CN111379630A - Engine exhaust temperature control system and method - Google Patents
Engine exhaust temperature control system and method Download PDFInfo
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- CN111379630A CN111379630A CN201811643188.6A CN201811643188A CN111379630A CN 111379630 A CN111379630 A CN 111379630A CN 201811643188 A CN201811643188 A CN 201811643188A CN 111379630 A CN111379630 A CN 111379630A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0414—Air temperature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
- F02D2200/703—Atmospheric pressure
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- Processes For Solid Components From Exhaust (AREA)
Abstract
The embodiment of the invention provides an engine exhaust temperature control system and method, and belongs to the field of engines. Controlling exhaust pressure of the engine using an exhaust throttle valve ETV (1), and controlling the exhaust throttle valve ETV (1) to decrease an opening degree and increase the exhaust pressure of the engine when an exhaust temperature of the engine is lower than an operating temperature during operation of the engine; and under the condition that a particle complementary system of the engine accumulates certain carbon capacity and needs to be regenerated and the exhaust temperature of the engine is lower than the regenerated exhaust temperature, the exhaust throttle valve (1) is controlled to reduce the opening degree and increase the exhaust pressure of the engine, the exhaust throttle valve (1) is utilized to increase the exhaust pressure of the engine so as to increase the exhaust temperature, and compared with the prior art that the requirements of an oil consumption regulation and a vehicle-mounted emission regulation can not be met due to the fact that the post-injection oil quantity is increased, the exhaust temperature control method has environmental protection and economical efficiency.
Description
Technical Field
The invention relates to the field of engines, in particular to an engine exhaust temperature control system and method.
Background
With the development of social economy, the national degree of importance on environmental protection is higher and higher, 11 provinces in eastern part of 4 months in 2016 have implemented national five-stage emission standard requirements on special vehicles (public transport, environmental sanitation and postal service), and the 5-stage engine emission standard is about to be implemented on heavy diesel vehicles in 7 months and 1 day in 2017 in China. On 1/7/2019, 26 cities will begin to implement the national six emission regulations.
Under the challenge of both emissions and economy, manufacturers must provide environmentally-friendly and economical engines for heavy-duty diesel vehicles, which are subject to the legislation of emissions on board (a way for heavy-duty diesel vehicles to detect emissions on board during actual road driving) and fuel consumption by the legislation sector.
In the existing heavy-duty diesel engine technology, aftertreatment technologies such as DOC, POC and DPF are mostly adopted to reduce the emission of PM (particulate matter), and aftertreatment devices such as EGR and SCR are mostly adopted to reduce nitrogen oxides NOx. The conversion efficiency of the post-treatment system is closely related to the exhaust temperature, and the chemical reaction involved in the post-treatment can be carried out at a certain temperature completely, so that if the exhaust temperature is low, the conversion efficiency of the post-treatment system is seriously affected, and the tail gas pollutants cannot meet the requirements of regulations.
In order to solve the problem, the current strategy adopted by automobile manufacturers is mainly to increase the post-injection oil amount to obtain higher exhaust temperature, but with the generation of oil consumption regulations and vehicle-mounted emission regulations, the post-injection heating mode is only adopted, so that the six-state emission regulations cannot be met.
Disclosure of Invention
An object of an embodiment of the present invention is to provide an engine exhaust temperature control system and method, in which an exhaust Throttle valve etv (exhaust Throttle valve) is installed in an exhaust pipe between a turbine of an engine and an aftertreatment system, so as to increase the exhaust pressure of the engine and increase the exhaust temperature.
In order to achieve the above object, an embodiment of the present invention provides an engine exhaust temperature control system, including: the temperature detection module is used for detecting the exhaust temperature of the engine; an exhaust throttle valve ETV on an exhaust pipe between a turbine of the engine and an aftertreatment system for controlling an exhaust pressure of the engine; a controller to perform one or more of the following operations: controlling the exhaust throttle valve ETV to decrease an opening degree and increase an exhaust pressure of the engine when an exhaust temperature of the engine is lower than an operating temperature during operation of the engine; and controlling the exhaust throttle valve to reduce the opening degree and increase the exhaust pressure of the engine under the condition that the particle complementary system of the engine accumulates certain carbon load and needs to be regenerated and the exhaust temperature of the engine is lower than the regenerated exhaust temperature.
Optionally, the system further comprises: a calculation module for calculating an exhaust pressure deviation between a demanded exhaust pressure of the engine and a measured exhaust pressure when an exhaust temperature of the engine is below an operating temperature during operation of the engine and/or when a particulate replenishment system of the engine accumulates a certain carbon load to be regenerated and the exhaust temperature of the engine is below a regeneration exhaust temperature; and the throttle valve controller is used for calculating the PWM driving current of the exhaust throttle valve ETV according to the exhaust pressure deviation calculated by the calculating module, and the controller controls the opening of the valve of the exhaust throttle valve ETV according to the PWM driving current.
Optionally, the system further comprises: the electronic control unit ECU is used for obtaining the calibrated exhaust pressure of the engine according to the rotating speed and the torque of the engine; and a correction module for correcting the calibrated exhaust pressure to obtain a required exhaust pressure of the engine, wherein the required exhaust pressure is expressed as:
wherein, FX-the requested exhaust pressure;
FB-said nominal exhaust pressure;
FP，
-exhaust pressure correction values based on atmospheric pressure, intake air temperature, ambient temperature and coolant temperature, respectively.
Optionally, the throttle valve controller comprises: the throttle valve flow controller is used for calculating the required opening of the throttle valve according to the exhaust pressure deviation; the throttle opening controller is used for calculating the required driving current of the control motor of the exhaust throttle valve according to the required opening of the throttle valve and the measured valve opening of the throttle valve; and the throttle valve motor controller is used for calculating the PWM driving current according to the required driving current and the measured driving current.
Optionally, the system further comprises: and the angle sensor is used for measuring the valve opening of the throttle valve.
Optionally, the corrected throttle valve required opening, the required driving current and the PWM driving current are calculated by proportional-integral-derivative PID control.
Correspondingly, the embodiment of the invention also provides an engine exhaust temperature control method, which comprises the following steps: detecting an exhaust temperature of the engine; and one or more of: controlling an exhaust throttle valve ETV on an exhaust pipe between a turbine of the engine and an aftertreatment system to decrease an opening degree and increase an exhaust pressure of the engine when an exhaust temperature of the engine is lower than an operating temperature during operation of the engine; and controlling the exhaust throttle valve to reduce the opening degree and increase the exhaust pressure of the engine under the condition that the particle complementary system of the engine accumulates certain carbon load and needs to be regenerated and the exhaust temperature of the engine is lower than the regenerated exhaust temperature.
Optionally, the controlling the exhaust throttle valve to decrease the opening degree when the exhaust temperature of the engine is lower than an operating temperature during the operation of the engine and/or when a certain carbon load is accumulated in a particulate replenishment system of the engine and the exhaust temperature of the engine is lower than a regeneration exhaust temperature comprises: obtaining the calibrated exhaust pressure of the engine according to the rotating speed and the torque of the engine; correcting the calibrated exhaust pressure to obtain a required exhaust pressure of the engine, wherein the required exhaust pressure is expressed as:
wherein, FX-the requested exhaust pressure;
FB-said nominal exhaust pressure;
FP，
-exhaust pressure correction values based on atmospheric pressure, intake air temperature, ambient temperature and coolant temperature, respectively;
calculating an exhaust pressure deviation between a requested exhaust pressure of the engine and a measured exhaust pressure;
calculating the PWM driving current of the exhaust throttle valve ETV according to the calculated exhaust pressure deviation; and
the opening degree of the valve of the exhaust throttle valve ETV is controlled according to the PWM driving current.
Optionally, the calculating the PWM driving current of the exhaust throttle valve ETV according to the calculated exhaust pressure deviation includes: calculating to obtain the required opening of the throttle valve according to the exhaust pressure deviation; calculating to obtain a required driving current according to the required opening of the throttle valve and the measured valve opening of the throttle valve; and calculating the PWM driving current according to the required driving current and the measured driving current.
Optionally, the corrected throttle valve required opening, the required driving current and the PWM driving current are calculated by proportional-integral-derivative PID control.
According to the technical scheme, the exhaust pressure of the engine is controlled by the exhaust throttle valve ETV, and during the working period of the engine, when the exhaust temperature of the engine is lower than the working temperature, the exhaust throttle valve ETV is controlled to reduce the opening degree and increase the exhaust pressure of the engine; and under the condition that a particle complementary system of the engine accumulates a certain carbon capacity and needs to be regenerated and the exhaust temperature of the engine is lower than the regenerated exhaust temperature, the exhaust throttle valve is controlled to reduce the opening and increase the exhaust pressure of the engine.
Additional features and advantages of embodiments of the invention will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the embodiments of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the embodiments of the invention without limiting the embodiments of the invention. In the drawings:
FIG. 1 is a block schematic diagram of an engine exhaust temperature control system according to an embodiment of the present invention.
FIG. 2 is a block schematic diagram of an engine exhaust temperature control system according to another embodiment of the present invention.
Fig. 3 is a schematic diagram of the control logic of the throttle valve controller according to an embodiment of the present invention.
Fig. 4 is a schematic diagram of the control logic of a throttle valve controller according to another embodiment of the present invention.
FIG. 5 is a schematic view of an exhaust throttle valve mounting position provided by an embodiment of the present invention.
Fig. 6 is a flowchart of an engine exhaust temperature control method according to an embodiment of the present invention.
Description of the reference numerals
1 exhaust throttle valve 2 engine
3 intake manifold 4 exhaust pressure sensor
5 air inlet temperature sensor 6 air inlet pressure sensor
7 aftertreatment System (DOC + DPF + SCR + AMOX)
8 driving computer (electronic control unit ECU)
9 temperature detection module 10 controller
11 throttle valve controller 110 throttle valve flow controller
111 throttle opening controller 112 throttle motor controller
12 correction module and 13 calculation module
14 angle sensor 15 engine turbine
Detailed Description
The following detailed description of embodiments of the invention refers to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating embodiments of the invention, are given by way of illustration and explanation only, not limitation.
FIG. 1 is a block schematic diagram of an engine exhaust temperature control system according to an embodiment of the present invention, the system comprising:
the temperature detection module 9 is used for detecting the exhaust temperature of the engine; an exhaust throttle valve ETV 1, which exhaust throttle valve 1 is located on the exhaust pipe between the turbine 15 of the engine and the aftertreatment system 7, as shown in fig. 5, for controlling the exhaust pressure of the engine; a controller 10, the controller 10 being configured to perform one or more of the following operations: controlling the exhaust throttle valve 1 to reduce the opening degree and increase the exhaust pressure of the engine when the exhaust temperature of the engine is lower than the operating temperature during the operation of the engine; and under the condition that the particle complementary system of the engine accumulates certain carbon capacity and needs to be regenerated and the exhaust temperature of the engine is lower than the regenerated exhaust temperature, controlling the exhaust throttle valve 1 to reduce the opening degree and increasing the exhaust pressure of the engine.
It can be understood that the invention can increase the exhaust pressure of the low-speed low-load condition area of the engine by arranging the exhaust throttle valve, thereby increasing the pumping work of the area, increasing the exhaust temperature, and solving the problems that the conversion efficiency of an after-treatment system cannot meet the requirement due to low exhaust temperature in the low-speed low-load area, or the regeneration efficiency is low or the regeneration time is long due to low exhaust temperature when a certain carbon load is accumulated in a particle collection system of the engine and regeneration is needed.
Specifically, the controller 10 may control the opening of the exhaust throttle valve 1, and the aftertreatment system 7 and the particulate trap need to be operated at an exhaust temperature range to achieve high efficiency, respectively, so that the controller 10 may also control the exhaust throttle valve 1 to increase the opening when the exhaust temperature of the engine is higher than the operating temperature during the operation of the engine, and control the exhaust throttle valve 1 to increase the opening in the case where the particulate trap system of the engine accumulates a certain amount of carbon and needs to be regenerated and the exhaust temperature of the engine is lower than the regenerated exhaust temperature.
The invention controls the exhaust pressure of the engine by controlling the opening of the exhaust throttle valve, increases the pumping work, achieves the aim of improving the exhaust temperature control of a low-speed low-load area, realizes the thermal management of the exhaust system of the engine in the low-speed low-load and low-temperature area, flexibly adjusts the post-treatment temperature, enables the post-treatment to work in a high-efficiency area, namely realizes the optimization of the post-treatment conversion efficiency, and enables the emission level of the engine to meet the requirements of the Europe VI, especially the vehicle-mounted emission regulation of the whole vehicle. In addition, when the carbon capacity of the particle complementary collection system reaches the limit value and needs to be regenerated, the ETV can assist the post-injection to carry out heat management, so that the regeneration time is shortened, and the regeneration efficiency is improved.
Fig. 2 is a schematic block diagram of an engine exhaust temperature control system according to another embodiment of the present invention, wherein a temperature detection module 9 is configured to detect an exhaust temperature of an engine, an electronic control unit ECU (vehicle computer) 8 obtains a calibrated exhaust pressure of the engine according to a rotation speed and a torque of the engine when the exhaust temperature of the engine is lower than a working temperature and/or when a certain carbon loading is accumulated in a particulate make-up system of the engine and the exhaust temperature of the engine is lower than a regeneration exhaust temperature during operation of the engine, a correction module 12 corrects the calibrated exhaust pressure according to an atmospheric pressure, an intake temperature of an intake manifold, an ambient temperature and a coolant temperature to obtain a required exhaust pressure of the engine, and a calculation module 13 calculates an exhaust pressure deviation between the required exhaust pressure of the engine and a measured exhaust pressure, as an input to the throttle valve controller 11. Wherein the requested exhaust pressure may be expressed as:
wherein, FX-a demanded exhaust pressure;
FB-calibrating the exhaust pressure;
FP，
-exhaust pressure correction values based on atmospheric pressure, intake air temperature, ambient temperature and coolant temperature, respectively.
Specifically, the correction of the calibrated exhaust pressure by the atmospheric pressure includes two parts, one part is atmospheric pressure correction using the rotation speed and the atmospheric pressure as coordinate axes, the other part is a correction coefficient (percentage) using the atmospheric pressure as a coordinate axis, and the final correction result of the exhaust pressure requirement value (correction for the intake pressure) can be expressed as:
the exhaust pressure requirement is the calibrated exhaust pressure + atmospheric pressure correction.
Similarly, the correction of the intake temperature to the calibrated exhaust pressure comprises two parts, wherein one part is exhaust pressure correction (which can be a positive value or a negative value) taking the rotation speed and the intake temperature as coordinate axes, the other part is a correction coefficient (percentage) taking the intake temperature as a coordinate axis, and the final correction result of the exhaust pressure requirement value (correction to the intake temperature) can be expressed as:
the exhaust pressure requirement value is the calibrated exhaust pressure plus the intake air temperature correction value.
The correction of the environment temperature to the calibrated exhaust pressure comprises two parts, wherein one part is temperature correction taking the rotating speed and the environment temperature as coordinate axes, the other part is a correction coefficient (percentage) taking the environment temperature as a coordinate axis, and the correction result of the final exhaust pressure requirement value (correction aiming at the environment temperature) can be expressed as follows:
the exhaust pressure requirement value is the calibrated exhaust pressure plus the ambient temperature correction value plus the ambient temperature correction factor.
The correction of the engine coolant temperature to the calibrated exhaust pressure includes two parts, one part is the coolant temperature correction using the rotation speed and the coolant temperature as coordinate axes, the other part is the correction coefficient (percentage) using the coolant temperature as coordinate axes, and the final exhaust pressure requirement value (correction for the coolant temperature) correction result can be expressed as:
exhaust pressure requirement value is the calibrated exhaust pressure + coolant temperature correction.
The exhaust temperature may be corrected by referring to parameters such as the intake air temperature, the ambient temperature, the atmospheric pressure, and the coolant temperature, and therefore, according to the above correction method, the required exhaust pressure may be expressed as:
wherein, FX-the requested exhaust pressure;
FB-said nominal exhaust pressure;
FP1，
-an atmospheric pressure correction value, an intake air temperature correction value, an ambient temperature correction value, and a coolant temperature correction value for calibrating the exhaust pressure, respectively;
kP，
-an atmospheric pressure correction coefficient, an intake air temperature correction coefficient, an ambient temperature correction coefficient and a coolant temperature correction coefficient, respectively.
The control logic of the throttle valve controller 11 is shown in fig. 3, and the calibrated exhaust pressure of the engine at this time is obtained according to the engine speed and the indicated torque of the engine, and the exhaust pressure deviation is obtained by correcting the required value of the output exhaust pressure and calculating according to the feedback value of the exhaust pressure and is output to the throttle valve controller 11. In order to realize accurate control of the opening position of the exhaust throttle valve 1, the control logic of the throttle valve controller 11 is realized by three closed-loop controllers, namely an exhaust pressure closed loop, an exhaust throttle valve opening position closed loop and an exhaust throttle valve control motor closed loop, wherein the three closed-loop controllers are buckled and mutually compensated. The throttle valve flow controller 110 controls the exhaust pressure of the three sub-closed loop controllers, so that the exhaust temperature is controlled under corresponding working conditions, the thermal management in the vehicle running process is effectively achieved, the diesel engine post-processing system is always in a temperature area with high conversion efficiency, and the aim of meeting the emission regulation requirements by a vehicle-mounted method is fulfilled.
The throttle valve controller 11 includes: a throttle flow controller 110, a throttle opening controller 111, and a throttle motor controller 112. Fig. 4 is a control logic diagram of the throttle valve controller 11. And obtaining the calibrated exhaust pressure according to the rotating speed of the engine and the indicated torque of the engine, and correcting the calibrated exhaust pressure to obtain the required exhaust pressure. The throttle valve flow controller 110 calculates a throttle valve opening position required value corresponding to the required exhaust pressure by an internal classical-PID (proportional-integral-differential) controller according to the exhaust pressure deviation between the exhaust pressure feedback value and the required exhaust pressure, and provides the throttle valve opening position required value to the throttle valve opening controller 111. The throttle opening controller 111 determines that the battery voltage normally supplies power to the exhaust throttle valve 1, and obtains a drive current demand value of the throttle control motor corresponding to the required opening position through calculation by the PID controller according to the throttle opening position demand value and the throttle opening position measured by the angle sensor 14, and supplies the drive current demand value to the throttle motor controller 112. The throttle motor controller 112 obtains a PWM drive current corresponding to the required drive current by calculation of the PID controller based on the drive current demand value and the drive current feedback value of the throttle control motor, and outputs the PWM drive current to the controller 10, thereby controlling the valve opening of the exhaust throttle valve 1.
According to the control principle of a throttle valve controller, the conditions of atmospheric pressure, air inlet temperature, environment temperature, coolant temperature and the like are combined with the requirement of exhaust pressure, accurate feedback can be realized, and the thermal management of the working condition of low speed, low load and low exhaust temperature in the running process of a vehicle is achieved, so that the national six-vehicle-mounted emission requirement of a diesel engine is met. In addition, after the regeneration requirement of the particle complementary collection system is triggered, the exhaust throttle valve 1 is accurately controlled through the controller 10 and is matched with the post-injection, and efficient DPF regeneration control is achieved.
Fig. 6 is a flowchart of an engine exhaust temperature control method according to an embodiment of the present invention, where the method includes:
Specifically, the judgment of the working condition conditions of the exhaust temperature of the engine comprises the following steps: it is determined whether the exhaust temperature during engine operation is below an operating temperature and/or the exhaust temperature of the engine is below a regeneration exhaust temperature when a particulate make-up system of the engine accumulates a certain carbon load to be regenerated.
In step 602, a requested exhaust pressure is calculated.
Specifically, when the exhaust temperature of the engine is lower than the working temperature during the operation of the engine and/or when a certain carbon load is accumulated in a particle complement system of the engine and the exhaust temperature of the engine is lower than the regeneration exhaust temperature, the calibrated exhaust pressure of the engine is obtained according to the rotating speed and the torque of the engine, and then the calibrated exhaust pressure is corrected according to the atmospheric pressure, the intake temperature of an intake manifold, the ambient temperature and the coolant temperature to obtain the required exhaust pressure of the engine. Wherein the requested exhaust pressure may be expressed as:
wherein, FX-a demanded exhaust pressure;
FB-calibrating the exhaust pressure;
FP，
-exhaust pressure correction values based on atmospheric pressure, intake air temperature, ambient temperature and coolant temperature, respectively.
It is understood that when the value of any one of the atmospheric pressure, the intake air temperature of the intake manifold, the ambient temperature, and the engine coolant temperature at which the engine is located is greatly different from that in the normal environment, the calibrated exhaust pressure may be corrected based on the change in the parameter.
The correction of the calibrated exhaust pressure by the atmospheric pressure comprises two parts, wherein one part is the atmospheric pressure correction taking the rotation speed and the atmospheric pressure as coordinate axes, the other part is a correction coefficient (percentage) taking the atmospheric pressure as the coordinate axes, and the correction result of the final exhaust pressure requirement value (correction aiming at the intake pressure) can be expressed as:
the exhaust pressure requirement is the calibrated exhaust pressure + atmospheric pressure correction.
Similarly, the correction of the intake temperature to the calibrated exhaust pressure comprises two parts, wherein one part is exhaust pressure correction (which can be a positive value or a negative value) taking the rotation speed and the intake temperature as coordinate axes, the other part is a correction coefficient (percentage) taking the intake temperature as a coordinate axis, and the final correction result of the exhaust pressure requirement value (correction to the intake temperature) can be expressed as:
the exhaust pressure requirement value is the calibrated exhaust pressure plus the intake air temperature correction value.
The correction of the environment temperature to the calibrated exhaust pressure comprises two parts, wherein one part is temperature correction taking the rotating speed and the environment temperature as coordinate axes, the other part is a correction coefficient (percentage) taking the environment temperature as a coordinate axis, and the correction result of the final exhaust pressure requirement value (correction aiming at the environment temperature) can be expressed as follows:
the exhaust pressure requirement value is the calibrated exhaust pressure plus the ambient temperature correction value plus the ambient temperature correction factor.
The correction of the engine coolant temperature to the calibrated exhaust pressure includes two parts, one part is the coolant temperature correction using the rotation speed and the coolant temperature as coordinate axes, the other part is the correction coefficient (percentage) using the coolant temperature as coordinate axes, and the final exhaust pressure requirement value (correction for the coolant temperature) correction result can be expressed as:
exhaust pressure requirement value is the calibrated exhaust pressure + coolant temperature correction.
The exhaust temperature may be corrected by referring to parameters such as the intake air temperature, the ambient temperature, the atmospheric pressure, and the coolant temperature, and therefore, according to the above correction method, the required exhaust pressure may be expressed as:
wherein, FX-the requested exhaust pressure;
FB-said nominal exhaust pressure;
FP1，
-an atmospheric pressure correction value, an intake air temperature correction value, an ambient temperature correction value, and a coolant temperature correction value for calibrating the exhaust pressure, respectively;
kP，
-an atmospheric pressure correction coefficient, an intake air temperature correction coefficient, an ambient temperature correction coefficient and a coolant temperature correction coefficient, respectively.
Specifically, the exhaust pressure deviation is obtained by calculating the exhaust pressure requirement value and the measured exhaust pressure feedback value.
In step 604, the throttle demand opening position is calculated and output.
Specifically, the throttle valve opening position required value corresponding to the required exhaust pressure is obtained through classical PID (proportion-integration-differential) control calculation.
It can be understood that the actual throttle valve opening can be made to continuously approach the required throttle valve opening position corresponding to the required exhaust pressure by adjusting the throttle valve opening using the classical PID control method.
In step 605, a driving current demand value is calculated and output.
Specifically, the required drive current value of the throttle control motor corresponding to the required opening position is calculated through PID control according to the required throttle opening position value and the measured throttle opening position.
It can be understood that the driving current of the throttle control motor can be adjusted by using a classical PID control method, so that the driving current of the actual throttle control motor is continuously close to the driving current of the required throttle control motor.
And step 606, calculating and outputting the PWM driving current.
Specifically, the PWM driving current corresponding to the required driving current is obtained through PID control calculation according to the driving current required value and the driving current feedback value of the throttle valve control motor.
It can be understood that the regulation of the PWM driving current by using the classical PID control method can make the actual PWM driving current continuously approach the PWM driving current corresponding to the required driving current, thereby realizing the control of the exhaust pressure.
In step 607, the opening degree of the valve of the exhaust throttle valve ETV 1 is controlled according to the PWM drive current.
Specifically, the exhaust pressure of the engine is increased when the valve opening of the exhaust throttle valve ETV 1 is reduced, so that the exhaust temperature of the engine is increased, and therefore, the exhaust temperature can be detected in real time, and when the exhaust temperature does not meet the working condition, the opening of the exhaust throttle valve is controlled, so that the exhaust temperature of the engine meets the temperature region where the aftertreatment system is always in high conversion efficiency, and the purpose that the vehicle-mounted method meets the emission regulation requirement is achieved, and/or after the regeneration requirement of the DPF (particulate filter) is triggered, the exhaust temperature is increased, the regeneration process time is reduced, and the regeneration efficiency is improved.
The method realizes the control of the exhaust pressure through three PID sub closed loops, thereby realizing the control of the exhaust temperature under corresponding working conditions, effectively achieving the thermal management of the vehicle operation process, enabling the diesel engine post-processing system to be always in a temperature area with higher conversion efficiency, and realizing the purpose that the vehicle-mounted method meets the requirements of emission regulations.
Although the embodiments of the present invention have been described in detail with reference to the accompanying drawings, the embodiments of the present invention are not limited to the details of the above embodiments, and various simple modifications can be made to the technical solutions of the embodiments of the present invention within the technical idea of the embodiments of the present invention, and the simple modifications all belong to the protection scope of the embodiments of the present invention.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, the embodiments of the present invention do not describe every possible combination.
Those skilled in the art will understand that all or part of the steps in the method according to the above embodiments may be implemented by a program, which is stored in a storage medium and includes several instructions to enable a single chip, a chip, or a processor (processor) to execute all or part of the steps in the method according to the embodiments of the present application. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
In addition, any combination of various different implementation manners of the embodiments of the present invention is also possible, and the embodiments of the present invention should be considered as disclosed in the embodiments of the present invention as long as the combination does not depart from the spirit of the embodiments of the present invention.
Claims (10)
1. An engine exhaust temperature control system, comprising:
a temperature detection module (9) for detecting an exhaust temperature of the engine;
an exhaust throttle valve ETV (1) on an exhaust pipe between a turbine (15) of the engine and an ECU (8) for controlling an exhaust pressure of the engine;
a controller (10) for performing one or more of the following operations:
controlling the exhaust throttle valve ETV (1) to decrease an opening degree and increase an exhaust pressure of the engine when an exhaust temperature of the engine is lower than an operating temperature during operation of the engine; and
and under the condition that a certain carbon load is accumulated in a particle complementary system of the engine and the exhaust temperature of the engine is lower than the regeneration exhaust temperature, controlling the exhaust throttle valve (1) to reduce the opening degree and increase the exhaust pressure of the engine.
2. The control system of claim 1, further comprising:
a calculation module (13) for calculating an exhaust pressure deviation between a demanded exhaust pressure of the engine and a measured exhaust pressure when an exhaust temperature of the engine is below an operating temperature during operation of the engine and/or when a particulate replenishment system of the engine accumulates a certain carbon load to be regenerated and the exhaust temperature of the engine is below a regeneration exhaust temperature;
a throttle valve controller for calculating a PWM drive current of the exhaust throttle valve ETV (1) according to the exhaust pressure deviation calculated by the calculation module (13),
the controller controls the opening degree of a valve of the exhaust throttle valve ETV (1) according to the PWM drive current.
3. The control system of claim 2, further comprising:
the electronic control unit ECU (8) is used for obtaining the calibrated exhaust pressure of the engine according to the rotating speed and the torque of the engine; and
a correction module 12, configured to correct the calibrated exhaust pressure to obtain a required exhaust pressure of the engine,
the required exhaust pressure is expressed as:
wherein, FX-the requested exhaust pressure;
FB-said nominal exhaust pressure;
FP，
-exhaust pressure correction values based on atmospheric pressure, intake air temperature, ambient temperature and coolant temperature, respectively.
4. The control system of claim 2, wherein the throttle valve controller comprises:
the throttle valve flow controller is used for calculating the required opening of the throttle valve according to the exhaust pressure deviation;
the throttle opening controller is used for calculating the required driving current of the control motor of the exhaust throttle valve (1) according to the required throttle opening of the throttle valve and the measured valve opening of the throttle valve;
and the throttle valve motor controller is used for calculating the PWM driving current according to the required driving current and the measured driving current.
5. The control system of claim 4, further comprising: an angle sensor (14) for measuring a valve opening of the throttle valve.
6. The control system of claim 4 wherein the modified throttle demand opening, the demand drive current, and the PWM drive current are calculated by proportional-integral-derivative PID control.
7. An engine exhaust temperature control method, characterized in that the method comprises:
detecting an exhaust temperature of the engine; and
one or more of:
controlling an exhaust throttle valve ETV (1) on an exhaust pipe between a turbine of the engine and an aftertreatment system (7) to decrease in opening and increase an exhaust pressure of the engine when an exhaust temperature of the engine is lower than an operating temperature during operation of the engine; and
and under the condition that a certain carbon load is accumulated in a particle complementary system of the engine and the exhaust temperature of the engine is lower than the regeneration exhaust temperature, controlling the exhaust throttle valve (1) to reduce the opening degree and increase the exhaust pressure of the engine.
8. The control method according to claim 7, characterized in that said controlling said exhaust throttle valve (1) to reduce opening comprises, during operation of said engine when an exhaust temperature of said engine is below an operating temperature and/or when a particulate make-up system of said engine accumulates a certain carbon load to be regenerated and an exhaust temperature of said engine is below a regeneration exhaust temperature:
obtaining the calibrated exhaust pressure of the engine according to the rotating speed and the torque of the engine;
correcting the calibrated exhaust pressure to obtain the required exhaust pressure of the engine,
the required exhaust pressure is expressed as:
wherein, FX-the requested exhaust pressure;
FB-said nominal exhaust pressure;
FP，
based on atmospheric pressure, inlet air temperature, ambient temperature and coolant temperature, respectivelyExhaust pressure correction value of degree;
calculating an exhaust pressure deviation between a requested exhaust pressure of the engine and a measured exhaust pressure;
calculating the PWM driving current of the exhaust throttle valve ETV (1) according to the calculated exhaust pressure deviation; and
controlling the opening degree of a valve of the exhaust throttle valve ETV (1) according to the PWM drive current.
9. The control method according to claim 8, wherein said calculating a PWM drive current of the exhaust throttle valve ETV (1) from the calculated exhaust pressure deviation includes:
calculating to obtain the required opening of the throttle valve according to the exhaust pressure deviation;
calculating to obtain a required driving current according to the required opening of the throttle valve and the measured valve opening of the throttle valve;
and calculating the PWM driving current according to the required driving current and the measured driving current.
10. The control method according to claim 9, wherein the corrected throttle valve demand opening degree, the demand drive current, and the PWM drive current are calculated by proportional-integral-derivative PID control.
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