内的尾气的排放。
  3. 根据权利要求2所述的柴油机高压SCR换气稳压***，其特征在于，所述辅助进气管路的直径小于所述进气管路的直径。
  4. 根据权利要求3所述的柴油机高压SCR换气稳压***，其特征在于，在所述SCR换气稳压***换气完成之后，所述控制装置控制所述第一控制阀关闭，且根据所述压差传感装置，调节所述辅助控制阀并控制是否开启所述第二控制阀，以将所述气体压差维持在预定压差范围内。
  5. 根据权利要求4所述的柴油机高压SCR换气稳压***，其特征在 于，所述辅助进气管路包括第一辅助进气管路，所述第一辅助进气管路上设置有电磁阀，所述电磁阀与所述控制装置连接，用于调节进入所述SCR反应器内的压缩空气的流量。
  6. 根据权利要求5所述的柴油机高压SCR换气稳压***，其特征在于，所述第一辅助进气管路为尿素雾化空气管路。
  7. 根据权利要求4所述的柴油机高压SCR换气稳压***，其特征在于，所述辅助进气管路包括第二辅助进气管路，所述第二辅助进气管路上设置有吹灰阀，所述吹灰阀与所述控制装置连接，用于调节进入所述SCR反应器内的压缩空气的流量。
  8. 根据权利要求1或4所述的柴油机高压SCR换气稳压***，其特征在于，当所述压差传感器的检测值高于预定压差范围，所述控制装置开启所述第二控制阀。
  9. 根据权利要求1所述的柴油机高压SCR换气稳压***，其特征在于，所述SCR反应器具有进口高温阀和出口高温阀，在所述进口高温阀和所述出口高温阀关闭的状态下，所述控制装置控制所述第一控制阀和所述第二控制阀开启。
  10. 根据权利要求1所述的柴油机高压SCR换气稳压***，其特征在于，所述控制装置控制所述柴油机SCR换气稳压***进行换气以持续预定换气时间，所述预定换气时间根据所述SCR反应器、所述进气管路和所述排气管路的横截面积和/或长度设定。
PCT/CN2020/077733 2019-03-04 2020-03-04 柴油机高压scr换气稳压*** WO2020177707A1 (zh)

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