CN112943416B - DPF active regeneration control method and particle catcher - Google Patents
DPF active regeneration control method and particle catcher Download PDFInfo
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- CN112943416B CN112943416B CN202110467326.5A CN202110467326A CN112943416B CN 112943416 B CN112943416 B CN 112943416B CN 202110467326 A CN202110467326 A CN 202110467326A CN 112943416 B CN112943416 B CN 112943416B
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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
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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
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
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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
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
- F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
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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
- F01N9/00—Electrical control of exhaust gas treating apparatus
- F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
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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
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
- F01N2900/1602—Temperature of exhaust gas apparatus
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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
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
- F01N2900/1606—Particle filter loading or soot amount
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Processes For Solid Components From Exhaust (AREA)
Abstract
The invention discloses a DPF active regeneration control method and a particle catcher, and relates to the technical field of engine tail gas aftertreatment. The method mainly comprises the following steps: s1, after an engine runs for a preset time under a set working condition, determining the quality of carbon deposition in the DPF at present; s2, when the mass of the carbon deposit in the DPF is larger than or equal to the preset mass, calculating the ratio of SOF in the carbon deposit; s3, performing active regeneration on the DPF after carbon deposition, and measuring the temperature inside the DPF; s4, determining the regeneration peak temperature and the maximum temperature gradient under the current SOF ratio according to the internal temperature of the DPF; and S5, correcting the set temperature value and the set maximum temperature gradient at the inlet of the DPF according to the regeneration peak temperature and the maximum temperature gradient. The method can reduce the temperature in the active regeneration process of the DPF, improve the use reliability of the DPF, and prolong the service life of the DPF.
Description
Technical Field
The invention relates to the technical field of engine tail gas aftertreatment, in particular to a DPF active regeneration control method and a particle catcher.
Background
With the upgrading of the Diesel engine emission technology, the DPF (Diesel Particulate Filter) technology is adopted, most of PM (Particulate matter) such as soot and the like in tail gas can be filtered, the PM emission is effectively reduced, and the requirements of the national six-emission regulation are met. However, with the increase of the running time of the engine, the accumulated amount of soot in the DPF is also increased, which causes the exhaust back pressure to be increased, and affects the dynamic property and fuel economy of the engine, therefore, when the soot accumulation reaches a certain quality, the active regeneration is required to be performed periodically, the engine injects Diesel oil through the cylinder or the tail pipe in the regeneration process, the Diesel oil is oxidized and released heat in the DOC (Diesel Oxidation Catalyst), high temperature is generated, the soot is oxidized and burned at high temperature, and the DPF function is recovered.
When the operating conditions of different engines are different, the composition of the PM is different, and the content of SOF (Soluble organics) is also different. SOF can accelerate the burning process of carbon granule in the active regeneration process, and when the carbon deposit of the same quality carries out active regeneration under having the SOF condition, the inside higher temperature peak that probably appears of DPF can lead to the carrier to appear and burn damage such as splitting, melting, influences DPF's life.
Disclosure of Invention
The invention aims to provide a DPF active regeneration control method and a particle catcher, which can reduce the internal temperature of DPF regeneration and improve the use reliability of DPF.
In order to achieve the purpose, the invention adopts the following technical scheme:
a DPF active regeneration control method comprising the steps of:
s1, after an engine runs for a preset time under a set working condition, determining the quality of carbon deposition in the DPF at present;
s2, when the mass of the carbon deposit in the DPF is larger than or equal to a preset mass, calculating the ratio of SOF in the carbon deposit;
s3, performing active regeneration on the DPF after carbon deposition, and measuring the temperature inside the DPF;
s4, determining the regeneration peak temperature and the maximum temperature gradient under the current SOF ratio according to the internal temperature of the DPF;
and S5, correcting the set temperature value and the set maximum temperature gradient at the inlet of the DPF according to the regeneration peak temperature and the maximum temperature gradient.
Optionally, step S1 specifically includes: and after the engine runs for a preset time under a set working condition, determining the mass of the carbon deposit in the DPF in a weighing mode.
Optionally, step S2 specifically includes: judging whether the mass of the carbon deposit in the DPF is larger than or equal to a preset mass or not, if so, calculating the ratio of the SOF in the carbon deposit; if not, returning to the step S1.
Optionally, the ratio of SOF in the soot is calculated in step S2 by sampling the soot and performing thermogravimetric analysis.
Optionally, step S3 specifically includes: the DPF is internally provided with a plurality of detection pieces which are uniformly arranged in the DPF at intervals, the DPF after carbon deposition is actively regenerated, and the temperature in the DPF is measured through the plurality of detection pieces.
Optionally, the detection member is a temperature sensor.
Optionally, a plurality of the detecting members are arranged in an array.
Optionally, step S5 specifically includes S51: and obtaining the set temperature value at the DPF inlet according to the exhaust mass flow and the DOC upstream temperature table, and correcting the set temperature value at the DPF inlet according to the regeneration peak temperature corresponding to the current SOF ratio.
Optionally, step S5 specifically further includes S52: and obtaining the set maximum temperature gradient at the DPF inlet according to the HC aging factor of the DOC and the DOC downstream temperature table, and correcting the set maximum temperature gradient at the DPF inlet according to the maximum temperature gradient corresponding to the current SOF ratio.
A particle catcher adopts the DPF active regeneration control method to carry out active regeneration control.
The invention has the beneficial effects that: firstly, after an engine runs for a preset time under a set working condition, determining the quality of carbon deposition in the DPF at present; then when the mass of the carbon deposit in the current DPF is larger than or equal to the preset mass, calculating the ratio of SOF in the carbon deposit; then, the DPF after carbon deposition is actively regenerated, and the temperature inside the DPF is measured; then determining the regeneration peak temperature and the maximum temperature gradient under the occupation ratio of the current SOF according to the temperature in the DPF; and finally, correcting the set temperature value and the set maximum temperature gradient at the inlet of the DPF according to the regeneration peak temperature and the maximum temperature gradient. The method can reduce the temperature in the active regeneration process of the DPF, avoid the damage conditions of burning crack or melting and the like of the carrier in the DPF, improve the use reliability of the DPF, and prolong the service life of the DPF.
According to the particle catcher provided by the invention, the DPF active regeneration control method is adopted for active regeneration control, so that the temperature in the active regeneration process of the particle catcher can be reduced, the damage conditions of burning cracking or burning melting of the carrier in the particle catcher are avoided, the use reliability of the particle catcher is improved, and the service life of the particle catcher is prolonged.
Drawings
FIG. 1 is a flow chart of the main steps of a DPF active regeneration control method provided by an embodiment of the present invention;
fig. 2 is a flowchart illustrating the detailed steps of a DPF active regeneration control method according to an embodiment of the present invention.
Detailed Description
In order to make the technical problems solved, technical solutions adopted and technical effects achieved by the present invention clearer, the technical solutions of the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
The technical scheme of the invention is further explained by the specific implementation mode in combination with the attached drawings.
Fig. 1 shows a flow chart of main steps of the DPF active regeneration control method, which mainly includes the following steps:
s1, after an engine runs for a preset time under a set working condition, determining the quality of carbon deposition in the DPF at present;
s2, when the mass of the carbon deposit in the DPF is larger than or equal to the preset mass, calculating the ratio of SOF in the carbon deposit;
s3, performing active regeneration on the DPF after carbon deposition, and measuring the temperature inside the DPF;
s4, determining the regeneration peak temperature and the maximum temperature gradient under the occupation ratio of the current SOF according to the temperature in the DPF;
and S5, correcting the set temperature value and the set maximum temperature gradient at the inlet of the DPF according to the regeneration peak temperature and the maximum temperature gradient.
It can be understood that the carbon deposits contain partially soluble organic matters (SOF), and the SOF plays a role in igniting and supporting combustion in the combustion process of carbon particles, so that the combustion process is accelerated, and a large amount of heat is rapidly released in the regeneration process. According to the method, the set temperature value and the set maximum temperature gradient at the DPF inlet in the regeneration process are corrected based on the ratio of SOF in the carbon deposition, so that the temperature in the active regeneration process of the DPF can be reduced, the damage conditions of burning crack, burning fusion and the like of a carrier in the DPF are avoided, the use reliability of the DPF is improved, and the service life of the DPF is prolonged.
Fig. 2 is a flowchart illustrating detailed steps of the DPF active regeneration control method, which specifically includes the following steps:
s1, after the engine runs for a preset time under a set working condition, determining the mass of carbon deposition in the DPF through a weighing mode.
In this embodiment, the set working condition and the preset time of the engine operation are not limited, and the operating working condition and the preset time of the engine operation can be adaptively selected according to actual conditions.
It can be understood that the carbon deposition box is arranged in the DPF and used for placing the carbon deposition, the carbon deposition box is taken out before the engine runs and weighed, the weight of the carbon deposition box is the weight of the carbon deposition box, after the engine starts to run, the carbon deposition is started in the DPF, after the running preset time, the carbon deposition box of the DPF can be taken out and weighed again, and the difference value of the weights of the two times is the mass of the carbon deposition in the running preset time of the engine. The weighing means is not limited herein and can be selected adaptively according to actual conditions. In other embodiments, the mass of soot in the current DPF may also be determined by other methods.
S2, judging whether the mass of the carbon deposit in the DPF is larger than or equal to a preset mass or not, and if so, calculating the ratio of SOF in the carbon deposit; if not, returning to the step S1.
It can be understood that when the mass of soot in the DPF is equal to or greater than a preset mass, the fraction of SOF in the soot can be calculated; and if the mass of the carbon deposit in the current DPF is less than the preset mass, returning to the step S1 to continue the carbon deposit until the mass of the carbon deposit is more than or equal to the preset mass. The specific value of the preset mass is not limited herein, and can be adaptively selected according to actual conditions.
Specifically, in step S2, the ratio of SOF in the soot is calculated by sampling the soot and performing thermogravimetric analysis. It can be understood that the thermogravimetric analysis measures the mass change of the sample for carbon deposition analysis by controlling the temperature of the introduced nitrogen, the mass of the sample is reduced due to the volatilization of the SOF in a high-temperature environment, and the more volatilization and the more mass reduction indicate that the ratio of the SOF is higher. The detailed process and principle of thermogravimetric analysis are the prior art and will not be described herein. In other embodiments, the ratio of SOF in the soot may be calculated by other methods.
S3, arranging a plurality of detection pieces in the DPF, wherein the detection pieces are uniformly arranged in the DPF at intervals, the DPF after carbon deposition is actively regenerated, and the temperature inside the DPF is measured through the detection pieces.
Specifically, the detection member is a temperature sensor. A plurality of detection pieces are arranged in an array. In this embodiment, the number of the detection members is fifteen, three detection members are arranged in a row at regular intervals, and five rows of the detection members are arranged. It can be understood that, the arrangement of the temperature sensors can be ensured to be uniform by the arrangement, so that temperature measuring points in the DPF are ensured to be uniformly distributed as much as possible, the temperature measuring effect is better, and the temperature measuring result is more accurate. The distance between two adjacent temperature sensors in one row and the distance between two adjacent rows are not limited herein, and can be adaptively selected according to actual conditions. In other embodiments, other types of detecting members may be used, the number of detecting members may be increased or decreased adaptively, and the arrangement of the detecting members may also be adjusted adaptively.
And S4, determining the regeneration peak temperature and the maximum temperature gradient under the occupation ratio of the current SOF according to the internal temperature of the DPF.
It can be understood that, when the DPF after soot deposition is actively regenerated, the temperature sensor can obtain the regeneration peak temperature and the maximum temperature gradient in the whole active regeneration process under the current SOF proportion as the SOF in the soot is combusted. When the proportion of the SOF in the carbon deposit is large, the temperature in the active regeneration process is high, the proportion of the SOF in the carbon deposit is gradually reduced along with the combustion of the SOF, and the temperature in the active regeneration process is reduced; and the temperature gradient is the rate of change of temperature. As for specific values of the regeneration peak temperature and the maximum temperature gradient, different values will be obtained according to the difference of the SOF ratio and the difference of the carbon deposition amount, and are not limited herein.
And S5, correcting the set temperature value and the set maximum temperature gradient at the inlet of the DPF according to the regeneration peak temperature and the maximum temperature gradient.
Optionally, step S5 specifically includes S51: and obtaining a set temperature value at the DPF inlet according to the exhaust mass flow and the DOC upstream temperature lookup table, and correcting the set temperature value at the DPF inlet according to the corresponding regeneration peak temperature under the current SOF proportion. It can be understood that, DOC links to each other with the DPF, the exhaust gas that the engine was discharged gets into the DOC after, get into the DPF through the DOC again, at first look up the MAP table according to the exhaust gas mass flow of engine and DOC upstream temperature and can obtain the set temperature value of DPF entrance, then refer to in step S4 in the DPF carries out the initiative regeneration in-process, the regeneration peak value temperature in the initiative regeneration in-process that obtains according to the ratio condition of SOF in the carbon deposit, revise the set temperature of DPF entrance, make it can satisfy the requirement of DPF initiative regeneration temperature, thereby avoid the inside higher temperature peak value that appears of DPF and lead to the carrier to appear the condition of damage such as burning and splitting, burn and melt. For example, the mass of the current carbon deposit is 1L, the mass of the SOF is 3g, the occupation ratio of the current SOF in the carbon deposit is 3g/L, the SOF can be combusted to play a combustion supporting role in the active regeneration process of the DPF, the temperature inside the DPF can be monitored at any time through a temperature sensor, after the active regeneration process is finished, the mass of the carbon deposit becomes zero again, the regeneration peak temperature obtained in the process is 800 ℃, if the set temperature value at the inlet of the DPF is 500 ℃ according to the mass flow of the exhaust gas and the temperature upstream of a DOC (diesel particulate filter), the set temperature value at the inlet of the DPF is 800 ℃ according to the regeneration peak temperature, the set temperature value at the inlet of the DPF can be properly reduced to 400 ℃ according to experience, the temperature in the active regeneration process of the DPF is reduced, and damage conditions such as burning cracks, burning and the like of a carrier in the DPF are avoided. With the end of the active regeneration process, the soot mass becomes zero again, and the set temperature value at the DPF inlet can be adjusted back to 500 ℃ again. The specific values in the above examples are merely for illustrating the embodiment, and are not referred to as exact values, and in different embodiments, specific analysis can be performed.
The method for obtaining the set temperature value at the inlet of the DPF and reducing or increasing the set temperature value at the inlet of the DPF by looking up a MAP table according to the exhaust mass flow of the engine and the temperature upstream of the DOC is the prior art and is not described herein again. Meanwhile, for different engine models and different SOF proportions, the specific numerical value for reducing the set temperature value at the inlet of the DPF is different, and the specific numerical value can be adaptively selected according to actual conditions.
Specifically, step S5 further includes S52:
s52: and obtaining a set maximum temperature gradient according to the HC aging factor of the DOC and the DOC downstream temperature by a table look-up, and correcting the set maximum temperature gradient at the DPF inlet according to the maximum temperature gradient corresponding to the current SOF proportion. It can be understood that, firstly, a set maximum temperature gradient can be obtained by looking up a MAP table according to the HC aging factor of the DOC and the DOC downstream temperature, and then, in the process of performing active regeneration on the DPF in reference to step S4, the set maximum temperature gradient is corrected according to the maximum temperature gradient in the active regeneration process obtained according to the proportion of SOF in carbon deposition, so that the set maximum temperature gradient can meet the requirement of the temperature gradient of the DPF, and thus, the damage conditions such as carrier burnout and melting caused by a high temperature peak value in the DPF are avoided. For example, the mass of the current carbon deposit is 1L, the mass of the SOF is 3g, and the proportion of the current SOF in the carbon deposit is 3g/L; according to the fact that the ratio of the SOF in the carbon deposition is 3g/L at present, the influence factor of the ratio of the SOF on the temperature gradient can be found to be 0.8, if the maximum temperature gradient can be set to be 20 ℃/s by finding a MAP table according to the HC aging factor of the DOC and the temperature downstream of the DOC, the maximum temperature gradient under the ratio of the SOF at present is required to be 16 ℃/s, and the maximum temperature gradient is adjusted to be 16 ℃/s to meet the temperature requirement. It can be known that, the set temperature value of DPF entrance is with setting for the maximum temperature gradient and rise, can guarantee through above-mentioned setting that the speed of temperature rise can not be too fast, has avoided the carrier to appear burning and has split in the DPF, has burnt damage conditions such as melting. With the end of the active regeneration process, the soot mass becomes zero again and the set maximum temperature gradient at the DPF inlet can be adjusted back to 20 ℃/s again. The specific values in the above examples are merely for illustrating the embodiment, and are not referred to as exact values, and in different embodiments, specific analysis can be performed.
The specific method for obtaining the set maximum temperature gradient at the inlet of the DPF and reducing or increasing the set maximum temperature gradient by looking up the MAP table according to the HC aging factor of the DOC and the temperature downstream of the DOC is the prior art, and is not described herein again.
The embodiment also provides a particle catcher, active regeneration control is performed by adopting the DPF active regeneration control method, temperature of the particle catcher in the active regeneration process can be controlled, damage conditions such as carrier burning and cracking can be avoided, and the use reliability of the particle catcher is improved. The specific structure and operation principle of the particle trap are known in the prior art, and will not be described herein.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (10)
1. A DPF active regeneration control method comprising the steps of:
s1, after an engine runs for a preset time under a set working condition, determining the quality of carbon deposition in the DPF at present;
s2, when the mass of the carbon deposit in the DPF is larger than or equal to a preset mass, calculating the ratio of SOF in the carbon deposit;
s3, performing active regeneration on the DPF after carbon deposition, and measuring the temperature inside the DPF;
s4, determining the regeneration peak temperature and the maximum temperature gradient under the occupation ratio of the current SOF according to the temperature in the DPF;
s5, correcting the set temperature value at the DPF inlet according to the regeneration peak temperature; correcting the set maximum temperature gradient at the inlet of the DPF according to the maximum temperature gradient; the temperature during active regeneration of the DPF can be reduced by modifying the set temperature value and the set maximum temperature gradient at the DPF inlet.
2. The DPF active regeneration control method of claim 1, wherein the step S1 specifically includes: and after the engine runs for a preset time under a set working condition, determining the mass of the carbon deposit in the DPF in a weighing mode.
3. The DPF active regeneration control method of claim 1, wherein step S2 specifically comprises: judging whether the mass of the carbon deposit in the DPF is larger than or equal to a preset mass or not, if so, calculating the ratio of SOF in the carbon deposit; if not, returning to the step S1.
4. The active regeneration control method of a DPF of claim 1, wherein the fraction of SOF in soot is calculated by sampling soot and performing thermogravimetric analysis in step S2.
5. The DPF active regeneration control method of claim 1, wherein step S3 specifically comprises: the DPF is internally provided with a plurality of detection pieces which are uniformly arranged in the DPF at intervals, the DPF subjected to carbon deposition is actively regenerated, and the temperature inside the DPF is measured through the plurality of detection pieces.
6. The DPF active regeneration control method of claim 5, wherein the detecting member is a temperature sensor.
7. The DPF active regeneration control method of claim 5, wherein a plurality of the sensing members are arranged in an array.
8. The DPF active regeneration control method of claim 1, wherein step S5 specifically includes S51: and obtaining the set temperature value at the DPF inlet according to the exhaust mass flow and DOC upstream temperature table look-up, and correcting the set temperature value at the DPF inlet according to the regeneration peak temperature corresponding to the current SOF proportion.
9. The DPF active regeneration control method of claim 8, wherein step S5 further includes S52: and obtaining the set maximum temperature gradient at the DPF inlet according to the HC aging factor of the DOC and the DOC downstream temperature table, and correcting the set maximum temperature gradient at the DPF inlet according to the maximum temperature gradient corresponding to the current SOF ratio.
10. A particulate trap characterized by active regeneration control by the DPF active regeneration control method according to any one of claims 1 to 9.
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| CN114046198B (en) * | 2022-01-11 | 2022-03-15 | 潍柴动力股份有限公司 | Double DPF regeneration control method and device and engine |
| CN114458422B (en) * | 2022-03-09 | 2022-11-22 | 一汽解放汽车有限公司 | DPF active regeneration control method and system |
| CN115163264B (en) * | 2022-06-30 | 2024-02-02 | 深圳市易孔立出软件开发有限公司 | Vehicle detection method, device, system and storage medium |
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| JP4889873B2 (en) * | 2000-09-08 | 2012-03-07 | 日産自動車株式会社 | Exhaust gas purification system, exhaust gas purification catalyst used therefor, and exhaust purification method |
| JP4506539B2 (en) * | 2005-04-08 | 2010-07-21 | 株式会社デンソー | Exhaust gas purification device for internal combustion engine |
| JP2007231759A (en) * | 2006-02-28 | 2007-09-13 | Nissan Motor Co Ltd | Exhaust emission control device for diesel engine |
| JP5609140B2 (en) * | 2010-02-18 | 2014-10-22 | いすゞ自動車株式会社 | DPF regeneration control method |
| JP5609139B2 (en) * | 2010-02-18 | 2014-10-22 | いすゞ自動車株式会社 | DPF regeneration control method |
| JP6755306B2 (en) * | 2015-09-29 | 2020-09-16 | ジョンソン、マッセイ、パブリック、リミテッド、カンパニーＪｏｈｎｓｏｎ Ｍａｔｔｈｅｙ Ｐｕｂｌｉｃ Ｌｉｍｉｔｅｄ Ｃｏｍｐａｎｙ | Catalytic filter with soot catalyst and SCR catalyst |
| CN108049943B (en) * | 2017-11-24 | 2019-09-20 | 汪家琳 | Diesel exhaust particulate object carbon black purifying processing device and method |
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