CN103696832A - Method and system for controlling regeneration temperature of diesel engine particulate matter collector - Google Patents
Method and system for controlling regeneration temperature of diesel engine particulate matter collector Download PDFInfo
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- CN103696832A CN103696832A CN201310719771.1A CN201310719771A CN103696832A CN 103696832 A CN103696832 A CN 103696832A CN 201310719771 A CN201310719771 A CN 201310719771A CN 103696832 A CN103696832 A CN 103696832A
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- 239000013618 particulate matter Substances 0.000 title claims abstract description 111
- 230000008929 regeneration Effects 0.000 title claims abstract description 54
- 238000011069 regeneration method Methods 0.000 title claims abstract description 54
- 238000000034 method Methods 0.000 title claims abstract description 46
- 238000002347 injection Methods 0.000 claims abstract description 192
- 239000007924 injection Substances 0.000 claims abstract description 192
- 239000000446 fuel Substances 0.000 claims abstract description 74
- 238000012937 correction Methods 0.000 claims abstract description 63
- 230000003197 catalytic effect Effects 0.000 claims abstract description 38
- 239000003921 oil Substances 0.000 claims description 91
- 239000007789 gas Substances 0.000 claims description 74
- 230000001052 transient effect Effects 0.000 claims description 57
- 230000008859 change Effects 0.000 claims description 30
- 230000003647 oxidation Effects 0.000 claims description 30
- 238000007254 oxidation reaction Methods 0.000 claims description 30
- 239000002912 waste gas Substances 0.000 claims description 16
- 238000012805 post-processing Methods 0.000 claims description 12
- 238000001514 detection method Methods 0.000 claims description 5
- 239000000295 fuel oil Substances 0.000 claims description 5
- 238000004364 calculation method Methods 0.000 claims description 4
- 238000012546 transfer Methods 0.000 abstract description 4
- 238000010586 diagram Methods 0.000 description 9
- 230000008569 process Effects 0.000 description 7
- QGZKDVFQNNGYKY-UHFFFAOYSA-N Ammonia Chemical compound N QGZKDVFQNNGYKY-UHFFFAOYSA-N 0.000 description 6
- 239000003054 catalyst Substances 0.000 description 5
- 229910021529 ammonia Inorganic materials 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 230000003247 decreasing effect Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 239000002245 particle Substances 0.000 description 2
- 238000012360 testing method Methods 0.000 description 2
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 1
- 238000009825 accumulation Methods 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 239000002283 diesel fuel Substances 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 150000002894 organic compounds Chemical class 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 229910052760 oxygen Inorganic materials 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000001172 regenerating effect Effects 0.000 description 1
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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
- Y02T10/40—Engine management systems
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Abstract
The invention discloses a method and system for controlling a regeneration temperature of a diesel engine particulate matter collector. The method comprises a first step of presetting a particulate matter collector prior set temperature and steady state correction fuel injection quantities corresponding to different exhaust gas mass flow; a second step of determining current steady state fuel injection quantities according to the current exhaust gas mass flow, the particulate matter collector prior set temperature and the actual temperature in an oxidized catalytic converter; a third step of determining the current fuel injection quantity after steady state correction according to the current steady state fuel injection quantity and the steady state correction fuel injection quantity corresponding to the current exhaust gas mass flow, and outputting corresponding oil injection signals to an aftertreatment diesel injection system; and a fourth step of performing closed-loop control on the current fuel injection quantity after steady state correction according to a difference value between the particulate matter collector prior set temperature and the particulate matter collector prior actual temperature. According to the method, steady state correction is performed on the current steady state fuel injection quantity, the influence on heat transfer of an oxidized catalytic converter carrier caused by exhaust gas is eliminated, and the regeneration temperature of the diesel engine particulate matter collector can be controlled accurately.
Description
Technical Field
The invention relates to the technical field of diesel engine exhaust aftertreatment, in particular to a method and a system for controlling the regeneration temperature of a diesel engine particulate matter trap.
Background
Referring to fig. 1, fig. 1 is a simplified diagram of a diesel aftertreatment system with arrows indicating the direction of diesel exhaust flow.
An aftertreatment system for a Diesel engine mainly includes an Oxidation catalyst (DOC), a particulate Filter (DPF), a Selective Catalyst Reduction (SCR), and an ammonia trap (ASC) arranged in an exhaust gas flow direction.
The exhaust gas of diesel engine passes through oxidation type catalytic converter, under the action of catalyst, HC, CO and SOF (Soluble Organic compounds) in the exhaust gas and oxygen in the exhaust gas are oxidized at lower temperature and converted into CO2And H2O, NO being converted to NO2And then the exhaust enters a particulate matter trap, particles in the exhaust are trapped, then pass through a selective catalytic converter and an ammonia trap, and finally are discharged into the atmosphere.
Along with operating time's extension, the particulate matter that piles up on the particulate matter trap is more and more, not only influences the filter effect of particulate matter trap, still can increase exhaust backpressure, influences taking a breath and the burning of diesel engine, leads to output to reduce, and the oil consumption increases, so, how to eliminate particulate matter on the particulate matter trap in time, particulate matter trap regeneration promptly, vital importance.
Active regeneration is one method of regenerating a particulate trap that uses external energy to raise the temperature within the particulate trap to ignite and burn the particulate matter. Specifically, when the back pressure sensors before and after the particulate trap detect that the back pressure before and after the particulate trap is too large, the accumulated amount of the particulate matters which can be borne by the particulate trap is considered to be reached, and at the moment, the temperature in the particulate trap is increased through external energy, such as diesel oil injected in front of an oxidation type catalytic converter and exhaust gas are mixed and combusted, so that the deposited particulate matters are oxidized and combusted, and the aim of regeneration is fulfilled.
However, if the amount of fuel injected by the aftertreatment diesel injection system cannot be effectively controlled during active regeneration, two consequences result:
the regeneration effect of the particulate matter trap is not ideal and the performance of the diesel engine is not effectively improved due to the fact that the oil injection quantity is too small, the temperature in the particulate matter trap cannot reach the ignition temperature of the particulate matter or the combustion of the particulate matter is insufficient;
the oil injection quantity is excessive, so that the temperature in the particulate matter trap is increased too fast and exceeds the highest temperature resistance of the catalyst in the oxidation type catalytic converter, the particulate matter trap and the selective catalytic converter, so that the catalyst is burnt and melted, the function of an aftertreatment system is invalid, and the exhaust exceeds the standard.
In the prior art, when the particulate matter trap is actively regenerated, the method for controlling the fuel injection quantity comprises the following steps:
closed-loop PID control, which is to perform detailed pulse calibration for different types under different working conditions to form a pulse map as basic oil injection quantity, take the set temperature in front of the particulate matter trap as a control target, compare the difference value between the set temperature in front of the particulate matter trap and the actual temperature, and control the oil injection quantity of a post-processing diesel injection system through a PI algorithm to make the actual temperature in front of the particulate matter trap tend to the set temperature;
and open-loop control, namely performing detailed pulse-pulse calibration aiming at different machine types under different working conditions to form a pulse-pulse diagram, and adjusting the oil injection quantity according to the pulse-pulse diagram so as to control the actual temperature in front of the particulate matter catcher.
In the actual working process, the heat exchange between the exhaust gas and the oxidation type catalytic converter and the change of the flow of the exhaust gas can influence the actual temperature before the particulate matter catcher, and the two control modes are not considered, so that the fuel injection quantity can not be accurately controlled, and the occurrence of unsatisfactory regeneration temperature or uncontrolled regeneration temperature can be avoided.
In view of this, how to accurately control the fuel injection amount, so as to accurately control the temperature of the particulate trap during the active regeneration process, and prevent the regeneration temperature from being undesirable or being out of control is a technical problem that needs to be solved by those skilled in the art.
Disclosure of Invention
The invention aims to provide a method and a system for controlling the regeneration temperature of a diesel particulate matter trap, which can accurately control the fuel injection quantity, thereby accurately controlling the temperature of the particulate matter trap in the active regeneration process and effectively avoiding the unsatisfactory regeneration temperature or the out-of-control regeneration temperature.
In order to solve the technical problem, the invention provides a method for controlling the regeneration temperature of a particulate matter trap of a diesel engine, wherein the diesel engine comprises an oxidation type catalytic converter and the particulate matter trap which are sequentially arranged along the flow direction of exhaust gas, and a post-treatment diesel injection system is arranged in front of the oxidation type catalytic converter; the control method comprises the following steps:
10) presetting a preset temperature before the particulate matter trap and steady-state correction oil injection quantity corresponding to different exhaust gas mass flow;
20) determining the current steady-state fuel injection quantity according to the current exhaust gas mass flow, the set temperature in front of the particulate matter trap and the actual temperature in the oxidation type catalytic converter;
30) determining the current steady-state corrected fuel injection quantity according to the current steady-state fuel injection quantity and the steady-state corrected fuel injection quantity corresponding to the current waste gas mass flow, and outputting a fuel injection signal corresponding to the current steady-state corrected shaft fuel injection quantity to the post-processing diesel injection system;
40) and performing closed-loop control on the oil injection amount after the current steady state correction according to the difference value between the set temperature before the particulate matter trap and the actual temperature before the particulate matter trap.
The method for controlling the regeneration temperature of the particulate matter trap of the diesel engine provided by the invention has the advantages that on the basis of carrying out closed-loop control on the current steady-state fuel injection quantity, the steady-state fuel injection quantity is corrected based on the mass flow of the waste gas, so that the influence of the waste gas on the heat transfer of an oxidation type catalytic converter carrier is eliminated, the accuracy of the fuel injection quantity of a post-treatment diesel injection system is improved, the temperature of the particulate matter trap in the active regeneration process can be accurately controlled, and the situation that the regeneration temperature is not ideal or the regeneration temperature is out of control is effectively avoided.
Preferably, transient correction factors corresponding to different exhaust gas mass flow change rates are also preset in the step 10); step 30) is followed by the step of:
31) determining the current transient corrected oil injection quantity according to the current steady state corrected oil injection quantity, the steady state corrected oil injection quantity corresponding to the current exhaust gas mass flow and the transient correction factor corresponding to the current exhaust gas mass flow change rate, and outputting an oil injection signal corresponding to the current transient corrected oil injection quantity to the post-processing diesel injection system;
and step 40), performing closed-loop control on the current transient corrected oil injection amount corrected based on the current steady-state corrected oil injection amount according to the difference value between the front set temperature of the particulate matter trap and the front actual temperature of the particulate matter trap.
Preferably, in step 31), the current transient correction post-injection amount is a superposition of the current steady-state correction post-injection amount and a product of the steady-state correction injection amount and the transient correction factor.
Preferably, in step 20), the calculation formula of the current steady-state fuel injection quantity is as follows:
wherein, q is the current steady-state oil injection quantity, mg/s;
m is the current exhaust gas mass flow, kg/h;
Tdes-setting a temperature, K, before the particulate matter trap;
Tdoc-the actual temperature, K, in the oxidation-type catalytic converter;
cal-calorific value of fuel oil, MJ/kg;
Cp,egthe heat capacity of the exhaust gas, J/(kg. K).
Preferably, in step 30), the current steady-state corrected fuel injection amount is a superposition of the current steady-state fuel injection amount and the steady-state corrected fuel injection amount corresponding to the current exhaust gas mass flow.
Preferably, the closed-loop control in step 40) employs PID control.
The invention also provides a system for controlling the regeneration temperature of the particulate matter trap of the diesel engine, wherein the diesel engine comprises an oxidation type catalytic converter and the particulate matter trap which are sequentially arranged along the flow direction of exhaust gas, and a post-treatment diesel injection system is arranged in front of the oxidation type catalytic converter; the control system includes:
the detection device comprises: acquiring the current exhaust gas mass flow, the actual temperature in the oxidation type catalytic converter and the actual temperature before the particulate matter catcher;
a memory: presetting a preset temperature before the particulate matter trap and steady-state correction oil injection quantity corresponding to different exhaust gas mass flow;
a controller: determining the current steady-state fuel injection quantity according to the current exhaust gas mass flow, the set temperature in front of the particulate matter trap and the actual temperature in the oxidation type catalytic converter; determining the current steady-state corrected oil injection quantity according to the current steady-state oil injection quantity and the steady-state corrected oil injection quantity corresponding to the current waste gas mass flow, and outputting an oil injection signal corresponding to the current steady-state corrected oil injection quantity to the post-processing diesel injection system; and performing closed-loop control on the oil injection amount after the current steady state correction according to the difference value between the set temperature before the particulate matter trap and the actual temperature before the particulate matter trap.
The control system has the same principle as the control method, can achieve the same technical effect, and is not described again.
Preferably, the memory also presets transient correction factors corresponding to different exhaust gas mass flow rate of change;
after the controller determines the current steady-state corrected oil injection quantity, the controller also determines the current transient corrected oil injection quantity according to the current steady-state corrected oil injection quantity, the steady-state corrected oil injection quantity corresponding to the current exhaust gas mass flow and a transient correction factor corresponding to the current exhaust gas mass flow change rate, and outputs an oil injection signal corresponding to the current transient corrected oil injection quantity to the post-processing diesel injection system; and performing closed-loop control on the current transient corrected oil injection amount corrected based on the current steady-state corrected oil injection amount according to the difference value between the preset temperature in front of the particulate matter trap and the actual temperature in front of the particulate matter trap.
Preferably, the module for performing closed-loop control in the controller is a PID control module.
Preferably, the temperature is set to a range value before the particulate trap.
Drawings
FIG. 1 is a simplified diagram of a diesel aftertreatment system;
FIG. 2 is a flowchart illustrating a first exemplary embodiment of a method for controlling regeneration temperature of a particulate trap according to the present invention;
FIG. 3 is a control schematic diagram of a first embodiment of a particulate trap regeneration temperature control method according to the present invention;
FIG. 4 is a flowchart illustrating a method for controlling regeneration temperature of a particulate trap according to a second embodiment of the present invention;
FIG. 5 is a control schematic diagram of a second embodiment of a particulate trap regeneration temperature control method according to the present invention;
FIG. 6 shows a schematic of the law between transient correction factor and exhaust mass flow rate of change.
In fig. 1:
an oxidation-type catalytic converter 101, a particulate matter trap 102, a selective catalytic converter 103, and an ammonia trap 104.
Detailed Description
The core of the invention is to provide a method and a system for controlling the regeneration temperature of a diesel particulate filter, which can accurately control the fuel injection quantity, thereby accurately controlling the temperature of the particulate filter in the active regeneration process and effectively avoiding the unsatisfactory regeneration temperature or the out-of-control regeneration temperature.
In order that those skilled in the art will better understand the disclosure, the invention will be described in further detail with reference to the accompanying drawings and specific embodiments. For ease of understanding and brevity of description, the following description is provided in conjunction with a method and system for controlling the regeneration temperature of a diesel particulate trap, and the beneficial effects will not be repeated.
The post-treatment system of the diesel engine comprises an oxidation type catalytic converter and a particulate matter trap which are sequentially arranged along the flow direction of exhaust gas; the post-treatment diesel injection system is arranged in front of the oxidation type catalytic converter, when the particulate matter trap reaches the particulate matter accumulation amount which can be borne, the post-treatment diesel injection system injects fuel oil to be mixed with waste gas and combust, so that the temperature in the particulate matter trap is increased, the particulate matter deposited in the particulate matter trap is oxidized and combusted, and the active regeneration of the particulate matter trap is realized.
2-3, FIG. 2 is a flow chart illustrating a first embodiment of a regeneration temperature control method for a particulate trap according to the present invention; FIG. 3 is a control schematic diagram of a first embodiment of a regeneration temperature control method for a particulate trap according to the present invention.
In this embodiment, the method for controlling the regeneration temperature of the particulate matter trap comprises the following steps:
s11, presetting a pre-set temperature of the particulate matter trap and steady-state correction oil injection quantity corresponding to different exhaust gas mass flow;
the present embodiment provides a control system for regeneration temperature of a particulate matter trap, which may be configured with a memory, wherein a pre-set temperature of the particulate matter trap and a steady-state corrected fuel injection amount corresponding to different exhaust gas mass flow rates may be pre-set in the memory for recall.
S12, determining the current steady-state fuel injection quantity according to the current exhaust gas mass flow, the pre-set temperature of the particulate matter trap and the actual temperature in the oxidation type catalytic converter;
the current steady-state fuel injection quantity is calculated according to the following formula:
wherein,
q-current steady-state fuel injection quantity, unit: mg/s;
m-current exhaust gas mass flow, unit: kg/h;
Tdes-setting the temperature before the particle trap in units: k;
Tdoc-the actual temperature in the oxidation-type catalytic converter, in units: k;
cal-calorific value of fuel, unit: MJ/kg;
Cp,egthe heat capacity of the exhaust gas, unit: j/(kg. K).
The above calculation formula gives a way of determining the current steady-state fuel injection amount as an example, and the current steady-state fuel injection amount can be obtained in other ways during actual operation.
The current exhaust gas mass flow of the diesel engine and the actual temperature in the oxidation catalytic converter can be directly read in a detection device of the diesel engine system, or a special detection device can be arranged, such as a flow sensor for measuring the exhaust gas mass flow, a temperature sensor for measuring the temperature and the like, for independent acquisition.
The control system for the regeneration temperature of the particulate matter trap can be provided with a controller, the controller calls a preset temperature before the particulate matter trap in a memory, and can calculate the current steady-state fuel injection quantity according to the formula after acquiring the current exhaust gas mass flow measured by the detection device and the actual temperature in the oxidation type catalytic converter.
It is to be noted that the calorific value Cal of the fuel and the heat capacity C of the exhaust gasp,egThe constant value may be preset in a memory of the control system for the controller to call, or may be directly set in a data processing module of the controller.
S13, determining the current steady-state corrected oil injection quantity according to the current steady-state oil injection quantity and the steady-state corrected oil injection quantity corresponding to the current waste gas mass flow, and outputting an oil injection signal corresponding to the current steady-state corrected oil injection quantity to the post-processing diesel injection system;
since the exhaust gas transfers heat to the carrier when passing through the oxidation-type catalytic converter, the current steady-state fuel injection amount determined in step S12 does not ensure that the actual temperature before the particulate matter trap reaches the set temperature, and therefore, the current steady-state fuel injection amount determined in step S12 needs to be corrected.
The controller may retrieve the steady-state corrected fuel injection amount corresponding to the current exhaust gas mass flow from the memory, and obtain the current steady-state corrected fuel injection amount in combination with the current steady-state fuel injection amount determined in step S12.
In a specific scheme, the fuel injection quantity after the current steady-state correction is the superposition of the current steady-state fuel injection quantity and the steady-state corrected fuel injection quantity corresponding to the current waste gas mass flow.
And after determining the current steady-state corrected oil injection amount, the controller also outputs an oil injection signal corresponding to the current steady-state corrected oil injection amount to the post-processing diesel injection system.
The steady-state corrected fuel injection quantity corresponding to different exhaust gas mass flows can be obtained according to test calibration; specifically, for a certain exhaust gas mass flow, the above calculation formula or other methods may be used to determine the fuel injection quantity corresponding to the exhaust gas mass flow, and under the fuel injection quantity, the actual temperature before the particulate matter trap is detected, and if the actual temperature before the particulate matter trap reaches the set temperature before the particulate matter trap, the fuel injection quantity that is still needed is the steady-state corrected fuel injection quantity corresponding to the exhaust gas mass flow.
And S14, performing closed-loop control on the current steady-state corrected oil injection amount according to the difference between the front set temperature of the particulate matter trap and the front actual temperature of the particulate matter trap.
And (4) taking the front set temperature of the particulate matter trap as a control target, comparing the difference value of the front set temperature of the particulate matter trap and the front actual temperature of the particulate matter trap, and performing closed-loop control on the current steady-state corrected oil injection amount determined in the step S13 according to the difference value so as to enable the front actual temperature of the particulate matter trap to approach the front set temperature of the particulate matter trap.
In a specific scheme, the closed-loop control is realized through PID control, and a PID control module is arranged in a controller of the control system, so that the closed-loop control system is simple, practical and convenient to adjust. Of course, the closed-loop control may be implemented by other control methods.
According to the control method and the system for the regeneration temperature of the particulate matter trap of the diesel engine, on the basis of carrying out closed-loop control on the current steady-state fuel injection quantity, steady-state correction is carried out on the current steady-state fuel injection quantity based on the mass flow of the waste gas, so that the influence on the heat transfer of an oxidation type catalytic converter carrier caused by the waste gas is eliminated, the accuracy of the fuel injection quantity of an after-treatment diesel injection system is improved, the temperature of the particulate matter trap in the active regeneration process can be accurately controlled, and the situation that the regeneration temperature is not ideal or the regeneration temperature is out of control.
Further improvements can be made to the above embodiments. 4-5, FIG. 4 is a flow chart illustrating a second embodiment of a particulate trap regeneration temperature control method according to the present invention; FIG. 5 is a control schematic diagram of a second embodiment of a particulate matter trap regeneration temperature control method according to the present invention.
The method steps provided by this embodiment are substantially the same as those of the first embodiment, except that transient correction of the fuel injection amount is added after step S13. In this embodiment, the method for controlling the regeneration temperature of the particulate matter trap comprises the following steps:
s21, presetting a preset temperature before the particulate matter catcher, steady-state correction oil injection quantity corresponding to different exhaust gas mass flow rates and transient correction factors corresponding to different exhaust gas mass flow rate change rates;
s22, determining the current steady-state fuel injection quantity according to the current exhaust gas mass flow, the pre-set temperature of the particulate matter trap and the actual temperature in the oxidation type catalytic converter;
s23, determining the current steady-state corrected oil injection quantity according to the current steady-state oil injection quantity and the steady-state corrected oil injection quantity corresponding to the current waste gas mass flow;
s24, determining the current transient corrected oil injection quantity according to the current steady corrected oil injection quantity, the steady corrected oil injection quantity corresponding to the current exhaust gas mass flow and the transient correction factor corresponding to the current exhaust gas mass flow change rate, and outputting an oil injection signal corresponding to the current transient corrected oil injection quantity to the post-processing diesel injection system;
and S25, performing closed-loop control on the current transient corrected oil injection quantity corrected based on the current steady-state corrected oil injection quantity according to the difference between the front set temperature of the particulate matter trap and the front actual temperature of the particulate matter trap.
In this embodiment, step S24 is added, the current steady-state fuel injection quantity is corrected according to the steady-state exhaust gas mass flow, and after the current steady-state corrected fuel injection quantity is obtained, the current steady-state corrected fuel injection quantity is further corrected according to the change of the exhaust gas mass flow, and the current transient corrected fuel injection quantity is obtained.
The heat capacity of the oxidation type catalytic converter is large, the temperature change behind the oxidation type catalytic converter is slow, and compared with fuel oil oxidation heat release, the heat capacity is delayed to a certain extent, when the mass flow of exhaust gas changes, the fuel injection quantity under transient state is adjusted only by closed-loop control, because of the delay of temperature, the integrator is continuously integrated, and fuel oil injection is excessive or too little, so that the error cannot be reduced, the deviation range of the temperature control before the particulate matter trap is enlarged, and transient correction needs to be carried out on the fuel injection quantity after the current steady-state correction in order to reduce the temperature change range before the particulate matter trap under transient state.
Transient correction factors corresponding to different exhaust gas mass flow rate of change may also be preset in the memory of the control system; the controller may retrieve a transient correction factor corresponding to the current exhaust gas mass flow rate of change from the memory, and obtain the current transient corrected oil injection amount in combination with the current steady-state corrected oil injection amount determined in step S23 and the steady-state corrected oil injection amount corresponding to the current exhaust gas mass flow rate.
In the specific scheme, the current transient corrected oil injection amount is the superposition of the current steady state corrected oil injection amount and the product of the steady state corrected oil injection amount and the transient correction factor; in this scheme, the product of the steady-state corrected fuel injection quantity and the transient correction factor can be regarded as the transient corrected fuel injection quantity. Based on this, in step S25, the current transient-corrected fuel injection amount is closed-loop controlled according to the difference between the current set temperature of the particulate matter trap and the current actual temperature of the particulate matter trap, with the current set temperature of the particulate matter trap as the control target.
Transient correction factors corresponding to different exhaust gas mass flow rate of change can also be obtained according to the test calibration. The initial exhaust gas mass flow has different sizes, and when the change rate of the exhaust gas mass flow is the same, the change influence on the actual temperature before the particulate matter trap is different, so that the transient correction is performed on the basis of the steady-state correction fuel injection quantity. That is, if the initial exhaust mass flow rate is large, the transient correction oil amount thereof is relatively large when the flow rate is changed, and if the initial exhaust mass flow rate is small, the transient correction oil amount thereof is relatively small when the flow rate is changed.
Referring to fig. 6, fig. 6 shows a schematic diagram of the relationship between the transient correction factor and the exhaust mass flow rate of change. In fig. 6, the horizontal axis represents the exhaust gas mass flow rate of change dm/dt, and the vertical axis represents the transient correction factor a.
As can be seen from fig. 6, when the exhaust gas mass flow rate of change is zero, i.e., there is no exhaust gas mass flow change, the transient correction factor is zero, i.e., no transient correction is required at this time; the transient correction factor tends to decrease as the exhaust mass flow rate of change increases. Specifically, when the change rate of the exhaust gas mass flow is a negative value, namely the exhaust gas mass flow is in a decreasing trend, the transient correction factor is a positive value, the fuel injection quantity is in an increasing trend, and when the change rate of the exhaust gas mass flow is reduced to a certain value, the transient correction factor tends to be stable; when the change rate of the mass flow of the waste gas is a positive value, namely the mass flow of the waste gas is in an increasing trend, the transient correction factor is a negative value, the fuel injection quantity is in a decreasing trend, and when the change rate of the mass flow of the waste gas is increased to a certain value, the transient correction factor also tends to be stable.
According to the control method and the system for the regeneration temperature of the particulate matter trap, only the steady-state correction fuel injection quantity and the transient correction factor corresponding to the mass flow and the change rate of the waste gas are calibrated, compared with open-loop control in the prior art, detailed pulse calibration is not needed, and the calibration workload is reduced; because the steady-state and transient correction is carried out on the fuel injection quantity, the precision is higher than that of the simple open-loop control and closed-loop control, the temperature of the particulate matter trap in the active regeneration process can be accurately controlled, and the situation that the regeneration temperature is not ideal or the regeneration temperature is out of control is avoided.
In the above embodiments, the pre-set temperature of the particulate trap is preferably set to a range value, and the regeneration temperature of the particulate trap is not limited to a fixed value but within a specific range due to the difference of carbon loading of the particulate trap.
It should be noted that the injection quantities referred to herein refer to injection quantities of an aftertreatment injection system of a diesel engine.
The method and the system for controlling the regeneration temperature of the diesel particulate filter provided by the invention are described in detail above. The principles and embodiments of the present invention are explained herein using specific examples, which are presented only to assist in understanding the method and its core concepts. It should be noted that, for those skilled in the art, it is possible to make various improvements and modifications to the present invention without departing from the principle of the present invention, and those improvements and modifications also fall within the scope of the claims of the present invention.
Claims (10)
1. A method for controlling the regeneration temperature of a particulate matter trap of a diesel engine comprises the steps that the diesel engine comprises an oxidation type catalytic converter and the particulate matter trap which are sequentially arranged along the flow direction of exhaust gas, and an after-treatment diesel injection system is arranged in front of the oxidation type catalytic converter; the control method is characterized by comprising the following steps:
10) presetting a preset temperature before the particulate matter trap and steady-state correction oil injection quantity corresponding to different exhaust gas mass flow;
20) determining the current steady-state fuel injection quantity according to the current exhaust gas mass flow, the set temperature in front of the particulate matter trap and the actual temperature in the oxidation type catalytic converter;
30) determining the oil injection quantity after the current steady-state correction according to the current steady-state oil injection quantity and the steady-state correction oil injection quantity corresponding to the current waste gas mass flow, and outputting an oil injection signal corresponding to the oil injection quantity after the current steady-state correction to the post-processing diesel injection system;
40) and performing closed-loop control on the oil injection amount after the current steady state correction according to the difference value between the set temperature before the particulate matter trap and the actual temperature before the particulate matter trap.
2. The control method according to claim 1, characterized in that transient correction factors corresponding to different exhaust gas mass flow rate of change are also preset in step 10); step 30) is followed by the step of:
31) determining the current transient corrected oil injection quantity according to the current steady state corrected oil injection quantity, the steady state corrected oil injection quantity corresponding to the current exhaust gas mass flow and the transient correction factor corresponding to the current exhaust gas mass flow change rate, and outputting an oil injection signal corresponding to the current transient corrected oil injection quantity to the post-processing diesel injection system;
and step 40), performing closed-loop control on the current transient corrected oil injection amount corrected based on the current steady-state corrected oil injection amount according to the difference value between the front set temperature of the particulate matter trap and the front actual temperature of the particulate matter trap.
3. The control method of claim 2, wherein in step 31), the current transient correction post injection amount is a superposition of the current steady state correction post injection amount and a product of the steady state correction injection amount and the transient correction factor.
4. The control method according to any one of claims 1 to 3, characterized in that, in step 20), the calculation formula of the current steady-state fuel injection amount is:
wherein, q is the current steady-state oil injection quantity, mg/s;
m is the current exhaust gas mass flow, kg/h;
Tdes-setting a temperature, K, before the particulate matter trap;
Tdoc-the actual temperature, K, in the oxidation-type catalytic converter;
cal-calorific value of fuel oil, MJ/kg;
Cp,egthe heat capacity of the exhaust gas, J/(kg. K).
5. The control method according to any one of claims 1 to 3, characterized in that, in step 30), the current steady-state corrected fuel injection amount is a superposition of the current steady-state fuel injection amount and a steady-state corrected fuel injection amount corresponding to the current exhaust gas mass flow.
6. A control method according to any one of claims 1 to 3, characterized in that the closed-loop control in step 40) employs PID control.
7. A control system for the regeneration temperature of a particulate matter trap of a diesel engine comprises an oxidation type catalytic converter and the particulate matter trap which are sequentially arranged along the flow direction of exhaust gas, wherein a post-treatment diesel injection system is arranged in front of the oxidation type catalytic converter; characterized in that the control system comprises:
the detection device comprises: acquiring the current exhaust gas mass flow, the actual temperature in the oxidation type catalytic converter and the actual temperature before the particulate matter catcher;
a memory: presetting a preset temperature before the particulate matter trap and steady-state correction oil injection quantity corresponding to different exhaust gas mass flow;
a controller: determining the current steady-state fuel injection quantity according to the current exhaust gas mass flow, the set temperature in front of the particulate matter trap and the actual temperature in the oxidation type catalytic converter; determining the current steady-state corrected oil injection quantity according to the current steady-state oil injection quantity and the steady-state corrected oil injection quantity corresponding to the current waste gas mass flow, and outputting an oil injection signal corresponding to the current steady-state corrected oil injection quantity to the post-processing diesel injection system; and performing closed-loop control on the oil injection amount after the current steady state correction according to the difference value between the set temperature before the particulate matter trap and the actual temperature before the particulate matter trap.
8. The control system of claim 7, wherein the memory is further pre-set with transient correction factors corresponding to different exhaust mass flow rates of change;
after the controller determines the current steady-state corrected oil injection quantity, the controller also determines the current transient corrected oil injection quantity according to the current steady-state corrected oil injection quantity, the steady-state corrected oil injection quantity corresponding to the current exhaust gas mass flow and a transient correction factor corresponding to the current exhaust gas mass flow change rate, and outputs an oil injection signal corresponding to the current transient corrected oil injection quantity to the post-processing diesel injection system; and performing closed-loop control on the current transient corrected oil injection amount corrected based on the current steady-state corrected oil injection amount according to the difference value between the preset temperature in front of the particulate matter trap and the actual temperature in front of the particulate matter trap.
9. The control system of claim 7 wherein the module within the controller that performs closed loop control is a PID control module.
10. The control system of any one of claims 7 to 9, wherein the pre-particulate trap set temperature is a range of values.
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