CN109113881B - Diesel engine emission system control method - Google Patents
Diesel engine emission system control method Download PDFInfo
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- CN109113881B CN109113881B CN201810955893.3A CN201810955893A CN109113881B CN 109113881 B CN109113881 B CN 109113881B CN 201810955893 A CN201810955893 A CN 201810955893A CN 109113881 B CN109113881 B CN 109113881B
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- control
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/0077—Control of the EGR valve or actuator, e.g. duty cycle, closed loop control of position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
- F02D41/0055—Special engine operating conditions, e.g. for regeneration of exhaust gas treatment apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
- F02M26/33—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage controlling the temperature of the recirculated gases
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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
Abstract
The invention discloses a control method of a diesel engine emission system, which comprises the following steps: a first judgment step, a second judgment step, a first control step and a second control step; wherein, the first judging step is as follows: judging whether the particle catcher is in a working state, if so, entering a second judgment step; the second judging step is as follows: judging the real-time accelerator opening, comparing the real-time accelerator opening with a standard opening, entering a first control step if the real-time accelerator opening is larger than or equal to the standard opening, and entering a second control step if the real-time accelerator opening is smaller than the standard opening; the first control step is as follows: keeping the existing working condition state; the second control step is as follows: and closing the gas path control valve of the gas inlet pipeline and opening the circulating control valve of the exhaust gas recirculation branch. According to the control method of the diesel engine exhaust system, the opening and closing of the gas path control valve and the circulation control valve are adjusted through the two judging steps and the two control steps, so that the working effect of the DPF can be ensured, and the driving performance is not reduced.
Description
Technical Field
The invention relates to a diesel engine emission system control method.
Background
The use of a Diesel Particulate Filter (DPF) to treat particulates in the exhaust gas has become an effective means for emission control, and it is generally recognized that the treatment needs to meet the requirement that the DPF temperature is around 600 degrees celsius, and the oxygen content in the exhaust gas exceeds 5% (volume fraction), at which time the active regeneration of the DPF is relatively fast.
During actual running of the vehicle, fuel cut may be required, for example, downhill, deceleration, or the like. When the oil is cut off, the oil adding amount is 0, and the air inlet pipeline has influence on the functions of the vehicle whether being communicated or not. If the air inlet pipeline is communicated at the moment, the low-temperature gas enters the engine, the air is not heated and is directly discharged because no oil is added, and the discharged low-temperature gas flows through the DPF to cool the DPF, so that the normal working effect cannot be achieved; if the air inlet pipeline is closed at the moment, a state similar to vacuum is generated in the diesel engine, pumping loss is increased rapidly, the dragging torque of the engine is large, and jerking is caused, so that the driveability is deteriorated.
Disclosure of Invention
The invention aims to provide a control method of an exhaust system of a diesel engine, which can ensure the working effect of a DPF without reducing the driving performance.
The invention discloses a control method of an emission system of a diesel engine, which comprises the following steps: a first judgment step, a second judgment step, a first control step and a second control step; wherein the first judging step is: judging whether the particle catcher is in a working state, if so, entering the second judging step; the second judging step is as follows: judging the opening degree of a real-time accelerator, comparing the opening degree of the real-time accelerator with a standard opening degree, entering the first control step if the opening degree is larger than or equal to the standard opening degree, and entering the second control step if the opening degree is smaller than the standard opening degree; the first control step is as follows: keeping the existing working condition state; the second control step is as follows: and closing the gas path control valve of the gas inlet pipeline and opening the circulating control valve of the exhaust gas recirculation branch.
The control method as described above, wherein the standard opening degree is 40%.
The control method as described above, wherein in the first determining step, if it is determined that the particle trap is not in the operating state, the gas path control valve is opened.
The control method as described above, wherein in the first determining step, if the particle trap is determined not to be in the operating state, the third determining step is performed; the third judging step is as follows: judging whether the opening of the real-time accelerator is 0 or not, if so, entering a third control step, and if not, entering a fourth control step; the third control step is: keeping the gas path control valve open, and opening the circulation control valve; the fourth control step is: keeping the gas path control valve open, and closing the circulation control valve.
The control method according to the above, wherein, in the second control step, further comprising controlling a cooler of the exhaust gas recirculation branch circuit to stop operating.
The control method as described above, wherein, in the third control step, further comprising controlling a cooler on operation of the exhaust gas recirculation branch.
According to the control method of the diesel engine exhaust system, the opening and closing of the gas path control valve and the circulation control valve are adjusted through the two judging steps and the two control steps, so that the working effect of the DPF can be ensured, and the driving performance is not reduced.
Drawings
FIG. 1 is a logic block diagram of a diesel engine emissions system control method of the present invention;
fig. 2 is a schematic diagram of a corresponding diesel engine exhaust system of the present invention.
Reference numerals:
the device comprises a particle catcher 0, an air inlet pipeline 1, an exhaust gas recirculation branch 2, an exhaust pipeline 3, a cylinder 4, a gas circuit control valve 11, an air filter 12, a flow meter 13, a compressor 14, an air cooler 15, a circulation control valve 21, a cooler 22, a turbine 31, an oxidation type catalyst 32 and a silencer 33.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative only and should not be construed as limiting the invention.
The invention discloses a control method of an emission system of a diesel engine, which at least comprises two judging steps and two control steps, wherein the two judging steps are a first judging step J1 and a second judging step J2, and the two control steps are a first control step C1 and a second control step C2. Specifically, the method comprises the following steps:
the first determination step J1 (hereinafter, may be referred to as "J1 step") is to determine whether the particulate trap 0 (hereinafter, referred to as "DPF") is in an operating state, and if so, the routine proceeds to the second determination step.
The second determining step J2 (hereinafter, may be referred to as J2 step) is to determine the real-time accelerator opening, compare the real-time accelerator opening with the standard opening, and enter the first control step C1 if the real-time accelerator opening is greater than or equal to the standard opening, and enter the second control step C2 if the real-time accelerator opening is less than the standard opening.
The first control step C1 (hereinafter, may be referred to as the step C1) is to keep the current working condition state; it should be noted that the state of the current operating condition, i.e. the state of the current vehicle running, is maintained, and certainly does not include active changes of personnel, such as braking, steering and the like of the driver, which are performed along with the operation of the driver. Keeping the existing operating condition more means that no automatic control is performed on the diesel engine exhaust system, for example, no adjustment is performed on the open/close state of the air path control valve 11 of the air intake pipeline 1.
The second control step C2 (hereinafter, may be referred to as the step C2) is to close the gas path control valve 11 of the intake pipe 1 and open the circulation control valve 21 of the exhaust gas recirculation branch 2.
Preferably, the standard opening is 40%. That is, when the accelerator opening degree is 40% or more, the routine proceeds to a first control step C1. It should be understood that 40% is only a preferred embodiment, and can be adjusted according to actual conditions, such as diesel model, engine performance, etc.
It can be understood that when the DPF is in operation (determined by step J1), it is necessary to maintain a high-temperature working environment, and at this time, if the throttle opening is not enough, the combustion temperature in the engine cylinder is low, and the temperature of the exhaust gas is low, and if the throttle opening is 0, i.e. no "fuel-filling" action is performed, no combustion occurs in the cylinder, and the temperature of the exhaust gas is lower, and the exhaust gas can greatly reduce the working temperature of the DPF, and affect the work elimination effect thereof. Therefore, in order to ensure the DPF operating temperature, the gas path control valve 11 of the intake pipe 1 needs to be closed.
However, if the air passage control valve 11 is closed, a near vacuum state is formed in the cylinder, and jerk occurs, which affects the driving (traveling) performance of the vehicle. Therefore, when the accelerator opening is smaller than the standard opening, the process proceeds to step C2, the air passage control valve 11 is closed to avoid cooling the DPF, and the circulation control valve 21 is opened to connect the circulation pipe to the cylinder to balance the air pressure in the cylinder so as to avoid vehicle jerking.
In a second control step C2, the method further comprises controlling the cooler 22 of the exhaust gas recirculation branch 2 to be deactivated. On the one hand, the cylinder is not in a combustion state, and if the temperature is lowered again, the temperature of the exhaust gas is further lowered inevitably, and it is obvious that even if the exhaust gas recirculation branch is opened, a part of the gas flows into the DPF, and the cooler 22 stops operating in order to avoid the temperature lowering.
Next, the step J1 is described in detail, and in this step, when it is determined that the particle trap 0 is not in the operating state, the gas path control valve 11 is opened.
More specifically, in the first judgment step J1, if it is judged that the particle trap 0 is not in the operation state, the process proceeds to a third judgment step J3 (hereinafter, may be simply referred to as step J3); the third judgment step J3 is: it is determined whether the real-time accelerator opening degree is 0, and if it is greater than 0, the routine proceeds to a third control step C3 (hereinafter may be simply referred to as step C3), and if it is equal to 0, the routine proceeds to a fourth control step C4 (hereinafter may be simply referred to as step C4).
The third control step C3 is: keeping the gas path control valve 11 open, and opening the circulation control valve 21; the fourth control step C4 is: the pneumatic control valve 11 is kept open and the circulation control valve 21 is closed.
As can be seen from the above description, both step C3 and step C4 keep the gas path control valve 11 open, that is, the gas path control valve 11 can be always in an open state when the DPF is not operating.
In a third control step, the method also comprises the step of controlling the cooler 22 of the exhaust gas recirculation branch 2 to be opened.
It will be appreciated that in step C3, the throttle opening is greater than 0, i.e. there is a "refuel" operation, and the exhaust gas produced can be reused, whereas in step C4, the throttle opening is 0, and the gas entering without participating in the combustion in the cylinder is generally not required to be recycled, thus closing the recycle control valve 21. Of course, since the accelerator opening degree is 0 in step C4, the influence of opening the circulation control valve 21 on the whole is not large, and therefore, in some embodiments, the opening and closing of the circulation control valve 21 in step C4 may be performed, and need not be limited.
For ease of understanding, the structure of the diesel engine exhaust system control will be described with reference to fig. 2.
It includes: the gas cylinder comprises a gas inlet pipeline 1, a gas exhaust pipeline 3 and a recirculation pipeline 2, wherein the gas inlet pipeline 1 is connected with a gas inlet of a cylinder body 4, the gas exhaust pipeline 3 is communicated with a gas outlet of the cylinder body 4, two ends of the recirculation pipeline 2 are respectively communicated with the gas inlet pipeline 1 and the gas exhaust pipeline 3, and the two ends of the recirculation pipeline are bridged at two ends of the cylinder body 4 or are connected between the gas inlet pipeline 1 and the gas exhaust pipeline 3 in parallel with the cylinder body 4.
The air intake line 1 generally has, in addition to the air path control valve 11, an air filter 12, a flow meter 13, a compressor 14, and an air cooler 15 connected in series in this order, after which the air path control valve 11 is provided. Correspondingly, the exhaust line 3 is connected in series with a turbine 31, an Oxidation catalyst 32 (DOC), a particle trap 0, and a muffler 33 in this order.
The construction, features and functions of the present invention are described in detail in the embodiments illustrated in the drawings, which are only preferred embodiments of the present invention, but the present invention is not limited by the drawings, and all equivalent embodiments modified or changed according to the idea of the present invention should fall within the protection scope of the present invention without departing from the spirit of the present invention covered by the description and the drawings.
Claims (4)
1. A method of controlling an exhaust system of a diesel engine, comprising:
a first judgment step, a second judgment step, a first control step and a second control step; wherein the content of the first and second substances,
the first judging step is as follows: judging whether the particle catcher (0) is in a working state, and if so, entering the second judging step;
the second judging step is as follows: judging the opening degree of a real-time accelerator, comparing the opening degree of the real-time accelerator with a standard opening degree, entering the first control step if the opening degree is larger than or equal to the standard opening degree, and entering the second control step if the opening degree is smaller than the standard opening degree;
the first control step is as follows: keeping the existing working condition state;
the second control step is as follows: closing the gas path control valve (11) of the gas inlet pipeline (1), and opening the circulation control valve (21) of the exhaust gas recirculation branch (2);
in the first judging step, if the particle catcher (0) is judged not to be in the working state, the gas path control valve (11) is opened, and the third judging step is carried out;
the third judging step is as follows: judging whether the opening of the real-time accelerator is 0 or not, if so, entering a third control step, and if not, entering a fourth control step;
the third control step is: keeping the gas path control valve (11) open, and opening the circulation control valve (21);
the fourth control step is: keeping the gas path control valve (11) open and closing the circulation control valve (21).
2. The control method according to claim 1,
the standard opening is 40%.
3. The control method according to claim 1,
in the second control step, the method further comprises controlling the cooler (22) of the exhaust gas recirculation branch (2) to stop working.
4. The control method according to claim 1,
in the third control step, the method also comprises the step of controlling the opening work of a cooler (22) of the exhaust gas recirculation branch (2).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810955893.3A CN109113881B (en) | 2018-08-21 | 2018-08-21 | Diesel engine emission system control method |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810955893.3A CN109113881B (en) | 2018-08-21 | 2018-08-21 | Diesel engine emission system control method |
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| CN109113881A CN109113881A (en) | 2019-01-01 |
| CN109113881B true CN109113881B (en) | 2020-06-23 |
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Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004044524A (en) * | 2002-07-15 | 2004-02-12 | Mazda Motor Corp | Engine exhaust fine particle treatment device and its computer program |
| CN1906391A (en) * | 2004-07-09 | 2007-01-31 | 丰田自动车株式会社 | Exhaust gas control apparatus for internal combustion engine |
| CN1982683A (en) * | 2005-12-14 | 2007-06-20 | 日产自动车株式会社 | Regeneration control of exhaust gas filter |
| CN102933805A (en) * | 2010-06-11 | 2013-02-13 | 五十铃自动车株式会社 | Exhaust gas purification system |
| JP5320994B2 (en) * | 2008-11-13 | 2013-10-23 | いすゞ自動車株式会社 | Exhaust gas purification method and exhaust gas purification system |
| CN107420535A (en) * | 2017-08-29 | 2017-12-01 | 安徽江淮汽车集团股份有限公司 | A kind of moment of torsion Pre-control System and method based on double clutch |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20110062127A (en) * | 2009-12-02 | 2011-06-10 | 현대자동차주식회사 | Regeneration controlling method for diesel particulate filter |
-
2018
- 2018-08-21 CN CN201810955893.3A patent/CN109113881B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004044524A (en) * | 2002-07-15 | 2004-02-12 | Mazda Motor Corp | Engine exhaust fine particle treatment device and its computer program |
| CN1906391A (en) * | 2004-07-09 | 2007-01-31 | 丰田自动车株式会社 | Exhaust gas control apparatus for internal combustion engine |
| CN1982683A (en) * | 2005-12-14 | 2007-06-20 | 日产自动车株式会社 | Regeneration control of exhaust gas filter |
| JP5320994B2 (en) * | 2008-11-13 | 2013-10-23 | いすゞ自動車株式会社 | Exhaust gas purification method and exhaust gas purification system |
| CN102933805A (en) * | 2010-06-11 | 2013-02-13 | 五十铃自动车株式会社 | Exhaust gas purification system |
| CN107420535A (en) * | 2017-08-29 | 2017-12-01 | 安徽江淮汽车集团股份有限公司 | A kind of moment of torsion Pre-control System and method based on double clutch |
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| CN109113881A (en) | 2019-01-01 |
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Address after: 230601 No. 99 Ziyun Road, Hefei Economic and Technological Development Zone, Anhui Province Applicant after: Anhui Jianghuai Automobile Group Limited by Share Ltd Address before: 230601 No. 669 Shixin Road, Taohua Industrial Park, Hefei City, Anhui Province Applicant before: Anhui Jianghuai Automobile Group Limited by Share Ltd |
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