CN112485008A - Aftertreatment temperature control device and method for diesel engine in-loop - Google Patents
Aftertreatment temperature control device and method for diesel engine in-loop Download PDFInfo
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Abstract
The invention provides a post-processing temperature control device and a post-processing temperature control method for a diesel engine in a ring, wherein EIL can accurately simulate the running state of the engine under the running working condition of the whole vehicle on an engine bench, the running rotating speed and load of the engine can be obtained by calculating parameters such as the input vehicle required speed, transmission ratio, transmission efficiency and the like, the post-processing system on the engine bench can be simulated on the engine bench under the blowing condition of wind power in the driving process of the vehicle by utilizing the device, and the approach of the post-processing system on the engine bench to the loading state is realized, so that the evaluation of pollutants discharged under the working condition of the whole vehicle can be carried out on the engine bench in the early stage of research and development. The temperature control device and the temperature control method provided by the invention can improve the precision of testing exhaust pollutants by an EIL method, can realize control of the exhaust temperature entering a whole vehicle aftertreatment system on a rack by using the method, and can evaluate the vehicle emission level in the early stage of research and development by combining with an EIL test system.
Description
Technical Field
The invention belongs to the technical field of engine testing, and particularly relates to a post-treatment temperature control device and method for an in-loop diesel engine.
Background
Along with the increase of motor vehicles in the market, the problems of energy consumption and environmental pollution are increasingly highlighted, more strict regulations on oil consumption and emission limits are provided by the country to prompt the research on energy conservation and emission reduction of a host factory and a vehicle enterprise, the fuel consumption limit of GB 30510 + 2018 heavy commercial vehicles is issued in 2018, the fuel consumption of trucks with different total design qualities is reduced by 11.5-15.4% compared with the limit of the upper stage, and the immediately issued oil consumption of the four stages has lower requirements on the oil consumption of the whole vehicle, so that the oil consumption and emission evaluation of the vehicle are very necessary in the early stage of vehicle research and development. The Engine in-the-loop (EIL) simulation is considered as a special type of Hardware in-the-loop (HIL) simulation, a real Engine can be adopted on an Engine rack, and a complete vehicle and driver model is built to develop a complete vehicle circulation condition test, so that the emission and the fuel economy under the transient condition of the Engine are accurately and truly evaluated.
However, when the diesel engine EIL bench test is performed, because the exhaust pipeline and the aftertreatment system are not under the real condition that the exhaust pipeline and the aftertreatment system are blown by environmental wind force at different speeds like a whole vehicle, the aftertreatment part can continuously keep higher temperature after the engine runs under a high-load transient working condition, so that the SCR is always at high conversion efficiency, the emission of the EIL test has larger deviation with the actual whole vehicle test, and especially the NOx emission is influenced by the aftertreatment temperature more obviously.
Therefore, it is necessary to develop a temperature control device for the aftertreatment of the engine in the ring-gantry diesel engine, so that the exhaust aftertreatment system approaches the actual state of the whole automobile in the whole-automobile circulation working condition process of the engine in the EIL, and the accuracy of the EIL emission test is improved.
Disclosure of Invention
In view of the above, the present invention provides an in-loop post-processing temperature control apparatus and method for a diesel engine, so as to solve the problem that during an EIL bench test of a diesel engine, since an exhaust pipeline and a post-processing system do not have a real condition blown by environmental wind at different speeds like a whole vehicle, a post-processing part can continuously maintain a higher temperature after the engine operates under a high-load transient condition, so that an SCR is always in a high conversion efficiency, and thus the emission of the EIL test has a larger deviation from the actual whole vehicle test.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a post-processing temperature control device for an on-loop diesel engine comprises an input system, a control mode selection switch, a control mode first channel, a control mode second channel, a frequency conversion system and a three-phase driving motor for driving a fan;
the output end of the input system is connected with the controlled end of the control mode selection switch, the control end of the control mode selection switch is respectively connected with the input end of the control mode first channel and the input end of the control mode second channel, the output end of the control mode first channel and the output end of the control mode second channel are respectively connected with the input end of the frequency conversion system, and the output end of the frequency conversion system is connected with the three-phase driving motor.
Furthermore, the control mode first channel comprises a first analog quantity signal output channel, the frequency conversion system comprises a controller input signal circuit, the input end of the first analog quantity signal output channel is connected with the control end of the control mode selection switch, and the output end of the first analog quantity signal output channel is connected with the input end of the controller input signal circuit.
Further, control mode second passageway includes target temperature signal and actual temperature signal contrast module, second analog signal output channel, target temperature module is connected with actual temperature signal contrast module's input connection control mode selector switch control end, target temperature signal still is connected with actual exhaust temperature sampling module with actual temperature signal contrast module input, and the output of target and actual signal contrast module is connected with the receiving terminal of second analog signal output channel, the output and the input of signal control input signal circuit of second analog signal output channel are connected.
Furthermore, the frequency conversion system also comprises a rectifier, wherein the input end of the rectifier is connected with a 220V power supply, and the output end of the rectifier is connected with a control signal input signal circuit.
Further, the frequency conversion system further comprises a main control circuit, a driving circuit and an inverter, wherein the controller input signal circuit comprises a plurality of output ends, one of the output ends is connected with the input end of the inverter, the other output end is connected with the input end of the main control circuit, one of the output ends of the main control circuit is connected with the input end of the driving circuit, the output end of the driving circuit is connected with the input end of the inverter, the output end of the inverter is connected with a three-phase driving motor, and the other output end of the main control circuit is connected with an output display module.
An aftertreatment temperature control method for a diesel engine in-loop, comprising the steps of:
s1, the EIL inputs the calculated target vehicle speed or the input target post-processing exhaust temperature to a temperature control device in the loop system, and the control mode selection switch selects a control mode first channel or a control mode second channel to calculate an analog signal quantity; and the analog quantity signal is output to the controller input signal circuit;
s2, calculating through a controller input signal circuit to obtain a target control frequency, and transmitting the target control frequency to a main control circuit;
s3, calculating the required frequency and voltage through the main control circuit, detecting the output voltage, current and frequency, and outputting the frequency to the PUMA system through analog signals for real-time display monitoring;
and S4, the driving circuit amplifies the power of the pulse control signal operated by the main control circuit and inputs the amplified pulse control signal to the inverter, and the inverter changes the frequency of the alternating current so as to change the running speed of the external three-phase motor.
Further, in the step S1, the process of calculating the analog semaphore by the first channel in the control mode is as follows:
and converting the vehicle speed value calculated by the EIL system into a corresponding 0-10V analog quantity signal through a script formula.
Further, the process of calculating the analog semaphore by the second channel in the control mode in step S2 is as follows:
and inputting OBD data of the temperature sensor acquired under the working condition of the whole vehicle into the EIL system as a series, comparing the input temperature with the temperature acquired in real time, and increasing or decreasing the 0-10V analog quantity signal output by the analog channel according to the comparison result.
Compared with the prior art, the invention has the following advantages:
(1) the device and the method for controlling the treatment temperature improve the precision of testing exhaust pollutants by an EIL method, can control the exhaust temperature entering a finished automobile post-treatment system on a rack by using the method, and can evaluate the vehicle emission level in the early stage of research and development by combining with an EIL test system.
(2) The processing temperature control device and the method can carry out bench verification on the bench according to the heat preservation measure of the post-processing system, and ensure that the research and development scheme meets the requirements of regulations after a vehicle is carried.
(3) The processing temperature control device and the processing temperature control method can evaluate the factors of the vehicle, which are influenced by the environment, of the post-processing system in the actual road driving process, and can evaluate the emission of PEMS under different external wind strengths.
(4) The processing temperature control device and the processing temperature control method can reduce the dependence of a host factory on original vehicles and rotating hubs, can directly evaluate the emission and oil consumption levels of different vehicle types carried by the system on an engine pedestal, and are used for primarily screening high-risk vehicle types.
(5) Compared with the condition that a fan is not used for blowing, the treatment temperature control device and the treatment temperature control method have the advantages that the accumulated NOX emission of the C-WTVVC is close to 0.1g and is at a very low level.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and, together with the description, serve to explain the invention without limitation. In the drawings:
FIG. 1 is a graph illustrating the influence of the presence or absence of a fan on NOx emissions according to an embodiment of the present invention;
FIG. 2 is a flow chart of an ELL in-loop system according to an embodiment of the present invention;
FIG. 3 is a flow chart of an after-treatment temperature control device and method for a diesel engine in a ring according to the inventive embodiment of the present invention.
Detailed Description
It should be noted that the embodiments and features of the embodiments of the present invention may be combined with each other without conflict.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like are used in the orientation or positional relationship indicated in the drawings, which are merely for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be construed as limiting the invention. Furthermore, the terms "first", "second", etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first," "second," etc. may explicitly or implicitly include one or more of that feature. In the description of the invention, the meaning of "a plurality" is two or more unless otherwise specified.
In the description of the invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted", "connected" and "connected" are to be construed broadly, e.g. as being fixed or detachable or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the creation of the present invention can be understood by those of ordinary skill in the art through specific situations.
The invention will be described in detail with reference to the following embodiments with reference to the attached drawings.
As shown in fig. 1 to 3, an aftertreatment temperature control device for a diesel engine in a ring comprises an input system, a control mode selection switch, a control mode first channel, a control mode second channel, a variable frequency system and a three-phase driving motor for driving a fan;
the output end of the input system is connected with the controlled end of the control mode selection switch, the control end of the control mode selection switch is respectively connected with the input end of the control mode first channel and the input end of the control mode second channel, the output end of the control mode first channel and the output end of the control mode second channel are respectively connected with the input end of the frequency conversion system, and the output end of the frequency conversion system is connected with the three-phase driving motor.
The control mode first channel comprises a first analog quantity signal output channel, the frequency conversion system comprises a controller input signal circuit, the input end of the first analog quantity signal output channel is connected with the control end of the control mode selection switch, and the output end of the first analog quantity signal output channel is connected with the input end of the controller input signal circuit.
The control mode second channel includes target temperature signal and actual temperature signal contrast module, second analog signal output channel, target temperature signal is connected with the input connection control mode select switch control end of actual temperature signal contrast module, target temperature signal still is connected with actual exhaust temperature sampling module with actual signal contrast module input, and the output of target temperature signal and actual temperature signal contrast module is connected with the receiving terminal of second analog signal output channel, the output and the input of signal control input signal circuit of second analog signal output channel are connected.
The frequency conversion system further comprises a rectifier, wherein the input end of the rectifier is connected with a 220V power supply, and the output end of the rectifier is connected with a control signal input signal circuit.
The frequency conversion system further comprises a main control circuit, a driving circuit and an inverter, the controller input signal circuit comprises a plurality of output ends, one output end is connected with the input end of the inverter, the other output end is connected with the input end of the main control circuit, one output end of the main control circuit is connected with the input end of the driving circuit, the output end of the driving circuit is connected with the input end of the inverter, the output end of the inverter is connected with a three-phase driving motor, and the other output end of the main control circuit is connected with an output display module.
As shown in fig. 1 to 3, an aftertreatment temperature control method for a diesel engine in a ring includes the steps of:
s1, the EIL inputs the calculated target vehicle speed or the input target post-processing exhaust temperature to a temperature control device in the loop system, and the control mode selection switch selects a control mode first channel or a control mode second channel to calculate an analog signal quantity; and the analog quantity signal is output to the controller input signal circuit;
s2, calculating through a controller input signal circuit to obtain a target control frequency, and transmitting the target control frequency to a main control circuit;
s3, calculating the required frequency and voltage through the main control circuit, detecting the output voltage, current and frequency, and outputting the frequency to the PUMA system through analog signals for real-time display monitoring;
and S4, the driving circuit amplifies the power of the pulse control signal operated by the main control circuit and inputs the amplified pulse control signal to the inverter, and the inverter changes the frequency of the alternating current so as to change the running speed of the external three-phase motor.
As shown in fig. 3, the process of calculating the analog semaphore by the first channel in the control mode in step S1 is as follows:
and converting the target vehicle speed value calculated by the EIL system into a corresponding 0-10V analog quantity signal through a script formula.
The control method according to the target vehicle speed is as follows: setting a 0-10V analog signal output channel (defining variable name V _ FAN) in the post-processing temperature control device, setting 0-10V linear corresponding 0-100% adjusting frequency, correlating with a VSM target vehicle speed (defining variable name V _ ACT) through a program, carrying out analog quantity signal conversion output according to a read vehicle speed signal, and changing the alternating current frequency generated by an inverter before a three-phase driving motor so as to control the running frequency of a FAN, wherein the specific corresponding relation needs to be adjusted according to a tested engine vehicle model; for example, the V _ FAN output program scheme is as follows:
public V _ FAN// definition variable V _ FAN
IF V_ACT<＝20THEN
V _ FAN is 20// the speed is less than or equal to 20km/h, the wind power frequency of the FAN is 20 percent of the maximum frequency
ELSEIF 20<V_ACT<＝60
V _ FAN is V _ ACT 1.5// vehicle speed is greater than 20km/h and less than or equal to 60km/h, and the wind power value of the FAN is the vehicle speed multiplied by 1.5
ELSEIF V_ACT>60
V _ FAN is 100// vehicle speed is more than 60km/h, and wind power frequency of a FAN is 100 percent of the maximum frequency
ENDIF。
As shown in fig. 3, the process of calculating the analog semaphore by the second channel in the control mode in step S2 is as follows:
inputting OBD data of a temperature sensor acquired under the working condition of the whole vehicle into an EIL system as a series, comparing the input temperature with the temperature acquired in real time, and increasing or decreasing a 0-10V analog quantity signal output by an analog channel according to a comparison result;
the pre-treatment exhaust temperature control method according to the target is as follows: according to post-processing temperature sensor data acquired transiently in a finished automobile working condition test, the data are input to a post-processing temperature control device in an array form to be used as each instantaneous target exhaust temperature (a defined variable name T _ DEM) under the working condition, when an EIL bench is tested, a K-type thermocouple is required to be additionally arranged in front of a post-processing part for real-time temperature acquisition (a defined variable name T _ EXH2), the actual temperature and the target temperature are compared in the running process of an engine, a 0-10V analog signal output channel (a defined variable name V _ FAN) is also arranged in the post-processing temperature control device, 0-100% adjusting frequency corresponding to 0-10V linearity is set, and the analog output signal is increased or decreased according to the comparison result, so that the change of the running frequency of three electric motor FANs is realized.
For example, the V _ FAN output program scheme is as follows:
public V _ FAN// definition variable V _ FAN
Setting initial V _ FAN value as 0// setting V _ FAN
IF T_EXH2<＝T_DEM THEN
V _ FAN-10// T _ EXH2 is less than or equal to T _ EDM, and the wind power value of the FAN is reduced by 10
ELSEIF T_EXH2＞T_DEM
V _ FAN +10// T _ EXH2 is less than or equal to T _ EDM, and the wind power value of the FAN is added by 10
ENDIF
And limited by the range of the analog quantity signal channel, V _ FAN is less than 0, the actual output is 0, V _ FAN is greater than 100, and the actual output is 100, namely the maximum frequency of the FAN control output.
As shown in fig. 3, the specific control method is as follows:
a vehicle model and a driver model are built in an AVL VSM, after a required driving condition target speed is input, the VSM calculates the rotating speed and the torque of an engine according to the input vehicle model parameters and the driver model parameters, meanwhile, data serving as the target rotating speed and the torque are input to a PUMA system through test.
The control of the exhaust temperature of the aftertreatment temperature may be performed in two ways without changing the operating conditions of the engine. The selection of control modes can be carried out in the device, and the control can be carried out according to the target vehicle speed or the target exhaust temperature before post-treatment, and the device mainly comprises the following components:
the EIL inputs the calculated target vehicle speed or the input target post-treatment exhaust temperature to the temperature control device in the loop system, the control mode of the post-treatment temperature control device is selected through the control mode selection switch, and only one control mode can be adopted for operation in a single test.
The control mode is that:
according to the speed value calculated by the EIL system, the speed value is converted into a corresponding 0-10V analog quantity signal through a script formula, the analog quantity signal is output to a controller input signal circuit through an analog quantity signal output channel, the analog quantity signal output 0-10V respectively corresponds to the controller 0hz to the maximum allowable frequency, generally 50hz, therefore, the target control frequency can be obtained through calculating the speed value in real time, the main control circuit further calculates the required frequency and the voltage, detects the output voltage, the output current and the output frequency, and outputs the frequency to the PUMA system through an analog signal for real-time display monitoring. The driving circuit amplifies the power of the pulse control signal operated by the main control circuit and inputs the pulse control signal to the inverter, so that the frequency of alternating current generated by the inverter is changed, and the running rotating speed of an external three-phase motor (used for driving fan blades) is changed. In order to protect the circuit safety, a protection circuit, such as a common overcurrent short-circuit protection circuit, is added between the inverter and the three-phase motor.
A rectifier: the 220V alternating current is converted into direct current, and the direct current is used for providing a source of the direct current for the work of the inverter and is converted into the direct current to be used for supplying power to a control circuit of the whole device.
The control method according to the target vehicle speed is as follows: A0-10V analog signal output channel (a definition variable name V _ FAN) is arranged in the post-processing temperature control device, 0-10V linear corresponding 0-100% adjusting frequency is set and is related to a VSM target vehicle speed (a definition variable name V _ ACT) through a program, analog quantity signals are converted and output according to read vehicle speed signals, the alternating current frequency generated by an inverter before a three-phase motor is changed, and therefore the running frequency of a FAN is controlled, and the specific corresponding relation needs to be adjusted according to a tested engine vehicle model. For example, the V _ FAN output program scheme is as follows:
public V _ FAN// definition variable V _ FAN
IF V_ACT<＝20THEN
V _ FAN is 20// the speed is less than or equal to 20km/h, the wind power frequency of the FAN is 20 percent of the maximum frequency
ELSEIF 20<V_ACT<＝60
V _ FAN is V _ ACT 1.5// vehicle speed is greater than 20km/h and less than or equal to 60km/h, and the wind power value of the FAN is the vehicle speed multiplied by 1.5
ELSEIF V_ACT>60
V _ FAN is 100// vehicle speed is more than 60km/h, and wind power frequency of a FAN is 100 percent of the maximum frequency
ENDIF
A control mode II:
the method comprises the steps of inputting temperature sensor OBD data acquired by the working condition of the whole vehicle into an EIL system as a series, comparing the input temperature with the temperature acquired in real time, increasing or decreasing a 0-10V analog quantity signal output by an analog channel according to a comparison result, and changing the running rotating speed of three external motors (driving fan blades) in real time in the same control mode in the subsequent steps.
The pre-treatment exhaust temperature control method according to the target is as follows: according to post-processing temperature sensor data acquired transiently in a finished automobile working condition test, the data are input to a post-processing temperature control device in an array form to be used as each instantaneous target exhaust temperature (a defined variable name T _ DEM) under the working condition, when an EIL bench is tested, a K-type thermocouple is required to be additionally arranged in front of a post-processing part for real-time temperature acquisition (a defined variable name T _ EXH2), the actual temperature and the target temperature are compared in the running process of an engine, a 0-10V analog signal output channel (a defined variable name V _ FAN) is also arranged in the post-processing temperature control device, 0-100% adjusting frequency corresponding to 0-10V linearity is set, and the analog output signal is increased or decreased according to the comparison result, so that the change of the running frequency of three electric motor FANs is realized. For example, the V _ FAN output program scheme is as follows:
public V _ FAN// definition variable V _ FAN
Setting initial V _ FAN value as 0// setting V _ FAN
IF T_EXH2<＝T_DEM THEN
V _ FAN-10// T _ EXH2 is less than or equal to T _ EDM, and the wind power value of the FAN is reduced by 10
ELSEIF T_EXH2＞T_DEM
V _ FAN +10// T _ EXH2 is less than or equal to T _ EDM, and the wind power value of the FAN is added by 10
ENDIF
And limited by the range of the analog quantity signal channel, V _ FAN is less than 0, the actual output is 0, V _ FAN is greater than 100, and the actual output is 100, namely the maximum frequency of the FAN control output.
The best mode is as follows:
controlling according to the target vehicle speed:
1. wind force blowing to an exhaust pipeline and an aftertreatment system through a windward side in different vehicle speeds in a similar whole vehicle sliding process is tested (the sliding standard refers to GBT 27840-2011 appendix C).
2. And (4) building a whole vehicle model and a driver model in the EIL system.
3. And selecting a target speed control method in the post-processing temperature control device, correcting a program formula for controlling a fan on a rack according to the air volume tested by the whole vehicle, and realizing the simulation of wind blowing of a post-processing system during the driving of the whole vehicle on the rack.
4. And (3) combining an EIL system on an engine rack to carry out the test of the working condition of the whole vehicle (C-WTVC, China working condition, PEMS and the like) while keeping the fan to change along with the target speed.
5. The fan frequency is increased in a proper amount under each vehicle speed, and the degree of emission degradation along with the increase of post-treatment heat dissipation in the PEMS cycle working condition can be verified.
Controlling according to the target exhaust gas temperature before aftertreatment:
1. and (3) referring to the existing data of the whole vehicle working condition database and the engine displacement, selecting some severe working condition data to be combined, and particularly, regarding some working condition segments with the temperature lower than 240 ℃, grouping a group of exhaust temperature data before aftertreatment as target temperature to be input to a temperature control device.
2. A whole vehicle model and a driver model are built in an EIL system, and a target exhaust temperature control method before post-treatment is selected in a post-treatment temperature control device.
3. And comparing the target and the actually acquired temperature data in the EIL system test operation process.
And adjusting the frequency generated by the alternating current of the inverter according to the comparison result so as to control the frequency of the fan.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and should not be taken as limiting the invention, so that any modifications, equivalents, improvements and the like, which are within the spirit and principle of the present invention, should be included in the scope of the present invention.
Claims (8)
1. An aftertreatment temperature control device for an on-ring diesel engine, characterized by: the system comprises an input system, a control mode selection switch, a control mode first channel, a control mode second channel, a frequency conversion system and a three-phase driving motor for driving a fan;
the output end of the input system is connected with the controlled end of the control mode selection switch, the control end of the control mode selection switch is respectively connected with the input end of the control mode first channel and the input end of the control mode second channel, the output end of the control mode first channel and the output end of the control mode second channel are respectively connected with the input end of the frequency conversion system, and the output end of the frequency conversion system is connected with the three-phase driving motor.
2. An aftertreatment temperature control device for a diesel engine in-loop according to claim 1, characterized in that: the control mode first channel comprises a first analog quantity signal output channel, the frequency conversion system comprises a controller input signal circuit, the input end of the first analog quantity signal output channel is connected with the control end of the control mode selection switch, and the output end of the first analog quantity signal output channel is connected with the input end of the controller input signal circuit.
3. An aftertreatment temperature control device for a diesel engine in-loop according to claim 2, characterized in that: the control mode second channel includes target temperature signal and actual temperature signal contrast module, second analog signal output channel, the input connection control mode select switch control end of target and actual signal contrast module is connected, target temperature signal and actual temperature signal contrast module input still are connected with actual exhaust temperature sampling module, and the output of target temperature signal and actual temperature signal contrast module is connected with the receiving terminal of second analog signal output channel, the output and the input of signal control input signal circuit of second analog signal output channel are connected.
4. An aftertreatment temperature control device for a diesel engine in-loop according to claim 1, characterized in that: the frequency conversion system further comprises a rectifier, wherein the input end of the rectifier is connected with a 220V power supply, and the output end of the rectifier is connected with a control signal input signal circuit.
5. An aftertreatment temperature control device for a diesel engine in-loop according to claim 1, characterized in that: the frequency conversion system further comprises a main control circuit, a driving circuit and an inverter, the controller input signal circuit comprises a plurality of output ends, one output end is connected with the input end of the inverter, the other output end is connected with the input end of the main control circuit, one output end of the main control circuit is connected with the input end of the driving circuit, the output end of the driving circuit is connected with the input end of the inverter, the output end of the inverter is connected with a three-phase driving motor, and the other output end of the main control circuit is connected with an output display module.
6. A method of aftertreatment temperature control in a ring for a diesel engine, comprising the steps of:
s1, the EIL inputs the calculated target vehicle speed or the input target post-processing exhaust temperature to a temperature control device in the loop system, and the control mode selection switch selects a control mode first channel or a control mode second channel to calculate an analog signal quantity; and the analog quantity signal is output to the controller input signal circuit;
s2, calculating through a controller input signal circuit to obtain a target control frequency, and transmitting the target control frequency to a main control circuit;
s3, calculating the required frequency and voltage through the main control circuit, detecting the output voltage, current and frequency, and outputting the frequency to the PUMA system through analog signals for real-time display monitoring;
and S4, the driving circuit amplifies the power of the pulse control signal operated by the main control circuit and inputs the amplified pulse control signal to the inverter, and the inverter changes the frequency of the alternating current so as to change the running speed of the external three-phase motor.
7. The aftertreatment temperature control method for a diesel engine in a ring according to claim 6, characterized in that: the process of calculating the analog semaphore by the first channel in the control mode in step S1 is as follows:
and converting the vehicle speed value calculated by the EIL system into a corresponding 0-10V analog quantity signal through a script formula.
8. The aftertreatment temperature control method for a diesel engine in a ring according to claim 6, characterized in that: the process of calculating the analog semaphore by the second channel in the control mode in step S2 is as follows:
and inputting OBD data of the temperature sensor acquired under the working condition of the whole vehicle into the EIL system as a series, comparing the input temperature with the temperature acquired in real time, and increasing or decreasing the 0-10V analog quantity signal output by the analog channel according to the comparison result.
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