CN110863885A - Ignition unit and low-energy-consumption diesel engine tail gas treatment system based on ignition unit - Google Patents

Ignition unit and low-energy-consumption diesel engine tail gas treatment system based on ignition unit Download PDF

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CN110863885A
CN110863885A CN201911227030.5A CN201911227030A CN110863885A CN 110863885 A CN110863885 A CN 110863885A CN 201911227030 A CN201911227030 A CN 201911227030A CN 110863885 A CN110863885 A CN 110863885A
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ignition
fuel
unit
valve
dpf
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CN110863885B (en
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齐宝华
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Ningbo Kaishi Environmental Protection Technology Co Ltd
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Ningbo Kaishi Environmental Protection Technology 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
    • F01N3/025—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 using fuel burner or by adding fuel to exhaust
    • F01N3/0253—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 using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
    • F01N3/0256—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 using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases the fuel being ignited by electrical means
    • 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
    • F01N3/025—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 using fuel burner or by adding fuel to exhaust
    • 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
    • F01N3/025—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 using fuel burner or by adding fuel to exhaust
    • F01N3/0253—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 using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Processes For Solid Components From Exhaust (AREA)

Abstract

The invention discloses an ignition unit and a low-energy-consumption diesel engine tail gas treatment system based on the ignition unit, which comprise an ignition shell with an inlet and an outlet, a nozzle pipe, a first swing check valve for avoiding high-temperature tail gas from flowing back, a cavity with an air inlet and a flame outlet and a glow plug for ignition, wherein the nozzle pipe is connected with an external fuel supply unit through a fuel electromagnetic valve and extends into the cavity through the first swing check valve, and the glow plug is fixed on the ignition shell and extends into the cavity. Fresh air and fuel oil are mixed in an ignition unit and then ignited, a three-way air channel receives high-temperature mixed air flow and tail gas air flow, and formed total air flow enters a DPF and is oxidized in the DPF to remove accumulated soot; the requirements on PGM coatings in DOC and DPF are reduced, the sensitivity of the system to the sulfur content in the fuel is reduced, and the low-tail gas flow regeneration reduces the energy consumption; the fuel economy is improved, so that the method is suitable for refitting and application in vehicles.

Description

Ignition unit and low-energy-consumption diesel engine tail gas treatment system based on ignition unit
Technical Field
The invention relates to a tail gas treatment system, in particular to an ignition unit and a low-energy-consumption diesel engine tail gas treatment system based on the ignition unit.
Background
Exhaust gas emitted from an engine has been identified as a major factor causing air pollution. In order to remove air pollutants from exhaust gas, an exhaust gas treatment system is used. A commonly used exhaust treatment system uses a diesel particulate trap (DPF) to trap Particulate Matter (PM), which may include unburned hydrocarbon particles or soot and small amounts of other particles, such as metal oxide particles or ash, among others. PM particles accumulate in the DPF, increasing the engine back pressure, and a regeneration process is required to remove the accumulated soot before the engine back pressure becomes too high.
Typically, during regeneration, it is necessary to use a heating device to raise the exhaust gas temperature to a level where soot can be efficiently oxidized by oxygen, which may be provided by the exhaust gas in a lean-burn engine. The high temperature exhaust gas then passes through the DPF, where the accumulated soot is oxidized to carbon dioxide and water.
A wide variety of heating devices may be used to regenerate the DPF. Of these, the more widely used are fuel burners and Diesel Oxidation Catalyst (DOC) devices. In a fuel burner, hydrocarbon is supplied by a fuel metering device from which hydrocarbon fuel is injected into a combustion chamber. In the DOC device, hydrocarbon may be provided by the engine fuel system during the post-injection process, or may be injected directly into the catalyst by an external hydrocarbon injection device.
When regenerating a DPF, the fuel burner is not limited by exhaust gas temperature. However, for burning the fuel, a fresh air flow is required and additional heat energy is required to heat the fresh air flow, which results in higher energy consumption. In addition, the fresh air flow needs to be mixed with the exhaust flow before entering the DPF, thus requiring more fuel and fresh air flow to reach regeneration temperatures. This in turn requires a powerful air supply to provide more fresh air flow because of the high fresh air flow and high exhaust flow creating a high pressure differential across the DPF. High power air supplies further increase energy consumption and system cost. Also, as previously described, to bring the mixed exhaust and fresh air flow to DPF regeneration temperature, a higher temperature fresh air flow is required. The high temperature fresh air flow resulting from fuel combustion can cause difficulties in DPF temperature control, especially when exhaust flow is suddenly reduced, such as when the engine is rapidly brought down from high speed and high torque operation to idle. These difficulties require complex high temperature control equipment and methods, resulting in higher system costs.
In contrast to oil burners, DOCs do not require fresh air to burn the oil. However, the DOC requires a high PGM (precious metal) loading and only when the exhaust temperature is above the light-off temperature (typically above 200 ℃), does the fuel start to be metered. At the same time, PGM in DOC is sensitive to sulfur content in the fuel oil, as high sulfur content in the exhaust gas can poison and render PGM catalysts ineffective. The requirement of high temperature exhaust gas limits certain applications of the DOC, such as low power output industrial applications and frequent start-stop vehicle applications.
In order to reduce the effect of operating condition changes on DPF temperature control during DPF regeneration, it is common for DPF controllers to obtain information on engine operating conditions, such as in a DOC-equipped DPF system where the engine air-fuel ratio is used to determine the highest fuel delivery rate above which fuel cannot be efficiently oxidized in the DOC. In DPF systems with fuel burners, close monitoring of engine exhaust flow is required. The DPF controller should react in time to sudden drops in exhaust flow to avoid overheating problems. The requirement for engine operating information limits the use of DPF systems in systems that do not have suitable sensing and communication means, such as modifications to engines that mechanically control fuel systems.
Thus, there is a need to solve the above problems.
Disclosure of Invention
The purpose of the invention is as follows: a first object of the present invention is to provide an ignition unit that can effectively prevent backflow of high-temperature exhaust gas.
A second object of the invention is to provide a low energy diesel exhaust gas treatment system based on an ignition unit.
The technical scheme is as follows: in order to achieve the above purpose, the invention discloses an ignition unit, which comprises an ignition shell with an inlet and an outlet, a nozzle pipe, a first swing check valve, a cavity and a glow plug, wherein the nozzle pipe is arranged in the ignition shell along the direction of an ignition flame, the nozzle pipe is arranged in the ignition shell, the first swing check valve is used for avoiding the backflow of high-temperature tail gas, the cavity is provided with an air inlet and a flame outlet, the glow plug is used for ignition, the nozzle pipe is connected with an external fuel supply unit through a fuel electromagnetic valve and penetrates through the first swing check valve to extend into the cavity, and the glow plug is.
The first swing check valve comprises a first check plate obliquely arranged on the cross section of the ignition shell, and the side surface of the first check plate is connected with the air inlet of the cavity; the first check plate is provided with a through hole for the nozzle pipe to penetrate and be connected with the cavity and a first valve hole for circulating gas, and the first valve hole is hinged with a first valve plate for one-way conduction.
Preferably, a support frame for fixing the nozzle pipe is arranged in the ignition housing.
The invention relates to a low-energy-consumption diesel engine tail gas treatment system based on an ignition unit, which comprises a controller, an air supply unit, the ignition unit, a three-way air channel and an encapsulation unit wrapped with a DPF, wherein the air supply unit, the ignition unit, the three-way air channel and the encapsulation unit are sequentially arranged along the airflow direction; the controller is respectively and electrically connected with the air supply unit, the glow plug, the fuel electromagnetic valve, the fuel supply unit, the first temperature sensor, the second temperature sensor, the pressure sensor, the differential pressure sensor and the mass flow sensor.
Preferably, the fuel supply unit comprises a fuel tank, a fuel pump and a stop valve which are connected in sequence, the stop valve is connected with the ignition unit through a fuel line, an oil pressure sensor is further arranged on the stop valve, and the controller is electrically connected with the stop valve, the oil pressure sensor and the fuel pump respectively.
Furthermore, the air supply unit includes a fan connected to the ignition unit through an air passage and a driver located inside the fan, the driver being electrically connected to the controller.
Further, tee bend air passage is connected with engine exhaust through interface channel, is equipped with the second swing check valve that is used for avoiding high temperature tail gas backward flow in this interface channel, second swing check valve includes that the slant sets up the second check plate on the passageway cross section, offers the second valve opening that is used for circulating gas on the second check plate, and it has the second valve block that is used for one-way conduction to articulate on this second valve opening.
Preferably, a heat exchanger is connected between the air supply unit and the ignition unit, a shell-side inlet of the heat exchanger is connected to the air supply unit, a shell-side outlet is connected to the ignition unit, a tube-side inlet is connected to an outlet of the packing unit through an exhaust passage, and a tube-side outlet is connected to an external device.
Has the advantages that: compared with the prior art, the invention has the following remarkable advantages:
the ignition unit can effectively prevent the backflow of high-temperature tail gas; in the regeneration process of the DPF, fresh air and fuel oil are mixed in the ignition unit and then ignited, the three-way air channel receives high-temperature mixed air flow and tail gas air flow, the formed total air flow enters the DPF and is oxidized in the DPF to remove accumulated soot, wherein the air supply unit provides fresh air flow to the ignition unit only when the pressure in the three-way air channel is lower, and the fresh air flow is lower when the pressure is higher; the ignition device reduces the requirements on PGM coatings in DOC and DPF, reduces the sensitivity of the system to the sulfur content in fuel, and reduces the energy consumption by regenerating low tail gas flow; in addition, the low PGM coating in the DPF also reduces engine backpressure, thereby improving fuel economy, and regeneration with low exhaust flow and even zero exhaust flow allows regeneration control to be independent of engine control, thereby making the DPF control system suitable for in-vehicle retrofit applications; the invention also reduces the energy consumption during regeneration by adding a heat exchanger for recycling heat energy, namely the heat exchanger between the air supply unit and the ignition unit is used for 'recovering' heat energy in DPF regeneration, and in the heat exchanger, high-temperature air flow can exchange heat energy with fresh air flow after oxidizing particulate matters accumulated in DPF; the thermal energy released by burning the fuel in the ignition device is used only to compensate the energy loss in the DPF and the air passage, thereby minimizing the energy consumption; in addition, when the system is not regenerated, only a part of the heat exchanger has influence on the back pressure of the engine, and the fuel economy and the renewable energy consumption of the engine can be balanced more easily.
Drawings
FIG. 1 is a schematic structural diagram of a low energy consumption diesel exhaust treatment system according to the present invention;
FIG. 2 is a schematic view showing the construction of an ignition unit and an air supply unit according to the present invention;
FIG. 3 is a schematic view of a second swing check valve in the connecting passage according to the present invention;
FIG. 4 is a schematic flow diagram of a DPF temperature control system based on a low energy diesel exhaust treatment system according to the present invention;
FIG. 5 is a schematic flow chart of a control method of the DPF temperature control system of the present invention;
FIG. 6 is a schematic view of the structure of the present invention equipped with a heat exchanger;
FIG. 7 is a schematic diagram of a low energy diesel exhaust treatment system suitable for use at high exhaust flow rates in accordance with the present invention;
FIG. 8 is a flow chart illustrating a control method of the low energy consumption diesel exhaust treatment system according to the present invention, which is suitable for use at high exhaust flow rates.
Detailed Description
The technical scheme of the invention is further explained by combining the attached drawings.
As shown in fig. 1, the low energy consumption diesel engine exhaust gas treatment system of the present invention includes a controller 130, an air supply unit 120, an ignition unit 140, a three-way air passage 144, a DPF159, a packing unit 150, a fuel supply unit, a first temperature sensor 166, a second temperature sensor 161, a pressure sensor 163, a differential pressure sensor 164, and a mass flow sensor 125. The DPF159 of the present invention is enclosed in a packing unit 150, and the packing unit 150 is connected to a tail pipe 153 through a tapered outlet 152. On the packaged unit 150, a first temperature sensor 166 is disposed upstream of the DPF159, and a second temperature sensor 161 is disposed downstream of the DPF159, both for measuring the temperature of the gas flow through the DPF. The first temperature sensor 166 is electrically connected to the controller 130 through the signal line 155, and the second temperature sensor 161 is electrically connected to the controller 130 through the signal line 158. The differential pressure across the DPF159 and the absolute pressure at the outlet of the DPF159 are measured by a differential pressure sensor 164 and a pressure sensor 163, respectively. A differential pressure sensor 164 is connected to the inlet of the DPF159 through a probe tube 165, a pressure sensor 163 is connected to the outlet of the DPF159 through a probe tube 162, the pressure sensor 163 is electrically connected to the controller 130 through a signal line 157, and the differential pressure sensor 164 is electrically connected to the controller through a signal line 156. Upstream of the packing unit 150, it is connected to a three-way air passage 144 through a tapered air inlet 151, and one port of the three-way air passage 144 is connected to the ignition unit 140 and the other port is connected to an engine exhaust pipe through a connecting passage 145 for inflow of engine exhaust gas. The ignition unit 140 is electrically connected to the controller 130 through a signal line 141, while the ignition unit 140 is connected to the air supply unit 120 through the air passage 122, and fresh air is supplied from the air supply unit 120, and the ignition unit 140 is connected to the fuel supply unit through a fuel line 139, and fuel is supplied from the fuel supply unit. The air supply unit 120 is electrically connected to the controller 130 via a signal line 121, and a mass flow sensor 125 disposed between the air supply unit 120 and the ignition unit 140 is electrically connected to the controller 130 via a signal line 142 for measuring the fresh air mass flow provided by the air supply unit 120.
When fuel is supplied to the ignition unit 140, the fuel is circulated by the fuel pump 115 via the suction line 111 and the return line 112, which are connected to the fuel tank 110, the fuel pump 115 is also connected to a pressure line 126, the pressure line 126 is connected to a shut-off valve 116, and the shut-off valve 116 is electrically connected to the controller 130 via a signal line 118. The outlet of the shut-off valve 116 is connected to a fuel line 139 in which the pressure is measured by an oil pressure sensor 117 communicating with the controller 130 via a signal line 119.
As shown in fig. 1, during regeneration, the air supply unit 120 generates a fresh air stream that is supplied to the ignition unit 140. In the ignition unit, the fuel flow provided by the fuel pump 115 through the pressure line 139 is ignited and mixed with the fresh air flow, and the resulting high temperature air flow is further mixed with the exhaust air flow in the three-way air passage 144 and then flows into the DPF159, oxidizing particulate matter therein.
As shown in fig. 2, the air supply unit 120 includes a fan 210 and a driver 205, and the driver 205 is controlled by the controller 130 through a signal line 121. The ignition unit 140 includes an ignition housing 235 having an inlet and an outlet, and a nozzle pipe 227 arranged in the ignition housing 235 in the direction of the ignition flame-out, a first swing check valve 222 for preventing backflow of the high temperature exhaust gas, a chamber 226 having an air inlet 225 and a flame outlet 228, and a glow plug 230 for ignition, the nozzle pipe 227 being connected to the fuel supply unit through a fuel solenoid valve 225 and extending into the chamber 226 through the first swing check valve 222, the glow plug 230 being fixed to the ignition housing 235 and extending into the chamber 226. Wherein the first swing check valve 222 comprises a first check plate disposed obliquely on the cross-section of the ignition housing, the side of the first check plate being connected to the air inlet of the cavity; the first check plate is provided with a through hole for the nozzle pipe to penetrate and be connected with the cavity and a first valve hole 223 for circulating gas, and the first valve hole 223 is hinged with a first valve plate 224 for one-way conduction.
In the ignition unit 140, a solenoid valve 225 is used to control the fueling rate, and the solenoid valve 225 is controlled by the controller 130 through a signal line 141. Solenoid valve 225 is fluidly connected to nozzle tube 227 by connector 220, and nozzle tube 227 is threaded onto support bracket 221 for securing nozzle tube 227. Downstream of the support bracket 221, a swing check valve 222 having a first valve plate 224 is hinged above the first valve hole 223 for preventing the backflow of the high temperature exhaust gas flow into the fan 210. Nozzle tube 227 passes through first swing check valve 222 into chamber 226 having an opening 225 for receiving a fresh air stream and an opening 228 for releasing a flame. In chamber 226, a glow plug 230, controlled by controller 130 via signal line 141, is located downstream of nozzle tube 227 for igniting the metered fuel. During regeneration, a large amount of thermal energy is released during combustion of the fuel and heats the airflow through the ignition unit 140 to a high temperature.
In order to prevent the high temperature air from flowing into the engine, as shown in fig. 3, a second swing check valve 261 for preventing the high temperature exhaust gas from flowing back may be disposed in the connection passage 145, and the second swing check valve 261 may include a second check plate obliquely disposed on a cross section of the passage, and a second valve hole 262 for flowing gas may be opened in the second check plate, and a second valve piece 263 for one-way conduction may be hinged to the second valve hole. The second swing check valve 261, together with the first swing check valve 222, allows only exhaust gas generated in the engine to enter the DPF150, trapping particulate matter in the exhaust gas. In the ignition unit 140, the fresh air flow rate is determined by the fan 210 driving power and the pressure in the three-way air passage 144. At the same power, a higher exhaust flow results in a higher pressure differential across the DPF159, thereby raising the pressure in the three-way air passage 144 and reducing the flow of fresh air. When the tail gas flow is above a certain value, the first swing check valve 222 will close and the fresh air flow will be zero.
As shown in fig. 1, when regenerating a DPF, after reaching an equilibrium state, the energy balance equation is:
Figure BDA0002302525710000061
wherein T is161Is a temperature sensing value, T, obtained from the second temperature sensor 161aIs the ambient temperature, TeIs the exhaust gas temperature, Cp1And Cp2Constant voltage mean heat capacity value, maIs the mass flow of fresh air, meIs the mass flow rate of the exhaust gas, Q is the rate of thermal energy exchange between the ambient air and the mixed gas stream composed of the exhaust gas and the fuel burned in the air passageway 144, the tapered inlet 151, the DPF159 and the packing unit 150, mf is the mass flow rate of the injected fuel, and LHV is the lower heating value of the injected fuel.
In order to fully combust the injected fuel, the flow of fresh air must be above a certain value determined by the equivalence air-fuel ratio:
Figure BDA0002302525710000062
wherein λ0Is the equivalent air-fuel ratio, λ is the relative air-fuel ratio, and λ has a value greater than 1.0.
From the energy balance equations (1) and (2), at the target regeneration temperature, the mass flow of injected fuel can be calculated by the following equation:
Figure BDA0002302525710000063
equation (3) shows that when regeneration is re-triggered after engine shutdown, i.e.,
Figure BDA0002302525710000064
the mass flow of injected fuel can be significantly reduced. While the value may be further reduced when the DPF system is insulated, i.e., when the thermal energy exchange rate is reduced.
In fact, equation (3) also shows that, at equilibrium, the energy released when burning the injected fuel compensates for the heat lost to the environment by the mixed flow through the DPF. The higher the heat loss rate, i.e. the higher the Q value, the more fuel injection is required. Furthermore, according to equation (1), "pure" energy loss, i.e. energy not used to compensate for heat losses from the gas stream, is the first part of the equation, i.e. energy not used to compensate for heat losses from the gas stream
Figure BDA0002302525710000071
Wherein E islIs a pure energy loss. According to equation (4), when the engine is being regenerated at shutdown
Figure BDA0002302525710000072
The net energy loss or energy waste is determined by the heat loss rate Q. The higher the value, the more energy is removed from the DPF system by the gas stream to compensate for the heat loss.
In order to reduce energy consumption, the mass flow of fresh air and tail gas needs to be reduced during regeneration. Thus, when regeneration is initiated, the DPF temperature can be controlled using a control system such as that shown in FIG. 4.
The invention discloses a DPF temperature control system based on a low-energy-consumption diesel engine tail gas treatment system, which comprises a change rate limiter 402, a feedforward controller 403, a PID controller 404, a PWM calculation module 405 and a protection module 406, wherein the change rate limiter 402 calculates a temperature instruction value according to a DPF target temperature DPFT _ target and a DPF inlet temperature DPFinT measured by a first temperature sensor 166, the feedforward controller 402 calculates a feedforward control instruction according to a tail gas temperature Exh _ T, an Ambient temperature Ambient _ T, a Fresh air mass flow Fresh _ MF, an exhaust mass flow Exh _ MF and a temperature instruction value, the PID controller 404 calculates a feedback control instruction according to a temperature error signal obtained by comparing the temperature instruction value and the DPF inlet temperature DPFinT, the PWM calculation module 405 calculates a PWM duty ratio according to a calculation value obtained by adding the feedback control instruction and the feedforward control instruction and a fuel pressure value, and the protection module 406 calculates a PWM for controlling a fuel electromagnetic valve according to the PWM duty ratio and the Fresh air mass Fresh _ MF And (4) duty ratio command. The exhaust gas temperature Exh _ T can be detected by the second temperature sensor 161, and the Fresh air mass flow rate Fresh _ MF can be detected by the mass flow sensor 125.
The change rate limiter 402 calculates a temperature command value based on the DPF target temperature DPFT _ target and the DPF inlet temperature DPFinT measured by the first temperature sensor 166 to prevent the DPFinT from changing too fast to cause excessive thermal stress in the DPF159, and the calculation formula of the temperature command value in the change rate limiter 402 is:
temp _ CtrlCmd ═ minimum value (DPFT _ target, DPFinT + deltaT)
Where Temp _ ctrl cmd is a temperature command value, and deltaT is a set value for limiting the DPF inlet temperature change rate.
For the feedforward controller 403, according to the energy balance equation (1), the calculation formula for obtaining the feedforward control command in the feedforward controller is:
Fuel_MF＝[(DPFinT-Exh_T)×Cp_2×Exh_MF+(DPFinT-Ambient_T)×Cp_1×Fresh_MF]/LHV
wherein Fuel _ MF is a feedforward control instruction, Cp _1 and Cp _2 are two constants, and LHV is the low heating value of the Fuel.
The feedback control command may be generated using PID control in the PID controller 404, and the PWM duty ratio value may be calculated in the PWM module 405 by a table look-up method using the sum of the feedback control command and the feedforward control command and the fuel pressure value as inputs, the values in the table being calibrated by experimental results.
As shown in fig. 1, to minimize energy consumption during regeneration of the DPF159, the flow of fresh air generated by the air supply unit 120 may be low. The low fresh air flow rate also reduces the fresh air pressure in the three-way air passage 144 if there is no exhaust gas flow. When a higher exhaust flow enters the three-way air passage 144 through the connecting passage 145, the pressure therein will also increase accordingly. As shown in fig. 2, if the power of the fan 210 is not increased, the flow of fresh air in the air passage 122 detected by the mass flow sensor 125 decreases as the pressure in the three-way air passage 144 increases. When the pressure on the first swing check valve 222 is not high enough to push the first valve plate 224 open, the air flow is zero. Therefore, by detecting the mass flow in the air passage 122, regeneration at high exhaust flows can be avoided. In the control system of fig. 4, the function of regeneration only at low exhaust flows may be implemented in the protection module 406 by a timer-based interrupt service routine that runs periodically. As shown in fig. 5, after the start of the routine, the DPF regeneration state is checked first, and when the DPF is not in the process of regeneration, the routine ends. Otherwise, the rate of change of the Fresh _ MF value will be calculated. If the decrease rate of the Fresh _ MF value is detected to exceed the threshold value Thd _ MFR or the Fresh _ MF value is detected to be less than the threshold value Thd _ MF, setting the PWM duty ratio command to 0 and stopping the regeneration process; the routine is then ended.
The invention relates to a DPF temperature control method based on a low-energy-consumption diesel engine tail gas treatment system, which comprises the following steps of:
transmitting the DPF target temperature DPFT _ target and the DPF inlet temperature DPFinT measured by the first temperature sensor 166 to the change rate limiter 402, the change rate limiter 402 calculating a temperature command value based on the DPF target temperature DPFT _ target and the DPF inlet temperature DPFinT measured by the first temperature sensor 166, and transmitting the temperature command value to the feedforward controller 403; transmitting the tail gas temperature Exh _ T, the Ambient temperature Ambient _ T, the Fresh air mass flow Fresh _ MF and the exhaust mass flow Exh _ MF to a feedforward controller 403, and calculating a feedforward control instruction by the feedforward controller 403 according to the tail gas temperature Exh _ T, the Ambient temperature Ambient _ T, the Fresh air mass flow Fresh _ MF, the exhaust mass flow Exh _ MF and the temperature instruction value; the temperature error signal obtained by comparing the temperature instruction value with the DPF inlet temperature DPFinT is transmitted to the PID controller 404, the PID controller 404 calculates a feedback control instruction according to the temperature error signal, a calculated value obtained by adding the feedback control instruction and the feedforward control instruction is transmitted to the PWM calculation module 405, the PWM calculation module 405 calculates a PWM duty ratio value according to the calculated value and the fuel pressure value and transmits the PWM duty ratio value to the protection module 406, the Fresh air mass flow Fresh _ MF is transmitted to the protection module 406, and the protection module 406 calculates a PWM duty ratio instruction for controlling the fuel solenoid valve 225 according to the PWM duty ratio value and the Fresh air mass flow Fresh _ MF.
The calculation formula of the temperature command value in the change rate limiter 402 is:
temp _ CtrlCmd ═ minimum value (DPFT _ target, DPFinT + deltaT)
Where Temp _ ctrl cmd is a temperature command value, and deltaT is a set value for limiting the DPF inlet temperature change rate.
The calculation formula of the feedforward control command in the feedforward controller 403 is:
Fuel_MF＝[(DPFinT-Exh_T)×Cp_2×Exh_MF+(DPFinT-Ambient_T)×Cp_1×Fresh_MF]/LHV
wherein Fuel _ MF is a feedforward control instruction, Cp _1 and Cp _2 are two constants, and LHV is the low heating value of the Fuel.
The control method of the protection module 406 comprises the following steps: firstly, checking the regeneration state of the DPF, and if the DPF is in the regeneration state, calculating the change rate of Fresh air mass flow Fresh _ MF; if the decrease rate of the value of the Fresh _ MF is detected to exceed the threshold value Thd _ MFR or the value of the Fresh _ MF < the threshold value Thd _ MF, the PWM duty ratio is set to 0, and the regeneration process is stopped.
In the DPF regeneration process, it can be seen from equation (3) that lower exhaust gas flow can achieve lower energy consumption, and this energy consumption is minimized when the exhaust gas flow is zero. However, according to equation (4), even when the exhaust flow is zero, in order to compensate for the heat loss in the DPF system, additional thermal energy is required in addition to the heat loss itself, and this thermal energy is carried away by the air flow. To further reduce energy consumption, heat exchange devices may be used to further "recover" this excess heat energy. As shown in fig. 6, the heat exchanger 300 is located between the air supply unit 120 and the ignition unit 140. The heat exchanger may be a shell and tube heat exchanger with a shell side inlet fluidly connected to the air supply unit 120 and a shell side outlet fluidly connected to the firing unit 140, a tube side inlet fluidly connected to the tailpipe 153 through the exhaust passage 301, and a tube side outlet fluidly connected to an external environment or downstream device (not shown). For the heat exchanger 300, according to equation (4), if the exhaust channel 301 and the heat exchanger 300 are thermally isolated from the ambient, the net energy loss will be:
Figure BDA0002302525710000101
where α is the heat exchanger efficiency coefficient, this value is 1 when the heat transfer is most efficient, i.e., all the thermal energy gained in the firing unit 140 is transferred to the fresh air stream flowing through the housing, where the net energy loss is zero, in this case all the thermal energy generated in the firing unit 140 is used to compensate for the heat loss of the DPF system to the ambient environment, the closer this value is to 1, the less energy is consumed to regenerate the DPF.
As shown in fig. 1, in the DPF system, in order to reduce energy consumption, the DPF159 is regenerated only when the exhaust gas flow rate is low. In mobile applications, when the DPF system is mounted on a vehicle, low-flow regeneration can be achieved by regenerating the DPF only when the vehicle is stopped. In this case, the engine will be stopped or at idle and its exhaust gas flow will be low. For applications requiring DPF regeneration with high exhaust gas flow, another regeneration system may be selected, as shown in fig. 7, the low-energy-consumption diesel engine exhaust gas treatment system suitable for high exhaust gas flow rate of the present invention comprises a controller 130 and two regeneration systems used alternately, one regeneration system comprises an air supply unit 120, an ignition unit 140, a three-way air channel 144 and an encapsulation unit 150 wrapped with a DPF159, which are arranged in sequence along an air flow direction, the three-way air channel 144 is further externally connected with engine exhaust gas, the ignition unit 140 is connected with a fuel supply unit, a first temperature sensor 166 and a second temperature sensor 161 are arranged on the upper and lower streams of the DPF159, a pressure sensor 163 and a differential pressure sensor 164 for measuring the outlet pressure of the DPF and the pressure difference passing through the DPF are connected with the DPF159, and a mass flow rate sensor 125 for measuring the mass flow rate of fresh air is arranged at the outlet of the air supply unit 120; the other regeneration system comprises a secondary air channel 414, a secondary ignition unit 440, a secondary three-way air channel 444 and a secondary packaging unit 450 wrapped with a secondary DPF459, which are sequentially arranged along the air flow direction and connected with an air supply unit 120 and an ignition unit 140 through a three-way channel 413, wherein the secondary three-way air channel 444 is also externally connected with engine exhaust, the secondary ignition unit 440 is connected with a fuel supply unit, the upper and lower parts of the secondary DPF459 are provided with a third temperature sensor 466 and a fourth temperature sensor 461, and the secondary DPF459 is connected with a secondary pressure sensor 463 and a secondary pressure difference sensor 464 which are used for measuring the outlet pressure of the secondary DPF and the pressure difference passing through the secondary DPF; the controller 130 is electrically connected to the air supply unit 120, the ignition unit 140, the sub ignition unit 440, the fuel supply unit, the first temperature sensor 166, the second temperature sensor 161, the third temperature sensor 466, the fourth temperature sensor 461, the pressure sensor 163, the sub pressure sensor 463, the differential pressure sensor 164, the sub differential pressure sensor 464, and the mass flow rate sensor 125, respectively. The ignition unit and the sub-ignition unit of the present invention have the same structure, and the solenoid valve 225 of the ignition unit 140 or the sub-ignition unit 440 is connected to the fuel supply unit through the fuel line 139, and the fuel is supplied from the fuel supply unit. A second swing check valve 261 for preventing backflow of the high temperature exhaust gas is provided in each of the connection passage 145 and the sub communication passage 445. A heat exchanger 130 is connected between the three-way passage 413 and the ignition unit 140, a shell-side inlet of the heat exchanger 130 is connected to the three-way passage 413, a shell-side outlet is connected to the ignition unit 140, a tube-side inlet is connected to an outlet of the packing unit through the exhaust passage 301, and a tube-side outlet is connected to an external device. A sub heat exchanger is connected between the sub air passage 414 and the sub ignition unit 440, and has a shell side inlet connected to the sub air passage 414, a shell side outlet connected to the sub ignition unit 140, a tube side inlet connected to an outlet of the sub packing unit through a sub exhaust passage, and a tube side outlet connected to an external device.
In low energy diesel exhaust treatment systems suitable for high exhaust flow rates, the secondary DPF459 in the secondary packaging unit 450 is used to remove PM from the exhaust. A secondary conical inlet 451 upstream of the secondary packing unit 450 fluidly connects the secondary DPF459 to a secondary three-way air channel 444 which is further connected to the secondary ignition unit 440 and to the outlet of the secondary connecting channel 445, while between the ignition unit 140 and the air supply unit 120, the three-way channel 413 splits the fresh air flow into two branches, one of which enters the ignition unit 140 and the other of which enters the secondary ignition unit 440 through the secondary air channel 414. The inlet of the secondary connection passage 445 is fluidly connected to the three-way off-gas passage 401 via the secondary control valve 412, and the secondary control valve 412 is controlled by the controller 130 via signal line 422. The three-way vent gas passage 401 is also fluidly connected to the vent gas stream and to the connecting passage 145 through another control valve 411. The control valve 411 is controlled by the controller 130 via signal line 421. On the sub-packaging unit 450, a third temperature sensor 466 communicating with the controller 130 through a signal line 423 and a fourth temperature sensor 461 linked to the controller 130 through a signal line 426 are located upstream and downstream of the sub-DPF 459, respectively, and these sensors are used to detect the exhaust gas temperature. The pressure downstream of the sub-DPF 459 is detected by a sub-pressure sensor 463 through a probe tube 467 that opens in the sub-packing unit 450 downstream of the sub-DPF 459, while the differential pressure across the sub-DPF 459 is detected by a sub-differential pressure sensor 464 through two probe tubes 465 and 467 that open on the sub-packing unit 450 and upstream of the sub-DPF 459. The sub pressure sensor 463 and the sub pressure difference sensor 464 are connected to the controller 130 via signal lines 425 and 424, respectively.
As shown in FIG. 7, the DPF159 and the sub-DPF 459 may be alternately regenerated during the regeneration process. For example, when DPF159(DPF a) is regenerated, control valve 411 (exhaust valve a) is closed, and sub-control valve 412 (exhaust valve B) is opened, and exhaust gas is guided only through sub-DPF 459(DPF B). As shown in fig. 2, in the ignition unit 140, when there is no exhaust gas flow through the first swing check valve 222, the fresh air flow provided by the fan 210 pushes the first valve flap 224 of the first swing check valve 222 open and then enters the DFP 159. Fuel injected into the fresh air stream for combustion is combusted in the DPF159 and the resulting high temperature air oxidizes particulate matter. In the secondary ignition unit 440, since the exhaust gas flows through the secondary DPF459, the pressure in the secondary three-way air passage 444 is high, which prevents the first swing check valve of the secondary ignition unit 440 from opening. In this way, only the DPF159 can be regenerated, while the air flow is low because only fresh air is passing through the DPF159 (no exhaust gas flow). Similarly, when the sub-DPF 459(DPFB) is regenerated, the sub-control valve 412 (exhaust valve B) is closed and the control valve 411 (exhaust valve a) remains open, so that the air flow rate in the sub-DPF 459 is also relatively low. When there is no regeneration, both the control valve 411 and the sub-control valve 412 are in an open state.
As shown in FIG. 8, the method may be used to control the DPF system of FIG. 7. In this method, the DPF159(DPFA) is regenerated first, and then the control valve 411 (exhaust valve a) is closed with the sub-control valve 412 (exhaust valve B) open. When regeneration of DPF159(DPFA) is complete, secondary control valve 412 (exhaust valve B) is closed and control valve 411 (exhaust valve a) is opened to regenerate secondary DPF 459. Both the control valve 411 and the sub-control valve 412 are opened after the sub-DPF 459 regeneration is completed.

Claims (8)

1. An ignition unit, characterized by: the ignition device comprises an ignition shell with an inlet and an outlet, nozzle pipes, a first swing check valve, a cavity and a glow plug, wherein the nozzle pipes are arranged in the ignition shell along the direction of an ignition flame, the first swing check valve is used for avoiding backflow of high-temperature tail gas, the cavity is provided with an air inlet and a flame outlet, the glow plug is used for ignition, the nozzle pipes are connected with an external fuel supply unit through a fuel electromagnetic valve and penetrate through the first swing check valve to extend into the cavity, and the glow plug is fixed on the ignition shell and extends into the cavity.
2. The ignition unit of claim 1, wherein: the first swing check valve comprises a first check plate obliquely arranged on the cross section of the ignition shell, and the side surface of the first check plate is connected with the air inlet of the cavity; the first check plate is provided with a through hole for the nozzle pipe to penetrate and be connected with the cavity and a first valve hole for circulating gas, and the first valve hole is hinged with a first valve plate for one-way conduction.
3. The ignition unit of claim 1, wherein: and a support frame for fixing the nozzle pipe is arranged in the ignition shell.
4. A low energy consumption diesel exhaust treatment system based on an ignition unit according to any one of claims 1 to 3, characterized in that: the device comprises a controller, an air supply unit, an ignition unit, a three-way air channel and a packaging unit wrapped with a DPF, wherein the air supply unit, the ignition unit, the three-way air channel and the packaging unit are sequentially arranged along the airflow direction; the controller is respectively and electrically connected with the air supply unit, the glow plug, the fuel electromagnetic valve, the fuel supply unit, the first temperature sensor, the second temperature sensor, the pressure sensor, the differential pressure sensor and the mass flow sensor.
5. Low energy consumption diesel engine exhaust treatment system according to claim 4, characterized in that: the fuel supply unit comprises an oil tank, a fuel pump and a stop valve which are connected in sequence, the stop valve is connected with the ignition unit through a fuel line, an oil pressure sensor is further arranged on the stop valve, and the controller is respectively electrically connected with the stop valve, the oil pressure sensor and the fuel pump.
6. Low energy consumption diesel engine exhaust treatment system according to claim 4, characterized in that: the air supply unit includes a fan connected to the ignition unit through an air passage and a driver located within the fan and electrically connected to the controller.
7. Low energy consumption diesel engine exhaust treatment system according to claim 4, characterized in that: tee bend air passage is connected with engine exhaust through interface channel, is equipped with the second swing check valve that is used for avoiding high temperature tail gas backward flow in this interface channel, second swing check valve includes that the slant sets up the second check plate on the passageway cross section, offers the second valve opening that is used for circulating gas on the second check plate, and it has the second valve block that is used for one-way conduction to articulate on this second valve opening.
8. Low energy consumption diesel engine exhaust treatment system according to claim 4, characterized in that: a heat exchanger is connected between the air supply unit and the ignition unit, a shell-side inlet of the heat exchanger is connected with the air supply unit, a shell-side outlet of the heat exchanger is connected with the ignition unit, a pipe-side inlet is connected with an outlet of the packaging unit through an exhaust passage, and a pipe-side outlet is connected with an external device.
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