CN115217596B - Engine and control method thereof - Google Patents
Engine and control method thereof Download PDFInfo
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- CN115217596B CN115217596B CN202110827738.5A CN202110827738A CN115217596B CN 115217596 B CN115217596 B CN 115217596B CN 202110827738 A CN202110827738 A CN 202110827738A CN 115217596 B CN115217596 B CN 115217596B
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- 238000000034 method Methods 0.000 title claims abstract description 19
- 238000002485 combustion reaction Methods 0.000 claims abstract description 36
- 238000010079 rubber tapping Methods 0.000 claims abstract description 4
- 238000001514 detection method Methods 0.000 claims description 15
- 238000011144 upstream manufacturing Methods 0.000 claims description 3
- 239000000470 constituent Substances 0.000 claims description 2
- 238000003795 desorption Methods 0.000 claims description 2
- 239000007789 gas Substances 0.000 description 93
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 55
- 239000003054 catalyst Substances 0.000 description 6
- 229930195733 hydrocarbon Natural products 0.000 description 5
- 150000002430 hydrocarbons Chemical class 0.000 description 5
- 239000000446 fuel Substances 0.000 description 4
- 238000013461 design Methods 0.000 description 3
- 230000003197 catalytic effect Effects 0.000 description 2
- 238000006243 chemical reaction Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000006467 substitution reaction Methods 0.000 description 2
- 239000004215 Carbon black (E152) Substances 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 238000001179 sorption measurement Methods 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
Classifications
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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
- F01N9/00—Electrical control of exhaust gas treating apparatus
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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
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
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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
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
- F01N13/011—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more purifying devices arranged in parallel
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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
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
- F01N2560/022—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting CO or CO2
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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
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
- F01N2560/023—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting HC
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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
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
- F01N2560/026—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting NOx
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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
- F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
- F01N2570/10—Carbon or carbon oxides
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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
- F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
- F01N2570/12—Hydrocarbons
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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
- F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
- F01N2570/14—Nitrogen oxides
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- 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
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
The invention provides an engine and a control method thereof, and relates to the field of engines. The engine comprises a lean-burn cylinder group, a rich-burn cylinder group, an air inlet channel, an exhaust channel and two tail gas treatment structures which are arranged in parallel; the lean-burn cylinder group is connected with a lean-burn exhaust pipeline, and the lean-burn exhaust pipeline is connected with a first branch and a second branch in a tapping way; the concentrated combustion cylinder group is connected with a concentrated combustion exhaust pipeline, and the concentrated combustion exhaust pipeline is connected with a third branch and a fourth branch in a tapping way; the two tail gas treatment structures comprise a TWC component and an LNT component which are connected in series, a first branch and a third branch are connected with one tail gas treatment structure, and a second branch and a fourth branch are connected with the other tail gas treatment structure; the device also comprises a lean-burn valve arranged on the lean-burn exhaust pipeline, a rich-burn valve arranged on the rich-burn exhaust pipeline and a main controller, wherein the main controller is respectively and electrically connected with the lean-burn valve and the rich-burn valve to control the lean-burn exhaust and the rich-burn exhaust to alternately flow to the two tail gas treatment structures, so that the optimal tail gas emission control is realized.
Description
Technical Field
The invention relates to the technical field of engines, in particular to an engine and a control method thereof.
Background
With the increasing severity of domestic emissions regulations, high thermal efficiency engine design is a development goal, while gasoline engine lean burn is an effective technology that can achieve 45% thermal efficiency.
The lean combustion technology of the engine means that the air-fuel ratio in the actual combustion process of the engine is higher than the stoichiometric air-fuel ratio, which can improve the fuel economy and reduce the emission of CO, H2 and hydrocarbon gases. However, at an excess air ratio greater than 1, the catalytic capability of a conventional three-way catalyst aftertreatment system (TWC) for nitrogen oxides (NOx) is drastically reduced, resulting in NOx emissions exceeding.
A nitrogen oxide trap (LNT) can adsorb Nox components during lean combustion, as disclosed in the prior art, and specifically includes a lean burn cylinder, a miller cycle combustion cylinder, a first intake runner, a second intake runner, a first exhaust runner, a second exhaust runner, a runner switching device, and a bipolar LNT catalyst; the bipolar LNT catalyst includes an LNT-A pole and an LNT-B pole. The system adopts a bipolar LNT catalyst, and simultaneously carries out adsorption trapping and desorption catalytic conversion processes of LNT-A pole and LNT-B pole on nitrogen oxides by respectively utilizing the characteristics of high nitrogen oxide content of exhaust in a lean combustion mode and high reducing gas content of exhaust in a Miller cycle combustion mode, and simultaneously switches the flow direction of exhaust gas to realize circulation, thereby avoiding frequent rich and lean switching processes in the lean combustion operation process of an engine.
However, the fuel combustion system in the prior art cannot control Nox gas emission and reducing gas emission such as CO, H2, hydrocarbons, etc. simultaneously, cannot realize optimal exhaust emission control, and it is difficult to ensure stable torque output of the engine.
Disclosure of Invention
In order to solve the above problems, an object of the present invention is to provide an engine and a control method thereof, which solve the problems that the existing combustion system cannot control Nox gas emission and reducing gas emission such as CO, H2, hydrocarbons, etc. simultaneously, cannot realize optimal exhaust emission control, and it is difficult to ensure stable torque output of the engine.
The technical scheme of the engine is as follows:
the engine comprises a lean-burn cylinder group, a rich-burn cylinder group, an air inlet channel, an exhaust channel and two tail gas treatment structures which are arranged in parallel, wherein the air inlet channel is respectively connected with an air inlet of the lean-burn cylinder group and an air inlet of the rich-burn cylinder group;
the exhaust channel comprises a lean-burn exhaust pipeline and a rich-burn exhaust pipeline, an exhaust port of the lean-burn cylinder group is connected with the lean-burn exhaust pipeline, and the tail end of the lean-burn exhaust pipeline is branched into a first branch and a second branch; the exhaust port of the concentrated combustion cylinder group is connected with the concentrated combustion exhaust pipeline, and the tail end of the concentrated combustion exhaust pipeline is connected with a third branch and a fourth branch in a tapping way;
the two exhaust gas treatment structures comprise a TWC component and an LNT component which are connected in series, the first branch and the third branch are connected to one exhaust gas treatment structure, and the second branch and the fourth branch are connected to the other exhaust gas treatment structure;
the exhaust gas treatment device comprises an exhaust gas treatment structure, and is characterized by further comprising a lean-burn valve, a rich-burn valve and a main controller, wherein the lean-burn valve is arranged at the tail end of the lean-burn exhaust pipeline, the rich-burn valve is arranged at the tail end of the rich-burn exhaust pipeline, and the main controller is respectively and electrically connected with the lean-burn valve and the rich-burn valve so as to control the lean-burn exhaust gas and the rich-burn exhaust gas to alternately flow to the two exhaust gas treatment structures.
Further, two tail gas treatment structure's end all is connected with the tail gas pipeline, two be equipped with emission detection sensor on the tail gas pipeline respectively, emission detection sensor is arranged in detecting HC, CO and Nox composition in the exhaust, exhaust detection sensor respectively with main control unit electricity is connected, in order to send the testing result signal extremely main control unit.
Further, the TWC component is disposed in series upstream of the LNT component.
Further, the exhaust treatment structure further includes a rear-mounted GPF member arranged in series with the TWC member and the LNT member.
Further, the lean-burn cylinder group comprises a first cylinder and a fourth cylinder, and the lean-burn exhaust pipeline is a lean-burn exhaust manifold respectively connected with the first cylinder and the fourth cylinder;
the concentrated combustion cylinder group comprises a second cylinder and a third cylinder, and the concentrated combustion exhaust pipeline is a concentrated combustion exhaust manifold respectively connected with the second cylinder and the third cylinder.
Further, the lean-burn cylinder group comprises a second cylinder and a third cylinder, and the lean-burn exhaust pipeline is a lean-burn exhaust manifold respectively connected with the second cylinder and the third cylinder;
the concentrated combustion cylinder group comprises a first cylinder and a fourth cylinder, and the concentrated combustion exhaust pipeline is a concentrated combustion exhaust manifold respectively connected with the first cylinder and the fourth cylinder.
Further, the lean burn valve and the rich burn valve are of a three-way valve structure, and the three-way valve structure has a state of one inlet and one outlet and a state of one inlet and two outlets.
Further, the main controller is an ECU control unit, and the ECU control unit is provided with an emission limit value so as to respectively control the lean burn valve and the rich burn valve to switch the exhaust flow direction when the result detected by the emission detection sensor exceeds the emission limit value.
The technical scheme of the control method of the engine is as follows:
the control method of the engine comprises the following steps:
after starting, the lean-burn cylinder group is in a lean-burn working mode, lean-burn exhaust flows to an exhaust treatment structure, TWC components in the exhaust treatment structure purify HC and CO components, and LNT components adsorb NOx components;
the rich gas cylinder group is in a rich working mode, rich gas flows to another tail gas treatment structure, TWC components in the other tail gas treatment structure purify HC and CO components, NOx components adsorbed by the LNT components are desorbed and react with HC, H2 and CO components to generate N2;
during operation, detecting if HC, CO, and NOx constituents exceed emission limits;
if the limit value is exceeded, the main controller controls the lean-burn valve and the rich-burn valve to switch the exhaust flow direction, the lean-burn exhaust flows to the other tail gas treatment structure, the TWC component in the other tail gas treatment structure purifies HC and CO components, and the LNT component adsorbs NOx components;
the rich exhaust gas flows to an exhaust gas treatment structure, a TWC component in the exhaust gas treatment structure purifies HC and CO components, and NOx components adsorbed by an LNT component are desorbed and react with the HC, H2 and CO components to generate N2.
Further, the method further comprises the following steps: judging whether the lean-burn valve and the rich-burn valve are switched in place, if so, carrying out the next step, otherwise, continuing to operate the switching action;
judging whether the engine has a stop request, if so, performing stop operation, otherwise, returning to the running state of the engine.
The beneficial effects are that: the engine adopts the design form of a lean-burn cylinder group, a rich-burn cylinder group, a lean-burn exhaust pipeline, a rich-burn exhaust pipeline and two tail gas treatment structures, and in the operation of the engine, the main controller is used for adjusting the lean-burn exhaust and the rich-burn exhaust to alternately flow to the two tail gas treatment structures, namely, the original lean-burn exhaust flows to one tail gas treatment structure from a first branch to the other tail gas treatment structure from a second branch; correspondingly, the original rich exhaust gas flows to another tail gas treatment structure through the fourth branch and is adjusted to flow to one tail gas treatment structure through the third branch.
Because of the high Nox content in lean-burn exhaust, the LNT component of the exhaust gas treatment structure is mainly utilized to adsorb a large amount of Nox components. After the exhaust gas treatment structure is switched to the exhaust gas treatment structure, the exhaust gas treatment structure comprises a large amount of reducing gas such as HC, CO and the like, a part of the exhaust gas is purified by the TWC component, and the NOx adsorbed by the LNT component is desorbed when the rest part passes through the LNT component, so that the subsequent NOx component is desorbed, and the excessive reducing gas such as HC, CO and the like in the exhaust gas can be fully consumed. And meanwhile, emission of NOx gas and emission of reducing gases such as CO, H2 and hydrocarbons are controlled, so that optimal tail gas emission control is realized, and stable torque output of the engine is ensured.
Drawings
FIG. 1 is a schematic diagram of an engine in an embodiment of the engine of the present invention;
FIG. 2 is a partial schematic illustration of the lean exhaust conduit of FIG. 1 with a first branch and a second branch;
fig. 3 is a flowchart of a control method of the engine in an embodiment of the engine of the present invention.
In the figure: 1-air inlet channel, 11-first cylinder, 12-second cylinder, 13-third cylinder, 14-fourth cylinder, 2-lean exhaust pipeline, 20-lean valve, 21-first branch and 22-second branch;
a 3-rich exhaust line, a 30-rich valve, a 31-third branch, a 32-fourth branch, a 4-exhaust treatment structure, a 41-TWC component, a 42-LNT component, a 43-emission detection sensor, and a 5-main controller.
Detailed Description
The following describes in further detail the embodiments of the present invention with reference to the drawings and examples. The following examples are illustrative of the invention and are not intended to limit the scope of the invention.
In the specific embodiment 1 of the engine of the present invention, as shown in fig. 1 to 3, the engine comprises a lean-burn cylinder group, a rich-burn cylinder group, an air inlet passage 1, an air outlet passage and two tail gas treatment structures 4 arranged in parallel, wherein the air inlet passage 1 is respectively connected with an air inlet of the lean-burn cylinder group and an air inlet of the rich-burn cylinder group; the exhaust channel comprises a lean-burn exhaust pipeline 2 and a rich-burn exhaust pipeline 3, an exhaust port of the lean-burn cylinder group is connected with the lean-burn exhaust pipeline 2, and the tail end of the lean-burn exhaust pipeline 2 is branched into a first branch 21 and a second branch 22; the exhaust port of the rich-burn cylinder group is connected with a rich-burn exhaust pipeline 3, and the tail end of the rich-burn exhaust pipeline 3 is branched into a third branch 31 and a fourth branch 32.
Both exhaust treatment structures 4 comprise a TWC component 41 and an LNT component 42 in series, the first branch 21 and the third branch 31 being connected to one exhaust treatment structure 4, the second branch 22 and the fourth branch 32 being connected to the other exhaust treatment structure; the engine further comprises a lean-burn valve 20, a rich-burn valve 30 and a main controller 5, wherein the lean-burn valve 20 is arranged at the tail end of the lean-burn exhaust pipeline 2, the rich-burn valve 30 is arranged at the tail end of the rich-burn exhaust pipeline 3, and the main controller 5 is respectively and electrically connected with the lean-burn valve 20 and the rich-burn valve 30 so as to control the lean-burn exhaust and the rich-burn exhaust to alternately flow to the two tail gas treatment structures 4.
The engine adopts the design form of a lean-burn cylinder group, a rich-burn cylinder group, a lean-burn exhaust pipeline 2, a rich-burn exhaust pipeline 3 and two tail gas treatment structures 4, and in the operation of the engine, the main controller 4 is used for adjusting the lean-burn exhaust and the rich-burn exhaust to alternately flow to the two tail gas treatment structures 5, namely, the original lean-burn exhaust flows to one tail gas treatment structure 4 through a first branch 21 and is adjusted to flow to the other tail gas treatment structure through a second branch 22; correspondingly, the original exhaust gas with rich combustion flows to the other exhaust gas treatment structure through the fourth branch 32, and is adjusted to the exhaust gas with rich combustion flows to one exhaust gas treatment structure 4 through the third branch 31.
Because of the high Nox content of lean-burn exhaust, a significant amount of Nox content is adsorbed by the LNT component 42 of the exhaust gas treatment structure 4. When the exhaust gas treatment structure 4 is switched to the exhaust gas treatment structure, the exhaust gas treatment structure comprises a large amount of reducing gas such as HC and CO, and the like, a part of the exhaust gas is purified by the TWC component 41, and the rest part of the exhaust gas is desorbed by the LNT component 42, so that the subsequent NOx components are desorbed, and the excessive reducing gas such as HC and CO in the exhaust gas can be fully consumed. And meanwhile, emission of NOx gas and emission of reducing gases such as CO, H2 and hydrocarbons are controlled, so that optimal tail gas emission control is realized, and stable torque output of the engine is ensured.
In this embodiment, the tail ends of the two tail gas treatment structures 4 are connected with tail gas pipelines, and the two tail gas pipelines are respectively provided with an emission detection sensor 43, the emission detection sensors 43 are used for detecting HC, CO and Nox components in the exhaust gas, and the emission detection sensors 43 are respectively electrically connected with the main controller 5 so as to send detection results to the main controller 5.
Specifically, the TWC component 41 is disposed in series upstream of the LNT component 42, the TWC component 41 is a three way catalyst and the LNT component 42 is a nitrogen oxide trap. The exhaust gas treatment structure 4 further includes a rear-mounted GPF unit (not shown in the figure), which is arranged in series with the TWC unit 41 and the LNT unit 42, that is, the gasoline particulate filter. In this embodiment, the TWC component 41 is integrally coupled with the GPF component and functions as a three way catalyst and a gasoline particulate trap. In order to meet different usage requirements, in other embodiments, the back-end GPF components may also be omitted.
The engine is a four-cylinder engine, the ignition sequence is 1-3-4-2, the lean-burn cylinder group comprises a first cylinder 11 and a fourth cylinder 14, and the lean-burn exhaust pipeline 2 is a lean-burn exhaust manifold respectively connected with the first cylinder 11 and the fourth cylinder 14; the rich-burn cylinder group comprises a second cylinder 12 and a third cylinder 13, and the rich-burn exhaust pipeline 2 is a rich-burn exhaust manifold respectively connected with the second cylinder 12 and the third cylinder 13.
In addition, the lean burn valve 20 and the rich burn valve 30 are both three-way valve structures, and the three-way valve structures have a state of one inlet and one outlet and a state of one inlet and two outlets. The three-way valve is structurally designed with one inlet and two outlets, the valve block is arranged in the valve body, the position or angle of the valve block is controlled and regulated, the inlet is communicated with any one outlet and disconnected with the other outlet, and the three-way valve can be communicated with both outlets. That is, the three-way valve structure can control the flow of exhaust gas to only one of the branches, and also control the flow of exhaust gas to both branches.
In this embodiment, the main controller 5 is an ECU control unit, and the ECU control unit is provided with an emission limit value to control the lean burn valve 20 and the rich burn valve 30 to switch the flow direction of the exhaust gas, respectively, when the result detected by the emission detection sensor 43 exceeds the emission limit value.
The control method of the engine, as shown in fig. 3, comprises the following steps:
step one, after starting, the lean-burn cylinder group is in a lean-burn working mode, lean-burn exhaust flows to one exhaust treatment structure 4, a TWC component 41 in one exhaust treatment structure 4 purifies HC and CO components, and an LNT component 42 adsorbs NOx components; the lean exhaust contains a large amount of Nox components, the TWC part 41 purifies most HC and CO components in the lean exhaust, and the LNT part 42 adsorbs the remaining Nox components;
the rich gas cylinder group is in a rich working mode, the rich gas flows to another tail gas treatment structure, the TWC component 41 in the other tail gas treatment structure purifies HC and CO components, the NOx components adsorbed by the LNT component 42 are desorbed, and the NOx components react with HC, H2 and CO components to generate N2; the rich exhaust gas contains a large amount of reducing gas such as HC, CO, and the like, and the TWC part 41 purifies a part of HC, CO, and Nox components, and Nox desorbed from the LNT part 42 reacts with the reducing components such as HC, H2, CO, and the like in the remaining rich exhaust gas to generate N2.
Step two, respectively detecting whether HC, CO and NOx components in the exhaust gas treatment structure downstream of the LNT component 42 exceed emission limit values at regular intervals in the stable operation process of the engine;
if the limit value is exceeded, the main controller 5 controls the lean-burn valve 20 and the rich-burn valve 30 to switch the exhaust flow direction, the lean-burn exhaust flows to the other tail gas treatment structure, the TWC component in the other tail gas treatment structure purifies HC and CO components, and the LNT component adsorbs NOx components; the rich exhaust gas flows to an exhaust gas treatment structure, a TWC component in the exhaust gas treatment structure purifies HC and CO components, and NOx components adsorbed by an LNT component are desorbed and react with the HC, H2 and CO components to generate N2. The reaction of the two tail gas treatment structures in the first step is reversed, so that the NOx adsorbed by the LNT component is desorbed, the subsequent NOx component is ensured to be re-adsorbed, and excessive reducing gases such as HC and CO in the rich exhaust gas can be fully consumed.
Further comprises: judging whether the lean burn valve 20 and the rich burn valve 30 are switched into place, if so, performing the next step, otherwise, continuing to operate the switching action;
and fifthly, judging whether the engine has a stop request, if so, performing stop operation, otherwise, returning to the running state of the engine.
Other embodiments of the engine of the present invention may be adapted according to actual usage requirements, for example: the lean-burn cylinder group comprises a second cylinder and a third cylinder, and the lean-burn exhaust pipeline is a lean-burn exhaust manifold respectively connected with the second cylinder and the third cylinder; the concentrated combustion cylinder group comprises a first cylinder and a fourth cylinder, and the concentrated combustion exhaust pipeline is a concentrated combustion exhaust manifold respectively connected with the first cylinder and the fourth cylinder, so that the aim of optimal tail gas emission control can be achieved.
The specific embodiment of the engine control method of the present invention is the same as the specific embodiment of the engine control method in the specific embodiment of the engine of the present invention, and will not be described herein.
The foregoing is merely a preferred embodiment of the present invention, and it should be noted that modifications and substitutions can be made by those skilled in the art without departing from the technical principles of the present invention, and these modifications and substitutions should also be considered as being within the scope of the present invention.
Claims (7)
1. The engine is characterized by comprising a lean-burn cylinder group, a rich-burn cylinder group, an air inlet channel, an exhaust channel and two tail gas treatment structures which are arranged in parallel, wherein the air inlet channel is respectively connected with an air inlet of the lean-burn cylinder group and an air inlet of the rich-burn cylinder group;
the exhaust channel comprises a lean-burn exhaust pipeline and a rich-burn exhaust pipeline, an exhaust port of the lean-burn cylinder group is connected with the lean-burn exhaust pipeline, and the tail end of the lean-burn exhaust pipeline is branched into a first branch and a second branch; the exhaust port of the concentrated combustion cylinder group is connected with the concentrated combustion exhaust pipeline, and the tail end of the concentrated combustion exhaust pipeline is connected with a third branch and a fourth branch in a tapping way;
the two exhaust gas treatment structures comprise a TWC component and an LNT component which are connected in series, the first branch and the third branch are connected to one exhaust gas treatment structure, and the second branch and the fourth branch are connected to the other exhaust gas treatment structure;
the system also comprises a lean-burn valve, a rich-burn valve and a main controller, wherein the lean-burn valve is arranged at the tail end of the lean-burn exhaust pipeline, the rich-burn valve is arranged at the tail end of the rich-burn exhaust pipeline, the main controller is respectively and electrically connected with the lean-burn valve and the rich-burn valve so as to control the lean-burn exhaust and the rich-burn exhaust to alternately flow to the two tail gas treatment structures;
the lean-burn valve and the rich-burn valve are of a three-way valve structure, and the three-way valve structure has a state of one inlet and one outlet and a state of one inlet and two outlets;
the main controller is also used for judging whether the lean burn valve and the rich burn valve are switched in place, if so, the next step is carried out, otherwise, the switching action is continuously operated;
the tail ends of the two tail gas treatment structures are connected with tail gas pipelines, the two tail gas pipelines are respectively provided with emission detection sensors, the emission detection sensors are used for detecting HC, CO and NOx components in the exhaust gas, and the emission detection sensors are respectively and electrically connected with the main controller so as to send detection results to the main controller;
the main controller is an ECU control unit, and the ECU control unit is provided with an emission limit value so as to respectively control the lean burn valve and the rich burn valve to switch the exhaust flow direction when the result detected by the emission detection sensor exceeds the emission limit value.
2. The engine of claim 1, wherein the TWC components are arranged in series at a location upstream of the LNT components.
3. The engine of claim 2, wherein the exhaust treatment structure further comprises a rear-mounted GPF component arranged in series with the TWC component, LNT component.
4. An engine according to any one of claims 1 to 3, wherein the lean-burn cylinder group comprises a first cylinder and a fourth cylinder, the lean-burn exhaust line being a lean-burn exhaust manifold connected to the first cylinder and the fourth cylinder, respectively;
the concentrated combustion cylinder group comprises a second cylinder and a third cylinder, and the concentrated combustion exhaust pipeline is a concentrated combustion exhaust manifold respectively connected with the second cylinder and the third cylinder.
5. An engine according to any one of claims 1 to 3, wherein the lean-burn cylinder group comprises a second cylinder and a third cylinder, the lean-burn exhaust line being a lean-burn exhaust manifold connected to the second cylinder and the third cylinder, respectively;
the concentrated combustion cylinder group comprises a first cylinder and a fourth cylinder, and the concentrated combustion exhaust pipeline is a concentrated combustion exhaust manifold respectively connected with the first cylinder and the fourth cylinder.
6. A control method of an engine, characterized in that the control method is for controlling the engine according to any one of claims 1 to 5, comprising the steps of:
after starting, the lean-burn cylinder group is in a lean-burn working mode, lean-burn exhaust flows to an exhaust treatment structure, TWC components in the exhaust treatment structure purify HC and CO components, and LNT components adsorb NOx components;
the rich gas cylinder group is in a rich working mode, the rich gas flows to the other tail gas treatment structure, TWC components in the other tail gas treatment structure purify HC and CO components, and NOx components adsorbed by the LNT components are desorbed and are desorbed with HC and H 2 The CO component reacts to generate N 2 ；
During operation, detecting if HC, CO, and NOx constituents exceed emission limits;
if the limit value is exceeded, the main controller controls the lean-burn valve and the rich-burn valve to switch the exhaust flow direction, the lean-burn exhaust flows to the other tail gas treatment structure, the TWC component in the other tail gas treatment structure purifies HC and CO components, and the LNT component adsorbs NOx components;
the exhaust gas of rich combustion flows to an exhaust gas treatment structure, TWC part in an exhaust gas treatment structure purifies HC, CO composition, NOx composition absorbed by LNT part takes place the desorption, and with HC, H 2 The CO component reacts to generate N 2 。
7. The control method of an engine according to claim 6, characterized by further comprising:
judging whether the lean-burn valve and the rich-burn valve are switched in place, if so, carrying out the next step, otherwise, continuing to operate the switching action;
judging whether the engine has a stop request, if so, performing stop operation, otherwise, returning to the running state of the engine.
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