CN109488417B - Control method and system for DPF passive regeneration process - Google Patents

Control method and system for DPF passive regeneration process Download PDF

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CN109488417B
CN109488417B CN201910039717.XA CN201910039717A CN109488417B CN 109488417 B CN109488417 B CN 109488417B CN 201910039717 A CN201910039717 A CN 201910039717A CN 109488417 B CN109488417 B CN 109488417B
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mass flow
dpf
soot
rate
calculating
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CN109488417A (en
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苗垒
王家明
刘洋
陶建忠
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Wuxi Weifu Lida Catalytic Converter Co Ltd
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Wuxi Weifu Lida Catalytic Converter Co Ltd
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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
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • 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
    • 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
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1606—Particle filter loading or soot amount
    • 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)
  • Processes For Solid Components From Exhaust (AREA)

Abstract

The invention relates to the field of diesel engine aftertreatment system control, in particular to a control method and a control system for a DPF passive regeneration process. The control method for the DPF passive regeneration process comprises the following steps: calculating the real-time soot mass flow of the engine exhaust entering the DPF; calculating mass flow of carbon smoke consumed by passive regeneration reaction which occurs in real time in the DPF; calculating the passive regeneration rate of the soot according to the mass flow of the soot entering the DPF and the mass flow of the consumed soot; calculating the soot accumulation value inside the DPF and the soot growth rate in the statistical time through integration according to the soot mass flow entering the DPF and the soot passive regeneration rate; and judging whether the temperature needs to be increased or whether the engine is required to switch the working mode according to the soot accumulation value and the soot increase rate in the statistical time. The control system for the DPF passive regeneration process comprises a signal input module, an original engine exhaust calculation module, a DOC chemical reaction module, a DPF calculation module and a coordination control module.

Description

Control method and system for DPF passive regeneration process
Technical Field
The invention relates to the field of diesel engine aftertreatment system control, in particular to a control method and a control system for a DPF passive regeneration process.
Background
The post-treatment technology of DPF (diesel particulate filter) is the main technical means for reducing the carbon smoke in the tail gas of the diesel engine, and the basic principle is that the carbon smoke in the exhaust gas flowing through the DPF is captured through the wall-flow physical structure of the DPF, so that the effect of purifying the tail gas of the diesel engine is achieved. The DPF has a high trapping efficiency, which can be generally 95% or more. As the DPF becomes more and more loaded with carbon, the carbon loading within the DPF needs to be purged on an irregular basis.
Generally, DPF systems need to be used with a DOC (diesel oxidation catalyst). The function of the DOC is as follows: firstly, gaseous pollutants (such as HC and CO) in the exhaust gas are oxidized into harmless gas; second, NO in the exhaust gas is oxidized into NO2Facilitating the passive regeneration reaction of the DPF to occur; thirdly, the diesel oil (the main component is HC) sprayed into the exhaust pipe is oxidized, and the exhaust temperature is increased by the oxidation heat release.
At present, the rear part of the diesel engine is usedIn a system where the DOC is placed before the DPF, a portion of the soluble organic constituents of the particulate matter may be oxidized, such that substantially dry soot enters the interior of the DPF. There is a process of carbon accumulation and consumption at internal moments of the DPF. The process of DPF consumption is regeneration process, under the normal exhaust temperature of the diesel engine (about 200-450 ℃), passive regeneration reaction mainly occurs, and NO generated by DOC in the passive regeneration reaction process2Oxidation of carbon particles in DPF to CO2The reaction formula of the passive regeneration reaction is as follows: 2NO2+C→2NO +CO2. The DPF is in the process of accumulating soot when the soot reacted by passive regeneration is less than the soot trapped by the DPF. After a certain time, the soot in the DPF will reach a saturated state, requiring active regeneration to be triggered. The reaction that takes place for active regeneration is: o is2+C→CO2. The fast reaction temperature needs to reach over 550 ℃. However, the exhaust temperature of the diesel engine is difficult to reach, and the exhaust temperature needs to be increased by oxidizing and releasing heat on the DOC through additional oil injection.
The existing DPF control method only controls and judges the DPF active regeneration process, and the DPF passive regeneration process is not controlled, so that the passive regeneration effect cannot be fully exerted, and the active regeneration is excessively depended on, so that the active regeneration oil consumption is increased, and the risk of burning out the DPF is sharply increased.
Disclosure of Invention
In order to solve the defects in the prior art, the invention provides a control method and a control system for a DPF passive regeneration process, wherein the passive regeneration efficiency on the DPF is monitored by monitoring the chemical reaction process on a DOC and the DPF, and the exhaust temperature and NO are improved2The passive regeneration efficiency of the DPF is improved by a proportional active intervention means, so that the frequency of active regeneration is greatly reduced, or the active regeneration can be cancelled, namely an active regeneration oil injection system is removed, and the system cost is reduced. In addition, the risk of burning the DPF during the active regeneration of the DPF can be reduced, and the reliability of the aftertreatment system is improved.
According to an aspect of the present invention, there is provided, as a first aspect of the present invention, a control method for a DPF passive regeneration process, the control method for the DPF passive regeneration process including:
calculating the real-time soot mass flow of the engine exhaust entering the DPF;
calculating mass flow of carbon smoke consumed by passive regeneration reaction which occurs in real time in the DPF;
calculating the passive regeneration rate of the soot according to the mass flow of the soot entering the DPF and the mass flow of the consumed soot;
calculating the soot accumulation value inside the DPF and the soot growth rate in the statistical time through integration according to the soot mass flow entering the DPF and the soot passive regeneration rate;
and judging whether to trigger a temperature raising requirement or require the engine to switch the working mode according to the soot accumulation value and the soot increase rate in the statistical time.
Further, the step of calculating a real-time soot mass flow of engine emissions into the interior of the DPF comprises:
inquiring a soot mass flow MAP under the original machine steady state according to the engine rotating speed and the engine fuel injection quantity to obtain the corresponding steady state soot mass flow;
inquiring an air-fuel ratio MAP according to the change values of the original machine steady-state air-fuel ratio lambda and the real-time air-fuel ratio lambda to obtain the correction amount of the change rate of the air-fuel ratio lambda to the soot;
and multiplying the correction quantity of the air-fuel ratio lambda change rate to the soot by the inquired steady-state soot mass flow to calculate the real-time soot mass flow entering the DPF after the emission.
Further, the step of calculating the mass flow of the soot consumed by the passive regeneration reaction which occurs in real time inside the DPF is also performed before:
calculating real-time NO mass flow and real-time NO discharged into DOC by engine2Mass flow rate;
calculating real-time NO mass flow and real-time NO at DOC outlet2Mass flow rate.
Further, calculating real-time NO mass flow and real-time NO of engine emission entering DOC2Quality ofThe flow specifically comprises:
inquiring an NO mass flow MAP under the original machine steady state according to the rotating speed of the engine and the fuel injection quantity of the engine to obtain the corresponding NO steady state mass flow;
inquiring an air-fuel ratio MAP according to the change values of the original machine steady-state air-fuel ratio lambda and the real-time air-fuel ratio lambda to obtain the correction amount of the change rate of the air-fuel ratio lambda to the soot;
adding the correction quantity of the air-fuel ratio lambda change rate to soot and the inquired NO steady-state mass flow to calculate to obtain the real-time NO mass flow discharged into the DOC;
inquiring NO under original machine steady state according to engine rotating speed and engine fuel injection quantity2Mass flow MAP to obtain corresponding NO2A steady state mass flow rate;
inquiring an air-fuel ratio MAP according to the change values of the original machine steady-state air-fuel ratio lambda and the real-time air-fuel ratio lambda to obtain the correction amount of the change rate of the air-fuel ratio lambda to the soot;
correcting the air-fuel ratio lambda change rate to the soot and the inquired NO2Adding the steady-state mass flow to obtain the real-time NO discharged into the DOC2Mass flow rate.
Further, calculating the real-time NO mass flow and the real-time NO at the DOC outlet2The mass flow step specifically comprises:
equally dividing the DOC carrier from an inlet to an outlet into a plurality of parts for iterative calculation;
calculating the temperature of each DOC carrier;
calculating NO mass flow and NO at the outlet of each DOC carrier after NO oxidation reaction2Mass flow rate;
calculating each DOC carrier in the occurrence of NO oxidation reaction and NO2NO mass flow and NO at their respective outlets after reverse reaction2Mass flow rate;
will be in the NO oxidation reaction and NO2NO mass flow and NO at DOC carrier outlet after reverse reaction2The mass flow is subjected to iterative calculation, and the NO mass flow and the NO at the DOC outlet are finally output2Mass flow rate.
Further, the step of calculating the mass flow of the soot consumed by the real-time passive regeneration reaction inside the DPF specifically comprises:
calculating an average temperature inside the DPF based on the DPF inlet temperature and the exhaust mass flow;
calculating NO inside DPF2Mass flow rate.
Further, the step of calculating an average temperature inside the DPF based on the DPF inlet temperature and the exhaust mass flow rate specifically comprises:
MAP graph and temperature-exhaust mass flow-NO oxidation rate based on temperature-exhaust mass flow-NO2MAP graph of reverse reaction rate, finding NO oxidation rate and NO corresponding to average temperature and exhaust flow inside the DPF2The rate of the reverse reaction;
NO and NO generated by DPF passive regeneration according to mass flow of NO entering from DPF inlet2Mass flow, and NO oxidation rate and NO2Calculation of NO inside DPF from reverse reaction Rate2Mass flow rate;
finding out a passive regeneration reaction rate corresponding to the average temperature and the exhaust flow inside the DPF according to the temperature-exhaust flow-passive regeneration reaction rate MAP graph;
according to the passive regeneration reaction rate and NO inside the DPF2Calculating mass flow of carbon smoke consumed by passive regeneration reaction in the DPF according to the mass flow; and calculating the passive regeneration rate of the soot according to the mass flow of the consumed soot.
Further, the engine response mode for starting the response according to the soot accumulation value and the soot increase rate in the statistical time specifically includes the following steps:
if the average exhaust temperature is less than the limit value within a certain time, judging the relationship between the soot accumulation value and the carbon loading value and the relationship between the soot growth rate and 0;
if the carbon accumulation value is less than the carbon loading value and the soot growth rate is less than 0, maintaining the engine mode unchanged;
if the carbon accumulation value is less than the carbon loading value and the soot growth rate is greater than 0, a request for entering an engine mode II is provided so as to raise the exhaust temperature as soon as possible, thereby improving the passive regeneration efficiency and reducing the soot growth rate;
if the carbon accumulation value is not less than the carbon loading value and the soot growth rate is not more than 0, a request for entering an engine mode II is provided so as to raise the exhaust temperature as soon as possible, thereby improving the passive regeneration efficiency and reducing the soot growth rate;
if the carbon accumulation value is larger than or equal to the carbon loading value, but the soot growth rate is larger than 0, a request for entering an engine mode is provided, the exhaust temperature is improved, meanwhile, the emission of the soot value of the original engine is reduced, the passive regeneration efficiency is further accelerated, and therefore the soot in the DPF is rapidly reduced and maintained in a balanced state.
As a second aspect of the present invention, there is provided a control system for a DPF passive regeneration process, the control system for a DPF passive regeneration process comprising:
the signal input module is used for inputting signals related to the engine and the aftertreatment sensor to the original computer exhaust calculation module, the DOC chemical reaction module, the DPF calculation module and the coordination control module;
the original computer exhaust calculation module can calculate the mass flow of the carbon smoke discharged into the DPF of the engine and the mass flow of the NO discharged into the DOC of the engine and the mass flow of the NO2Mass flow rate;
a DOC chemical reaction module in which NO oxidation reaction and NO occur2Reverse reaction and calculating NO mass flow and NO at DOC outlet2Mass flow rate;
the DPF calculation module generates passive regeneration reaction and can calculate the mass flow of carbon smoke consumed by the passive regeneration reaction generated in real time in the DPF;
and the coordinated control module is used for judging whether to trigger a temperature raising requirement or require the engine to switch the working mode according to the soot accumulation amount and the soot change rate in the DPF.
Further, the DOC chemical reaction module specifically includes:
the DOC temperature field model module is used for calculating the temperature of each DOC carrier according to the DOC inlet real-time temperature and the engine real-time exhaust mass flow, and sending the temperature information of each DOC carrier to the NO oxidation reaction calculation module and the NO2An inverse reaction calculation module;
the NO oxidation reaction calculation module is used for calculating the NO mass flow and the NO at the outlet of each DOC carrier after the NO oxidation reaction2Mass flow rate of NO, and mixing the NO mass flow rate and NO2Mass flow information to NO2An inverse reaction calculation module;
NO2reverse reaction calculation module, said NO2The reverse reaction calculation module calculates the mass flow rate of NO and NO at the outlet of the reverse reaction calculation module according to the NO after the NO oxidation reaction2The mass flow information calculation module is used for calculating the NO oxidation reaction and NO of each DOC carrier2NO mass flow and NO at their respective outlets after reverse reaction2Mass flow rate;
an iterative computation module for comparing the occurrence of NO oxidation and NO2NO mass flow and NO at DOC carrier outlet after reverse reaction2The mass flow is subjected to iterative calculation, and the NO mass flow and the NO at the DOC outlet are finally output2Mass flow rate.
The basic core logic of the invention is to calculate DOC and the chemical reaction process in DPF in real time according to the relevant information of the engine, and judge the carbon loading level and the passive regeneration rate in DPF. Through the passive regeneration chemical reaction process in the active intervention DPF to the maximize improves passive regeneration efficiency in the DPF, thereby realizes not needing the initiative regeneration oil spout measure in the aftertreatment system of installation DPF, can guarantee that the soot in the DPF can not surpass the carbon loading volume limit all the time. Therefore, when the post-treatment system is designed, the DPF active regeneration oil injection system can be omitted, and the initial cost of the system is reduced. Because active regeneration is not needed, the oil consumption can be reduced, and the use cost of a user is reduced.
From the above, it can be seen that the control method and system for the DPF passive regeneration process provided by the present invention have the following advantages compared with the prior art:
firstly, the carbon balance in the DPF is realized by maximally adjusting the passive regeneration rate, so that the risk of burning the DPF at high temperature caused by active regeneration is greatly reduced;
secondly, active regeneration is not used, so that the regeneration oil consumption can be reduced to 0, and the use cost of a user is reduced;
and thirdly, because oil injection regeneration is not needed, the risk of engine oil dilution can be reduced, and the reliability of the engine is improved.
Drawings
Fig. 1 is a flow chart of a first aspect of the present invention.
Fig. 2 is a detailed flowchart of the first aspect S100 of the present invention.
Fig. 3 shows steps performed before S200 in the first aspect of the present invention.
Fig. 4 is a detailed flowchart of S110 in the first aspect of the present invention.
Fig. 5 is a detailed flowchart of S120 in the first aspect of the present invention.
Fig. 6 is a detailed flowchart of S200 in the first aspect of the present invention.
Fig. 7 is a detailed flowchart of S500 in the first aspect of the present invention.
Fig. 8 is a computational logic diagram of S100 in the first aspect of the invention.
Fig. 9 is a logic diagram of the calculation of S110 in the first aspect of the present invention.
Fig. 10 is a schematic structural diagram of a second aspect of the present invention.
FIG. 11 is a schematic diagram of the DOC chemical reaction module according to the second aspect of the present invention.
FIG. 12 is a schematic diagram of a DPF calculation module according to a second aspect of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to specific embodiments and the accompanying drawings.
As a first aspect of the present invention, as shown in fig. 1, there is provided a control method for a DPF passive regeneration process comprising the steps of:
s100: calculating the real-time soot mass flow of the engine exhaust entering the DPF;
s200: calculating mass flow of carbon smoke consumed by passive regeneration reaction which occurs in real time in the DPF;
s300: calculating the passive regeneration rate of the soot according to the mass flow of the soot entering the DPF and the mass flow of the consumed soot;
s400: calculating the soot accumulation value inside the DPF and the soot growth rate in the statistical time through integration according to the soot mass flow entering the DPF and the soot passive regeneration rate;
s500: and judging whether to trigger a temperature raising requirement or require the engine to switch the working mode according to the soot accumulation value and the soot increase rate in the statistical time.
Specifically, as shown in fig. 2, the S100: the step of calculating the real-time soot mass flow of engine emissions into the DPF comprises: s101: inquiring a soot mass flow MAP under the original machine steady state according to the engine rotating speed and the engine fuel injection quantity to obtain the corresponding steady state soot mass flow; s102: inquiring an air-fuel ratio MAP according to the change values of the original machine steady-state air-fuel ratio lambda and the real-time air-fuel ratio lambda to obtain the correction amount of the change rate of the air-fuel ratio lambda to the soot; s103: multiplying the correction quantity of the air-fuel ratio lambda change rate to the soot by the inquired steady-state soot mass flow to calculate the real-time soot mass flow discharged into the DPF;
as shown in fig. 3, in the S200: the step of calculating the mass flow of the carbon smoke consumed by the passive regeneration reaction which occurs in real time in the DPF is also performed before the step of:
s110: calculating real-time NO mass flow and real-time NO discharged into DOC by engine2Mass flow rate;
s120: calculating real-time NO mass flow and real-time NO at DOC outlet2Mass flow rate;
specifically, as shown in fig. 4, the S110: calculating real-time NO mass flow and real-time NO discharged into DOC by engine2Step of mass flowThe step of calculating the real-time NO mass flow discharged into the DOC by the engine specifically comprises the following steps: s111: inquiring an NO mass flow MAP under the original machine steady state according to the rotating speed of the engine and the fuel injection quantity of the engine to obtain the corresponding NO steady state mass flow; s112: inquiring an air-fuel ratio MAP according to the change values of the original machine steady-state air-fuel ratio lambda and the real-time air-fuel ratio lambda to obtain the correction amount of the change rate of the air-fuel ratio lambda to the soot; s113: adding the correction quantity of the air-fuel ratio lambda change rate to soot and the inquired NO steady-state mass flow to calculate to obtain the real-time NO mass flow discharged into the DOC;
specifically, as shown in fig. 4, the S110: calculating real-time NO mass flow and real-time NO discharged into DOC by engine2Calculating real-time NO emitted into DOC by engine in mass flow step2The mass flow specifically comprises: s114: inquiring NO under original machine steady state according to engine rotating speed and engine fuel injection quantity2Mass flow MAP to obtain corresponding NO2A steady state mass flow rate; s115: inquiring an air-fuel ratio MAP according to the change values of the original machine steady-state air-fuel ratio lambda and the real-time air-fuel ratio lambda to obtain the correction amount of the change rate of the air-fuel ratio lambda to the soot; s116: correcting the air-fuel ratio lambda change rate to the soot and the inquired NO2Adding the steady-state mass flow to obtain the real-time NO discharged into the DOC2Mass flow rate;
in order to allow for NO mass flow and NO at the DOC outlet, a temperature change is created between the DOC outlet and inlet due to the redox reaction that takes place within the DOC2The calculation of the mass flow rate is more accurate, as shown in fig. 5, where S120: calculating NO mass flow and NO at DOC outlet2The mass flow steps are specifically as follows:
s121: equally dividing the DOC carrier from an inlet to an outlet into a plurality of parts for iterative calculation;
s122: calculating the temperature of each DOC carrier; according to the real-time exhaust mass flow of the engine and a corresponding query exhaust-temperature MAP (MAP of exhaust gas) graph, acquiring exhaust heat corresponding to the exhaust mass flow; calculating the heat absorbed or dissipated by the DOC carrier according to the real-time temperatures of the DOC inlet and the DOC outlet, the mass of the DOC carrier and the specific heat capacity of the DOC carrier; and calculating the temperature of each carrier according to the exhaust heat, the heat absorbed or dissipated by the DOC carrier and the temperature of the DOC inlet.
S123: calculating NO mass flow and NO at the outlet of each DOC carrier after NO oxidation reaction2Mass flow rate; inquiring a MAP graph of temperature-exhaust mass flow-NO oxidation rate to obtain the NO oxidation rate corresponding to the temperature of each carrier and the real-time exhaust mass flow of the engine, and according to the NO oxidation rate, the NO mass flow and the NO discharged into the DOC by the engine2Mass flow, calculating NO mass flow and NO at DOC carrier outlet after only NO oxidation reaction2Mass flow rate; it is to be explained that the NO oxidation reaction equation is: 2NO + O2→2NO2；
S124: calculating each DOC carrier in the occurrence of NO oxidation reaction and NO2NO mass flow and NO at their respective outlets after reverse reaction2Mass flow rate; query temperature-exhaust mass flow-NO2MAP of inverse reaction rates to obtain NO corresponding to temperatures of respective carriers and engine real-time exhaust mass flow2Rate of reverse reaction according to NO2Reverse reaction rate, and NO mass flow and NO at respective outlets of each DOC carrier after NO oxidation reaction2Mass flow rate, calculated during the NO oxidation reaction and NO2NO mass flow and NO at DOC carrier outlet after reverse reaction2Mass flow rate; it is to be construed that NO2The reverse reaction equation is: 2NO2→2NO+O2；
S125: will be in the NO oxidation reaction and NO2NO mass flow and NO at DOC carrier outlet after reverse reaction2The mass flow is subjected to iterative calculation, and the NO mass flow and the NO at the DOC outlet are finally output2Mass flow rate;
it can be understood that: equally dividing the DOC carriers into a plurality of parts from the inlet to the outlet, respectively calculating the temperature of each part of the DOC carriers, and calculating the NO oxidation reaction and NO generation of each part of the DOC carriers2Mass flow of NO at the respective outlets after reverse reactionAnd NO2Mass flow, and finally, the NO mass flow and NO at the DOC carrier outlet of each part2The mass flow is subjected to iterative calculation, so that the condition that only the average temperature of the DOC carriers can be inquired and calculated due to different temperatures of the DOC carriers can be avoided, and the inquired NO oxidation rate and NO are subjected to oxidation calculation2The reverse reaction rate has larger error with the actual reaction rate, so that the NO mass flow and NO at the DOC outlet can be improved2Accuracy of mass flow calculation.
And S200: the method for calculating the mass flow of the carbon smoke consumed by the passive regeneration reaction which occurs in real time in the DPF specifically comprises the following steps: as shown in figure 6 of the drawings,
s210: calculating an average temperature inside the DPF based on the DPF inlet temperature and the exhaust mass flow;
s220: calculating NO inside DPF2Mass flow rate;
since a certain amount of the noble metal catalyst is coated on a general DPF carrier, the following chemical reactions occur on the DPF catalyst: mono, 2NO + O2→2NO2(ii) a Di, 2NO2→2NO+O2Thereby actual NO inside the DPF2Mass flow greater than NO entering from DPF inlet2Mass flow rate, in order to calculate NO inside DPF2The mass flow is more accurate, and the step S220: calculating NO mass flow and NO inside DPF2Mass flow rate; the method specifically comprises the following steps:
MAP graph and temperature-exhaust mass flow-NO oxidation rate based on temperature-exhaust mass flow-NO2MAP graph of reverse reaction rate, finding NO oxidation rate and NO corresponding to average temperature and exhaust flow inside the DPF2The rate of the reverse reaction;
NO and NO generated by DPF passive regeneration according to mass flow of NO entering from DPF inlet2Mass flow, and NO oxidation rate and NO2Calculation of NO inside DPF from reverse reaction Rate2Mass flow rate;
s230: finding out a passive regeneration reaction rate corresponding to the average temperature and the exhaust flow inside the DPF according to the temperature-exhaust flow-passive regeneration reaction rate MAP graph;
s240: according to the passive regeneration reaction rate and NO inside the DPF2Calculating mass flow of carbon smoke consumed by passive regeneration reaction in the DPF according to the mass flow; and calculating the passive regeneration rate of the soot according to the mass flow of the consumed soot.
As shown in fig. 7, the S500: the engine response mode for starting response according to the soot accumulation value and the soot growth rate within the statistical time specifically comprises the following steps:
if the average exhaust temperature is less than the limit value within a certain time, judging the relationship between the soot accumulation value and the carbon loading value and the relationship between the soot growth rate and 0;
if the carbon accumulation value is less than the carbon loading value and the soot growth rate is less than 0, maintaining the engine mode unchanged;
if the carbon accumulation value is less than the carbon loading value and the soot growth rate is greater than 0, a request for entering an engine mode II is provided so as to raise the exhaust temperature as soon as possible, thereby improving the passive regeneration efficiency and reducing the soot growth rate;
if the carbon accumulation value is not less than the carbon loading value and the soot growth rate is not more than 0, a request for entering an engine mode II is provided so as to raise the exhaust temperature as soon as possible, thereby improving the passive regeneration efficiency and reducing the soot growth rate;
if the carbon accumulation value is larger than or equal to the carbon loading value, but the soot growth rate is larger than 0, an engine mode three request is provided, the exhaust temperature is improved, meanwhile, the emission of the soot value of the original engine is reduced, the passive regeneration efficiency is further accelerated, and therefore the soot in the DPF is rapidly reduced and maintained in a balanced state;
it is to be explained that the engine response modes are three: the engine mode is the first engine mode, the second engine mode and the third engine mode.
The first engine mode is a normal engine working mode, and the performance and the oil consumption of the engine are optimal in the first engine mode.
The engine mode II is an engine temperature raising mode, and in the engine temperature raising mode, measures for raising the temperature of the engine by opening the engine are required, such as measures for raising the exhaust temperature of the engine by adjusting a throttle valve, opening post-injection and the like;
the third engine mode is a soot mode of the engine for raising and lowering temperature, and in the third mode, the NO of the original engine is properly raised while the temperature raising measure of the engine is startedxAnd the emission is reduced, so that the passive regeneration reaction is favorably accelerated.
As a second aspect of the present invention, there is provided a control system for a DPF passive regeneration process, wherein, as shown in fig. 10, the control system comprises:
a signal input module 100, said signal input module 100 for inputting engine and aftertreatment sensor related signals to other required modules;
a raw engine exhaust calculation module 200, said raw engine exhaust calculation module 200 capable of calculating the soot mass flow rate of engine emissions into the DPF and the NO mass flow rate and NO emitted into the DOC2Mass flow rate;
DOC chemical reaction module 300 in which NO oxidation reaction and NO occur in DOC chemical reaction module 3002Reverse reaction and calculating NO mass flow and NO at DOC outlet2Mass flow rate;
a DPF calculation module 400, in which a passive regeneration reaction occurs in the DPF calculation module 400, and which can calculate the mass flow of soot consumed by the passive regeneration reaction occurring in real time inside the DPF;
the coordinated control module 500 is used for judging whether to trigger a temperature raising requirement or require the engine to switch the working mode according to the soot accumulation amount and the soot change rate in the DPF;
it should be explained that the soot mass flow in the exhaust gas discharged from the engine is the soot mass flow entering the DPF, and the NO mass flow and NO in the exhaust gas discharged from the engine2The mass flow is NO mass flow and NO discharged into DOC2Mass flow rate;
as shown in fig. 11, the DOC chemical reaction module 300 specifically includes: DOC temperature field model module 310, NO oxidation reaction calculation module 320 and NO2An inverse response calculation module 330 and an iterative calculation module 340;
the DOC temperature field model module 310 is configured to calculate a temperature of each DOC carrier according to a DOC inlet real-time temperature and an engine real-time exhaust mass flow, and send temperature information of each DOC carrier to the NO oxidation reaction calculation module 320 and the NO oxidation reaction calculation module2An inverse response calculation module 330;
the NO oxidation reaction calculating module 320 is used for calculating the NO mass flow and NO at the respective outlets of the DOC carriers after the NO oxidation reaction occurs2Mass flow rate of NO, and mixing the NO mass flow rate and NO2Mass flow information to NO2An inverse response calculation module 330; obtaining the NO oxidation rate corresponding to the temperature of each carrier and the real-time exhaust mass flow of the engine by inquiring a MAP graph of temperature-exhaust mass flow-NO oxidation rate, and obtaining the NO oxidation rate and the mass flow of NO discharged into the DOC by the engine and the NO oxidation rate2Mass flow, calculating NO mass flow and NO at DOC carrier outlet after only NO oxidation reaction2Mass flow rate; it is to be explained that the NO oxidation reaction equation is: 2NO + O2→2NO2；
Said NO2The reverse reaction calculation module 330 calculates the mass flow rate of NO and NO at its respective outlet after the NO oxidation reaction2The mass flow information calculation module is used for calculating the NO oxidation reaction and NO of each DOC carrier2NO mass flow and NO at their respective outlets after reverse reaction2Mass flow rate; by querying temperature-exhaust mass flow-NO2MAP of inverse reaction rates to obtain NO corresponding to temperatures of respective carriers and engine real-time exhaust mass flow2Rate of reverse reaction according to NO2Reverse reaction rate, and NO mass flow and NO at respective outlets of each DOC carrier after NO oxidation reaction2Mass flow rate, calculated during the NO oxidation reaction and NO2NO mass flow and NO at DOC carrier outlet after reverse reaction2Mass flow rate; it is to be construed that NO2The reverse reaction equation is: 2NO2→2NO+O2；
The iterative calculation module 340 is used to calculate the sum of the NO oxidation reaction to be occurringNO2NO mass flow and NO at DOC carrier outlet after reverse reaction2The mass flow is subjected to iterative calculation, and the NO mass flow and the NO at the DOC outlet are finally output2Mass flow rate.
As shown in fig. 12, the DPF calculation module 400 specifically includes: a DPF temperature field model module 410, a chemical reaction calculation module 420, a passive regeneration reaction calculation module 430 and a soot calculation module 440;
the DPF temperature field model module 410 is configured to calculate an average temperature inside the DPF according to a temperature at an inlet of the DPF and a mass flow rate of engine exhaust, and transmit information of the average temperature inside the DPF to the chemical reaction calculation module 420 and the passive regeneration reaction calculation module 430;
the chemical reaction calculation module 420 is used for calculating NO inside the DPF2Mass flow rate of and adding said NO2The mass flow information is transmitted to the passive regeneration response calculation module 430; specifically, the chemical reaction calculation module 420 calculates the temperature-exhaust mass flow-NO oxidation rate based on a MAP graph of temperature-exhaust mass flow-NO oxidation rate2MAP graph of reverse reaction rate, finding NO oxidation rate and NO corresponding to average temperature and exhaust flow inside the DPF2The rate of the reverse reaction; then NO and NO generated by DPF passive regeneration according to NO mass flow entering from DPF inlet2Mass flow, and NO oxidation rate and NO2Calculation of NO inside DPF from reverse reaction Rate2Mass flow rate;
the passive regeneration reaction calculation module 430 finds a passive regeneration reaction rate corresponding to an average temperature and an exhaust flow rate inside the DPF according to the temperature-exhaust flow rate-passive regeneration reaction rate MAP; and based on the passive regeneration reaction rate and NO inside the DPF2Calculating mass flow of carbon smoke consumed by passive regeneration reaction in the DPF according to the mass flow; the passive regeneration reaction calculating module 430 calculates the passive regeneration rate of the soot according to the mass flow of the consumed soot, and transmits the passive regeneration rate information of the soot to the soot calculating module 440;
the soot calculating module 440 is configured to calculate a soot accumulation value inside the DPF and a soot growth rate within a statistical time by integration according to the soot mass flow entering the DPF and the soot passive regeneration rate.
Those of ordinary skill in the art will understand that: the above description is only exemplary of the present invention and should not be construed as limiting the present invention, and any modifications, equivalents, improvements and the like made within the spirit of the present invention should be included in the scope of the present invention.

Claims (8)

1. A control method for a DPF passive regeneration process, the control method for the DPF passive regeneration process comprising:
calculating the real-time soot mass flow of the engine exhaust entering the DPF;
calculating mass flow of carbon smoke consumed by passive regeneration reaction which occurs in real time in the DPF;
calculating the passive regeneration rate of the soot according to the real-time mass flow of the soot entering the DPF and the mass flow of the consumed soot;
calculating the soot accumulation value inside the DPF and the soot growth rate in the statistical time through integration according to the real-time soot mass flow entering the DPF and the soot passive regeneration rate;
judging whether to trigger a temperature raising requirement or require the engine to switch the working mode according to the soot accumulation value and the soot increase rate within the statistical time;
wherein, the step of calculating the mass flow of the carbon smoke consumed by the passive regeneration reaction which occurs in real time in the DPF is also performed before:
calculating real-time NO mass flow and real-time NO discharged into DOC by engine2Mass flow rate;
calculating real-time NO mass flow and real-time NO at DOC outlet2Mass flow rate;
wherein, the real-time NO mass flow and the real-time NO discharged into the DOC by the engine are calculated2The mass flow specifically comprises:
inquiring an NO mass flow MAP under the original machine steady state according to the rotating speed of the engine and the fuel injection quantity of the engine to obtain the corresponding NO steady state mass flow;
inquiring an air-fuel ratio MAP according to the change values of the original machine steady-state air-fuel ratio lambda and the real-time air-fuel ratio lambda to obtain the correction amount of the change rate of the air-fuel ratio lambda to the soot;
adding the correction quantity of the air-fuel ratio lambda change rate to soot and the inquired NO steady-state mass flow to calculate to obtain the real-time NO mass flow discharged into the DOC;
inquiring NO under original machine steady state according to engine rotating speed and engine fuel injection quantity2Mass flow MAP to obtain corresponding NO2A steady state mass flow rate;
inquiring an air-fuel ratio MAP according to the change values of the original machine steady-state air-fuel ratio lambda and the real-time air-fuel ratio lambda to obtain the correction amount of the change rate of the air-fuel ratio lambda to the soot;
correcting the air-fuel ratio lambda change rate to the soot and the inquired NO2Adding the steady-state mass flow to obtain the real-time NO discharged into the DOC2Mass flow rate.
2. A control method for a DPF passive regeneration process according to claim 1, wherein the step of calculating a real-time soot mass flow of engine emissions into the interior of the DPF comprises:
inquiring a soot mass flow MAP under the original machine steady state according to the engine rotating speed and the engine fuel injection quantity to obtain the corresponding steady state soot mass flow;
inquiring an air-fuel ratio MAP according to the change values of the original machine steady-state air-fuel ratio lambda and the real-time air-fuel ratio lambda to obtain the correction amount of the change rate of the air-fuel ratio lambda to the soot;
and multiplying the correction quantity of the air-fuel ratio lambda change rate to the soot by the inquired steady-state soot mass flow to calculate the real-time soot mass flow entering the DPF after the emission.
3. The method for controlling the DPF passive regeneration process according to claim 1, wherein the step of calculating the real-time NO mass flow and the real-time NO2 mass flow at the DOC outlet specifically comprises:
equally dividing the DOC carrier from an inlet to an outlet into a plurality of parts for iterative calculation;
calculating the temperature of each DOC carrier;
calculating NO mass flow and NO at the outlet of each DOC carrier after NO oxidation reaction2Mass flow rate;
calculating each DOC carrier in the occurrence of NO oxidation reaction and NO2NO mass flow and NO at their respective outlets after reverse reaction2Mass flow rate;
will be in the NO oxidation reaction and NO2NO mass flow and NO at DOC carrier outlet after reverse reaction2The mass flow is subjected to iterative calculation, and the NO mass flow and the NO at the DOC outlet are finally output2Mass flow rate.
4. The method as claimed in claim 1, wherein the step of calculating the mass flow of soot consumed by the real-time passive regeneration reaction inside the DPF comprises:
calculating an average temperature inside the DPF based on the DPF inlet temperature and the exhaust mass flow;
calculating NO inside DPF2Mass flow rate.
5. A control method for a DPF passive regeneration process as defined in claim 4, wherein the step of calculating an average temperature inside the DPF based on the DPF inlet temperature and exhaust mass flow rate specifically comprises:
MAP graph and temperature-exhaust mass flow-NO oxidation rate based on temperature-exhaust mass flow-NO2MAP graph of reverse reaction rate, finding NO oxidation rate and NO corresponding to average temperature and exhaust flow inside the DPF2The rate of the reverse reaction;
NO and NO generated by DPF passive regeneration according to mass flow of NO entering from DPF inlet2Mass flow, and NO oxidation rate and NO2Calculation of NO inside DPF from reverse reaction Rate2Mass flow rate;
finding out a passive regeneration reaction rate corresponding to the average temperature and the exhaust flow inside the DPF according to the temperature-exhaust flow-passive regeneration reaction rate MAP graph;
according to the passive regeneration reaction rate and NO inside the DPF2Calculating mass flow of carbon smoke consumed by passive regeneration reaction in the DPF according to the mass flow; and calculating the passive regeneration rate of the soot according to the mass flow of the consumed soot.
6. The control method for the DPF passive regeneration process as described in claim 1,
the engine response mode for starting response according to the soot accumulation value and the soot growth rate within the statistical time specifically comprises the following steps:
if the average exhaust temperature is less than the limit value within a certain time, judging the relationship between the soot accumulation value and the carbon loading value and the relationship between the soot growth rate and 0;
if the carbon accumulation value is less than the carbon loading value and the soot growth rate is less than 0, maintaining the engine mode unchanged;
if the carbon accumulation value is less than the carbon loading value and the soot growth rate is greater than 0, a request for entering an engine mode II is provided so as to raise the exhaust temperature as soon as possible, thereby improving the passive regeneration efficiency and reducing the soot growth rate;
if the carbon accumulation value is not less than the carbon loading value and the soot growth rate is not more than 0, a request for entering an engine mode II is provided so as to raise the exhaust temperature as soon as possible, thereby improving the passive regeneration efficiency and reducing the soot growth rate;
if the carbon accumulation value is larger than or equal to the carbon loading value, but the soot growth rate is larger than 0, a request for entering an engine mode is provided, the exhaust temperature is improved, meanwhile, the emission of the soot value of the original engine is reduced, the passive regeneration efficiency is further accelerated, and therefore the soot in the DPF is rapidly reduced and maintained in a balanced state.
7. A control system for a DPF passive regeneration process, the control system for a DPF passive regeneration process comprising:
the signal input module is used for inputting signals related to the engine and the aftertreatment sensor to the original computer exhaust calculation module, the DOC chemical reaction module, the DPF calculation module and the coordination control module;
the original computer exhaust calculation module can calculate the mass flow of the carbon smoke discharged into the DPF of the engine and the mass flow of the NO discharged into the DOC of the engine and the mass flow of the NO2Mass flow rate;
a DOC chemical reaction module in which NO oxidation reaction and NO occur2Reverse reaction and calculating NO mass flow and NO at DOC outlet2Mass flow rate;
the DPF calculation module generates passive regeneration reaction and can calculate the mass flow of carbon smoke consumed by the passive regeneration reaction generated in real time in the DPF;
and the coordinated control module is used for judging whether to trigger a temperature raising requirement or require the engine to switch the working mode according to the soot accumulation amount and the soot change rate in the DPF.
8. The control system for a DPF passive regeneration process of claim 7, wherein the DOC chemical reaction module specifically comprises:
the DOC temperature field model module is used for calculating the temperature of each DOC carrier according to the DOC inlet real-time temperature and the engine real-time exhaust mass flow, and sending the temperature information of each DOC carrier to the NO oxidation reaction calculation module and the NO2An inverse reaction calculation module;
the NO oxidation reaction calculation module is used for calculating the NO mass flow and the NO at the outlet of each DOC carrier after the NO oxidation reaction2Mass flow rate of NO, and mixing the NO mass flow rate and NO2Mass flow information to NO2An inverse reaction calculation module;
NO2reverse reaction calculation module, said NO2Calculation of inverse responseThe modules are based on NO mass flow and NO at their respective outlets after NO oxidation2The mass flow information calculation module is used for calculating the NO oxidation reaction and NO of each DOC carrier2NO mass flow and NO at their respective outlets after reverse reaction2Mass flow rate;
an iterative computation module for comparing the occurrence of NO oxidation and NO2NO mass flow and NO at DOC carrier outlet after reverse reaction2The mass flow is subjected to iterative calculation, and the NO mass flow and the NO at the DOC outlet are finally output2Mass flow rate.
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