CN109973187B - Marine diesel engine aftertreatment control method and control device - Google Patents
Marine diesel engine aftertreatment control method and control device Download PDFInfo
- Publication number
- CN109973187B CN109973187B CN201910245997.XA CN201910245997A CN109973187B CN 109973187 B CN109973187 B CN 109973187B CN 201910245997 A CN201910245997 A CN 201910245997A CN 109973187 B CN109973187 B CN 109973187B
- Authority
- CN
- China
- Prior art keywords
- soot blowing
- urea injection
- engine
- calculating
- urea
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- 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
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2066—Selective catalytic reduction [SCR]
- F01N3/208—Control of selective catalytic reduction [SCR], e.g. dosing of reducing agent
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
- F01N2570/14—Nitrogen oxides
-
- 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
- F01N2590/00—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines
- F01N2590/02—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines for marine vessels or naval applications
- F01N2590/021—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines for marine vessels or naval applications for outboard engines
-
- 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
- F01N2610/00—Adding substances to exhaust gases
- F01N2610/02—Adding substances to exhaust gases the substance being ammonia or urea
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Abstract
The invention relates to the field of post-processing of a diesel engine, in particular to a control method and a control device for post-processing of a marine diesel engine. The control method comprises the following steps: calculating to obtain the mass flow of nitrogen oxide discharged by the engine; calculating the conversion efficiency of a catalyst in the SCR of the catalytic reduction device; calculating to obtain total urea injection demand according to the mass flow of the nitrogen oxides and the conversion efficiency of the catalyst in the SCR; counting the number of urea injection ends which can be normally used; calculating the urea injection quantity distributed to each urea injection end according to the total urea injection demand and the number of the urea injection ends which can be normally used; and controlling the air injection end of the soot blowing assembly to inject high-pressure air into the SCR at fixed intervals. The control device comprises an original computer nitrogen oxide calculation module, a catalyst conversion efficiency calculation module, a total urea injection demand calculation module, a urea injection coordination module and a soot blowing control device.
Description
Technical Field
The invention relates to the field of post-processing of a diesel engine, in particular to a control method and a control device for post-processing of a marine diesel engine.
Background
With the increasing tightening of global emissions regulations, emissions control for marine diesel engines is also being incorporated into emissions regulations. At present, ships running in the inland river basin and the territory of the territory in the United states and Europe need to be provided with an exhaust gas purification system to meet the requirements of various laws and regulations. The IMO organization also sets out relevant regulations aiming at the emission of ships sailing on the open sea, makes corresponding requirements on the emission of tail gas of ship diesel engines with different discharge capacities, and requires the installation of a tail gas purification system for the ship diesel engines which do not meet the requirements of the regulations. With the enhancement of environmental protection regulation in China, the emission of ships in the river basin is also brought into regulation monitoring, and the emission monitoring of the ships is implemented step by step.
At present, emission control of marine diesel engines is mainly to reduce nitrogen oxides in the diesel engine. The main approach of reducing nitrogen oxides of diesel engines is to use an SCR system to inject urea. Different from the SCR system of the diesel engine for vehicles, the SCR post-treatment system for ships has different use environments and conditions, and the development of the SCR system is required to be specially carried out aiming at the diesel engine for ships. Because the marine diesel engine burns medium heavy oil with high sulfur content, the SCR catalyst needs to have strong sulfur resistance, and ash needs to be periodically removed to prevent the ash from blocking the SCR carrier; in addition, the marine diesel engine has relatively large displacement, so that the injection quantity of the SCR system is relatively large; meanwhile, the ship engine has strict requirements on the SCR system, and a backup system is needed to ensure the normal use of the system.
Disclosure of Invention
In order to solve the defects in the prior art, the invention provides a marine diesel engine aftertreatment control method and a marine diesel engine aftertreatment control device, which can meet the requirement of reducing nitrogen oxide emission of a marine diesel engine.
According to an aspect of the present invention, there is provided, as a first aspect of the present invention, a marine diesel engine aftertreatment control method including:
s100: calculating to obtain the mass flow of nitrogen oxide discharged by the engine;
s200: calculating the conversion efficiency of a catalyst in the SCR of the catalytic reduction device;
s300: calculating to obtain total urea injection demand according to the mass flow of the nitrogen oxides and the conversion efficiency of the catalyst in the SCR;
s400: counting the number of urea injection ends which can be normally used;
s500: calculating the urea injection quantity distributed to each urea injection end according to the total urea injection demand and the number of the urea injection ends which can be normally used;
s600: and controlling the air injection end of the soot blowing assembly to inject high-pressure air into the SCR at fixed intervals.
Further, the S400 specifically includes:
s410: collecting state information of each urea injection end;
s420: judging whether the state of each urea injection end can be normally used or not;
s430: and counting the number of the urea injection ends which can be normally used, and stopping sending an injection command to the fault urea injection end.
The S500 specifically includes:
s510: calculating the urea injection quantity which is distributed to the urea injection ends which can be normally used according to the total urea injection demand and the number of the urea injection ends which can be normally used;
s520: and updating and sending an injection quantity command to a urea injection end which can be normally used and alarming.
Further, the S600 specifically includes:
s610: collecting an operating time signal of an engine and a time signal of the stop of a last soot blowing nozzle driving signal;
s620: calculating the running time of the engine when the last soot blowing is stopped according to the running time signal of the engine and the time signal of the last soot blowing nozzle driving signal stop;
s630: comparing the running time of the engine from the last time when soot blowing is stopped with the maximum soot blowing time interval;
s640: if the running time of the engine is longer than the soot blowing time interval before the soot blowing is stopped, judging whether the running working condition of the engine meets the soot blowing condition;
s650: if the operating condition of the engine meets the soot blowing condition, sending a soot blowing driving signal to control a soot blowing assembly to perform soot blowing operation on an SCR cavity of the catalytic reduction device;
s660: and stopping soot blowing after the soot blowing time reaches the set time.
Further, the S640 specifically includes: s641: when the running time of the engine is longer than the soot blowing time interval before the last soot blowing stop, acquiring the rotating speed information and the circulating fuel injection quantity of the engine, and judging the working condition information of the current engine according to the rotating speed information and the circulating fuel injection quantity of the engine; s642: and judging whether the current engine operation condition meets the soot blowing condition.
As a second aspect of the present invention, there is provided a marine diesel engine aftertreatment control device, comprising:
the original machine nitrogen oxide calculating module is used for calculating and obtaining the mass flow of nitrogen oxide discharged by the engine;
the catalyst conversion efficiency calculation module is used for calculating the catalyst conversion efficiency of the catalytic reduction reaction inside the SCR;
the urea total injection demand calculation module is used for calculating urea total injection demand according to the mass flow of the nitrogen oxides and the conversion efficiency of a catalyst in the SCR;
the urea injection coordination module is used for counting the number of the injection ends which can be normally used and calculating the urea injection amount distributed to each injection end according to the total urea injection demand and the number of the injection ends which can be normally used;
and the soot blowing control device is used for controlling the air injection end of the soot blowing assembly to inject high-pressure air into the SCR at fixed intervals.
Further, the urea injection coordination module includes:
the urea injection end state acquisition unit is used for acquiring state information of each urea injection end;
the urea injection end state judging unit is used for judging whether the state of each urea injection end can be normally used or not;
the urea injection end state statistical unit is used for counting the number of the urea injection ends which can be normally used;
a urea injection quantity calculating unit for calculating a urea injection quantity allocated to an injection end capable of being normally used according to the total urea injection required quantity and the number of the injection ends capable of being normally used;
and the urea injection instruction sending unit is used for sending instruction signals to the urea injection ends according to the urea injection amount of the injection ends calculated by the urea injection amount calculating unit and the state information of the urea injection ends acquired by the urea injection end state acquisition unit.
Further, the soot blowing control device includes:
the soot blowing time signal acquisition unit is used for acquiring an operating time signal of an engine and a time signal of the last time of stopping a soot blowing nozzle driving signal;
the soot blowing time interval calculation unit is used for calculating the running time of the engine when the soot blowing is stopped last time according to the running time signal of the engine and the time signal of the stop of the driving signal of the soot blowing nozzle last time, which are collected by the soot blowing time signal collection unit; calculating the running time of the engine when the last soot blowing is stopped according to the running time signal of the engine and the time signal of the last soot blowing nozzle driving signal stop;
a soot blowing time interval comparison unit, wherein a maximum soot blowing time interval is preset in the soot blowing time interval comparison unit, and the engine operation time length calculated in the soot blowing time interval calculation unit and the last time when soot blowing is stopped is compared with the maximum soot blowing time interval;
the soot blowing condition coordination unit is used for judging whether the current engine operation condition meets the soot blowing condition;
and the soot blowing instruction sending unit is used for sending a soot blowing driving signal and controlling the soot blowing instruction sending unit.
Further, the soot blowing condition coordination unit includes:
the soot blowing condition acquisition subunit is used for acquiring the rotating speed information and the circulating fuel injection quantity of the engine;
and the soot blowing condition judging subunit is used for judging the working condition information of the current engine according to the rotating speed information and the circulating fuel injection quantity acquired by the soot blowing condition acquiring subunit and judging whether the current operating working condition of the engine meets the soot blowing condition.
As can be seen from the above, the method and device for controlling aftertreatment of a marine diesel engine according to the present invention have the following advantages compared to the prior art: as the fuel oil used by the marine diesel engine mainly comprises medium heavy oil, a large amount of soluble organic matters and inorganic salts can be generated after the fuel oil is combusted, and the soluble organic matters and the inorganic salts can be precipitated in the catalytic reduction device SCR along with the accumulation of time, the catalytic reduction device SCR can be blocked, so that the back pressure is increased, and the oil consumption is increased; the SCR conversion efficiency of the catalytic reduction device is reduced, and the emission exceeds the standard; according to the invention, high-pressure air is regularly sprayed into the SCR cavity of the catalytic reduction device, so that the SCR cavity of the catalytic reduction device can be blown, some ash deposited on the SCR carrier of the catalytic reduction device is blown off, and the SCR conversion efficiency is recovered.
Drawings
Fig. 1 is a flow chart of a first aspect of the present invention.
Fig. 2 is a detailed flowchart of S400 in the first aspect of the present invention.
Fig. 3 is a detailed flowchart of S500 in the first aspect of the present invention.
Fig. 4 is a detailed flowchart of S600 in the first aspect of the present invention.
Fig. 5 is a detailed flowchart of S640 in the first aspect of the present invention.
Fig. 6 is a schematic structural diagram of a second aspect of the present invention.
100. The system comprises an original computer nitrogen oxide calculation module, 200, a catalyst conversion efficiency calculation module, 300, a urea total injection demand calculation module, 400, a urea injection coordination module, 410, a urea injection end state acquisition unit, 420, a urea injection end state judgment unit, 430, a urea injection end state statistical unit, 440, a urea injection amount calculation unit, 450, a urea injection instruction sending unit, 500, a soot blowing control device, 510, a soot blowing time signal acquisition unit, 520, a soot blowing time interval calculation unit, 530, a soot blowing time interval comparison unit, 540, a soot blowing condition coordination unit, 541, a soot blowing condition acquisition subunit, 542, a soot blowing condition judgment subunit and 550, and a soot blowing instruction sending unit.
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 second aspect of the present invention, there is provided a marine diesel engine aftertreatment control method, as shown in fig. 1, specifically including the steps of:
s100: acquiring rotating speed information and circulating fuel injection quantity of an engine, and inquiring a first MAP (MAP) according to the rotating speed information and the circulating fuel injection quantity of the engine to obtain mass flow of nitrogen oxide discharged by the engine; the first MAP is a quantitative relation MAP which is obtained through statistics of a plurality of tests and can represent quantitative relation among rotating speed information of the engine, circulating fuel injection quantity and mass flow of nitrogen oxide discharged by the engine.
S200: acquiring the average temperature inside the SCR of the catalytic reduction device and the exhaust mass flow of the engine, and inquiring a second MAP according to the average temperature inside the SCR of the catalytic reduction device and the exhaust mass flow of the engine to obtain the conversion efficiency of a catalyst in which a catalytic reduction reaction occurs inside the SCR of the catalytic reduction device; the second MAP is a quantity relationship diagram counted from a plurality of tests, and can represent the quantity relationship among the average temperature inside the catalytic reduction device SCR, the exhaust mass flow rate of the engine, and the catalyst conversion efficiency of the catalytic reduction reaction inside the SCR.
S300: acquiring urea liquid level information and temperature information stored in a urea storage container; inquiring a third MAP according to the urea liquid level information, the temperature information, the mass flow of the nitrogen oxides discharged by the engine and calculated in S100, and the conversion efficiency of the catalyst in the SCR of the catalytic reduction device and calculated in S200 to obtain the total urea injection demand; the third MAP is a quantity MAP that is counted from a plurality of tests and that is capable of representing a quantity relationship between the engine-out nitrogen oxide emission mass flow, the catalyst conversion efficiency, and the total urea injection demand.
S400: collecting fault information of urea injection ends of the urea injection ends, and counting the number of the injection ends which can be normally used;
s500: and calculating the urea injection quantity distributed to each injection end according to the total urea injection demand quantity calculated in the step S300 and the number of the injection ends which can be normally used and counted in the step S400.
S600: and controlling the air injection end of the soot blowing assembly to inject high-pressure air into the SCR at fixed intervals.
It can be understood that, because the fuel oil used by the marine diesel engine mainly comprises medium heavy oil, a large amount of soluble organic matters and inorganic salts are generated after combustion, and as time is accumulated, the soluble organic matters and the inorganic salts are precipitated in the catalytic reduction device SCR, so that the blockage of the catalytic reduction device SCR is caused, the back pressure is increased, and the oil consumption is increased; the SCR conversion efficiency of the catalytic reduction device is reduced, and the emission exceeds the standard; according to the invention, high-pressure air is regularly sprayed into the SCR cavity of the catalytic reduction device, so that the SCR cavity of the catalytic reduction device can be blown, some ash deposited on the SCR carrier of the catalytic reduction device is blown off, and the SCR conversion efficiency is recovered.
As shown in fig. 2, S400: gather the fault information of each urea injection end of urea injection end, the number of statistics injection end that can normally use specifically includes:
s410: collecting state information of each urea injection end;
s420: judging whether the state of each urea injection end can be normally used or not;
s430: and counting the number of the urea injection ends which can be normally used, and stopping sending an injection command to the fault urea injection end.
As shown in fig. 3, the S500 specifically includes:
s510: calculating the urea injection quantity distributed to the injection ends capable of being normally used according to the total urea injection demand and the number of the injection ends capable of being normally used;
s520: and updating an injection quantity command sent to the urea injection end capable of being used normally and alarming.
It can be understood that the using conditions of the ship after-treatment system are considered for faults, redundancy design is needed during design, the state information of each urea injection end is collected, the urea injection amount distributed to each urea injection end is recalculated according to the state information of each urea injection end, and even if 1-2 urea pumps are in fault, the total urea injection amount can be distributed to other urea pumps to meet the total injection amount requirement.
As shown in fig. 4, the S600 specifically includes:
s610: collecting an operating time signal of an engine and a time signal of the stop of a last soot blowing nozzle driving signal;
s620: calculating the running time of the engine when the last soot blowing is stopped according to the running time signal of the engine and the time signal of the last soot blowing nozzle driving signal stop;
s630: comparing the running time of the engine from the last time when soot blowing is stopped with the maximum soot blowing time interval;
s640: if the running time of the engine is longer than the soot blowing time interval before the soot blowing is stopped, judging whether the running working condition of the engine meets the soot blowing condition;
s650: if the operating condition of the engine meets the soot blowing condition, sending a soot blowing driving signal to control a soot blowing assembly to perform soot blowing operation on an SCR cavity of the catalytic reduction device;
s660: and stopping soot blowing after the soot blowing time reaches the set time.
As shown in fig. 5, S640: if the running time of the engine is longer than the soot blowing time interval before the soot blowing is stopped, whether the running working condition of the engine meets the soot blowing condition is judged, and the method specifically comprises the following steps:
s641: when the running time of the engine is longer than the soot blowing time interval before the last soot blowing stop, acquiring the rotating speed information and the circulating fuel injection quantity of the engine, and judging the working condition information of the current engine according to the rotating speed information and the circulating fuel injection quantity of the engine; s642: and judging whether the current engine operation condition meets the soot blowing condition.
As a second aspect of the present invention, there is provided a marine diesel engine aftertreatment control device, as shown in fig. 6, comprising:
the system comprises a raw machine nitrogen oxide calculation module 100, wherein the raw machine nitrogen oxide calculation module 100 is used for calculating and obtaining the mass flow of nitrogen oxide discharged by an engine;
the catalyst conversion efficiency calculation module 200 is used for calculating the catalyst conversion efficiency of the catalytic reduction reaction inside the catalytic reduction device SCR;
the calculating module 300 of the total urea injection demand is used for calculating the total urea injection demand according to the mass flow of the nitrogen oxides and the conversion efficiency of the catalyst in the catalytic reduction device SCR;
a urea injection coordination module 400, wherein the urea injection coordination module 400 is configured to count the number of urea injection ends that can be normally used, and calculate a urea injection amount that should be allocated to each urea injection end according to the total urea injection required amount and the number of urea injection ends that can be normally used;
and the soot blowing control device 500 is used for controlling the air injection end of the soot blowing assembly to inject high-pressure air into the SCR at fixed intervals.
It can be understood that, because the fuel oil used by the marine diesel engine mainly comprises medium heavy oil, a large amount of soluble organic matters and inorganic salts are generated after combustion, and as time is accumulated, the soluble organic matters and the inorganic salts are precipitated in the catalytic reduction device SCR, so that the blockage of the catalytic reduction device SCR is caused, the back pressure is increased, and the oil consumption is increased; the SCR conversion efficiency of the catalytic reduction device is reduced, and the emission exceeds the standard; according to the invention, high-pressure air is regularly sprayed into the SCR cavity of the catalytic reduction device, so that the SCR cavity of the catalytic reduction device can be blown, some ash deposited on the SCR carrier of the catalytic reduction device is blown off, and the SCR conversion efficiency is recovered.
The urea injection coordination module 400 includes:
a urea injection end state acquisition unit 410, wherein the urea injection end state acquisition unit 410 is used for acquiring state information of each urea injection end;
a urea injection end state judgment unit 420, wherein the urea injection end state judgment unit 420 is used for judging whether the state of each urea injection end can be normally used;
the urea injection end state statistical unit 430 is used for counting the number of the urea injection ends which can be normally used by the urea injection end state statistical unit 430;
a urea injection amount calculation unit 440, the urea injection amount calculation unit 440 being configured to calculate an urea injection amount that should be allocated to each of the urea injection ends that can be normally used, based on the total urea injection required amount and the number of the urea injection ends that can be normally used;
and a urea injection command transmitting unit 450, wherein the urea injection command transmitting unit 450 is configured to transmit a command signal to each urea injection end according to the urea injection amount that should be allocated to each urea injection end that can be normally used and calculated by the urea injection amount calculating unit 440 and the state information of each urea injection end acquired by the urea injection end state acquiring unit 410.
It can be understood that, for the use condition of the ship after-treatment system, redundant design is needed during design, the state information of each urea injection end is collected, and the urea injection amount distributed to each urea injection end is recalculated according to the state information of each urea injection end, so that even if 1-2 urea pumps are in failure, the total urea injection amount is distributed to other urea injection ends which can be normally used, and the total injection amount requirement can still be met.
The soot blowing control device 500 includes:
a soot blowing time signal acquisition unit 510, wherein the soot blowing time signal acquisition unit 510 is used for acquiring an operation time signal of an engine and a time signal of the last time when a soot blowing nozzle driving signal stops;
a soot blowing time interval calculation unit 520, wherein the soot blowing time interval calculation unit 520 is configured to calculate an engine operation time length from the last time of soot blowing stop according to the engine operation time signal acquired by the soot blowing time signal acquisition unit 510 and the time signal of the last time of soot blowing nozzle driving signal stop; calculating the running time of the engine when the last soot blowing is stopped according to the running time signal of the engine and the time signal of the last soot blowing nozzle driving signal stop;
a soot blowing time interval comparison unit 530, wherein a maximum soot blowing time interval is preset in the soot blowing time interval comparison unit 530, and the engine operation time length calculated in the soot blowing time interval calculation unit 520 and the last time when soot blowing is stopped is compared with the maximum soot blowing time interval;
the soot blowing condition coordination unit 540, the soot blowing condition coordination unit 540 is used for judging whether the current engine operation condition accords with the soot blowing condition;
and a soot blowing instruction sending unit 550, where the soot blowing instruction sending unit 550 is used to send a soot blowing driving signal and control the soot blowing instruction sending unit 550.
The soot blowing condition coordination unit 540 includes:
a soot blowing condition acquisition subunit 541, where the soot blowing condition acquisition subunit 541 is configured to acquire rotation speed information and a cyclic fuel injection amount of the engine;
and a soot blowing condition judging subunit 542, where the soot blowing condition judging subunit 542 is configured to judge, according to the rotation speed information and the cyclic fuel injection amount acquired by the soot blowing condition acquiring subunit 541, the working condition information of the current engine, and judge whether the current engine operating condition meets a soot blowing condition.
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 (6)
1. A marine diesel engine aftertreatment control method is characterized by comprising the following steps:
s100: calculating to obtain the mass flow of nitrogen oxide discharged by the engine;
s200: calculating the conversion efficiency of a catalyst in the SCR of the catalytic reduction device;
s300: calculating to obtain total urea injection demand according to the mass flow of the nitrogen oxides and the conversion efficiency of the catalyst in the SCR;
s400: counting the number of urea injection ends which can be normally used;
s500: calculating the urea injection quantity distributed to each urea injection end according to the total urea injection demand and the number of the urea injection ends which can be normally used;
s600: controlling the air injection end of the soot blowing assembly to inject high-pressure air into the SCR at fixed intervals;
s600 comprises the following steps:
s610: collecting an operating time signal of an engine and a time signal of the stop of a last soot blowing nozzle driving signal;
s620: calculating the running time of the engine when the last soot blowing is stopped according to the running time signal of the engine and the time signal of the last soot blowing nozzle driving signal stop;
s630: comparing the running time of the engine from the last time when soot blowing is stopped with the maximum soot blowing time interval;
s640: if the running time of the engine is longer than the soot blowing time interval before the soot blowing is stopped, judging whether the running working condition of the engine meets the soot blowing condition;
s650: if the operating condition of the engine meets the soot blowing condition, sending a soot blowing driving signal to control a soot blowing assembly to perform soot blowing operation on an SCR cavity of the catalytic reduction device;
s660: and stopping soot blowing after the soot blowing time reaches the set time.
2. The marine diesel engine aftertreatment control method according to claim 1, wherein S400 specifically includes:
s410: collecting state information of each urea injection end;
s420: judging whether the state of each urea injection end can be normally used or not;
s430: counting the number of urea injection ends which can be normally used, and stopping sending injection commands to the failed urea injection ends;
the S500 specifically includes:
s510: calculating the urea injection quantity which is distributed to the urea injection ends which can be normally used according to the total urea injection demand and the number of the urea injection ends which can be normally used;
s520: and updating and sending an injection quantity command to a urea injection end which can be normally used and alarming.
3. The marine diesel engine aftertreatment control method according to claim 1, wherein S640 specifically includes: s641: when the running time of the engine is longer than the soot blowing time interval before the last soot blowing stop, acquiring the rotating speed information and the circulating fuel injection quantity of the engine, and judging the working condition information of the current engine according to the rotating speed information and the circulating fuel injection quantity of the engine; s642: and judging whether the current engine operation condition meets the soot blowing condition.
4. A marine diesel engine aftertreatment control device, characterized by comprising:
the original machine nitrogen oxide calculating module is used for calculating and obtaining the mass flow of nitrogen oxide discharged by the engine;
the catalyst conversion efficiency calculation module is used for calculating the catalyst conversion efficiency of the catalytic reduction reaction inside the SCR;
the urea total injection demand calculation module is used for calculating urea total injection demand according to the mass flow of the nitrogen oxides and the conversion efficiency of a catalyst in the SCR;
the urea injection coordination module is used for counting the number of urea injection ends capable of being normally used and calculating the urea injection amount distributed to each injection end according to the total urea injection demand and the number of the injection ends capable of being normally used;
the soot blowing control device is used for controlling the air injection end of the soot blowing assembly to inject high-pressure air into the SCR at fixed intervals;
the soot blowing control device includes:
the soot blowing time signal acquisition unit is used for acquiring an operating time signal of an engine and a time signal of the last time of stopping a soot blowing nozzle driving signal;
the soot blowing time interval calculation unit is used for calculating the running time of the engine when the soot blowing is stopped last time according to the running time signal of the engine and the time signal of the stop of the driving signal of the soot blowing nozzle last time, which are collected by the soot blowing time signal collection unit; calculating the running time of the engine when the last soot blowing is stopped according to the running time signal of the engine and the time signal of the last soot blowing nozzle driving signal stop;
a soot blowing time interval comparison unit, wherein a maximum soot blowing time interval is preset in the soot blowing time interval comparison unit, and the engine operation time length calculated in the soot blowing time interval calculation unit and the last time when soot blowing is stopped is compared with the maximum soot blowing time interval;
the soot blowing condition coordination unit is used for judging whether the current engine operation condition meets the soot blowing condition;
and the soot blowing instruction sending unit is used for sending a soot blowing driving signal and controlling the soot blowing instruction sending unit.
5. The marine diesel aftertreatment control device of claim 4, wherein the urea injection coordination module comprises:
the urea injection end state acquisition unit is used for acquiring state information of each urea injection end;
the urea injection end state judging unit is used for judging whether the state of each urea injection end can be normally used or not;
the urea injection end state statistical unit is used for counting the number of the urea injection ends which can be normally used;
a urea injection quantity calculating unit for calculating a urea injection quantity allocated to an injection end capable of being normally used according to the total urea injection required quantity and the number of the injection ends capable of being normally used;
and the urea injection instruction sending unit is used for sending instruction signals to the urea injection ends according to the urea injection amount of the injection ends calculated by the urea injection amount calculating unit and the state information of the urea injection ends acquired by the urea injection end state acquisition unit.
6. The marine diesel aftertreatment control device of claim 4, wherein the soot blowing condition coordination unit comprises:
the soot blowing condition acquisition subunit is used for acquiring the rotating speed information and the circulating fuel injection quantity of the engine;
and the soot blowing condition judging subunit is used for judging the working condition information of the current engine according to the rotating speed information and the circulating fuel injection quantity acquired by the soot blowing condition acquiring subunit and judging whether the current operating working condition of the engine meets the soot blowing condition.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910245997.XA CN109973187B (en) | 2019-03-29 | 2019-03-29 | Marine diesel engine aftertreatment control method and control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910245997.XA CN109973187B (en) | 2019-03-29 | 2019-03-29 | Marine diesel engine aftertreatment control method and control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109973187A CN109973187A (en) | 2019-07-05 |
| CN109973187B true CN109973187B (en) | 2021-05-11 |
Family
ID=67081435
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910245997.XA Active CN109973187B (en) | 2019-03-29 | 2019-03-29 | Marine diesel engine aftertreatment control method and control device |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN109973187B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114151178A (en) * | 2021-12-07 | 2022-03-08 | 中船动力(集团)有限公司 | Reducing agent injection and control method for marine SCR system |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19726392A1 (en) * | 1997-06-21 | 1998-12-24 | Bosch Gmbh Robert | Mixture dispenser |
| KR101497828B1 (en) * | 2013-09-30 | 2015-03-02 | 두산엔진주식회사 | System for selective catalytic reuction and method for selective catalytic reuction |
| CN105114158B (en) * | 2015-08-05 | 2017-07-25 | 浙江大学 | A kind of selective-catalytic-reduction denitrified system and method suitable for medium and small-scale vessel |
| CN106894868A (en) * | 2015-12-17 | 2017-06-27 | 沪东重机有限公司 | One kind is applied to many booster marine diesel NOx abatement device SCR systems |
| CN107138045B (en) * | 2017-06-12 | 2023-08-01 | 青岛双瑞海洋环境工程股份有限公司 | Ship exhaust gas treatment device for simultaneously removing sulfur oxides and nitrogen oxides |
| CN108071456B (en) * | 2017-11-24 | 2020-09-11 | 江苏韩通船舶重工有限公司 | Marine high-efficient emission reduction high pressure SCR system |
-
2019
- 2019-03-29 CN CN201910245997.XA patent/CN109973187B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN109973187A (en) | 2019-07-05 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110761882B (en) | Method and system for judging SCR sulfur poisoning | |
| CN105370355B (en) | The desulphurization control mode of SCR system | |
| CN110735697A (en) | method, system and engine for controlling DPF regeneration | |
| CN109281739B (en) | Wiring detection method and detection device | |
| CN113653552B (en) | Urea injection control method of SCR system | |
| CN113187638B (en) | Method for diagnosing high sulfur content in fuel oil | |
| CN112282906A (en) | SCR catalyst crystallization detection method, detection device and removal device | |
| CN106401704A (en) | Sulfur poisoning removal device of SCR catalyst of diesel engine and using method for sulfur positioning removal device | |
| CN103069122A (en) | Method and system for exhaust cleaning | |
| CN206175032U (en) | Diesel engine SCR catalyst converter sulfur poisoning remove device | |
| CN114087058B (en) | Method and system for detecting DPF overload | |
| CN108386256B (en) | Device and method for detecting failure of urea injection pipeline | |
| US20120023905A1 (en) | System, method, and apparatus to engage alternate reductant in a nox reduction system | |
| CN110821621A (en) | Method for monitoring an SCR catalyst | |
| CN109973187B (en) | Marine diesel engine aftertreatment control method and control device | |
| CN111022155A (en) | Method for diagnosing overhigh regeneration frequency of diesel particulate filter | |
| CN210033581U (en) | Engine tail gas aftertreatment control system | |
| KR101865915B1 (en) | Diagnosis method of catalyst and estimation method of incorrect urea for scr system | |
| CN104747258A (en) | Fuel-injection combustion-supporting DPF system OBD fault diagnosis method | |
| CN109196195B (en) | Method and device for monitoring a nitrogen oxide trap | |
| CN114458422B (en) | DPF active regeneration control method and system | |
| CN209855884U (en) | Marine diesel engine aftertreatment system | |
| CN114233504B (en) | NO (NO) x Emission control method and device | |
| CN114323692A (en) | SCR (selective catalytic reduction) low-efficiency fault diagnosis method | |
| CN113482749A (en) | Method for improving SCR conversion efficiency |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |