CN107762650B - 用于控制排放气体净化系统的方法 - Google Patents

用于控制排放气体净化系统的方法 Download PDF

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CN107762650B
CN107762650B CN201611088320.2A CN201611088320A CN107762650B CN 107762650 B CN107762650 B CN 107762650B CN 201611088320 A CN201611088320 A CN 201611088320A CN 107762650 B CN107762650 B CN 107762650B
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temperature
catalytic reduction
selective catalytic
reduction device
predetermined value
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CN107762650A (zh
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朴志源
李明钟
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Hyundai Motor Co
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    • B01D53/9418—Processes characterised by a specific catalyst for removing nitrogen oxides by selective catalytic reduction [SCR] using a reducing agent in a lean exhaust gas
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Abstract

一种用于控制排放气体净化系统的方法，其可以有效地实现选择性催化还原(SCR)装置的脱硫。该种用于控制排放气体净化系统的方法，该系统中，柴油机微粒过滤器(DPF)和选择性催化还原装置进行组合，所述方法可以包括：计算选择性催化还原装置的硫中毒量和柴油机微粒过滤器中的烟尘装载量；当硫中毒量大于第一预定值并且烟尘装载量小于第二预定值时，将选择性催化还原装置的温度增加到脱硫温度。通过计算选择性催化还原装置的硫中毒量并且控制选择性催化还原装置的上游端的温度，可以有效地进行选择性催化还原装置的脱硫，而不管选择性催化还原装置和柴油机微粒过滤器之间的距离。

Description

用于控制排放气体净化系统的方法
相关申请的交叉引用
本申请基于并要求2016年8月17日向韩国知识产权局提交的韩国专利申请第10-2016-0104142号的优先权，该申请的全部内容结合于此用于通过该引用的所有目的。
技术领域
本发明涉及一种用于控制排放气体净化系统的方法，其可以有效地实现选择性催化还原(SCR)装置的脱硫。
背景技术
为了符合排放规定(如EU6、EU6c、RDE等)的要求，针对装配有柴油发动机的排放气体后处理装置，已经积极地进行各种研究和发展方案。
特别地，必须需要选择性催化还原(selective catalytic reduction，SCR)催化器以响应RDE规定。随着使用这种SCR催化器作为后处理装置，已经广泛地使用柴油机氧化催化器(diesel oxidation catalyst，DOC)或稀燃NOx捕集器(lean NOx trap，LNT)、柴油机微粒过滤器(diesel particulate filter，DPF)与SCR催化器的组合。
SCR催化剂(特别是Cu-SCR)可以在500℃下转化成温度约200-300℃的氧化硫(如SO3)，氧化硫可以吸附至SCR装置从而可以造成硫中毒现象(sulfur poisoningphenomenon)。当硫中毒量超过预定水平，催化器的NOx净化性能会变差。
同时，当SCR催化器的温度增加至500℃或更高，脱硫可以自然地进行。然而，当SCR和DPF之间的距离根据车辆规格而增加时，SCR催化器的温度可能增加的不充分，因此，SCR的脱硫会不适当地进行。因此，SCR催化器的净化性能可能变差。
公开于该发明背景技术部分的信息仅仅旨在加深对本发明的一般背景技术的理解，而不应当被视为承认或以任何形式暗示该信息构成已为本领域技术人员所公知的现有技术。
发明内容
本发明的各个方面旨在提供一种用于控制排放气体净化系统的方法，其可以有效地实现选择性催化还原(SCR)装置的脱硫。
根据本发明的各个方面，一种用于控制排放气体净化系统的方法，在该系统中，柴油机微粒过滤器(DPF)和选择性催化还原装置进行组合，所述方法包括：计算选择性催化还原装置的硫中毒量和柴油机微粒过滤器中的烟尘装载量；以及当硫中毒量大于第一预定值且烟尘装载量小于第二预定值时，将选择性催化还原装置增加到脱硫温度。
所述第一预定值可以为选择性催化还原装置的净化性能变差时的硫中毒量的阈值。
所述第二预定值可以为柴油机微粒过滤器的烧坏(损坏)发生时的烟尘装载量的阈值。
所述方法可以进一步包括：当硫中毒量小于第一预定值且烟尘装载量大于第三预定值时，再生柴油机微粒过滤器。
所述第三预定值可以为需要柴油机微粒过滤器再生时的烟尘装载量的阈值。
基于在发动机的工作期间中确定的燃料消耗的量和选择性催化还原装置的温度可以来确定硫中毒量。
温度的增加可以包括：通过发动机的向后喷射，将选择性催化还原装置的温度增加到用于脱硫的温度。
本发明的方法和装置具有其它特征和优点，这些特征和优点将在纳入本文的附图以及随后与附图一起用于解释本发明的某些原理的具体实施方式中显现或更详细地阐明。
附图说明
图1示出了根据本发明的示例性实施方案的组合了柴油机氧化催化器(DOC)、柴油机微粒过滤器(DPF)和选择性催化还原(SCR)装置的排放气体净化系统；以及
图2示出了根据本发明的示例性实施方案的用于控制SCR装置脱硫的方法的流程图。
应了解，附图并不必须按比例绘制，其示出了某种程度上经过简化了的本发明的基本原理的各个特征。在此所公开的本发明的特定的设计特征，包括例如特定的尺寸、定向、位置和形状，将部分地由特定目的的应用和使用环境加以确定。
在这些图形中，附图标记在贯穿附图的多幅图形中指代本发明的同样的或等同的部件。
附图中每个元件的附图标记
11:DOC
12:DPF
13:SCR装置
具体实施方式
现在将详细提及本发明的各个实施方案，这些实施方案的示例显示在附图中并描述如下。尽管本发明将与示例性实施方案结合加以描述，但是应当理解，本说明书并非旨在将本发明限制为那些示例性实施方案。相反，本发明旨在不但覆盖这些示例性实施方案，而且覆盖可以被包括在由所附权利要求所限定的本发明的精神和范围之内的各种选择形式、修改形式、等价形式及其它实施方案。
图1示出了一种排放气体净化系统，其组合了柴油机氧化催化器(DOC)11或稀燃NOx捕集器(LNT)、柴油机微粒过滤器(DPF)12和选择性催化还原(SCR)装置13。DPF 12和SCR装置13可以根据车辆的规格以预定的距离d相互间隔开。
参考图2，根据本发明的示例性实施方案的用于控制SCR装置脱硫的方法，其包括：在阶段S1中，计算SCR装置13的硫中毒量；当硫中毒量大于第一预定值C1时，在阶段S3中，将SCR装置13的上游端的温度T增加至脱硫温度T1。
在阶段S1-1中，发动机可以以正常工作模式工作，而在阶段S1-2中，可以累积和确定发动机的工作时间。
在阶段S1-3中，燃料消耗量可以在确定发动机的工作时间过程中确定，而在阶段S1-4中，可以测量SCR装置13的上游端的温度T。
在阶段S1中，基于在发动机的工作时间过程中确定的燃料消耗量和SCR装置13的上游端的温度T，可以确定SCR装置13的硫中毒量。
此外，在阶段S1-5中，可以确定在DPF 12中的烟尘装载量。例如，使用DPF 12的上游端和下游端之间的差压、排放气体流动速度等可以来确定DPF 12中的烟尘装载量。
然后，在阶段S2中，可以确定在SCR装置13中的硫中毒量是否大于或等于第一预定值C1。此处，第一预定值C1为SCR装置的净化性能变差时的硫中毒量的阈值。
当SCR装置13的硫中毒量大于或等于第一预定值C1时，在阶段S2-1中，可以确定在DPF 12中的烟尘装载量是否小于第二预定值C2。此处，第二预定值C2为当SCR装置13的上游端的温度T达到脱硫温度T1且脱硫温度T1为适于SCR装置13脱硫的温度时发生DPF 12烧坏(损坏)时的烟尘装载量的阈值。当达到脱硫温度T1时，可以进行SCR装置13的脱硫。
在阶段S2-1中，当DPF 12中的烟尘装载量小于第二预定值C2时，在阶段S2-4中，可以确定SCR装置13的上游端的温度T是否低于SCR装置13的脱硫温度T1。当SCR装置13的上游端的温度T低于脱硫温度T1时，可以进行温度增加阶段S3。
在S2-1中，当DPF 12中的烟尘装载量大于或等于第二预定值C2时，在S2-2中，可以进行DPF 12的再生(regeneration)。当DPF 12的再生结束时，在阶段S2-3中，可以初始化DPF 12的差压。
根据示例性的实施方案，温度增加阶段S3包括在阶段S3-1中开始发动机的向后喷射(post injection)，并将SCR装置13的上游端的温度T增加到适于脱硫的温度T1，由此能够进行SCR装置13的脱硫。此处，发动机的向后喷射可以保持预定时间，以使得SCR装置13的硫中毒量为0。
然后，在阶段S3-2中，在发动机的向后喷射后，在阶段S3-3中，硫中毒量可以为0。
同时，在阶段S2-4中，当SCR装置13的上游端的温度T高于SCR装置13的脱硫温度T1时，可以自然地进行SCR装置13的脱硫，并因此可以维持直至硫中毒量为0，而无需进行温度增加阶段S3。
此外，在阶段S2中，当SCR装置13的硫中毒量小于第一预定值C1时，在阶段S4中，可以确定DPF 12中的烟尘装载量是否大于或等于第三预定值C3。此处，第三预定值C3为需要DPF 12再生时的烟尘装载量的阈值，且设定第二预定值C2小于第三预定值C3。
此处，当DPF 12中的烟尘装载量大于或等于第三预定值C3时，在S2-2中，可以进行DPF 12的再生。当DPF 12的再生结束时，在阶段S2-3中，可以初始化DPF 12的差压。当DPF12中的烟尘装载量小于第三预定值C3时，该系统可以返回至上述阶段S2。
当DPF 12中的烟尘装载量小于第二预定值C2时，可以进行温度增加阶段S3，因此当SCR装置13的温度因SCR装置13的脱硫而增加时，可以有效地防止DPF 12的过热、DPF 12中烟尘装载量过多等问题，由此可以有效地防止DPF 12的损坏。
例如，当第三预定值C3(在需要DPF 12的再生时的烟尘装载量的阈值)设定在650℃的基础上并且脱硫温度T1为500℃时，即使DPF 12的上游端的温度增加至650℃，由于DPF12和SCR装置13之间的距离，SCR装置13的上游端的温度T会达不到500℃的脱硫温度T1。因此，为了使SCR装置13的上游端的温度T达到500℃，需要将DPF 12的上游端的温度增加至700℃或更高。然而，因为第三预定值C3设定在650℃的基础上，DPF 12中的烟尘装载量会过量直至DPF 12的上游端的温度达到700℃，造成DPF 12的烧坏(损坏)。因此，为了防止DPF12的烧坏(损坏)，当DPF 12中烟尘装载量小于第二预定值C2(发生DPF 12的烧坏(损坏)时烟尘装载量的阈值)时，SCR装置13的上游端的温度T可以增加至脱硫温度T1。第二预定值C2可以设定为小于第三预定值C3，因此，在DPF 12的再生中，可以有效地防止DPF 12的烧坏(损坏)。
如上所述，根据示例性实施方案，通过计算SCR装置的硫中毒量并且控制SCR装置的上游端的温度，可以有效地进行SCR装置的脱硫，而不管SCR装置和DPF之间的距离。
可以仅在DPF中的烟尘装载量小于发生DPF的烧坏(损坏)时的烟尘装载量的阈值时来增加SCR装置的温度，因此，可以防止因SCR装置的脱硫而会由的温度增加所造成DPF的烧坏(损伤)。
为了方便解释和精确限定所附权利要求，术语“上部”、“下部”、“内”、“外”、“上”、“下”、“向上”、“向下”、“前”、“后”、“背”、“内侧”、“外侧”、“向内”、“向外”、“内部”、“外部”、“内”、“外”、“向前”和“向后”被用于参考附图中所显示的这些特征的位置来描述示例性实施方式的特征。
前面对本发明具体示例性实施方案所呈现的描述是出于说明和描述的目的。它们并不会毫无遗漏，也不会将本发明限制为所公开的精确形式，显然，根据上述教导很多修改和变化都是可能的。选择示例性实施方案并进行描述是为了解释本发明的特定原理及其它们的实际应用，从而使得本领域的其它技术人员能够实现并利用本发明的各种示例性实施方案及其不同的选择形式和修改形式。本发明的范围旨在由所附权利要求书及其等同方案加以限定。

Claims (6)

1.一种用于控制排放气体净化系统的方法，其中，柴油机微粒过滤器和选择性催化还原装置进行组合，所述选择性催化还原装置以预定距离与柴油机微粒过滤器间隔开并布置在柴油机微粒过滤器的下游，所述方法包括：
计算选择性催化还原装置的硫中毒量和柴油机微粒过滤器中的烟尘装载量；
当硫中毒量大于第一预定值并且烟尘装载量小于第二预定值时，将选择性催化还原装置的温度增加到脱硫温度，所述第二预定值为当选择性催化还原装置的上游端的温度达到脱硫温度且脱硫温度为适于选择性催化还原装置脱硫的温度时发生柴油机微粒过滤器损坏时的烟尘装载量的阈值。
2.根据权利要求1所述的方法，其中，所述第一预定值为选择性催化还原装置的净化性能变差时的硫中毒量的阈值。
3.根据权利要求1所述的方法，其进一步包括：当硫中毒量小于第一预定值并且烟尘装载量大于第三预定值时，再生所述柴油机微粒过滤器。
4.根据权利要求3所述的方法，其中，所述第三预定值为需要柴油机微粒过滤器的再生时的烟尘装载量的阈值。
5.根据权利要求1所述的方法，其中，基于在发动机的工作期间中确定的燃料消耗量和选择性催化还原装置的温度来确定硫中毒量。
6.根据权利要求1所述的方法，其中，温度的增加包括：通过发动机的向后喷射，将选择性催化还原装置的温度增加到用于脱硫的温度。
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