CN116893056A - Full-working-condition circulating evaluation system and method for ship SCR catalyst - Google Patents
Full-working-condition circulating evaluation system and method for ship SCR catalyst Download PDFInfo
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- CN116893056A CN116893056A CN202311090398.8A CN202311090398A CN116893056A CN 116893056 A CN116893056 A CN 116893056A CN 202311090398 A CN202311090398 A CN 202311090398A CN 116893056 A CN116893056 A CN 116893056A
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- 238000011156 evaluation Methods 0.000 title claims abstract description 38
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- 238000012360 testing method Methods 0.000 claims abstract description 77
- 239000007789 gas Substances 0.000 claims abstract description 54
- NINIDFKCEFEMDL-UHFFFAOYSA-N Sulfur Chemical compound [S] NINIDFKCEFEMDL-UHFFFAOYSA-N 0.000 claims abstract description 43
- 229910052717 sulfur Inorganic materials 0.000 claims abstract description 43
- 239000011593 sulfur Substances 0.000 claims abstract description 43
- QJGQUHMNIGDVPM-UHFFFAOYSA-N nitrogen group Chemical group [N] QJGQUHMNIGDVPM-UHFFFAOYSA-N 0.000 claims abstract description 36
- 238000002485 combustion reaction Methods 0.000 claims abstract description 32
- 239000002283 diesel fuel Substances 0.000 claims abstract description 30
- 238000002156 mixing Methods 0.000 claims abstract description 28
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- 230000032683 aging Effects 0.000 description 12
- 229910052815 sulfur oxide Inorganic materials 0.000 description 12
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- YTPLMLYBLZKORZ-UHFFFAOYSA-N Thiophene Chemical compound C=1C=CSC=1 YTPLMLYBLZKORZ-UHFFFAOYSA-N 0.000 description 6
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- QGZKDVFQNNGYKY-UHFFFAOYSA-N Ammonia Chemical compound N QGZKDVFQNNGYKY-UHFFFAOYSA-N 0.000 description 4
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- AFBPFSWMIHJQDM-UHFFFAOYSA-N N-methylaniline Chemical compound CNC1=CC=CC=C1 AFBPFSWMIHJQDM-UHFFFAOYSA-N 0.000 description 4
- JUJWROOIHBZHMG-UHFFFAOYSA-N Pyridine Chemical compound C1=CC=NC=C1 JUJWROOIHBZHMG-UHFFFAOYSA-N 0.000 description 4
- KAESVJOAVNADME-UHFFFAOYSA-N Pyrrole Chemical compound C=1C=CNC=1 KAESVJOAVNADME-UHFFFAOYSA-N 0.000 description 4
- SMWDFEZZVXVKRB-UHFFFAOYSA-N Quinoline Chemical compound N1=CC=CC2=CC=CC=C21 SMWDFEZZVXVKRB-UHFFFAOYSA-N 0.000 description 4
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- 238000001514 detection method Methods 0.000 description 4
- TXKMVPPZCYKFAC-UHFFFAOYSA-N disulfur monoxide Inorganic materials O=S=S TXKMVPPZCYKFAC-UHFFFAOYSA-N 0.000 description 4
- LYGJENNIWJXYER-UHFFFAOYSA-N nitromethane Chemical compound C[N+]([O-])=O LYGJENNIWJXYER-UHFFFAOYSA-N 0.000 description 4
- XTQHKBHJIVJGKJ-UHFFFAOYSA-N sulfur monoxide Chemical class S=O XTQHKBHJIVJGKJ-UHFFFAOYSA-N 0.000 description 4
- HNKJADCVZUBCPG-UHFFFAOYSA-N thioanisole Chemical compound CSC1=CC=CC=C1 HNKJADCVZUBCPG-UHFFFAOYSA-N 0.000 description 4
- RWSOTUBLDIXVET-UHFFFAOYSA-N Dihydrogen sulfide Chemical class S RWSOTUBLDIXVET-UHFFFAOYSA-N 0.000 description 3
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 3
- 230000003197 catalytic effect Effects 0.000 description 3
- 238000010531 catalytic reduction reaction Methods 0.000 description 3
- 238000005259 measurement Methods 0.000 description 3
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- 239000001301 oxygen Substances 0.000 description 3
- 229910052760 oxygen Inorganic materials 0.000 description 3
- PAWQVTBBRAZDMG-UHFFFAOYSA-N 2-(3-bromo-2-fluorophenyl)acetic acid Chemical compound OC(=O)CC1=CC=CC(Br)=C1F PAWQVTBBRAZDMG-UHFFFAOYSA-N 0.000 description 2
- CDAWCLOXVUBKRW-UHFFFAOYSA-N 2-aminophenol Chemical compound NC1=CC=CC=C1O CDAWCLOXVUBKRW-UHFFFAOYSA-N 0.000 description 2
- ATRRKUHOCOJYRX-UHFFFAOYSA-N Ammonium bicarbonate Chemical compound [NH4+].OC([O-])=O ATRRKUHOCOJYRX-UHFFFAOYSA-N 0.000 description 2
- 229910000013 Ammonium bicarbonate Inorganic materials 0.000 description 2
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 2
- BWGNESOTFCXPMA-UHFFFAOYSA-N Dihydrogen disulfide Chemical compound SS BWGNESOTFCXPMA-UHFFFAOYSA-N 0.000 description 2
- JJHHIJFTHRNPIK-UHFFFAOYSA-N Diphenyl sulfoxide Chemical compound C=1C=CC=CC=1S(=O)C1=CC=CC=C1 JJHHIJFTHRNPIK-UHFFFAOYSA-N 0.000 description 2
- XUJNEKJLAYXESH-REOHCLBHSA-N L-Cysteine Chemical compound SC[C@H](N)C(O)=O XUJNEKJLAYXESH-REOHCLBHSA-N 0.000 description 2
- XQVWYOYUZDUNRW-UHFFFAOYSA-N N-Phenyl-1-naphthylamine Chemical compound C=1C=CC2=CC=CC=C2C=1NC1=CC=CC=C1 XQVWYOYUZDUNRW-UHFFFAOYSA-N 0.000 description 2
- OUBMGJOQLXMSNT-UHFFFAOYSA-N N-isopropyl-N'-phenyl-p-phenylenediamine Chemical compound C1=CC(NC(C)C)=CC=C1NC1=CC=CC=C1 OUBMGJOQLXMSNT-UHFFFAOYSA-N 0.000 description 2
- 229910021529 ammonia Inorganic materials 0.000 description 2
- 235000012538 ammonium bicarbonate Nutrition 0.000 description 2
- 239000001099 ammonium carbonate Substances 0.000 description 2
- UENWRTRMUIOCKN-UHFFFAOYSA-N benzyl thiol Chemical compound SCC1=CC=CC=C1 UENWRTRMUIOCKN-UHFFFAOYSA-N 0.000 description 2
- XUJNEKJLAYXESH-UHFFFAOYSA-N cysteine Natural products SCC(N)C(O)=O XUJNEKJLAYXESH-UHFFFAOYSA-N 0.000 description 2
- 235000018417 cysteine Nutrition 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- LTYMSROWYAPPGB-UHFFFAOYSA-N diphenyl sulfide Chemical compound C=1C=CC=CC=1SC1=CC=CC=C1 LTYMSROWYAPPGB-UHFFFAOYSA-N 0.000 description 2
- DMBHHRLKUKUOEG-UHFFFAOYSA-N diphenylamine Chemical class C=1C=CC=CC=1NC1=CC=CC=C1 DMBHHRLKUKUOEG-UHFFFAOYSA-N 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000007613 environmental effect Effects 0.000 description 2
- 239000003344 environmental pollutant Substances 0.000 description 2
- 229910000037 hydrogen sulfide Inorganic materials 0.000 description 2
- QCIFLGSATTWUQJ-UHFFFAOYSA-N n,4-dimethylaniline Chemical compound CNC1=CC=C(C)C=C1 QCIFLGSATTWUQJ-UHFFFAOYSA-N 0.000 description 2
- 238000011056 performance test Methods 0.000 description 2
- 231100000572 poisoning Toxicity 0.000 description 2
- 230000000607 poisoning effect Effects 0.000 description 2
- 231100000719 pollutant Toxicity 0.000 description 2
- UMJSCPRVCHMLSP-UHFFFAOYSA-N pyridine Natural products COC1=CC=CN=C1 UMJSCPRVCHMLSP-UHFFFAOYSA-N 0.000 description 2
- 239000003381 stabilizer Substances 0.000 description 2
- 230000000087 stabilizing effect Effects 0.000 description 2
- -1 sulfur oxide compound Chemical class 0.000 description 2
- GVIJJXMXTUZIOD-UHFFFAOYSA-N thianthrene Chemical compound C1=CC=C2SC3=CC=CC=C3SC2=C1 GVIJJXMXTUZIOD-UHFFFAOYSA-N 0.000 description 2
- 150000003577 thiophenes Chemical class 0.000 description 2
- 239000002912 waste gas Substances 0.000 description 2
- LSDPWZHWYPCBBB-UHFFFAOYSA-N Methanethiol Chemical compound SC LSDPWZHWYPCBBB-UHFFFAOYSA-N 0.000 description 1
- UCKMPCXJQFINFW-UHFFFAOYSA-N Sulphide Chemical compound [S-2] UCKMPCXJQFINFW-UHFFFAOYSA-N 0.000 description 1
- 238000005299 abrasion Methods 0.000 description 1
- 238000000889 atomisation Methods 0.000 description 1
- 230000015556 catabolic process Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
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- 238000005336 cracking Methods 0.000 description 1
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- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
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- 238000005516 engineering process Methods 0.000 description 1
- 238000003912 environmental pollution Methods 0.000 description 1
- 238000009472 formulation Methods 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 230000036541 health Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 239000010759 marine diesel oil Substances 0.000 description 1
- 238000000691 measurement method Methods 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 229910052757 nitrogen Inorganic materials 0.000 description 1
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Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
The invention relates to a full-working-condition cyclic evaluation system and method of a ship SCR catalyst, wherein the cyclic evaluation system comprises the following components: a gas pumping assembly for providing air and sparse air; a diesel fuel supplier for supplying diesel fuel; a fuel supply assembly for providing a nitrogen-containing fuel and/or a sulfur-containing fuel; a burner for burning a first mixture comprising air, diesel fuel and a nitrogen-containing fuel and/or a sulfur-containing fuel and forming a combustion tail gas; the mixing diluter is used for mixing the combustion tail gas and the diluted air material to form a second mixed material, and guiding the second mixed material into the SCR catalyst for cyclic evaluation; and the control box is used for controlling the flow rates of the air, the sparse air and the nitrogen-containing fuel and/or the sulfur-containing fuel in a preset range, wherein the cyclic evaluation comprises executing at least one cyclic test period, and the cyclic test period comprises a plurality of test stages with different temperatures.
Description
Technical Field
The invention relates to the technical field of marine diesel engine tail gas aftertreatment testing, in particular to a full-working-condition circulating evaluation system and method of a marine SCR catalyst.
Background
With the increasing global environmental pollution problem, the world has increasingly stringent requirements for exhaust emission control of engines, thereby promoting the formulation of stricter engine emission regulations. In the sea area, as the marine operation activity of the ship has the characteristics of strong maneuverability, large diffusivity, long duration and the like, the emission pollution proportion of the marine diesel engine has a continuous trend, the marine diesel engine has high power, the tail gas emission of the marine diesel engine contains a large amount of harmful substances, and the pollutants seriously threaten the health and safety of coastal residents, marine environment and marine climate, and are one of the main factors for polluting the atmosphere. The tie III and national environmental protection agency of the International Maritime Organization (IMO) will issue requirements of "limit and measure of exhaust emission limits and measurement methods of marine engine (first, second stage)", that the efficiency of the marine engine aftertreatment device must meet the requirements of emission regulations within 1 ten thousand hours of actual operation or within 10 years after installation (first arrival, as the priority), and thus the emission regulations place high demands on the durability of the aftertreatment environmental protection device.
The post-treatment process of the ship engine is SCR (Selective Catalytic Reduction), namely a selective catalytic reduction technology, and is mainly used for removing nitrogen oxides in tail gas. In addition, the main device for ship aftertreatment is an SCR catalyst, the core of which is a catalyst loaded in a reactor, but the catalyst gradually ages (heat aging, abrasion, poisoning, cracking, etc.) during operation, resulting in gradual decrease in the efficiency of the aftertreatment device. Therefore, it is critical to improve the durability of the diesel aftertreatment device to improve the performance of the catalyst after aging. If the SCR reactor is required to perform a bench test on an engine bench for several tens of thousands of hours or an actual life endurance test of the ship, it takes a lot of manpower and resources.
The marine diesel engine burns inferior heavy oil, the air coefficient is larger in the combustion process, the combustion is more perfect, and therefore, harmful pollutants in tail gas are mainly nitrogen oxides and sulfur oxides, and generated combustion waste gas is likely to cause sulfur poisoning of the marine SCR catalyst, so that the sulfur resistance is a problem that the marine SCR catalyst has to be considered. The ship generally adopts a two-stroke low-speed diesel engine, so that the combustion efficiency is high, and the combustion waste gas is less. Therefore, the performance of marine SCR catalysts under low temperature conditions is also an important point of development.
Furthermore, the exhaust gas flow of marine engines is as high as tens of thousands of kilograms per hour, which is difficult to produce with ordinary burners, which results in rapid ageing of marine SCR catalysts. The research of the durability test of the ship SCR reactor has just started, and no corresponding specification or regulation has been formed.
CN206523481U discloses a test bench device for rapid aging and performance test of marine SCR reactor, comprising a main fan assembly, an air inlet flowmeter, a combustion chamber section, a dilution mixing section, a bypass pipeline, a data acquisition control system and the like, the device is used for controlling oil injection, ignition and combustion, simulating diesel engine tail gas, and thus simulating test cycle conditions such as E2/E3/D2 and the like, so as to perform performance test on the marine diesel engine post-treatment SCR reactor. However, this application lacks a device/system for generating and controlling the concentration of SOx, and the control of the concentration of NOx in the system is only limited, which is disadvantageous for the comprehensive assessment of the SCR reactor performance, and more importantly, the application does not utilize parameters such as the concentration of SOx, the concentration of NOx, and other temperature and flow rate to form a comprehensive and feasible assessment method. In view of the technical problems existing in the prior art, it is needed to propose an SCR catalyst durability evaluation method to monitor the performance of the SCR catalyst in real time and verify the sulfur resistance and low temperature resistance of the SCR catalyst.
Furthermore, there are differences in one aspect due to understanding to those skilled in the art; on the other hand, since the applicant has studied a lot of documents and patents while making the present invention, the text is not limited to details and contents of all but it is by no means the present invention does not have these prior art features, but the present invention has all the prior art features, and the applicant remains in the background art to which the right of the related prior art is added.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides a full-working-condition circulating evaluating system and method of a ship SCR catalyst, and aims to solve at least one or more technical problems in the prior art.
The invention provides a full-working-condition circulating evaluating system and method for a ship SCR catalyst, which can realize circulating tests of low-temperature, medium-high-temperature and high-temperature modes of the SCR catalyst and evaluation of durability of the ship SCR catalyst on a burner rack.
In order to achieve the above purpose, the invention provides an all-condition cyclic evaluation system of a ship SCR catalyst, comprising:
diesel supply means for supplying diesel;
a fuel supply assembly for providing a nitrogen-containing fuel and/or a sulfur-containing fuel;
a burner for burning a first mixture comprising air, diesel fuel and a nitrogen-containing fuel and/or a sulfur-containing fuel and forming a combustion tail gas;
the dilution mixer is used for mixing the combustion tail gas and dilution air to form a second mixed material, and guiding the second mixed material into the SCR catalyst for circular evaluation;
the sub-control box is used for controlling the flow of air, sparse air and/or nitrogen-containing fuel and/or sulfur-containing fuel within a preset range,
the cyclic evaluation comprises executing at least one cyclic test period, wherein the cyclic test period comprises a plurality of test phases with different temperatures.
The full-working-condition circulating evaluation method of the ship SCR catalyst provided by the invention can be used for rapidly aging the SCR catalyst on the burner rack, so that the diesel oil consumption and the aging time of the SCR catalyst are greatly saved. In the ship SCR durability evaluation, parameters such as temperature, flow, NOx concentration, SOx concentration and the like entering the ship SCR catalyst can be detected and controlled, so that the performance of the SCR catalyst under different running states can be monitored and evaluated in real time. In the invention, in the cycle test stage, the high-temperature test stage occupies main test time, and can be used for fully verifying the sulfur resistance and catalytic aging performance of the ship SCR catalyst.
Preferably, the full-condition cycle evaluation system of the ship SCR catalyst further comprises a gas pumping assembly for providing air and sparse air.
Preferably, the burner block combusts diesel fuel in the combustion section to produce high temperature exhaust. Specifically, marine diesel oil generally adopts high sulfur oil, and the sulfur content in the oil product reaches more than 3.5%.
Preferably, the burner is multi-pipe parallel, more than or equal to 3 pipes, and internally provided with a vortex device and a flame stabilizing device, wherein the diesel nozzle is arranged at the center of the vortex device.
Preferably, the sub-control box is used for collecting measurement data and controlling main components, and communication is carried out between the network cable and the main control computer.
In particular, the gas pumping assembly may comprise a first pumping means for introducing air to the burner and a second pumping means; the second pumping means is used to introduce sparse air to the sparse mixer.
In particular, the fuel supply assembly may include a nitrogen-containing fuel supply and a sulfur-containing fuel supply.
Furthermore, the full-working-condition circulating evaluating system of the ship SCR catalyst can further comprise a gas mass flowmeter, a bypass pipe, a control valve, a measuring unit, a data acquisition sensor and the like.
Preferably, in the present invention, the test phase comprises a low temperature phase, a medium temperature phase and a high temperature phase, the temperature gradient of which is continuous or discontinuous.
Preferably, the low temperature stage, the medium temperature stage and the high temperature stage each have a different test cycle duration ratio.
Preferably, the high temperature phase has a greater test cycle length duty cycle than the medium and/or low temperature phases.
Preferably, providing the nitrogen-containing fuel and/or the sulfur-containing fuel includes introducing the nitrogen-containing fuel into a first injection location of the burner and introducing the sulfur-containing fuel into a second injection location of the burner.
Preferably, in the present invention, the first injection position is between the nozzle of the diesel fuel supply device and the spark plug group of the burner.
Preferably, in the present invention, the second injection position is between the first nozzle position and the spark plug group of the burner.
Preferably, the sub-control box is further configured to control the space velocity of the SCR catalyst within a preset space velocity range during at least one cycle test period.
Preferably, one or more mixing diversion devices are arranged in the dilution mixer, and the mixing diversion devices are used for promoting the combustion tail gas to be mixed with the dilution air to form a second mixed material.
Preferably, the invention also relates to a cycle evaluating method of the full-working-condition cycle evaluating system based on the ship SCR catalyst, which comprises the following steps:
setting at least one cycle test period;
introducing air, diesel fuel and/or a nitrogen-containing fuel and/or a sulfur-containing fuel to the burner, respectively;
the working temperature of the burner is respectively controlled in a temperature range corresponding to at least one testing stage included in at least one cycle testing period, and the corresponding preset time is kept;
introducing combustion tail gas formed by combusting a first mixed material containing air, diesel oil and/or nitrogen-containing fuel and/or sulfur-containing fuel into a dilution mixer;
introducing dilution air into the dilution mixer and mixing the dilution air with the combustion tail gas to form a second mixed material;
the second mixture is introduced to the SCR catalyst to perform an evaluation of at least one cycle test period of the SCR catalyst.
Preferably, the second pumping means introduces dilution air to be mixed with the high temperature combustion exhaust gas at the dilution mixer after being measured by the second flow meter.
Preferably, one test cycle period in the present invention may be divided into at least three temperature test phases by temperature limitation, and may specifically include a low temperature phase, a medium temperature phase and a high temperature phase. Further, the high temperature phase has a greater test cycle duration duty cycle than the medium and/or low temperature phases. Specifically, the low temperature stage may be 20 minutes; the medium and high temperature stage may be 20 minutes; the high temperature stage may be 40 minutes. Alternatively, the medium and high temperature stage may be 15 minutes; the high temperature stage may be 45 minutes.
Preferably, the temperature range of the low temperature stage in the invention can be 200-300 ℃; the temperature range of the medium and high temperature stages is 350-450 ℃, and the temperature range of the high temperature stages is 550-700 ℃.
Preferably, in the invention, the space velocity range of the SCR catalyst can be 5000-20000 h during the cyclic evaluation of the ship SCR catalyst -1 The method comprises the steps of carrying out a first treatment on the surface of the The NOx concentration range may be 200ppm to 2000ppm; SOx concentration ranges from 200ppm to 2000ppm; h 2 The O concentration can be 3% -10%; o (O) 2 The concentration range may be 5% to 10%.
Specifically, high-temperature exhaust gas is generated through the combustion section, NOx concentration is controlled through adding nitrogen-containing fuel for combustion, SOx concentration in the exhaust gas is controlled through adding sulfur-containing fuel, total exhaust gas flow is controlled through the dilution blower, and flow entering the test main pipe is controlled through an electric control valve on the bypass pipe. The temperature, flow, concentration and the like of the main testing pipe can be controlled through programming, so that the SCR catalyst variable-working-condition test is realized.
Drawings
FIG. 1 is a schematic view of a marine SCR catalyst test bench according to a preferred embodiment of the present invention;
FIG. 2 is a schematic diagram of a marine SCR catalyst durability burn-in test cycle according to a preferred embodiment provided by the present invention.
List of reference numerals
1: a detection section; 2: an SCR catalyst; 3: a detector; 4: a control valve; 5: a bypass tube; 6: a mixed drainage device; 7: a mixing diluter; 8: a nitrogen-containing fuel supply; 9: a diesel fuel supplier; 10: a burner; 11: a sulfur-containing fuel feeder; 12: a second flowmeter; 13: a second gas pump; 14: a control box; 15: a first flowmeter; 16: a first gas pump.
Detailed Description
The preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings so that the advantages and features of the present invention can be more easily understood by those skilled in the art, thereby making clear and defining the scope of the present invention.
Part of the english abbreviations or nouns appearing in the invention are explained:
SCR (Selective Catalytic Reduction): a selective catalytic reducer.
NOx (Oxides of Nitrogen): an oxynitride.
SOx (Oxides of Sulfide): a sulfur oxide compound.
IMO (International Maritime Organization): international maritime organization.
The invention provides a ship SCR catalyst durability evaluation method, which comprises the step of evaluating the ship SCR catalyst durability by using a burner rack.
Fig. 1 shows a schematic structural diagram of a marine SCR catalyst test bench (or burner bench) according to a preferred embodiment. In particular, the test bench may comprise a first gas pump 16, a burner 10, a diesel fuel supply 9, a nitrogen-containing fuel supply 8, a sulfur-containing fuel supply 11, a second gas pump 13, a mixer-diluter 7, an SCR catalyst 2 and a detection section 1, which are mechanically connected by pipes.
According to a preferred embodiment, referring to fig. 1, a first gas pump 16 pumps air into the burner rack piping and directs the air through the piping into the various branches where the burner 10 is located. In the present invention, the first gas pump 16 may be a blower. For ease of understanding and explanation, the conduit between the first gas pump 16 and the burner 10 may be defined as the main air conduit. In particular, the burner 10 may be provided with a reducer pipe at both ends, through which air pumped by the first gas pump 16 needs to enter the burner 10 and then exit the burner 10. Specifically, the combustor 10 may include a plurality of combustion chamber segments disposed in parallel between two end reducer pipes.
According to a preferred embodiment, referring to fig. 1, a first flow meter 15 for acquiring first intake flow data from the first gas pump 16 may be provided on a pipe of the first gas pump 16 connected to the burner 10.
According to a preferred embodiment, the burner 10 may include one or more of a swirl plate, a spark plug, and a flame holder. In particular, swirl plates, spark plugs, and flame holders may be disposed on each of the cans or combustion chamber sections of the combustor 10. The spark plug is used to break down air between the electrodes of the spark plug, creating an electric spark to ignite the mixture in the burner 10. In particular, each combustion chamber section may be provided with two sets of spark plugs, each set of spark plugs being spaced apart by 100mm. The flame stabilizer can be used for stabilizing flame, so that the flame is prevented from being too long and losing control at high flow rate.
According to a preferred embodiment, the air pumped by the first gas pump 16 can be mixed with the diesel fuel supplied by the diesel fuel supply 9 via a swirl plate. Specifically, the diesel fuel supplier 9 supplies diesel fuel to the nozzles for injection, wherein 3 branch pipes employ a common rail, and injection pressures are the same. The diesel nozzle is positioned at the center of the vortex device, the vortex device (such as a vortex plate) mixes and collides air blown by the main fan (namely the first gas pump 16) with diesel, the air is ignited by the spark plug, and the air-fuel mixture is stably combusted by the flame stabilizer. In particular, the nozzles may be arranged in the center of the swirl plate. The nozzle can be pressurized by a pressurizing pump to improve the atomization effect of the fuel injection.
According to a preferred embodiment, see fig. 1, the burner 10 is provided with a nitrogen-containing fuel supply 8 and a sulfur-containing fuel supply 11 in a kit. The nitrogen-containing fuel supplier 8 may supply nitrogen-containing fuel to a first nozzle location of the combustor 10. Specifically, the first injection location is between the diesel nozzle and the spark plug set. Alternatively, the first injection location is after the diesel nozzle and before the spark plug set. In particular, the nitrogen-containing fuel may be selected from one of hydrazine, quinoline, pyridine, N-methylaniline, N-methyl-p-toluidine, N-arylphenylenediamine, 4-isopropylaminodiphenylamine, phenyl- α -naphthylamine, cyclo-alkylated diphenylamine, ammonia, aminophenol, nitromethane, ammonium bicarbonate, ammonium nitrate and pyrrole or a mixture thereof. Further, a specific example of the nitrogen-containing fuel may be nitromethane.
Further, the sulfur-containing fuel supplier 11 may supply sulfur-containing fuel to the second nozzle position. Specifically, the second nozzle position of the burner 10 is between the first injection position and the spark plug set. Alternatively, the second nozzle position is after the nitrogen-containing fuel injection and before the spark plug set. In particular, the sulfur-containing fuel may be selected from one of diesel, mercaptans, thiophenes, dimethyl sulfide, diphenyl sulfide, methyl phenyl sulfide, hydrogen sulfide, thiophenes, bismorpholin disulfide, thiophenols, thianthrene, diphenyl sulfoxide, cysteine, benzyl mercaptan, or mixtures thereof, of varying sulfur content. Further, a particular example of a sulfur-containing fuel may be thiophene.
According to a preferred embodiment, see fig. 1, the right-hand end of the burner 10 is connected to the mixer-diluter 7 by means of a reducer pipe. The mixer-diluter 7 may be connected to a second gas pump 13 by a dilution air duct. In the present invention, the second gas pump 13 may be a blower. Further, the second gas pump 13 may introduce dilution air into the rack pipe through the dilution air pipe to be delivered to the hybrid diluter 7.
According to a preferred embodiment, referring to fig. 1, a second flow meter 12 for obtaining second intake flow data from the second gas pump 13 may be provided on the dilution air duct to which the second gas pump 13 is connected to the mixer-diluter 7.
According to a preferred embodiment, the second gas pump 13 directs dilution air into the rack line, which dilution air enters the mixer-diluter 7 via the second flowmeter 12 for mixing with the high temperature exhaust gases formed by the burner 10. Further, one or more mixing and draining devices 6 may be provided inside the mixing and diluting device 7. In particular, the mixing flow diverter 6 may be used to promote mixing between dilution air and combustion exhaust to reduce the length of the dilution mixing duct.
According to a preferred embodiment, see fig. 1, the exhaust port of the hybrid diluter 7 is connected to the SCR catalyst 2 by a pipe. Further, exhaust gas of a specific temperature after the mixing reaction in the SCR catalyst 2 enters the detection section 1 for durability test of the marine SCR catalyst 2. In particular, the SCR catalyst 2 may be arranged on the pipe in which the detection section 1 is located.
According to a preferred embodiment, the intake front end of the SCR catalyst 2 can also be provided with at least one mixing drain 6. In particular, the mixed gas in the mixed diluter 7 may pass through the mixed diverter 6 before entering the SCR catalyst 2, so that the mixed gas entering the SCR catalyst 2 is more uniform and smooth.
According to a preferred embodiment, referring to fig. 1, the test flow of the test section 1 can be controlled by a control valve 4 connected to a bypass pipe 5 between the SCR catalyst 2 and the mixer-diluter 7 when testing the SCR catalyst 2. Further, the magnitude of the flow through the SCR catalyst 2 may also be detected by a differential pressure flow meter. In particular, the control valve 4 may be an electrically controlled valve. On the other hand, the injection amounts of the nitrogen-containing fuel and the sulfur-containing fuel may be independently controlled by the nitrogen-containing fuel supplier 8 and the sulfur-containing fuel supplier 11, respectively, to control the NOx concentration and the SOx concentration entering the marine SCR catalyst 2.
According to a preferred embodiment, the inlet end and the outlet end of the SCR catalyst 2 may be provided with detectors 3. Specifically, the detector 3 may be configured to analyze the exhaust gas components entering and exiting the SCR catalyst 2, such as by measuring the components (including NOx, SOx), temperature, and flow rate entering the SCR catalyst 2 of the ship, and collecting parameter data to determine the exhaust emission level.
According to a preferred embodiment, referring to fig. 1, each of the electrically controlled elements of the test stand of the present invention is connected to the control box 14 by a wire harness signal. Specifically, the control box 14 is used to realize the functions of acquisition of measurement data and control of the main components. The control box 14 communicates with the host computer via a network cable. For example, the control box 14 may be used to control injection of the diesel fuel supplier 9, ignition of a spark plug, and the like.
According to a preferred embodiment, the test bench of the present invention may further comprise various types of data acquisition elements, such as over-temperature sensors, pressure sensors, concentration sensors, and the like. In particular, the controller of the control box 14 is signally connected to temperature sensors, pressure sensors and concentration sensors for measuring parameters such as temperature, pressure and concentration at each measurement point. Specifically, at least one temperature sensor may be mounted on the intake end of the SCR catalyst 2, for example. Alternatively, at least one NOx concentration sensor may be mounted at each of the front and rear ends of the SCR catalyst 2.
Fig. 2 shows a cycle chart of a durability burn-in test of a marine SCR catalyst 2 in an alternative embodiment, according to a preferred embodiment. Specifically, referring to fig. 2, an evaluation test cycle is formed in the evaluation method, with a predetermined period of time being a test cycle period and with a temperature being a boundary. In the invention, the test cycle period may be 80 minutes.
According to a preferred embodiment, the invention provides for the temperature-limited division of the test cycle period into a plurality of discrete temperature test phases of the temperature range. Further, a single cycle test cycle may include three temperature test phases, a low temperature phase, a medium temperature phase, and a high temperature phase. Specifically, the low temperature stage may be 20 minutes. The medium and high temperature stage may be 20 minutes. The high temperature stage may be 40 minutes. Alternatively, the medium and high temperature stage may be 15 minutes. The high temperature stage may be 45 minutes. Further, the temperature in the low temperature stage may range from 200 ℃ to 300 ℃. The temperature range of the medium-high temperature stage can be 350-450 ℃. The temperature in the high temperature stage may range from 550 ℃ to 700 ℃.
In particular, in some alternative embodiments, the test cycle period may also be divided into a plurality of temperature range sequential temperature test phases with temperature boundaries. For example, the low temperature stage may have a temperature in the range of 200 ℃ to 300 ℃. The temperature range of the medium-high temperature stage can be 300-500 ℃. The temperature range of the high temperature stage may be 500 ℃ to 700 ℃.
In an alternative embodiment, a single cycle test period may also be not limited to three temperature test phases. For example, a single cycle test period may include 4, 5, or more temperature test phases. It should be appreciated that the temperature ranges selected for each of the temperature test phases, whether they are continuous or discontinuous, may vary depending on the actual test requirements.
Specifically, when the durability aging test of the ship SCR catalyst 2 is performed, the airspeed range of the SCR catalyst 2 is about 5000h -1 ～20000h -1 . The concentration of NOx supplied from the nitrogen-containing fuel supplier 8 ranges from about 200ppm to 2000ppm. The concentration of SOx supplied from the sulfur-containing fuel supplier 11 ranges from about 200ppm to 2000ppm. H 2 The O concentration is about 3% -10%. O (O) 2 The concentration range is about 5% -10%. In particular, as shown in FIG. 2, one particular example is an optional low temperature stageThe temperature range of (2) is 250 ℃. The temperature range of the medium-high temperature stage is 400 ℃. The temperature range in the high temperature stage was 600 ℃. The space velocity of the SCR catalyst 2 is 10000h -1 . The NOx concentration was 1000ppm. SOx concentration was 1500ppm. H 2 The O concentration was 5%. O (O) 2 The concentration range was 8%.
According to a preferred embodiment, the marine SCR catalyst 2 is aged to a desired degradation factor level by performing a endurance test on the burner block for about 100 to 200 hours through a full duty endurance aging test cycle of the marine SCR catalyst 2.
Preferably, according to the ship SCR catalyst durability evaluation method, rapid aging is performed on the combustor rack, so that oil consumption and aging time can be greatly saved. In the durability evaluation of the ship SCR catalyst, the temperature, the flow, the NOx concentration, the SOx concentration and the like entering the ship SCR catalyst can be controlled so as to be used for monitoring the performances of the SCR catalyst under different running states in real time. In particular, the high temperature stage occupies the main test time in the evaluation cycle, so that the catalytic aging performance of the ship SCR catalyst can be fully verified.
The invention also provides a method for evaluating the durability of the ship SCR catalyst, which comprises the following steps of performing cyclic evaluation on the durability of the SCR catalyst in each temperature test stage of at least one cyclic test period:
air is provided to the burner 10 and mixed with diesel fuel therein.
A nitrogen-containing fuel is provided to the combustor 10 and mixed with diesel fuel therein.
Sulfur-containing fuel is provided to the combustor 10 and mixed with diesel fuel therein.
The operating temperature of the burner 10 is controlled to be within each temperature test stage range, so that the oil-gas mixture in the burner 10 is combusted to form combustion exhaust gas.
The combustion exhaust gas is supplied to the mixer-diluter 7 and is mixed with dilution air therein before being led to the SCR catalyst 2.
According to a preferred embodiment, the step of providing a nitrogen-containing fuel to the combustor 10 and mixing with diesel fuel therein may include introducing the nitrogen-containing fuel to a first injection location of the combustor 10. Specifically, the first injection location is between the diesel nozzle and the spark plug set. Alternatively, the first injection location is after the diesel nozzle and before the spark plug set. Specifically, the nitrogen-containing fuel may be one of hydrazine, quinoline, pyridine, N-methylaniline, N-methyl-p-toluidine, N-arylphenylenediamine, 4-isopropylaminodiphenylamine, phenyl- α -naphthylamine, cyclo-alkylated diphenylamine, ammonia, aminophenol, nitromethane, ammonium bicarbonate, ammonium nitrate, and pyrrole or a mixture thereof. A particular example of a nitrogen-containing fuel may be nitromethane.
According to a preferred embodiment, the step of providing sulfur-containing fuel to the combustor 10 and mixing with diesel fuel therein may include introducing the sulfur-containing fuel to a second injection location of the combustor 10. Specifically, the second injection position is between the first injection position and the spark plug set. Alternatively, the second nozzle position is after the nitrogen-containing fuel injection and before the spark plug set. In particular, the sulfur-containing fuel can be one of diesel oil, mercaptan, thiophenol, dimethyl sulfide, diphenyl sulfide, methyl phenyl sulfide, hydrogen sulfide, thiophene, bismorpholin disulfide, thiophenol, thianthrene, diphenyl sulfoxide, cysteine, benzyl mercaptan or a mixture thereof with different sulfur contents. A particular example of a sulfur-containing fuel may be thiophene.
According to a preferred embodiment, providing the nitrogen-containing fuel to the combustor 10 and mixing with the diesel fuel therein further includes controlling the concentration of the nitrogen-containing fuel therein within a preset nitrogen oxide concentration range. Specifically, in the present invention, the preset nitrogen oxide concentration range may be 200ppm to 2000ppm. Preferably, the predetermined nitrogen oxide concentration range may be 1000ppm.
According to a preferred embodiment, providing sulfur-containing fuel to the combustor 10 and mixing with diesel fuel therein further includes controlling the concentration of sulfur-containing fuel therein within a preset sulfur oxide concentration range. Specifically, in the present invention, the preset sulfur oxide concentration range may be 200ppm to 2000ppm. Preferably, the predetermined sulfur oxide concentration range may be 1500ppm.
According to a preferred embodiment, the step of controlling the operating temperature of the burner 10 within the respective temperature test phase ranges such that the combustion of the oil and gas mixture in the burner 10 to form combustion exhaust gas may include controlling the operating temperature of the burner 10 within the respective low temperature phase, the middle temperature phase and the high temperature phase, and maintaining the respective temperature test phases for the first preset time period, the second preset time period and the third preset time period, respectively. Specifically, in the present invention, the temperature range of the low temperature stage may be 200 to 300 ℃. The temperature range of the medium-high temperature stage can be 350-450 ℃. The temperature in the high temperature stage may range from 550 ℃ to 700 ℃. Alternatively, the low temperature stage may have a temperature in the range of 200 ℃ to 300 ℃. The temperature range of the medium-high temperature stage may be 300 ℃ to 500 ℃. The temperature in the high temperature stage may range from 500 ℃ to 700 ℃. Preferably, the temperature range of the low temperature stage is 250 ℃. The temperature range of the medium-high temperature stage is 400 ℃. The temperature range in the high temperature stage was 600 ℃.
According to a preferred embodiment, providing the combustion exhaust gas to the mixing diluter 7 and introducing it into the SCR catalyst 2 after mixing with dilution air therein comprises controlling the space velocity of the SCR catalyst 2 within a preset space velocity range. Specifically, in the present invention, the preset airspeed range may be 5000h -1 ～20000h -1 . Preferably, the preset airspeed range may be 10000h -1 。
According to a preferred embodiment, the method for evaluating durability of ship SCR catalyst further comprises the step of introducing 0% of the introduced air 2 Is controlled to a preset oxygen concentration range. Specifically, in the present invention, the preset oxygen concentration range may be 5% to 10%. Preferably, the preset oxygen concentration range may be 8%.
According to a preferred embodiment, the ship SCR catalyst durability evaluation method provided by the invention further comprises the steps of providing H 2 0 to SCR catalyst 2. Further, H 2 The 0 concentration is kept at the preset H 2 Concentration range 0. Specifically, in the present invention, H is preset 2 The concentration range of 0 may be 3% to 10%. Preferably, preset H 2 The 0 concentration range may be 5%.
It should be noted that the above-described embodiments are exemplary, and that a person skilled in the art, in light of the present disclosure, may devise various solutions that fall within the scope of the present disclosure and fall within the scope of the present disclosure. It should be understood by those skilled in the art that the present description and drawings are illustrative and not limiting to the claims. The scope of the invention is defined by the claims and their equivalents. The description of the invention encompasses multiple inventive concepts, such as "preferably," "according to a preferred embodiment," or "optionally," all means that the corresponding paragraph discloses a separate concept, and that the applicant reserves the right to filed a divisional application according to each inventive concept.
Claims (10)
1. The utility model provides a full operating mode circulation evaluation system of boats and ships SCR catalyst which characterized in that includes:
a diesel fuel supply (9) for supplying diesel fuel;
a fuel supply assembly for providing a nitrogen-containing fuel and/or a sulfur-containing fuel;
a burner (10) for burning a first mixture comprising air, diesel fuel and a nitrogen-containing fuel and/or a sulfur-containing fuel and forming a combustion exhaust;
a mixer-diluter (7) for mixing the combustion exhaust gases and dilution air to form a second mixture and for introducing the second mixture into the SCR catalyst (2) for cyclic evaluation;
wherein the cyclic evaluation includes performing at least one cyclic test period as described above, and the cyclic test period includes a plurality of test phases having different temperatures.
2. The full condition cycle evaluation system of a marine SCR catalyst of claim 1, wherein the test phase comprises a low temperature phase, a medium temperature phase, and a high temperature phase with a continuous or discontinuous temperature gradient, wherein the low temperature phase, the medium temperature phase, and the high temperature phase each have a different test cycle duration duty cycle.
3. The full-condition cycle evaluation system of the marine SCR catalyst according to claim 2, wherein the high temperature stage occupies a test period duration that is longer than the test period duration occupied by the medium and high temperature stage and/or the low temperature stage.
4. The marine SCR catalyst all-condition cycle evaluation system of claim 1, wherein the fuel supply assembly is configured to direct the nitrogen-containing fuel to a first injection location of the combustor (10) and to direct the sulfur-containing fuel to a second injection location of the combustor (10).
5. The full duty cycle evaluation system of a marine SCR catalyst according to claim 4, wherein the first injection location is between a nozzle of the diesel fuel feeder (9) and a spark plug set of the burner (10).
6. The full condition cycle evaluation system of a marine SCR catalyst of claim 4, wherein the second injection location is between the first nozzle location and a spark plug set of the burner (10).
7. The full-condition cycle evaluation system of the marine SCR catalyst according to claim 1, wherein one or more mixing and draining devices (6) for promoting the mixing of the combustion exhaust gas and dilution air to form the second mixed material are arranged in the mixing and diluting device (7).
8. The full condition cycle evaluation system of a marine SCR catalyst according to claim 1, further comprising a control box (14), the control box (14) being adapted to control the flow of air, sparse air and nitrogen-and/or sulfur-containing fuel within a preset range.
9. The full duty cycle evaluation system of a marine SCR catalyst of claim 8, wherein the control box (14) is further configured to control the space velocity of the SCR catalyst (2) within a preset space velocity range during the at least one cycle test period.
10. The full-working-condition cyclic evaluation method of the ship SCR catalyst is characterized by comprising the following steps of:
setting at least one cycle test period;
introducing air, diesel fuel and/or a nitrogen-containing fuel and/or a sulfur-containing fuel, respectively, into the burner (10);
the working temperature of the burner (10) is respectively controlled in a temperature range corresponding to at least one testing stage included in the at least one cyclic testing period, and the corresponding preset time is maintained;
introducing combustion exhaust gas from said burner (10) formed by burning a first mixture comprising said air, diesel fuel and a nitrogen-containing fuel and/or a sulfur-containing fuel into a mixer-diluter (7);
introducing dilution air into the mixing diluter (7) and mixing with combustion tail gas therein to form a second mixed material;
introducing the second mixture to an SCR catalyst (2) to perform an evaluation of at least one cyclic test period of the SCR catalyst (2).
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| CN202311090398.8A CN116893056A (en) | 2023-08-28 | 2023-08-28 | Full-working-condition circulating evaluation system and method for ship SCR catalyst |
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| CN202311090398.8A CN116893056A (en) | 2023-08-28 | 2023-08-28 | Full-working-condition circulating evaluation system and method for ship SCR catalyst |
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| CN202311090398.8A Pending CN116893056A (en) | 2023-08-28 | 2023-08-28 | Full-working-condition circulating evaluation system and method for ship SCR catalyst |
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