CN114033537A - Regeneration control method and device of double DPF and engine - Google Patents

Regeneration control method and device of double DPF and engine Download PDF

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Publication number
CN114033537A
CN114033537A CN202210019673.6A CN202210019673A CN114033537A CN 114033537 A CN114033537 A CN 114033537A CN 202210019673 A CN202210019673 A CN 202210019673A CN 114033537 A CN114033537 A CN 114033537A
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dpf
regeneration
upstream
temperature
injection
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CN202210019673.6A
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CN114033537B (en
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李钊
王佳兴
安存国
王志坚
王国栋
褚国良
杜祥宁
王云
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Weichai Power Co Ltd
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Weichai Power Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
    • F01N3/0253—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
    • 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
    • F01N2900/04—Methods of control or diagnosing
    • F01N2900/0412—Methods of control or diagnosing using pre-calibrated maps, tables or charts
    • 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
    • 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
    • F01N2900/18—Parameters used for exhaust control or diagnosing said parameters being related to the system for adding a substance into the exhaust
    • F01N2900/1806—Properties of reducing agent or dosing system
    • 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)
  • Processes For Solid Components From Exhaust (AREA)

Abstract

The invention discloses a regeneration control method, a device and an engine of a double DPF, wherein the method is applied to an engine aftertreatment system comprising a first DPF and a second DPF and comprises the following steps: determining an actual temperature upstream of the DPF based on the measured upstream temperature of the first DPF, the measured upstream temperature of the second DPF, and a preset temperature limit; performing closed-loop control according to a set value of the temperature of the upper stream of the DPF and the actual temperature of the upper stream of the DPF, and determining the HC injection feedback oil quantity according to the result of the closed-loop control; determining the regeneration oil injection quantity according to the HC injection feedback oil quantity, the HC injection feedforward oil quantity and the oil injection boundary; carrying out DPF regeneration based on the regeneration fuel injection quantity; the DPF upstream temperature set value is determined by inquiring the DPF upstream temperature set value MAP according to the exhaust mass flow and the DOC upstream temperature measured value, so that the reliability of the regeneration of the double DPF is improved.

Description

Regeneration control method and device of double DPF and engine
Technical Field
The application relates to the technical field of automobile control, in particular to a regeneration control method and device of a double DPF, and an engine.
Background
In diesel aftertreatment systems, it is desirable to utilize DPFs to reduce engine particulate emissions. DPF regeneration is required when the carbon loading reaches a certain limit. DPF regeneration is divided into active regeneration and passive regeneration, wherein the active regeneration injects diesel oil through the back injection of an engine or a seventh branch oil nozzle to enable the Soot to be at high temperature (above 500 ℃) and O2The reaction, generally periodic; passive regeneration is performed by taking the heat management measures of the engine or enabling the Soot to react with NO at a lower temperature (generally 250-450 ℃) when the engine runs under a high-temperature working condition2The reaction, generally, takes place continuously.
The engine post-treatment system with double DPF can reduce the exhaust back pressure of the engine, improve the heat efficiency of the engine, save oil consumption and reduce the use cost. However, in the prior art, the accuracy in controlling the regeneration fuel injection amount of the dual DPF is not high, and therefore, the dual DPF cannot be reliably regenerated.
Therefore, how to improve the reliability of the dual DPF regeneration is a technical problem to be solved at present.
Disclosure of Invention
The invention provides a regeneration control method of double DPF (diesel particulate filter), which is used for solving the technical problems that the accuracy is low when the regeneration oil injection quantity of the double DPF is controlled in the prior art, and the reliability is poor when the double DPF is regenerated.
The method is applied to an engine aftertreatment system comprising a first DPF and a second DPF, and comprises the following steps:
determining an actual temperature upstream of the DPF based on the measured upstream temperature of the first DPF, the measured upstream temperature of the second DPF, and a preset temperature limit;
performing closed-loop control according to a set value of the temperature of the upper stream of the DPF and the actual temperature of the upper stream of the DPF, and determining the HC injection feedback oil quantity according to the result of the closed-loop control;
determining the regeneration oil injection quantity according to the HC injection feedback oil quantity, the HC injection feedforward oil quantity and the oil injection boundary;
carrying out DPF regeneration based on the regeneration fuel injection quantity;
the DPF upstream temperature set value is determined by inquiring the DPF upstream temperature set value MAP according to the exhaust mass flow and the DOC upstream temperature measured value.
In some embodiments of the present application, the actual temperature upstream of the DPF is determined based on the measured value of the upstream temperature of the first DPF, the measured value of the upstream temperature of the second DPF, and a preset temperature limit, specifically:
if the maximum value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF is smaller than a preset temperature limit value, determining the average value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF as the actual temperature of the upstream of the DPF based on the Ramp control Ramp;
and if the maximum value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF is not smaller than a preset temperature limit value, determining the maximum value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF as the DPF upstream actual temperature based on the Ramp control Ramp.
In some embodiments of the present application, before determining the regeneration fuel injection amount based on the HC injection feedback fuel amount, the HC injection feed forward fuel amount, and the fuel injection boundary, the method further comprises:
checking the CUR according to the DOC upstream temperature to obtain the heat capacity of the exhaust gas;
determination of the quantity of heat released Q required for regeneration:
q = exhaust gas mass flow rate heat capacity of exhaust gas (set value of regeneration temperature-DOC upstream temperature sensor value);
checking MAP based on DOC upstream temperature and exhaust mass flow to obtain HC conversion efficiency in DOC;
determining HC injection feed-forward oil quantity q:
q = Q/fuel calorific value/HC conversion efficiency in DOC.
In some embodiments of the present application, the regeneration fuel injection amount is determined according to the HC injection feedback fuel amount, the HC injection feedforward fuel amount and the fuel injection boundary, and specifically is:
and adding the HC injection feedback oil quantity and the HC injection feedforward oil quantity, and determining the regenerated oil injection quantity after the sum is reduced with the oil injection boundary.
In some embodiments of the present application, after DPF regeneration based on the regeneration fuel injection amount, the method further comprises:
if the DPF is in a regeneration mode and the number of incomplete regeneration is larger than a number limit, inquiring a regeneration time limit correction MAP with the exhaust mass flow after an upstream temperature measured value of the first DPF and an upstream temperature measured value of the second DPF are reduced, and determining a time correction factor;
correcting the current regeneration time based on the time correction factor;
and if the incomplete regeneration times are not more than the time limit value and the carbon capacity is calculated to be less than the limit value based on the model, the incomplete regeneration times are cleared.
Correspondingly, the invention also provides a regeneration control device of the double DPF, which is applied to an engine after-treatment system comprising a first DPF and a second DPF, and the device comprises:
a first determination module for determining an actual temperature upstream of the DPF based on the upstream temperature measurement of the first DPF, the upstream temperature measurement of the second DPF, and a preset temperature limit;
the second determining module is used for carrying out closed-loop control according to a set value of the temperature of the upper stream of the DPF and the actual temperature of the upper stream of the DPF and determining the amount of HC injection feedback oil according to a closed-loop control result;
the third determining module is used for determining the regenerated oil injection quantity according to the HC injection feedback oil quantity, the HC injection feedforward oil quantity and the oil injection boundary;
the regeneration module is used for carrying out DPF regeneration on the basis of the regeneration fuel injection quantity;
the DPF upstream temperature set value is determined by inquiring the DPF upstream temperature set value MAP according to the exhaust mass flow and the DOC upstream temperature measured value.
In some embodiments of the present application, the first determining module is specifically configured to:
if the maximum value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF is smaller than a preset temperature limit value, determining the average value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF as the actual temperature of the upstream of the DPF based on the Ramp control Ramp;
and if the maximum value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF is not smaller than a preset temperature limit value, determining the maximum value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF as the DPF upstream actual temperature based on the Ramp control Ramp.
In some embodiments of the present application, the apparatus further comprises a fourth determining module configured to:
checking the CUR according to the DOC upstream temperature to obtain the heat capacity of the exhaust gas;
determination of the quantity of heat released Q required for regeneration:
q = exhaust gas mass flow rate heat capacity of exhaust gas (set value of regeneration temperature-DOC upstream temperature sensor value);
checking MAP based on DOC upstream temperature and exhaust mass flow to obtain HC conversion efficiency in DOC;
determining HC injection feed-forward oil quantity q:
q = Q/fuel calorific value/HC conversion efficiency in DOC.
In some embodiments of the present application, the third determining module is specifically configured to:
and adding the HC injection feedback oil quantity and the HC injection feedforward oil quantity, and determining the regenerated oil injection quantity after the sum is reduced with the oil injection boundary.
In some embodiments of the present application, the apparatus further comprises a correction module configured to:
if the DPF is in a regeneration mode and the number of incomplete regeneration is larger than a number limit, inquiring a regeneration time limit correction MAP with the exhaust mass flow after an upstream temperature measured value of the first DPF and an upstream temperature measured value of the second DPF are reduced, and determining a time correction factor;
correcting the current regeneration time based on the time correction factor;
and if the incomplete regeneration times are not more than the time limit value and the carbon capacity is calculated to be less than the limit value based on the model, the incomplete regeneration times are cleared.
Correspondingly, the invention also provides an engine comprising the double DPF regeneration control device.
By applying the technical scheme, in an engine aftertreatment system comprising a first DPF and a second DPF, determining the actual temperature upstream of the DPF according to the upstream temperature measured value of the first DPF, the upstream temperature measured value of the second DPF and a preset temperature limit value; performing closed-loop control according to a set value of the temperature of the upper stream of the DPF and the actual temperature of the upper stream of the DPF, and determining the HC injection feedback oil quantity according to the result of the closed-loop control; determining the regeneration oil injection quantity according to the HC injection feedback oil quantity, the HC injection feedforward oil quantity and the oil injection boundary; carrying out DPF regeneration based on the regeneration fuel injection quantity; the DPF upstream temperature set value is determined by inquiring the DPF upstream temperature set value MAP according to the exhaust mass flow and the DOC upstream temperature measured value, so that the reliability of the regeneration of the double DPF is improved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a flow chart illustrating a method for controlling regeneration of a dual DPF according to an embodiment of the present invention;
FIG. 2 shows an engine aftertreatment system layout according to an embodiment of the invention;
FIG. 3 is a schematic diagram illustrating the principle of determining DPF regeneration fuel injection quantity in an embodiment of the present invention;
FIG. 4 is a schematic diagram illustrating the principle of incomplete regeneration protection in an embodiment of the present invention;
fig. 5 is a schematic structural diagram illustrating a dual DPF regeneration control apparatus according to an embodiment of the present invention.
In FIG. 2, 10, NOXA sensor; 20. HC injection; 30. a temperature sensor; 40. a differential pressure sensor; 50. urea injection; 60. a PM sensor.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. 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 application.
The embodiment of the application provides a regeneration control method of a double DPF, which is applied to an engine aftertreatment system comprising a first DPF and a second DPF, and as shown in FIG. 1, the method comprises the following steps:
step S101, determining the actual temperature upstream of the DPF based on the measured value of the upstream temperature of the first DPF, the measured value of the upstream temperature of the second DPF and a preset temperature limit value.
In this embodiment, in the present embodiment, the engine aftertreatment system with two DPFs includes two DOC (Diesel Oxidation catalyst) + DPFs arranged in parallel. Temperature sensors are respectively arranged at the upstream of the first DPF and the second DPF, and the actual temperature at the upstream of the DPF can be determined according to the measured value of the upstream temperature of the first DPF, the measured value of the upstream temperature of the second DPF and a preset temperature limit value.
For more reliable DPF regeneration, in some embodiments of the present application, the actual temperature upstream of the DPF is determined based on the upstream temperature measurement of the first DPF, the upstream temperature measurement of the second DPF, and a preset temperature limit, specifically:
if the maximum value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF is smaller than a preset temperature limit value, determining the average value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF as the actual temperature of the upstream of the DPF based on the Ramp control Ramp;
and if the maximum value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF is not smaller than a preset temperature limit value, determining the maximum value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF as the DPF upstream actual temperature based on the Ramp control Ramp.
In the embodiment, the Ramp control Ramp is adopted to output the actual temperature of the upstream of the DPF, the maximum value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF is compared with a preset temperature limit value, and if the maximum value is smaller than the preset temperature limit value, the average value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF is determined as the actual temperature of the upstream of the DPF based on the Ramp control Ramp; if the former is not less than the latter, the maximum value of the upstream temperature measurement value of the first DPF and the upstream temperature measurement value of the second DPF is determined as the DPF upstream actual temperature based on the Ramp control Ramp.
The temperature is switched in a Ramp mode, and the slope (temperature change gradient) of the Ramp can be calibrated, so that the temperature control is stable.
Optionally, the preset temperature limit is 620 ℃.
It should be noted that the above embodiment is only one specific implementation proposed in the present application, and other ways of determining the actual temperature upstream of the DPF according to the measured value of the upstream temperature of the first DPF, the measured value of the upstream temperature of the second DPF, and the preset temperature limit value all belong to the protection scope of the present application.
And S102, performing closed-loop control according to the set value of the temperature of the upper stream of the DPF and the actual temperature of the upper stream of the DPF, and determining the HC injection feedback oil quantity according to the closed-loop control result.
In this embodiment, the DPF upstream temperature set point may be determined by querying the DPF upstream temperature set point MAP based on the exhaust mass flow and DOC upstream temperature measurement. The HC injection is provided on an exhaust line upstream of the DOC for injecting diesel into the exhaust line. And performing closed-loop control according to the set value of the temperature of the upper stream of the DPF and the actual temperature of the upper stream of the DPF, and determining the HC injection feedback oil quantity according to the result of the closed-loop control.
And step S103, determining a regeneration fuel injection quantity according to the HC injection feedback fuel quantity, the HC injection feedforward fuel quantity and the fuel injection boundary.
In this embodiment, the HC injection feed-forward oil amount and the injection boundary may be corrected for the HC injection feedback oil amount to determine the regeneration fuel injection amount.
In order to accurately determine the regeneration fuel injection quantity, in some embodiments of the present application, the regeneration fuel injection quantity is determined according to the HC injection feedback fuel quantity, the HC injection feedforward fuel quantity and the fuel injection boundary, specifically:
and adding the HC injection feedback oil quantity and the HC injection feedforward oil quantity, and determining the regenerated oil injection quantity after the sum is reduced with the oil injection boundary.
In the embodiment, the HC injection feedback oil quantity and the HC injection feedforward oil quantity are added and then are reduced with the oil injection boundary to determine the regeneration oil injection quantity, so that the oil injection quantity can be reduced to a certain extent, and the overtemperature during regeneration is avoided.
It should be noted that the above embodiment is only one specific implementation proposed in the present application, and other ways of determining the regeneration fuel injection amount according to the HC injection feedback fuel amount, the HC injection feed-forward fuel amount, and the fuel injection boundary all belong to the protection scope of the present application.
In order to accurately determine the regeneration fuel injection amount, in some embodiments of the present application, before determining the regeneration fuel injection amount according to the HC injection feedback fuel amount, the HC injection feedforward fuel amount, and the fuel injection boundary, the method further includes:
checking the CUR according to the DOC upstream temperature to obtain the heat capacity of the exhaust gas;
determination of the quantity of heat released Q required for regeneration:
q = exhaust gas mass flow rate heat capacity of exhaust gas (set value of regeneration temperature-DOC upstream temperature sensor value);
checking MAP based on DOC upstream temperature and exhaust mass flow to obtain HC conversion efficiency in DOC;
determining HC injection feed-forward oil quantity q:
q = Q/fuel calorific value/HC conversion efficiency in DOC.
In the embodiment, the heat quantity Q required to be released for regeneration and the conversion efficiency of HC in DOC are determined respectively, and the HC injection feed-forward oil quantity Q can be determined according to Q, the fuel calorific value and the conversion efficiency of HC in DOC.
Alternatively, the regeneration temperature is set at 600 ℃.
Those skilled in the art can determine the HC injection feed-forward oil amount in other ways according to actual needs, which does not affect the scope of the present application.
And step S104, carrying out DPF regeneration based on the regeneration fuel injection quantity.
In this embodiment, HC injection is performed in accordance with the regeneration fuel injection amount to perform DPF regeneration.
To further improve the reliability of dual DPF regeneration, in some embodiments of the present application, after DPF regeneration based on the regeneration fuel injection amount, the method further comprises:
if the DPF is in a regeneration mode and the number of incomplete regeneration is larger than a number limit, inquiring a regeneration time limit correction MAP with the exhaust mass flow after an upstream temperature measured value of the first DPF and an upstream temperature measured value of the second DPF are reduced, and determining a time correction factor;
the current regeneration time is corrected based on the time correction factor.
In this embodiment, the number of times of incomplete regeneration is incremented by one when the regeneration time exceeds the maximum protection time limit and the regeneration is exited, and if the number of times of incomplete regeneration is not greater than the number of times limit and the carbon loading is calculated to be less than the limit based on the model, the number of times of incomplete regeneration is cleared.
If the DPF is in the regeneration mode and the number of times of incomplete regeneration is larger than the time limit value, the condition that the number of times of current incomplete regeneration is too large and the DPF is not regenerated completely is shown, so that a time correction factor needs to be determined and the current regeneration time needs to be corrected based on the time correction factor.
By applying the technical scheme, in an engine aftertreatment system comprising a first DPF and a second DPF, determining the actual temperature upstream of the DPF according to the upstream temperature measured value of the first DPF, the upstream temperature measured value of the second DPF and a preset temperature limit value; performing closed-loop control according to a set value of the temperature of the upper stream of the DPF and the actual temperature of the upper stream of the DPF, and determining the HC injection feedback oil quantity according to the result of the closed-loop control; determining the regeneration oil injection quantity according to the HC injection feedback oil quantity, the HC injection feedforward oil quantity and the oil injection boundary; carrying out DPF regeneration based on the regeneration fuel injection quantity; the DPF upstream temperature set value is determined by inquiring the DPF upstream temperature set value MAP according to the exhaust mass flow and the DOC upstream temperature measured value, so that the reliability of the regeneration of the double DPF is improved.
In order to further illustrate the technical idea of the present invention, the technical solution of the present invention will now be described with reference to specific application scenarios.
Referring to fig. 2, which is a layout diagram of an engine aftertreatment system according to an embodiment of the invention, exhaust gas after TC (turbo charger) is discharged after HC injection 20, two DOC + DPF, urea injection 50, two SCR + ASC (Ammonia Slip Catalyst, Ammonia oxidation Catalyst). A temperature sensor 30 is provided upstream of each DPF, and NO is provided in an exhaust pipe upstream of the DOCXA sensor 10 and a temperature sensor 30, a differential pressure sensor 40 is provided in each DPF, the temperature sensor 30 is provided in the exhaust line upstream of the SCR, and NO is provided in the exhaust line downstream of the ASCXSensor 10, temperature sensor 30, and PM sensor 60.
As shown in FIG. 3, the principle schematic diagram of determining the DPF regeneration fuel injection quantity is that when the DPF has a regeneration request, the temperature of DOC upstream is controlled to be above the HC light-off temperature through heat management measures such as an air inlet throttle valve and fuel oil post-injection, and then closed-loop control is carried out by an HC injection system on an exhaust pipeline according to a regeneration temperature set value required when the DPF is regenerated, and the average value or the maximum value of the DPF upstream temperature measured values T51 and T52 is used as a feedback value.
Defining 600 ℃ as a set value of the regeneration temperature, when Max (T51, T52) < 620 ℃, Swt =0, from Xa Ramp to Xb, and taking the average value of T51 and T52 as the actual regeneration temperature. When Max (T51, T52) is more than or equal to 620 ℃, Swt =1, and the maximum value of T51 and T52 is used as the regeneration actual temperature from Xb Ramp to Xa so as to reduce the fuel injection quantity and carry out regeneration overtemperature protection. The temperature is switched in a Ramp mode, and the slope (temperature change gradient) of the Ramp can be calibrated, so that the temperature control is stable.
According to a heat formula Q = c m Δ t, the heat quantity to be released is Q = exhaust gas mass flow and heat capacity of exhaust gas (a set value of regeneration temperature-a DOC upstream temperature sensor value), the CUR is checked based on the DOC upstream temperature to obtain the heat capacity of the exhaust gas, the conversion efficiency of HC in the DOC is checked based on the DOC upstream temperature and the exhaust gas mass flow to obtain the conversion efficiency of HC in the DOC, and the HC injection feedforward oil quantity Q = Q/fuel oil heat value/conversion efficiency of HC in the DOC.
And (4) adding the HC injection feed-forward oil quantity and the HC injection feedback oil quantity calculated by closed-loop control and the oil injection boundary to obtain the final regenerated oil injection quantity.
Fig. 4 shows a schematic diagram of the incomplete regeneration protection principle. Counting the times of incomplete regeneration, namely, the regeneration is quitted based on the condition that the regeneration time exceeds the maximum protection time limit value, the times of incomplete regeneration are accumulated to 1, and if the carbon loading is calculated to be less than the limit value to quit the regeneration based on the model within the limit value of the times of incomplete regeneration, the counted times of incomplete regeneration are clear to 0. If the regeneration mode is in and the number of incomplete regenerations is higher than the limit value, a small-check MAP is taken to obtain a correction factor based on the mass flow of the exhaust gas and the measured values T51 and T52 of the temperature of the upstream of the DPF, and the regeneration time limit value is corrected to protect the DPF.
An embodiment of the present application further provides a dual DPF regeneration control apparatus applied to an engine aftertreatment system including a first DPF and a second DPF, as shown in fig. 5, the apparatus including:
a first determination module 501 for determining an actual temperature upstream of the DPF based on the measured value of the upstream temperature of the first DPF, the measured value of the upstream temperature of the second DPF, and a preset temperature limit;
a second determining module 502, configured to perform closed-loop control according to a set value of an upstream temperature of the DPF and an actual upstream temperature of the DPF, and determine an amount of HC injection feedback oil according to a result of the closed-loop control;
the third determination module 503 is configured to determine a regenerated fuel injection amount according to the HC injection feedback fuel amount, the HC injection feedforward fuel amount, and the fuel injection boundary;
a regeneration module 504 for DPF regeneration based on the regeneration fuel injection amount;
the DPF upstream temperature set value is determined by inquiring the DPF upstream temperature set value MAP according to the exhaust mass flow and the DOC upstream temperature measured value.
In a specific application scenario of the present application, the first determining module 501 is specifically configured to:
if the maximum value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF is smaller than a preset temperature limit value, determining the average value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF as the actual temperature of the upstream of the DPF based on the Ramp control Ramp;
and if the maximum value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF is not smaller than a preset temperature limit value, determining the maximum value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF as the DPF upstream actual temperature based on the Ramp control Ramp.
In a specific application scenario of the present application, the apparatus further includes a fourth determining module, configured to:
checking the CUR according to the DOC upstream temperature to obtain the heat capacity of the exhaust gas;
determination of the quantity of heat released Q required for regeneration:
q = exhaust gas mass flow rate heat capacity of exhaust gas (set value of regeneration temperature-DOC upstream temperature sensor value);
checking MAP based on DOC upstream temperature and exhaust mass flow to obtain HC conversion efficiency in DOC;
determining HC injection feed-forward oil quantity q:
q = Q/fuel calorific value/HC conversion efficiency in DOC.
In a specific application scenario of the present application, the third determining module 503 is specifically configured to:
and adding the HC injection feedback oil quantity and the HC injection feedforward oil quantity, and determining the regenerated oil injection quantity after the sum is reduced with the oil injection boundary.
In a specific application scenario of the present application, the apparatus further includes a modification module, configured to:
if the DPF is in a regeneration mode and the number of incomplete regeneration is larger than a number limit, inquiring a regeneration time limit correction MAP with the exhaust mass flow after an upstream temperature measured value of the first DPF and an upstream temperature measured value of the second DPF are reduced, and determining a time correction factor;
correcting the current regeneration time based on the time correction factor;
and if the incomplete regeneration times are not more than the time limit value and the carbon capacity is calculated to be less than the limit value based on the model, the incomplete regeneration times are cleared.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit the same; although the present application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not necessarily depart from the spirit and scope of the corresponding technical solutions in the embodiments of the present application.

Claims (10)

1. A dual DPF regeneration control method, for use in an engine aftertreatment system including a first DPF and a second DPF, the method comprising:
determining an actual temperature upstream of the DPF based on the measured upstream temperature of the first DPF, the measured upstream temperature of the second DPF, and a preset temperature limit;
performing closed-loop control according to a set value of the temperature of the upper stream of the DPF and the actual temperature of the upper stream of the DPF, and determining the HC injection feedback oil quantity according to the result of the closed-loop control;
determining the regeneration oil injection quantity according to the HC injection feedback oil quantity, the HC injection feedforward oil quantity and the oil injection boundary;
carrying out DPF regeneration based on the regeneration fuel injection quantity;
the DPF upstream temperature set value is determined by inquiring the DPF upstream temperature set value MAP according to the exhaust mass flow and the DOC upstream temperature measured value.
2. The method as set forth in claim 1, wherein the actual temperature upstream of the DPF is determined based on the measured value of the temperature upstream of the first DPF, the measured value of the temperature upstream of the second DPF, and a preset temperature limit, by:
if the maximum value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF is smaller than a preset temperature limit value, determining the average value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF as the actual temperature of the upstream of the DPF based on the Ramp control Ramp;
and if the maximum value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF is not smaller than a preset temperature limit value, determining the maximum value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF as the DPF upstream actual temperature based on the Ramp control Ramp.
3. The method of claim 1, wherein prior to determining the regeneration fuel injection amount based on the HC injection feedback fuel amount, the HC injection feed forward fuel amount, and the fuel injection boundary, the method further comprises:
checking the CUR according to the DOC upstream temperature to obtain the heat capacity of the exhaust gas;
determination of the quantity of heat released Q required for regeneration:
q = exhaust gas mass flow rate heat capacity of exhaust gas (set value of regeneration temperature-DOC upstream temperature sensor value);
checking MAP based on DOC upstream temperature and exhaust mass flow to obtain HC conversion efficiency in DOC;
determining HC injection feed-forward oil quantity q:
q = Q/fuel calorific value/HC conversion efficiency in DOC.
4. The method of claim 1, wherein the regeneration fuel injection amount is determined based on the HC injection feedback fuel amount, the HC injection feed forward fuel amount, and the fuel injection margin, and specifically:
and adding the HC injection feedback oil quantity and the HC injection feedforward oil quantity, and determining the regenerated oil injection quantity after the sum is reduced with the oil injection boundary.
5. The method of claim 1, wherein after DPF regeneration based on the regeneration fuel injection amount, the method further comprises:
if the DPF is in a regeneration mode and the number of incomplete regeneration is larger than a number limit, inquiring a regeneration time limit correction MAP with the exhaust mass flow after an upstream temperature measured value of the first DPF and an upstream temperature measured value of the second DPF are reduced, and determining a time correction factor;
correcting the current regeneration time based on the time correction factor;
and if the incomplete regeneration times are not more than the time limit value and the carbon capacity is calculated to be less than the limit value based on the model, the incomplete regeneration times are cleared.
6. A dual DPF regeneration control apparatus for use in an engine aftertreatment system including a first DPF and a second DPF, the apparatus comprising:
a first determination module for determining an actual temperature upstream of the DPF based on the upstream temperature measurement of the first DPF, the upstream temperature measurement of the second DPF, and a preset temperature limit;
the second determining module is used for carrying out closed-loop control according to a set value of the temperature of the upper stream of the DPF and the actual temperature of the upper stream of the DPF and determining the amount of HC injection feedback oil according to a closed-loop control result;
the third determining module is used for determining the regenerated oil injection quantity according to the HC injection feedback oil quantity, the HC injection feedforward oil quantity and the oil injection boundary;
the regeneration module is used for carrying out DPF regeneration on the basis of the regeneration fuel injection quantity;
the DPF upstream temperature set value is determined by inquiring the DPF upstream temperature set value MAP according to the exhaust mass flow and the DOC upstream temperature measured value.
7. The apparatus of claim 6, wherein the first determining module is specifically configured to:
if the maximum value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF is smaller than a preset temperature limit value, determining the average value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF as the actual temperature of the upstream of the DPF based on the Ramp control Ramp;
and if the maximum value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF is not smaller than a preset temperature limit value, determining the maximum value of the upstream temperature measured value of the first DPF and the upstream temperature measured value of the second DPF as the DPF upstream actual temperature based on the Ramp control Ramp.
8. The apparatus of claim 6, wherein the apparatus further comprises a fourth determination module to:
checking the CUR according to the DOC upstream temperature to obtain the heat capacity of the exhaust gas;
determination of the quantity of heat released Q required for regeneration:
q = exhaust gas mass flow rate heat capacity of exhaust gas (set value of regeneration temperature-DOC upstream temperature sensor value);
checking MAP based on DOC upstream temperature and exhaust mass flow to obtain HC conversion efficiency in DOC;
determining HC injection feed-forward oil quantity q:
q = Q/fuel calorific value/HC conversion efficiency in DOC.
9. The apparatus of claim 6, further comprising a modification module to:
if the DPF is in a regeneration mode and the number of incomplete regeneration is larger than a number limit, inquiring a regeneration time limit correction MAP with the exhaust mass flow after an upstream temperature measured value of the first DPF and an upstream temperature measured value of the second DPF are reduced, and determining a time correction factor;
correcting the current regeneration time based on the time correction factor;
and if the incomplete regeneration times are not more than the time limit value and the carbon capacity is calculated to be less than the limit value based on the model, the incomplete regeneration times are cleared.
10. An engine characterized by comprising a regeneration control device of a dual DPF as defined in any one of claims 6 to 9.
CN202210019673.6A 2022-01-10 2022-01-10 Regeneration control method and device of double DPF and engine Active CN114033537B (en)

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