CN113804596B - Soot loading system and loading method thereof - Google Patents
Soot loading system and loading method thereof Download PDFInfo
- Publication number
- CN113804596B CN113804596B CN202111114863.8A CN202111114863A CN113804596B CN 113804596 B CN113804596 B CN 113804596B CN 202111114863 A CN202111114863 A CN 202111114863A CN 113804596 B CN113804596 B CN 113804596B
- Authority
- CN
- China
- Prior art keywords
- soot
- loading
- engine
- gpf
- control system
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 239000004071 soot Substances 0.000 title claims abstract description 173
- 238000011068 loading method Methods 0.000 title claims abstract description 138
- 239000003054 catalyst Substances 0.000 claims abstract description 34
- 238000009825 accumulation Methods 0.000 claims abstract description 26
- 238000004891 communication Methods 0.000 claims abstract description 21
- 239000000446 fuel Substances 0.000 claims description 31
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims description 26
- 229910052760 oxygen Inorganic materials 0.000 claims description 26
- 239000001301 oxygen Substances 0.000 claims description 26
- 238000002347 injection Methods 0.000 claims description 22
- 239000007924 injection Substances 0.000 claims description 22
- 238000001816 cooling Methods 0.000 claims description 21
- 239000007789 gas Substances 0.000 claims description 8
- 238000011144 upstream manufacturing Methods 0.000 claims description 6
- 238000005259 measurement Methods 0.000 claims description 5
- 239000010705 motor oil Substances 0.000 claims description 4
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 4
- 238000007664 blowing Methods 0.000 claims description 3
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 12
- 229910052799 carbon Inorganic materials 0.000 description 12
- 239000000779 smoke Substances 0.000 description 11
- 238000011161 development Methods 0.000 description 9
- 230000018109 developmental process Effects 0.000 description 9
- 238000000034 method Methods 0.000 description 7
- 230000008929 regeneration Effects 0.000 description 6
- 238000011069 regeneration method Methods 0.000 description 6
- 238000009529 body temperature measurement Methods 0.000 description 5
- 238000012360 testing method Methods 0.000 description 5
- 238000006555 catalytic reaction Methods 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 230000007774 longterm Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 239000013618 particulate matter Substances 0.000 description 2
- 230000000737 periodic effect Effects 0.000 description 2
- 238000003915 air pollution Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000003197 catalytic effect Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
- G01N15/00—Investigating characteristics of particles; Investigating permeability, pore-volume or surface-area of porous materials
- G01N15/06—Investigating concentration of particle suspensions
-
- 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
Landscapes
- Chemical & Material Sciences (AREA)
- Dispersion Chemistry (AREA)
- Physics & Mathematics (AREA)
- Health & Medical Sciences (AREA)
- Life Sciences & Earth Sciences (AREA)
- Analytical Chemistry (AREA)
- Biochemistry (AREA)
- General Health & Medical Sciences (AREA)
- General Physics & Mathematics (AREA)
- Immunology (AREA)
- Pathology (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
The invention relates to the technical field of engines, in particular to a soot loading system and a loading method thereof. Each soot loading unit comprises a catalyst, a GPF and a first soot measuring device, wherein the catalyst is arranged on one of two exhaust pipelines of the V-shaped engine, the GPF is arranged on the exhaust pipeline and is positioned at the downstream of the catalyst, and the first soot measuring device is used for measuring the first real-time soot concentration between the catalyst and the GPF and is in communication connection with a rack control system so that the rack control system calculates a first soot accumulation value and judges the operation parameters of the next step of the V-shaped engine.
Description
Technical Field
The invention relates to the technical field of engines, in particular to a soot loading system and a soot loading method.
Background
Gasoline engine particulate matter emissions are one of the sources of air pollution, and a gasoline engine particulate trap (Gasoline Particulate FILTER GPF) is an important means of disposing of gasoline engine particulate matter emissions. GPF is used as a wall-flow type carbon smoke filter device, and periodic regeneration treatment is needed while carbon smoke is intercepted, otherwise, the long-term effective GPF carbon smoke interception function cannot be met. In the development of a vehicle carrying a GPF, a control system for the GPF needs to be developed. The GPF control system has the problems of long development period, complicated calibration process and the like in the development process, and the GPF with different carbon loads needs to be repeatedly subjected to regeneration tests in the calibration process, namely a large number of loading and regeneration tests are needed. The loading test on the vehicle is limited by working conditions, high temperature and disassembly conditions, and the loading efficiency is low.
Accordingly, there is a need for a soot loading system and a loading method thereof to solve the above-mentioned problems.
Disclosure of Invention
The invention aims to provide a soot loading system which can improve soot loading efficiency and shorten the development period of a GPF control system.
To achieve the purpose, the invention adopts the following technical scheme:
a soot loading system comprising:
A V-type engine;
The engine control unit is in communication connection with the V-shaped engine so as to control the operation parameters of the V-shaped engine;
the dynamometer is used for measuring the power of the V-shaped engine;
the rack control system is respectively in communication connection with the engine control unit and the dynamometer;
two soot loading units, each of said soot loading units comprising:
A catalyst disposed on one of two exhaust pipes of the V-type engine;
a GPF disposed on the exhaust line downstream of the catalyst;
And the first soot measuring device is used for measuring a first real-time soot concentration of the exhaust pipeline between the catalyst and the GPF, is in communication connection with the rack control system, so that the rack control system calculates a first soot accumulation value according to the first real-time soot concentration, judges the next operation parameter of the V-shaped engine and transmits the first soot accumulation value to the engine control unit.
Optionally, each of the soot loading units further comprises a first oxygen sensor for measuring an oxygen concentration in the exhaust line upstream of the catalyst and a second oxygen sensor for measuring an oxygen concentration in the exhaust line downstream of the GPF or between the catalyst and the GPF, each in communication with the gantry control system.
Optionally, each of the soot loading units further comprises a first temperature measuring element for measuring the temperature in the GPF and a second temperature measuring element for measuring the temperature in the exhaust line upstream of the catalyst, both in communication with the gantry control system.
Optionally, the soot loading system further includes a variable frequency fan, and the variable frequency fan is in communication connection with the rack control system, so that the rack control system transmits the power of the V-type engine to the variable frequency fan, and the variable frequency fan adjusts the wind speed of blowing to the V-type engine according to the power.
Optionally, each soot loading unit further comprises a second soot measuring device for measuring a second real-time soot concentration in the exhaust gas pipe downstream of the GPF, the second soot measuring device being communicatively connected with the gantry control system such that the gantry control system calculates the first soot accumulation value from the first real-time soot concentration and the second real-time soot concentration.
Optionally, the soot loading system further comprises a fuel supply system communicatively connected to the engine control unit such that the fuel supply system supplies fuel to the V-engine according to the operating parameters of the V-engine.
Another object of the present invention is to provide a soot loading method, which can improve soot loading efficiency and shorten the development period of a GPF control system.
To achieve the purpose, the invention adopts the following technical scheme:
the soot loading method of the soot loading system comprises the following steps:
And (3) a speed increasing stage: the engine control unit controls the V-shaped engine to adjust the rotating speed to the loading rotating speed N1, adjust the load to the loading load RL1, adjust the air-fuel ratio to the loading air-fuel ratio lambda 1, and after the operation parameters are stable, the injection pressure of the V-shaped engine is adjusted to the loading injection pressure P1, and the injection time is gradually adjusted to the loading injection time A1;
loading phase: the V-shaped engine continuously runs under the working condition, GPF loads soot, the gantry control system calculates a first soot accumulation value according to the first real-time soot concentration, and when the first soot accumulation value is not less than a target soot loading value M0, the V-shaped engine enters a cooling stage.
Optionally, the method further comprises the following steps:
Heat engine stage: before the speed increasing stage, the engine control unit controls the V-shaped engine to adjust the rotating speed to the preheating rotating speed N0 and keep the rotating speed until the water temperature and the engine oil temperature of the V-shaped engine are both greater than or equal to a first preset temperature T1, and the speed increasing stage is started.
Optionally, the method further comprises the following steps:
and (3) a cooling stage: after the loading stage, the engine control unit controls the V-shaped engine to gradually adjust the rotating speed to the cooling rotating speed N2, adjust the load to the cooling load RL2, adjust the air-fuel ratio to be not higher than the cooling air-fuel ratio lambda 2, and keep running under the working condition until the temperature of the GPF is lower than a second preset temperature T2, and close the V-shaped engine.
Alternatively, the charge rotation speed N1, the charge load RL1, the charge air-fuel ratio λ1, the charge injection pressure P1, and the charge injection timing A1 satisfy the following conditions:
2800rpm≤N1≤3000rpm；
80％≤RL1≤110％；
0.75≤λ1≤0.9；
10MPa≤P1≤20MPa；
10°CABTDC≤A1≤40°CABTDC。
The invention has the beneficial effects that:
The invention provides a soot loading system, which uses a V-shaped engine, and because the V-shaped engine is provided with two exhaust pipelines, each exhaust pipeline is provided with a set of soot loading unit, so that soot loading can be carried out on two GPFs at the same time, loading efficiency is improved, and loading period of the GPFs is shortened. The soot loading system is provided with an engine control unit, a dynamometer and a bench control system, and each soot loading unit is provided with a catalyst and a first soot measuring device. The engine control unit controls the operation parameters of the V-shaped engine, so that the V-shaped engine can be operated under the working condition that a large amount of soot can be generated, and meanwhile, the exhaust gas of the V-shaped engine flows through the GPF after passing through the catalyst, so that a large amount of soot can be loaded in the GPF. The first soot measuring device measures a first real-time soot concentration in an exhaust gas conduit between the catalyst and the GPF, and the first soot measuring device transmits the first real-time soot concentration to the gantry control system. Assuming that all soot is loaded into the GPF, the gantry control system may calculate a first soot accumulation value at each moment according to the first real-time soot concentration. And stopping soot loading when the first soot accumulation value reaches the target soot accumulation value. The invention also provides a soot loading method, which comprises a speed increasing stage and a loading stage. First, the engine control unit controls the V-type engine to adjust the rotation speed to the charge rotation speed N1, adjust the load to the charge load RL1, and adjust the air-fuel ratio to the charge air-fuel ratio λ1. When the V-shaped engine keeps the working condition, the engine control unit controls the injection pressure of the V-shaped engine to be adjusted to the loading injection pressure P1, and the injection time is gradually adjusted to the loading injection time A1, so that the working condition is the soot loading working condition of the V-shaped engine. The V-type engine remains running at this condition and the GPF is continuously loaded with soot. The gantry control system calculates a first soot accumulation value according to the first real-time soot concentration, and when the first soot accumulation value is greater than or equal to a target soot loading value M0, GPF loading is completed. At this time, the rack control system transmits the electrical signal of soot loading to the engine control unit, and the engine control unit controls the V-shaped engine to enter a cooling stage, and the soot loading amount at the stage is negligible, so that the GPF can be considered to stop soot loading. The soot loading system and the loading method thereof can improve soot loading efficiency and effectively shorten the development period of the GPF control system.
Drawings
FIG. 1 is a schematic diagram of a soot loading system provided by an embodiment of the present invention;
fig. 2 is a schematic flow chart of a soot loading method of a soot loading system according to an embodiment of the present invention.
In the figure:
1. A V-type engine; 2. an engine control unit; 3. a dynamometer; 4. a gantry control system; 5. a catalyst; 6. GPF; 7. a first soot measurement device; 8. a variable frequency fan; 9. a first oxygen sensor; 10. a second oxygen sensor; 11. a first temperature measurement element; 12. a second temperature measuring element; 13. a fuel supply system.
Detailed Description
The technical scheme of the invention is further described below with reference to the attached drawings and the embodiments. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the drawings related to the present invention are shown.
In the description of the present invention, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixed or removable, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
GPF6 is an important means for treating the emission of gasoline engine particulate matters, GPF6 is used as a wall-flow type soot filter device, periodic regeneration treatment is required while soot is intercepted, otherwise, the long-term effective GPF6 soot interception function cannot be met. In the development of a passenger car carrying a GPF6, a control system for the GPF6 needs to be developed. The GPF6 control system needs to carry out a large number of GPF6 loading and regeneration tests in the development process. The loading test on the vehicle is limited by working conditions, high temperature and disassembly conditions, and the loading efficiency is low. Accordingly, the present embodiment provides a soot loading system and a loading method thereof to solve the above-mentioned problems.
Specifically, as shown in fig. 1, the soot loading system comprises a V-type engine 1, an engine control unit 2, a dynamometer 3, a gantry control system 4 and two soot loading units. Wherein the engine control unit 2 is in communication connection with the V-type engine 1, the engine control unit 2 being capable of controlling the operating parameters of the V-type engine 1. The dynamometer 3 is used to measure the power of the V-engine 1. The bench control system 4 is respectively in communication connection with the engine control unit 2 and the dynamometer 3, and the bench control system 4 obtains the power of the V-shaped engine 1 from the dynamometer 3 and transmits the power to the engine control unit 2 so that the engine control unit 2 controls the operation parameters of the V-shaped engine 1 according to the fed back power.
Each soot loading unit comprises a catalyst 5, a GPF6 and a first soot measuring device 7. The catalyst 5 is disposed on one of two exhaust pipes of the V-type engine 1, the GPF6 is disposed on the exhaust pipe, and is located downstream of the catalyst 5, that is, the exhaust gas of the V-type engine 1 first reacts through the catalyst 5, and then the substance generated by the reaction flows through the GPF6. The first soot measuring device 7 is used for measuring a first real-time soot concentration of an exhaust pipeline between the catalyst 5 and the GPF6, and the first soot measuring device 7 is in communication connection with the rack control system 4, so that the first real-time soot concentration can be transmitted to the rack control system 4. Assuming that all soot is loaded into the GPF6, the gantry control system 4 can integrate the first soot accumulation value at each instant from the first real-time soot concentration. And stopping soot loading when the first soot accumulation value reaches the target soot accumulation value. The gantry control system 4 can judge the next operation parameters of the V-type engine 1, and transmit the parameters to the engine control unit 2.
In order to ensure that the catalyst 5 has a suitable oxygen concentration inside to ensure the efficiency of the catalytic reaction, each soot loading unit optionally further comprises a first oxygen sensor 9, which is in communication with the gantry control system 4. Specifically, the first oxygen sensor 9 is used to measure the oxygen concentration in the exhaust line upstream of the catalyst 5. Meanwhile, the first oxygen sensor 9 can also monitor the oxygen concentration to prevent the combustion of soot at a high temperature state, in which the oxygen concentration is too high. Optionally, each soot loading unit further includes a second oxygen sensor 10 communicatively connected to the gantry control system 4, where the second oxygen sensor 10 is configured to measure an oxygen concentration in the exhaust line downstream of the GPF6 or between the catalyst 5 and the GPF6, so as to monitor the catalytic effect of the catalyst 5, and further prevent the oxygen concentration in the GPF6 from being too high, and burn soot in a high temperature state. Optionally, the first oxygen sensor 9 and/or the second oxygen sensor 10 are linear oxygen sensors.
To monitor the temperature within the GPF6, each soot loading unit optionally further comprises a first temperature measurement element 11, which is in communication with the gantry control system 4, the first temperature measurement element 11 being adapted to measure the temperature within the GPF 6. Optionally, in order to ensure the accuracy of the temperature measurement data, the first temperature measurement element 11 is provided in plurality and distributed at different locations within the GPF 6. Alternatively, the present embodiment is provided with three first temperature measuring elements 11 disposed at upper, middle, and downstream positions within the GPF6, respectively.
In order to ensure that the temperature in the catalyst 5 is suitable for carrying out the catalytic reaction, each soot loading unit optionally further comprises a second temperature measuring element 12, which is in communication with the gantry control system 4. The second temperature measuring element 12 is used to measure the temperature in the exhaust line upstream of the catalyst 5.
In order to avoid damage to the V-engine 1 caused by excessive temperatures during operation of the V-engine 1, the soot loading system optionally further comprises a variable frequency fan 8. The variable frequency fan 8 is used for blowing air to the V-shaped engine 1 for cooling, and in order to adjust the wind speed of the variable frequency fan 8 according to the operation working condition of the V-shaped engine 1, optionally, the variable frequency fan 8 is in communication connection with the rack control system 4, the rack control system 4 transmits the power of the V-shaped engine 1 to the variable frequency fan 8, and the variable frequency fan 8 adjusts the wind speed according to the power of the V-shaped engine 1.
To ensure that the first soot accumulation value of GPF6 is more accurate, each soot loading unit optionally further comprises a second soot measuring device (not shown in the figure). The second soot measuring device is used to measure a second real-time soot concentration in the exhaust line downstream of the GPF6, i.e. to measure the concentration of soot not captured by the GPF 6. The second carbon smoke measuring device is in communication connection with the bench control system 4, and the bench control system 4 can comprehensively calculate a first carbon smoke accumulation value according to the first real-time carbon smoke concentration and the second real-time carbon smoke concentration.
Optionally, the soot loading system further comprises a fuel supply system 13, which fuel supply system 13 is used for supplying fuel to the V-type engine 1. The fuel supply system 13 is communicatively connected to the engine control unit 2 such that the fuel supply system 13 adjusts the amount of real-time fuel supplied to the V-type engine 1 in accordance with the operating parameters of the V-type engine 1.
The carbon smoke loading system uses the V-shaped engine 1, and as the V-shaped engine 1 is provided with two exhaust pipelines, each exhaust pipeline is provided with one set of carbon smoke loading unit, so that carbon smoke loading can be carried out on two GPFs 6 at the same time, loading efficiency is improved, and loading period of the GPFs 6 is shortened. The soot loading system is provided with an engine control unit 2, a dynamometer 3 and a gantry control system 4, each soot loading unit being provided with a catalyst 5 and a first soot measuring device 7. The engine control unit 2 controls the operation parameters of the V-type engine 1 such that the V-type engine 1 is kept operating under conditions where a large amount of soot is generated, while the exhaust gas of the V-type engine 1 is caused to flow through the GPF6 after passing through the catalyst 5, i.e. soot is loaded in the GPF6 in a large amount. The first soot measuring device 7 measures a first real-time soot concentration in the exhaust gas line between the catalyst 5 and the GPF6, the first soot measuring device 7 transmitting the first real-time soot concentration to the gantry control system 4. Assuming that all soot is loaded into the GPF6, the gantry control system 4 may calculate a first soot accumulation value at each moment according to the first real-time soot concentration. And stopping soot loading when the first soot accumulation value reaches the target soot accumulation value.
The embodiment also provides a soot loading method of the soot loading system. As shown in fig. 2, the soot loading method includes the steps of:
Heat engine stage: in order to ensure that the V-type engine 1 operates stably in the subsequent soot loading phase, it is first necessary to go through the heat engine phase, i.e. the engine control unit 2 controls the V-type engine 1 to adjust the rotational speed to the warm-up rotational speed N0 and to maintain this rotational speed. And (3) until the water temperature and the engine oil temperature of the V-shaped engine 1 are both greater than or equal to a first preset temperature T1, namely the heat engine of the V-shaped engine 1 is completed, and then the speed increasing stage can be started. Optionally, the preheating rotational speed N0 satisfies: the speed of N0 is less than or equal to 1500rpm and less than or equal to 2000rpm, and the heat engine is performed within the rotating speed range, so that the heat engine efficiency is higher, and the energy utilization rate is higher. The first preset temperature T1 satisfies: the temperature of the water and the temperature of the engine oil of the V-shaped engine 1 reach the temperature range, namely the temperature range is more than or equal to 75 ℃ and less than or equal to 85 ℃, and the V-shaped engine 1 can be considered to be more stable in the subsequent soot loading stage.
And (3) a speed increasing stage: the engine control unit 2 controls the V-type engine 1 to adjust the operation condition to the loading condition in which the concentration of soot in the exhaust gas of the V-type engine 1 is highest. Specifically, the temperature is adjusted from the heat engine working condition to the loading working condition, including the rotation speed is adjusted from the preheating rotation speed N0 to the loading rotation speed N1, the load is adjusted to the loading load RL1, and the air-fuel ratio is adjusted to the loading air-fuel ratio lambda 1. After the above-described operation parameters are stabilized, the engine control unit 2 controls the injection pressure of the V-type engine 1 to be adjusted to the loading injection pressure P1, and the injection timing is gradually adjusted to the loading injection timing A1. Alternatively, the charge rotation speed N1, the charge load RL1, the charge air-fuel ratio λ1, the charge injection pressure P1, and the charge injection timing A1 satisfy the following conditions: 2800rpm is less than or equal to N1 and less than or equal to 3000rpm; RL1 is more than or equal to 80% and less than or equal to 110%; λ1 is more than or equal to 0.75 and less than or equal to 0.9; p1 is more than or equal to 10MPa and less than or equal to 20MPa; a1 is more than or equal to 10 degrees CABTDC and less than or equal to 40 degrees CABTDC.
Loading phase: the V-engine 1 is kept running under the loading condition, the GPF6 is continuously loaded with soot, and the gantry control system 4 calculates a first soot accumulation value from the first real-time soot concentration, or calculates the first soot accumulation value from the first real-time soot concentration and the second real-time soot concentration. When the first soot accumulation value is greater than or equal to the target soot loading value M0, the V-shaped engine 1 enters a cooling stage. It is known that the target soot loading value M0 can be set according to the requirements of the GPF6 loading regeneration experiment at this time.
And (3) a cooling stage: in order to cool the loaded GPF6, after the loading phase, the engine control unit 2 controls the V-type engine 1 to adjust from the loading condition to the cooling condition. That is, the rotation speed is gradually adjusted to the temperature-decreasing rotation speed N2, the load is adjusted to the temperature-decreasing load RL2, and the air-fuel ratio is adjusted to be not higher than the temperature-decreasing air-fuel ratio lambda 2. The V-shaped engine 1 is kept to run under the cooling working condition until the temperature of the GPF6 is lower than the second preset temperature T2, cooling is completed, and the V-shaped engine 1 is closed. It is known that the first temperature measuring element 11 is capable of monitoring the temperature in the GPF6 in real time and transmitting the temperature signal to the gantry control system 4 in real time. When the temperature of the GPF6 is lower than the second preset temperature T2, the gantry control system 4 may transmit a stop signal to the engine control unit 2 to control the V-type engine 1 to be turned off.
Optionally, specific operation parameters of the cooling condition may be set as follows: the engine speed N2 is not less than 1200rpm and not more than N2 is not more than 1800rpm, the RL2 is not less than 20% and not more than 50%, and the lambda 2 is not less than 0.9 and not more than 0.9. The V-shaped engine 1 runs under the cooling working condition, so that the cooling speed can be guaranteed to be high, and the energy utilization rate is high. The second preset temperature T2 satisfies: the temperature of the GPF6 is 400 ℃ to 500 ℃ and the temperature of the T2 can avoid the combustion of carbon smoke when air leaks in.
According to the soot loading method, the stability of the loading process can be effectively ensured by setting the heat engine stage, and the loading working condition which is most suitable for generating high-concentration soot is adjusted by the V-shaped engine 1, so that the soot loading rate of the GPF6 can be effectively ensured. After soot loading is completed, the V-shaped engine 1 is adjusted to a cooling working condition to cool the GPF6, so that subsequent operation safety is ensured. The soot loading method can improve the soot loading efficiency to a limited extent and shortens the development period of the GPF6 control system.
It is to be understood that the above examples of the present invention are provided for clarity of illustration only and are not limiting of the embodiments of the present invention. Other variations or modifications of the above teachings will be apparent to those of ordinary skill in the art. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the invention are desired to be protected by the following claims.
Claims (8)
1. A soot loading system, comprising:
A V-type engine (1);
an engine control unit (2) in communication with the V-type engine (1) to control an operating parameter of the V-type engine (1);
A dynamometer (3) for measuring the power of the V-type engine (1);
the rack control system (4) is respectively in communication connection with the engine control unit (2) and the dynamometer (3);
two soot loading units, each of said soot loading units comprising:
A catalyst (5) provided on one of two exhaust pipes of the V-type engine (1);
-a GPF (6) arranged on the exhaust line downstream of the catalyst (5);
-a first soot measurement device (7) for measuring a first real-time soot concentration of the exhaust gas conduit between the catalyst (5) and the GPF (6), the first soot measurement device (7) being in communication with the gantry control system (4);
A second soot measurement device for measuring a second real-time soot concentration in the exhaust line downstream of the GPF (6), the second soot measurement device being communicatively connected to the gantry control system (4) such that the gantry control system (4) calculates a first soot accumulation value from the first real-time soot concentration and the second real-time soot concentration, and determines an operation parameter of the V-engine (1) in a next step, and transmits the calculated first soot accumulation value to the engine control unit (2);
Each soot loading unit further comprises a first oxygen sensor (9) and a second oxygen sensor (10) which are all in communication with the gantry control system (4), the first oxygen sensor (9) is used for measuring the oxygen concentration in the exhaust line upstream of the catalyst (5), and the second oxygen sensor (10) is used for measuring the oxygen concentration in the exhaust line downstream of the GPF (6) or between the catalyst (5) and the GPF (6).
2. Soot loading system according to claim 1, characterized in that each soot loading unit further comprises a first temperature measuring element (11) and a second temperature measuring element (12), each in communicative connection with the gantry control system (4), the first temperature measuring element (11) being for measuring the temperature in the GPF (6), the second temperature measuring element (12) being for measuring the temperature in the exhaust line upstream of the catalyst (5).
3. Soot loading system according to claim 1, characterized in that the soot loading system further comprises a variable frequency fan (8), the variable frequency fan (8) being in communication with the gantry control system (4) such that the gantry control system (4) transmits the power of the V-engine (1) to the variable frequency fan (8), the variable frequency fan (8) adjusting the wind speed of the wind blowing to the V-engine (1) depending on the power.
4. Soot loading system according to claim 1, characterized in that the soot loading system further comprises a fuel supply system (13), the fuel supply system (13) being communicatively connected to the engine control unit (2) such that the fuel supply system (13) supplies fuel to the V-type engine (1) in accordance with the operating parameters of the V-type engine (1).
5. A soot loading method of a soot loading system as claimed in any one of claims 1 to 4, comprising the steps of:
And (3) a speed increasing stage: the engine control unit (2) controls the V-shaped engine (1) to adjust the rotating speed to the loading rotating speed N1, adjusts the load to the loading load RL1, adjusts the air-fuel ratio to the loading air-fuel ratio lambda 1, and after the operation parameters are stable, the injection pressure of the V-shaped engine (1) is adjusted to the loading injection pressure P1, and the injection time is gradually adjusted to the loading injection time A1;
Loading phase: the V-shaped engine (1) continuously operates under the working condition, GPF (6) loads soot, a rack control system (4) calculates a first soot accumulation value according to first real-time soot concentration, and when the first soot accumulation value is not less than a target soot loading value M0, the V-shaped engine (1) enters a cooling stage.
6. The soot loading method of claim 5, further comprising the steps of:
Heat engine stage: before the speed increasing stage, the engine control unit (2) controls the V-shaped engine (1) to adjust the rotating speed to the preheating rotating speed N0 and keep the rotating speed until the water temperature and the engine oil temperature of the V-shaped engine (1) are both greater than or equal to a first preset temperature T1, and the speed increasing stage is started.
7. The soot loading method of claim 5, further comprising the steps of:
And (3) a cooling stage: after the loading stage, the engine control unit (2) controls the V-shaped engine (1) to gradually adjust the rotating speed to the cooling rotating speed N2, adjust the load to the cooling load RL2, adjust the air-fuel ratio to be not higher than the cooling air-fuel ratio lambda 2, and keep running under the working condition until the temperature of the GPF (6) is lower than a second preset temperature T2, and close the V-shaped engine (1).
8. The soot loading method according to claim 5, wherein the loading rotation speed N1, the loading load RL1, the loading air-fuel ratio λ1, the loading injection pressure P1, and the loading injection timing A1 satisfy the following conditions:
2800rpm≤N1≤3000rpm；
80％≤RL1≤110％；
0.75≤λ1≤0.9；
10MPa≤P1≤20MPa；
10°CABTDC≤A1≤40°CABTDC。
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111114863.8A CN113804596B (en) | 2021-09-23 | 2021-09-23 | Soot loading system and loading method thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111114863.8A CN113804596B (en) | 2021-09-23 | 2021-09-23 | Soot loading system and loading method thereof |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113804596A CN113804596A (en) | 2021-12-17 |
| CN113804596B true CN113804596B (en) | 2024-05-03 |
Family
ID=78940319
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111114863.8A Active CN113804596B (en) | 2021-09-23 | 2021-09-23 | Soot loading system and loading method thereof |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113804596B (en) |
Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4685291A (en) * | 1985-06-28 | 1987-08-11 | Ontario Research Foundation | Diesel particulate traps |
| DE102008006417A1 (en) * | 2008-01-28 | 2009-07-30 | Volkswagen Ag | Soot sensor i.e. Lambda probe, for concentration determination of soot in exhaust gas of carbon-containing fuel of diesel internal-combustion engine of commercial vehicle, has chambers with electrodes for determining oxygen |
| CN101571067A (en) * | 2008-04-02 | 2009-11-04 | 福特环球技术公司 | Method and apparatus for controlling operation of exhaust gas post-treatment device |
| CN101631934A (en) * | 2007-01-31 | 2010-01-20 | 尤米科尔股份公司及两合公司 | Method for regenerating soot filters in the exhaust gas system of a lean mix engine, and exhaust gas system therefor |
| CN107620618A (en) * | 2016-07-15 | 2018-01-23 | 福特环球技术公司 | Method and system for gasoline particles filter operation |
| CN110131016A (en) * | 2019-04-30 | 2019-08-16 | 第一拖拉机股份有限公司 | A kind of quick loading device of DPF soot stable state and loading method |
| CN110273772A (en) * | 2018-03-16 | 2019-09-24 | Fev欧洲有限责任公司 | To method, controller and the combustion engine of the particulate filter load of combustion engine |
| CN110905631A (en) * | 2019-12-04 | 2020-03-24 | 宁波楷世环保科技有限公司 | Low-energy-consumption diesel engine tail gas treatment system suitable for high exhaust flow |
| CN111749803A (en) * | 2020-05-20 | 2020-10-09 | 中国第一汽车股份有限公司 | Regeneration control method for gasoline engine particle catcher |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4415881B2 (en) * | 2005-03-09 | 2010-02-17 | トヨタ自動車株式会社 | Exhaust gas purification device for internal combustion engine |
| WO2008153873A2 (en) * | 2007-06-05 | 2008-12-18 | U.S. Environmental Protection Agency | Diesel particulate filter regeneration system |
| US8615990B2 (en) * | 2009-08-24 | 2013-12-31 | Cummins Ip, Inc. | Apparatus, system, and method for controlling multiple diesel particulate filters |
| US9151202B2 (en) * | 2010-10-13 | 2015-10-06 | Cummins Intellectual Property, Inc. | Multi-leg exhaust aftertreatment system and method |
-
2021
- 2021-09-23 CN CN202111114863.8A patent/CN113804596B/en active Active
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4685291A (en) * | 1985-06-28 | 1987-08-11 | Ontario Research Foundation | Diesel particulate traps |
| CN101631934A (en) * | 2007-01-31 | 2010-01-20 | 尤米科尔股份公司及两合公司 | Method for regenerating soot filters in the exhaust gas system of a lean mix engine, and exhaust gas system therefor |
| DE102008006417A1 (en) * | 2008-01-28 | 2009-07-30 | Volkswagen Ag | Soot sensor i.e. Lambda probe, for concentration determination of soot in exhaust gas of carbon-containing fuel of diesel internal-combustion engine of commercial vehicle, has chambers with electrodes for determining oxygen |
| CN101571067A (en) * | 2008-04-02 | 2009-11-04 | 福特环球技术公司 | Method and apparatus for controlling operation of exhaust gas post-treatment device |
| CN107620618A (en) * | 2016-07-15 | 2018-01-23 | 福特环球技术公司 | Method and system for gasoline particles filter operation |
| CN110273772A (en) * | 2018-03-16 | 2019-09-24 | Fev欧洲有限责任公司 | To method, controller and the combustion engine of the particulate filter load of combustion engine |
| CN110131016A (en) * | 2019-04-30 | 2019-08-16 | 第一拖拉机股份有限公司 | A kind of quick loading device of DPF soot stable state and loading method |
| CN110905631A (en) * | 2019-12-04 | 2020-03-24 | 宁波楷世环保科技有限公司 | Low-energy-consumption diesel engine tail gas treatment system suitable for high exhaust flow |
| CN111749803A (en) * | 2020-05-20 | 2020-10-09 | 中国第一汽车股份有限公司 | Regeneration control method for gasoline engine particle catcher |
Non-Patent Citations (3)
| Title |
|---|
| 基于柴油机技术参数变化对碳烟排放影响的试验研究;衣丰艳等;《小型内燃机与摩托车》;第2009年第38卷(04);23-25 * |
| 改善单缸柴油机加速工况烟度排放的研究;贾美枝等;《农村牧区机械化》;第2008年卷(03);20-22 * |
| 柴油机运行参数对碳烟排放的影响;李祥等;《云南农业大学学报》;第2008年第23卷(03);414-417 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113804596A (en) | 2021-12-17 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP3821391B2 (en) | Internal combustion engine with exhaust gas turbocharger and secondary air injection device | |
| US20110183274A1 (en) | Producing ageing gas for exhaust gas after-treatment systems | |
| US9109544B2 (en) | Device and method for compressor and charge air cooler protection in an internal combustion engine | |
| EP3409915A1 (en) | System and method for improving performance of combustion engines employing primary and secondary fuels | |
| JP6072761B2 (en) | Method for supplying thermal energy to an exhaust gas control unit connected to an exhaust gas system of an internal combustion engine | |
| US10100764B2 (en) | Method and device for raising and/or lowering an exhaust gas temperature of a combustion engine having an exhaust gas aftertreatment device arranged in an exhaust line | |
| US20170107924A1 (en) | Method and system for adjusting engine cylinder operation | |
| US8316638B2 (en) | Control system for a particulate matter filter | |
| GB2356826A (en) | Method and apparatus for ageing a catalyst | |
| CN113804596B (en) | Soot loading system and loading method thereof | |
| CN208845254U (en) | A kind of system deteriorating preprocessor | |
| FR2946394A1 (en) | METHOD AND SYSTEM FOR STIMULATING A CATALIZER | |
| EP2143919A1 (en) | Particulate filter regeneration system | |
| CN108869107A (en) | After-treatment device heat management system and method based on cold and hot EGR joint supply | |
| US9803565B1 (en) | System and method for measuring quality of fuel | |
| US20150143802A1 (en) | System and method of controlling exhaust temperature | |
| FR2876148A1 (en) | METHOD AND DEVICE FOR MANAGING A PARTICLE FILTER INSTALLED IN THE EXHAUST GAS AREA OF AN INTERNAL COMBUSTION ENGINE | |
| US8554444B2 (en) | Method for operating an internal combustion engine | |
| EP2992193B1 (en) | Device and method for monitoring a treatment component for gaseous emissions of an exhaust system of an internal combustion engine | |
| CN110030101B (en) | Device and method for controlling excess air coefficient of oxygen sensor of engine | |
| BR102013021577A2 (en) | method and system | |
| US20170306872A1 (en) | Control apparatus for internal combustion engine | |
| JP2018009492A (en) | Deterioration diagnostic method and deterioration diagnostic device for fuel reforming catalyst | |
| Hein et al. | Secondary fuel injection characterization of a diesel vaporizer for active DPF regeneration | |
| FR2888616A1 (en) | Fuel introduction controlling or regulating method for e.g. diesel engine, involves using temperature sensor, placed in upstream of catalyst, to monitor if fuel is ignited already in exhaust gas pipe in upstream of catalyst/particle filter |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |