Crankcase pollutant discharge sampling device applied to engine test bench
By designing heated sampling tubes and real-time monitoring systems in the engine test bench, the problems of inaccurate sampling and blockage of exhaust pollutants in the open crankcase are solved, and solutions for accurate measurement and equipment safety are achieved.
Patent Information
- Application Number
- CN202420326698.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-02-21
- Publication Date
- 2024-12-17
- Estimated Expiration
- 2034-02-21
AI Technical Summary
The prior art is difficult to accurately sample and measure open crankcase exhaust pollutants in the engine test bench, and the sampling pipe line is prone to blockage, resulting in inaccurate measurement and damage to the equipment.
An emission sampling device including a sampling tube, a heating wire and a heating controller is designed. The sampling tube is connected to the respirator of the engine and introduced into the exhaust gas main pipeline. The temperature of the sampling tube is maintained through the heating controller, and the temperature is monitored in real time in combination with the PUMA OPEN control system and Pressure to prevent condensate from being generated and clogged.
Accurate sampling and measurement of pollutants in the open crankcase are achieved, condensate loss and pipeline blockage are avoided, measurement accuracy and equipment safety are ensured, and are suitable for test benches and engines of different structures.
Smart Images
Figure CN222188815U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of sampling and measuring engine tail gas emissions, in particular to an emission sampling device for open crankcase pollutants. Background Art
[0002] With the development of social economy, the country has attached more and more importance to environmental protection. With the implementation of the "National VI" regulations, the country has taken various measures to address environmental issues from many aspects. First of all, the country has higher and higher emission requirements for diesel engines from the regulatory level, which requires manufacturers to provide more efficient and cleaner engines. Major domestic automobile manufacturers have added DPF+SCR (Diesel Particulate Filter+Selective Catalytic Reduction) post-treatment to vehicles to meet the requirements of emission regulations. There are also clear provisions in the regulations on the measurement of open crankcase pollutants to further improve the pollution of automobile emissions to the environment. The regulations require that open crankcase pollutants should be collected in the exhaust system for measurement in accordance with the following requirements, which are used to truly and objectively evaluate the emission level of the engine. The specific requirements are as follows:
[0003] 1. The inner wall of the connecting pipe should be smooth, conductive, non-reactive with crankcase pollutants, and as short as possible;
[0004] 2. The number of crankcase pipe elbows should be as small as possible, and the radius of the elbows that must be installed should be as large as possible;
[0005] 3. The exhaust of the crankcase should be heated, thin-walled or insulated. And the back pressure of the crankcase should meet the requirements of the engine manufacturer;
[0006] 4. The crankcase exhaust should be led to the downstream of the aftertreatment or exhaust control device, but upstream of the sampling probe, and fully mixed with the engine exhaust before sampling. In order to accelerate mixing and avoid boundary layer effects, the crankcase exhaust pipe should be deep into the exhaust flow, and the direction of the crankcase exhaust pipe outlet is fixed relative to the direction of the exhaust.
[0007] The inventors of the present application discovered during the process of realizing the present utility model that providing a sampling system device for open crankcase exhaust pollutants during engine test bench testing is still a technical problem that needs to be urgently solved by those skilled in the art. Summary of the invention
[0008] The purpose of the embodiment of the utility model is to provide a device that can provide a sampling and collection system suitable for open crankcase pollutants during engine bench testing, and in order to ensure the accuracy of the measurement, the sampling pipeline is required to have a heating function, so as to avoid the loss of condensate and emissions, and the occurrence of pipeline blockage and damage to the engine.
[0009] In order to achieve the above-mentioned purpose, an embodiment of the utility model provides an emission sampling device for crankcase pollutants applied to an engine test bench, characterized in that the emission sampling device includes: a sampling tube, one end of which is connected to the engine's breather, and the other end is connected to the engine's exhaust main line and is located downstream of a back pressure valve in the exhaust main line, for introducing crankcase pollutants in the engine into the exhaust main line and then mixing with the engine exhaust gas and then flowing downstream, wherein the back pressure valve is installed on the exhaust main line for controlling the pressure in the exhaust main line, and the exhaust main line is used to discharge the engine exhaust gas; a heating wire installed in the sampling tube for heating the sampling tube; and a heating controller for controlling the on and off of the heating wire to keep the temperature of the sampling tube within a preset temperature range.
[0010] Optionally, the sampling tube is made of a flame-retardant and corrosion-resistant material.
[0011] Optionally, the inner diameter of the sampling tube is not less than 20 mm.
[0012] Optionally, the emission sampling device also includes: a temperature sensor T1, installed on the sampling tube and located near one end of the respirator, for measuring the real-time temperature in the sampling tube; a pressure sensor P1, installed on the sampling tube and located downstream of the temperature sensor T1, for measuring the real-time pressure in the sampling tube; and a PUMA OPEN control system, for receiving and monitoring the real-time pressure and the real-time temperature.
[0013] Optionally, the emission sampling device further includes: a temperature sensor T2, which is installed on the sampling tube and located at one end close to the exhaust main pipe, and is used to measure the real-time temperature in the sampling tube.
[0014] Optionally, the heating controller is further used to receive and display the real-time temperature measured by the temperature sensor T1 and the temperature sensor T2.
[0015] Optionally, the PUMA OPEN control system is also used for alarm, wherein, when the real-time pressure exceeds the preset pressure limit, the PUMA OPEN control system alarms and controls the engine to shut down; and when any of the real-time temperatures exceeds the preset temperature range, the PUMA OPEN control system alarms and notifies the bench operator to handle the abnormality.
[0016] Optionally, the emission sampling device further includes a pressure sensor P2 for measuring the real-time pressure in the exhaust main pipeline.
[0017] Optionally, the emission sampling device further includes: a smoke exhaust fan installed on the sampling tube downstream of the pressure sensor P1, for drawing the crankcase pollutants to the downstream of the sampling tube, and assisting the crankcase pollutants to be discharged into the exhaust main line.
[0018] Optionally, the emission sampling device further includes: an emission measuring device connected to the exhaust main line and located downstream of the position where the sampling tube is connected to the exhaust main line, for measuring the exhaust emissions after the crankcase pollutants are mixed with the engine exhaust.
[0019] Optionally, the emission measuring device includes: a gas concentration measuring device, used to measure the gas concentration of the exhaust gas emitted after the crankcase pollutants are mixed with the engine exhaust gas; and a particulate matter quantity measuring device, installed on the exhaust main line at the rear end of the gas concentration measuring device, used to measure the number of particulate matter in the exhaust gas emitted after the crankcase pollutants are mixed with the engine exhaust gas.
[0020] Through the above technical scheme, the utility model can introduce the crankcase pollutants of the engine from the engine respirator outlet to the rear end of the back pressure valve on the exhaust main line and the front end of the sampling point of the emission measurement equipment through the sampling tube, and the sampling tube can be heated and insulated throughout the process, and its temperature control is controlled by the OCV (Open Crankcase Ventilation) heating controller, while the PUMA OPEN control system monitors the temperature and pressure of the sampling tube in real time, and an alarm will be triggered when an abnormality occurs. The utility model has a simple structure, a flexible layout, and the sampling pipeline and its pipeline layout meet regulatory requirements. It can be used on test benches with different structures, suitable for engines of different displacements and different test conditions. The utility model is independently developed, low in production and maintenance costs, and can be flexibly used in various test projects inside and outside the factory. The utility model can also effectively avoid the generation of condensate or the loss of respirator particles, and at the same time avoid the situation of pipeline blockage and damage to the engine, thereby ensuring the accuracy of measurement.
[0021] Other features and advantages of the embodiments of the present invention will be described in detail in the subsequent specific implementation section. BRIEF DESCRIPTION OF THE DRAWINGS
[0022] The accompanying drawings are used to provide a further understanding of the embodiments of the present utility model and constitute a part of the specification. Together with the following specific implementations, they are used to explain the embodiments of the present utility model, but do not constitute a limitation on the embodiments of the present utility model. In the accompanying drawings:
[0023] Figure 1 The utility model discloses a system piping layout diagram of a single-channel OCV emission sampling device applied to an engine test bench.
[0024] Figure 2 It is a schematic diagram of the structure of the OCV measuring device disclosed in the embodiment of the utility model.
[0025] Figure 3 It is a schematic diagram of the relative positions of the engine test bench and the exhaust system pipeline layout disclosed in the embodiment of the utility model.
[0026] Figure 4 It is a system piping layout diagram of a single-channel OCV emission sampling device with a smoke exhaust fan disclosed in an embodiment of the utility model.
[0027] Description of Reference Numerals
[0028] 1 Temperature sensor T1 2 Pressure sensor P1
[0029] 3PUMA OPEN control system 4 sampling tube
[0030] 5Heating controller 6Engine
[0031] 7 Breathing device 8 Back pressure valve
[0032] 9 Pressure sensor P2 10 Post-processing
[0033] 11Gas concentration measurement equipment 12PN measurement equipment
[0034] 13 exhaust main line 14 temperature sensor T2
[0035] 15 Smoke exhaust fan DETAILED DESCRIPTION
[0036] The specific implementation of the embodiment of the utility model is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described here is only used to illustrate and explain the embodiment of the utility model, and is not used to limit the embodiment of the utility model.
[0037] Figure 1 This is a system pipeline layout diagram of a single-channel OCV emission sampling device for an engine test bench disclosed in an embodiment of the utility model. Figure 1As shown, the OCV emission sampling device includes: a sampling tube 4, one end of which is connected to the breather 7 of the engine 6, and the other end is connected to the exhaust main line 13 of the engine 6 and is located downstream of the back pressure valve 8 in the exhaust main line 13, which is used to introduce the crankcase pollutants in the engine 6 into the exhaust main line 13 and then mix with the engine exhaust gas and then flow downstream, wherein the back pressure valve 8 is installed on the exhaust main line 13, and is used to control the pressure in the exhaust main line 13, and the exhaust main line 13 is used to discharge the engine exhaust gas; a heating wire, which is installed in the sampling tube 4, and is used to heat the sampling tube 4; and a heating controller 5, which is used to control the on and off of the heating wire, so that the temperature of the sampling tube 4 is maintained within a preset temperature range. Wherein, as Figure 1 As shown, the front end of the back pressure valve 8 in the embodiment of the utility model (the end close to the engine 6) is positive pressure, and the rear end is negative pressure. Therefore, the other end of the sampling tube 4 is connected to the downstream of the back pressure valve 8 in the exhaust main line 13, so as to facilitate the introduction of the crankcase pollutants in the engine 6 into the exhaust main line 13, and then mix with the engine exhaust gas after the DPF+SCR post-treatment 10 and then flow through the downstream of the exhaust main line 13. Optionally, the installation of the heating wire runs through both ends of the sampling tube 4, so as to facilitate uniform heating of the sampling tube 4; the preferred preset temperature range of the embodiment of the utility model is 191±5℃. Optionally, the heating controller 5 provided in the embodiment of the utility model is a secondary instrument, and the heating controller 5 adopts PID (Proportional, Integral and Derivative) closed-loop control, with high temperature control accuracy, and can adjust the temperature range of the sampling tube 4 in real time to maintain at 191±5℃, effectively avoiding the generation of condensate or the loss of particulate matter in the crankcase pollutants, and ensuring that the measurement results are not affected.
[0038] In some embodiments, the sampling tube 4 is made of flame retardant and corrosion resistant materials. Specifically, since the entire sampling process of crankcase pollutants is heated to 191±5°C, and the sampled gas may contain combustibles, etc., the insulation materials used in the production of the sampling tube 4 must be flame retardant and corrosion resistant, otherwise safety accidents are likely to occur during the test.
[0039] In some embodiments, Figure 2 This is a schematic diagram of the structure of the OCV measuring device disclosed in the embodiment of the utility model, see Figure 1 and Figure 2As shown, the OCV measuring device structure in the OCV emission sampling device includes: a temperature sensor T1, installed on the sampling tube 4 and located at one end close to the respirator 7, used to measure the real-time temperature in the sampling tube 4; a pressure sensor P1, installed on the sampling tube 4 and located downstream of the temperature sensor T1, used to measure the real-time pressure in the sampling tube 4; and a PUMA OPEN control system 3, used to receive and monitor the real-time pressure and the real-time temperature. Optionally, as Figure 1 As shown, the OCV emission sampling device further includes: a temperature sensor T2, which is installed on the sampling tube 4 and is located near one end of the exhaust main line 13, and is used to measure the real-time temperature in the sampling tube 4. Optionally, the embodiment of the utility model takes into account that the sampling tube 4 is a long tube in actual application, and in most cases it needs to be designed to be more than 7 meters, and the sampling tube 4 is a hose as a whole, and the layout is very flexible. In order to ensure that the real-time temperature of the sampling tube 4 can be detected, as shown in FIG. Figure 1 As shown, the embodiment of the utility model provides two temperature sensors: a temperature sensor T1 and a temperature sensor T2, which are installed at the upstream and downstream of the sampling pipe 4 respectively.
[0040] In some embodiments, the heating controller 5 is also used to receive and display the real-time temperature measured by the temperature sensor T1 and the temperature sensor T2. Optionally, the heating controller 5 may include two, respectively used to receive the real-time temperature measured by the temperature sensor T1 and the temperature sensor T2. In consideration of the use environment and cost, the embodiment of the utility model preferably adopts a dual-channel PID control mode to receive two-channel temperature feedback from the temperature sensor T1 and the temperature sensor T2.
[0041] In some embodiments, see Figure 1 As shown, the OCV emission sampling device also includes: a pressure sensor P2, which is used to measure the real-time pressure in the exhaust main line 13. The entire exhaust main line 13 of the engine 6 is in a negative pressure state, and its negative pressure comes from the centralized exhaust treatment system, and its purpose is to facilitate the discharge of engine exhaust. When the exhaust pipe is static (the engine is not running), the pressure is negative 0.6kpa. Different types of engines and different experimental conditions will have different pressure increases in the exhaust pipe. The size of this pressure is used to evaluate the strength of the centralized exhaust treatment system. The greater the pressure value during positive pressure, the weaker the exhaust treatment system capacity, and the greater the pressure value during negative pressure, the stronger the exhaust system capacity.
[0042] In some embodiments, see Figure 1As shown, the PUMA OPEN control system 3 is also used for alarming, wherein, when the real-time pressure exceeds the preset pressure limit, the PUMA OPEN control system 3 alarms and controls the engine 6 to shut down; and when any of the real-time temperatures exceeds the preset temperature range, the PUMA OPEN control system 3 alarms and notifies the bench operator to handle the abnormality. Specifically, during the engine test, the crankcase exhaust back pressure must meet the company's corporate standards, and a 4kPa alarm limit is set. The embodiment of the utility model uses 4kPa as the preset pressure limit. During the sampling and measurement of crankcase pollutants, the pressure sensor P2 measures the real-time pressure in the sampling tube 4 during the test. The real-time pressure value is monitored in real time by the PUMA OPEN system 3. Once the value exceeds 4kPa, the PUMA OPEN control system 3 will be triggered to alarm and control the engine 6 to shut down. At the same time, the PUMA OPEN control system 3 also receives and monitors the real-time temperature in the sampling tube 4 measured by the temperature sensor T1 and the temperature sensor T2 to ensure the control of boundary conditions. When any temperature is abnormal, that is, exceeds the set temperature of 191±5°C, the PUMA OPEN control system 3 will be triggered to alarm and control the heating controller 5 to cut off the heating wire. At the same time, the stand operator can discover the abnormality in the first time and take corresponding measures, which can effectively avoid safety problems.
[0043] In some embodiments, Figure 3 Schematic diagram of the relative position of the engine test bench and the exhaust system pipeline layout disclosed in the embodiment of the utility model, wherein TC01, TC03, TC05, TC07 are heavy-duty exhaust benches, and TC02, TC04, TC06, TC08 are light-duty exhaust benches. Figure 3 As shown in the figure, all test benches share a common exhaust pipe and a centralized exhaust system, which results in an increase in the exhaust pipe pressure. In addition, due to engines of different displacements and different test conditions, the exhaust back pressure may exceed the limit. Figure 3 As shown in the figure, since all the test benches share a centralized exhaust system, the exhaust pipe pressure of the test bench (TC01) at the end of the exhaust main pipeline is greater than that of other test benches at the front end (similarly, the TC02 light emission test bench at the end of the exhaust main pipeline will not cause the exhaust pipe pressure of this test bench to be greater than that of other test benches at the front end due to the small engine exhaust displacement). When OCV emission sampling is measured, it is easy to cause the pressure of sampling pipe 4 to exceed the enterprise limit of 4kPa. Optionally, it can be used as follows Figure 1 The OCV emission sampling device system shown in the figure adds a smoke exhaust fan 15 to the pipeline or adopts a multi-channel sampling pipeline to reduce the back pressure of the crankcase exhaust, thereby solving the problem of the crankcase exhaust pressure exceeding the limit during the test. Figure 4The system piping layout of the single-channel OCV emission sampling device with a smoke exhaust fan is shown to solve the pressure exceeding the limit value, such as Figure 4 As shown, the OCV emission sampling device also includes: a smoke exhaust fan 15, installed on the sampling tube 4 downstream of the pressure sensor P1, for drawing the crankcase pollutants to the downstream of the sampling tube 4, and assisting the crankcase pollutants to be discharged into the exhaust main line 13, ensuring that the pressure of the sampling tube 4 in the OCV emission sampling device does not exceed the enterprise limit of 4kPa, and can be tested normally. Among them, the embodiment of the utility model preferably uses the PUMA OPEN control system 3 to control whether the smoke exhaust fan 15 is working.
[0044] In some embodiments, the inner diameter of the sampling tube 4 is not less than 20 mm, otherwise the sampling pressure is likely to exceed the enterprise limit of 4 kPa, causing the PUMA OPEN control system 3 to alarm and control the engine 6 to shut down, resulting in test failure.
[0045] In some embodiments, see Figure 1 and Figure 4 As shown, the OCV emission sampling device also includes: emission measurement devices 11, 12, connected to the exhaust main line 13 and located downstream of the position where the sampling pipe 4 is connected to the exhaust main line 13, for measuring the exhaust emissions after the crankcase pollutants are mixed with the engine exhaust. Figure 1 and Figure 4 As shown, the preferred embodiment of the utility model includes a gas concentration measuring device 11 for measuring the gas concentration of the exhaust gas emitted after the crankcase pollutants are mixed with the engine exhaust gas; and a PN (Particle Number) measuring device 12, which is installed on the exhaust main line 13 at the rear end of the gas concentration measuring device 11, and is used to measure the PN of the exhaust gas emitted after the crankcase pollutants are mixed with the engine exhaust gas.
[0046] It should also be noted that the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprises a ..." do not exclude the existence of other identical elements in the process, method, commodity or device including the elements.
[0047] The above are only embodiments of the present application and are not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included within the scope of the claims of the present application.
Claims
1. An emission sampling device for crankcase pollutants applied to an engine test bench, characterized in that: The emission sampling device includes: A sampling tube (4), one end of which is connected to a respirator (7) of an engine (6), and the other end of which is connected to an exhaust main line (13) of the engine (6) and is located downstream of a back pressure valve (8) in the exhaust main line (13), and is used to introduce crankcase pollutants in the engine (6) into the exhaust main line (13) and mix them with the engine exhaust gas before flowing downstream, wherein the back pressure valve (8) is installed on the exhaust main line (13) and is used to control the pressure in the exhaust main line (13), and the exhaust main line (13) is used to discharge the engine exhaust gas; A heating wire installed in the sampling tube (4) and used for heating the sampling tube (4); and A heating controller (5) is used to control the on and off of the heating wire so that the temperature of the sampling tube (4) is maintained within a preset temperature range.
2. The emission sampling device according to claim 1, characterized in that: The sampling tube (4) is made of a flame-retardant and corrosion-resistant material.
3. The emission sampling device according to claim 1, characterized in that: The inner diameter of the sampling tube (4) is not less than 20 mm.
4. The emission sampling device according to claim 1, characterized in that: The emission sampling device also includes: A temperature sensor T1 (1), mounted on the sampling tube (4) and located at one end close to the respirator (7), for measuring the real-time temperature in the sampling tube (4); a pressure sensor P1 (2), installed on the sampling pipe (4) and located downstream of the temperature sensor T1 (1), for measuring the real-time pressure in the sampling pipe (4); and The PUMA OPEN control system (3) is used to receive and monitor the real-time pressure and the real-time temperature.
5. The emission sampling device according to claim 4, characterized in that: The emission sampling device also includes: A temperature sensor T2 (14) is installed on the sampling tube (4) and is located close to one end of the exhaust gas main line (13), and is used to measure the real-time temperature in the sampling tube (4).
6. The emission sampling device according to claim 5, characterized in that: The heating controller (5) is also used to receive and display the real-time temperature measured by the temperature sensor T1 (1) and the temperature sensor T2 (14).
7. The emission sampling device according to claim 5, characterized in that: The PUMA OPEN control system (3) is also used for alarm, wherein: When the real-time pressure exceeds a preset pressure limit, the PUMA OPEN control system (3) issues an alarm and controls the engine (6) to shut down; and When any of the real-time temperatures exceeds the preset temperature range, the PUMA OPEN control system (3) alarms and notifies the stand operator to handle the abnormality.
8. The emission sampling device according to claim 1, characterized in that: The emission sampling device also includes a pressure sensor P2 (9) for measuring the real-time pressure in the exhaust gas main line (13).
9. The emission sampling device according to claim 4, characterized in that: The emission sampling device also includes: The smoke exhaust fan (15) is installed on the sampling pipe (4) downstream of the pressure sensor P1 (2) and is used to draw the crankcase pollutants to the downstream of the sampling pipe (4) to help the crankcase pollutants be discharged into the exhaust main line (13).
10. The emission sampling device according to claim 1, characterized in that: The emission sampling device also includes: An emission measurement device is connected to the exhaust main line (13) and is located downstream of the position where the sampling tube (4) is connected to the exhaust main line (13), and is used to measure the exhaust emission after the crankcase pollutants are mixed with the engine exhaust.
11. The emission sampling device according to claim 10, characterized in that: The emission measurement device comprises: A gas concentration measuring device (11) for measuring the gas concentration of exhaust gas emitted after the crankcase pollutants are mixed with the engine exhaust gas; and The PN measuring device (12) is installed on the exhaust main pipe (13) at the rear end of the gas concentration measuring device (11) and is used to measure the amount of particulate matter emitted from the exhaust gas after the crankcase pollutants are mixed with the engine exhaust gas.