CN114046196A - Temperature control device and temperature control method based on PID control - Google Patents
Temperature control device and temperature control method based on PID control Download PDFInfo
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- CN114046196A CN114046196A CN202111153191.1A CN202111153191A CN114046196A CN 114046196 A CN114046196 A CN 114046196A CN 202111153191 A CN202111153191 A CN 202111153191A CN 114046196 A CN114046196 A CN 114046196A
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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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
- F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- 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
- F01N3/033—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 in combination with other devices
- F01N3/035—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 in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
- F02M35/10222—Exhaust gas recirculation [EGR]; Positive crankcase ventilation [PCV]; Additional air admission, lubricant or fuel vapour admission
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10373—Sensors for intake systems
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Combustion & Propulsion (AREA)
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Abstract
The application provides a temperature control device and a temperature control method based on PID control, which are used for generating a working temperature control strategy suitable for the working condition of an engine. The method in the embodiment of the application comprises the following steps: the system comprises an engine main body, a temperature sensor, a differential pressure sensor, an emission analyzer and a master controller; an exhaust emission system is arranged at an exhaust emission position of the engine main body, the exhaust emission system comprises a DOC oxidation type catalytic converter and a DPF particle trap, the temperature sensor and the pressure difference sensor are arranged at the front end of the DOC, the rear end of the DPF and between the DOC and the DPF, and data acquisition sensors of an emission analyzer are arranged at the front end of the DOC and the rear end of the DPF; and data acquired by the emission analyzer, the temperature sensor and the differential pressure sensor are input into the master controller, so that the master controller acquires data for calculating temperature control.
Description
Technical Field
The embodiment of the application relates to the field of engines, in particular to a temperature control device and a temperature control method based on PID control.
Background
The post-treatment of the oil engine basically adopts DOC (Oxidation catalytic converter), DPF (Particulate trap), SCR (selective catalytic reduction) and ASC (Active stability control) configuration, and the post-treatment temperature is sensitive to temperature, particularly low-temperature start and exceeds the standard in emission.
In the prior art, an exhaust temperature control method is mainly combined by wrapping a heat insulation material with an exhaust pipe and injecting diesel oil far and near, but the temperature of DPF and DOC is not well coordinated, and the strategy of far and near injection is not perfect, so that the emission can not meet the requirements of regulations when an engine operates in a working condition with lower temperature.
Disclosure of Invention
The application provides a temperature control device and a temperature control method based on PID control, which are used for generating a working temperature control strategy suitable for the working condition of an engine.
The application provides a temperature control device based on PID control, includes:
the system comprises an engine main body, a temperature sensor, a differential pressure sensor, an emission analyzer and a master controller;
an exhaust emission system is arranged at an exhaust emission position of the engine main body, the exhaust emission system comprises a DOC oxidation type catalytic converter and a DPF particle trap, the temperature sensor and the pressure difference sensor are arranged at the front end of the DOC, the rear end of the DPF and between the DOC and the DPF, and data acquisition sensors of an emission analyzer are arranged at the front end of the DOC and the rear end of the DPF;
and data acquired by the emission analyzer, the temperature sensor and the differential pressure sensor are input into the master controller, so that the master controller acquires data for calculating temperature control.
Optionally, the engine body comprises an air intake system, an intake intercooler, an EGR exhaust gas recirculation system intercooler, a turbocharger system, and a cylinder group.
Optionally, the air intake system includes air cleaner and air flowmeter, the end of giving vent to anger of air cleaner with air flowmeter's inlet end is connected, the end of giving vent to anger that air flow calculated connects first booster among the turbocharging system, the end of giving vent to anger of first booster is connected the inlet end of the intercooler that admits air, the end of giving vent to anger of the intercooler that admits air connects the inlet end of cylinder group, the end of giving vent to anger of cylinder group connects second booster among the turbocharging system, cylinder group with set up EGR waste gas recirculation system between the second booster, EGR gives vent to anger the end and connects the EGR intercooler, the end of giving vent to anger of second booster is connected the exhaust emission system.
Optionally, the master controller includes a data acquisition system, a computer, an INCA calibration system, and an ECU electronic control unit.
Optionally, the data acquisition system acquires data required by the computer for temperature control calculation through the emission analyzer, the temperature sensor and the differential pressure sensor, and sends the acquired data to the computer, the computer calculates the data acquired by the data acquisition system, sends a calculation result to the INCA calibration system for data calibration, and sends a calibration result to the ECU, so that the ECU adjusts the temperature of the exhaust emission system according to the calibration result.
Optionally, the EGR system is provided with a one-way valve, so that the gas at the gas outlet end of the cylinder group cannot flow out after entering the EGR system.
Optionally, the measurement range of the temperature sensor arranged at the DOC inlet end and the DOC outlet end is-40 to 750 ℃, and the rated resistance of the temperature sensor is 200 ohms.
Optionally, the wire thermal protection material of the temperature sensor is silicon rubber, the insulator material of the temperature sensor is PTFE, and the temperature sensor is powered by 5v direct current.
Optionally, the wire used by the temperature sensor is a nickel-plated copper wire, the cross-sectional area of the nickel-plated copper wire is 0.5 square millimeter, and the length of the nickel-plated copper wire is 1000 millimeters.
Optionally, the heat medium of the temperature sensor is the exhaust gas discharged from the engine main body, the front end of the probe of the temperature sensor is located in the center of the detection airflow, and the detection airflow is the inlet airflow of the DOC and the outlet airflow of the DOC respectively.
A second aspect of the present application provides a temperature control method, including:
the method comprises the steps that a master controller obtains initial data, wherein the initial data comprises an inner ring temperature rise requirement, a light-off temperature and an upstream actual temperature;
the master controller calculates the initial data to obtain ignition temperature difference;
the master controller performs PI calculation on the ignition temperature difference through a PID algorithm to obtain an ignition temperature difference PI value, and the ignition temperature difference PI value is used for correcting the ignition temperature difference of the DOC oxidation type catalytic converter;
the master controller calculates a first oil injection quantity and an air inflow according to the ignition temperature difference PI value;
the master controller controls the DOC to heat according to the first oil injection quantity and the air input quantity until the DOC reaches a light-off temperature;
after the DOC reaches the ignition temperature, the master controller acquires the downstream temperature of the DOC;
the master controller calculates to obtain a first downstream temperature difference according to the downstream temperature of the DOC;
the master controller calculates the first downstream temperature difference and the expected value of oil mass injection to obtain a target downstream temperature difference;
and the master controller calculates the fuel injection quantity according to the target downstream temperature difference to obtain the target fuel injection quantity.
Optionally, the master controller calculates the initial data, and generating the ignition temperature difference includes:
the master controller acquires DOC inner ring temperature rise requirements, DOC ignition temperature and DOC upstream actual temperature;
the master controller selects a slope factor for the temperature rise requirement of the DOC inner ring to obtain the temperature rise requirement of the target DOC inner ring;
and the master controller carries out slope calculation on the target DOC inner ring temperature rise requirement, the DOC ignition temperature and the DOC upstream actual temperature to obtain the ignition temperature difference.
Optionally, the calculating, by the master controller, the first fuel injection quantity and the air intake quantity according to the ignition temperature difference PI value includes:
the master controller obtains a first fuel injection quantity preset range and a first fuel injection quantity minimum value;
the master controller calculates the first fuel injection quantity preset range and the first fuel injection quantity minimum value according to the ignition temperature difference PI value to obtain a first fuel injection quantity;
the master controller obtains an air inflow range and an air inflow minimum value;
and the master controller calculates the air inflow range and the minimum air inflow value according to the ignition temperature difference PI value to obtain the air inflow.
Optionally, the step of calculating, by the master controller, a first downstream temperature difference according to the downstream temperature of the DOC includes:
the master controller calculates the temperature difference between the downstream temperature and a downstream temperature standard value to obtain a preliminary downstream temperature difference;
and the master controller corrects the preliminary downstream temperature difference according to the downstream temperature expected value to obtain a first downstream temperature difference.
Optionally, the total controller calculates the fuel injection quantity according to the target downstream temperature difference, and obtaining the target fuel injection quantity includes:
the master controller calculates the oil injection quantity according to the target downstream temperature difference to obtain a second oil injection quantity;
the master controller obtains a feedback value of the DOC to obtain the required oil quantity;
the master controller judges whether the second fuel injection quantity is smaller than the required fuel quantity or not;
if yes, the master controller determines the second fuel injection quantity as a target fuel injection quantity;
and if not, the master controller determines the required oil quantity as a target oil injection quantity.
According to the technical scheme, the DOC and DPF working temperatures are obtained, and meanwhile the tail gas emission conditions of the DOC and the DPF are monitored through the emission analyzer, so that the master controller obtains enough data to analyze and formulate a temperature control strategy.
Drawings
FIG. 1 is a schematic structural diagram of an embodiment of a PID-control-based temperature control apparatus according to an embodiment of the present application;
FIG. 2 is a schematic flow chart diagram illustrating an embodiment of a temperature control method according to an embodiment of the present disclosure;
fig. 3 is a schematic flow chart of another embodiment of a temperature control method in the embodiment of the present application.
Detailed Description
In the present invention, the terms "upper", "lower", "left", "right", "front", "rear", "top", "bottom", "inner", "outer", "center", "vertical", "horizontal", "lateral", "longitudinal", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are used only for explaining relative positional relationships between the respective members or components, and do not particularly limit specific mounting orientations of the respective members or components.
Moreover, some of the above terms may be used to indicate other meanings besides the orientation or positional relationship, for example, the term "on" may also be used to indicate some kind of attachment or connection relationship in some cases. The specific meaning of these terms in this application will be understood by those of ordinary skill in the art as appropriate.
Furthermore, the terms "mounted," "disposed," "provided," "connected," and "connected" are to be construed broadly. For example, it may be a fixed connection, a removable connection, or a unitary construction; can be a mechanical connection, or an electrical connection; may be directly connected, or indirectly connected through intervening media, or may be in internal communication between two devices, elements or components. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
In addition, the structures, the proportions, the sizes, and the like, which are illustrated in the accompanying drawings and described in the present application, are intended to be considered illustrative and not restrictive, and therefore, not limiting, since those skilled in the art will understand and read the present application, it is understood that any modifications of the structures, changes in the proportions, or adjustments in the sizes, which are not necessarily essential to the practice of the present application, are intended to be within the scope of the present disclosure without affecting the efficacy and attainment of the same.
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 closed-loop temperature control device of an exhaust emission system based on PID control, which is used for generating a working temperature control strategy suitable for the working condition of an engine.
Referring to fig. 1, an embodiment of the present application provides an embodiment of a temperature control apparatus based on PID control, including:
the system comprises an engine body 1, a temperature sensor 2, a differential pressure sensor 3, an emission analyzer 4 and a master controller 5;
an exhaust emission system 6 is provided at an exhaust emission point of the engine body 1, the exhaust emission system includes a DOC oxidation type catalytic converter 61 and a DPF particulate trap 62, the temperature sensor 63 and the differential pressure sensor 64 are provided at a front end of the DOC61, a rear end of the DPF62, and between the DOC61 and the DPF62, and data acquisition sensors of an emission analyzer 4 are provided at a front end of the DOC61 and a rear end of the DPF 62;
the data acquired by the emission analyzer 4, the temperature sensor 2, and the differential pressure sensor 3 are input to the overall controller 5, so that the overall controller 5 acquires data for calculating temperature control.
Specifically, according to the embodiment of the application, on the premise of the basic working principle of the engine, the temperature feedback control strategy of a DOC (Oxidation catalytic converter) and a DPF (Diesel Particulate Filter) is added, the exhaust temperature control strategy is divided into an inner ring control part and an outer ring control part, and PID (proportion integration differentiation) is used for carrying out correction calculation on the temperature, so that the distribution of the post-injection quantity is more reasonable, and the fuel economy is improved.
In actual conditions, the exhaust temperature control is controlled through the fuel injection quantity of the post injection, and the fuel injection quantity required by the engine at present is accurately calculated, namely the correlation curve of the vehicle speed, the external environment temperature and the heat bearing capacity of the catalytic converter is corrected in a Meipu way, the fuel loss of the post injection is considered, and the DOC temperature rise feedback fuel quantity is comprehensively analyzed. The exhaust emission system mainly processes exhaust generated by the running of an engine, and the temperature sensor and the differential pressure sensor are used for acquiring the speed and the external environment temperature of the engine during the running process of a vehicle when the engine is assembled and the vehicle runs, and acquiring data of a heat bearing capacity correlation curve of the catalyst in the engine research and development process, so that the engine needs to acquire accurate calculation demand data to support the calculation of the temperature control of the engine in actual conditions.
Specifically, the DOC and the DPF are arranged in an exhaust emission system of the engine, the DOC is used for catalyzing oxide DPF to adsorb solid particles, the DOC and the DPF are both used for purifying exhaust generated by the engine, but the DOC and the DPF have higher requirements on the working temperature, and the working temperature of the DOC and the DPF is necessarily required to be regulated and controlled in order to ensure that the DOC can better catalyze the oxide, therefore, the temperature sensor and the differential pressure sensor are arranged at the air inlet end and the air outlet end of the DOC and the air inlet end and the air outlet end of the DPF, the temperature sensor and the differential pressure sensor can be integrated into a temperature differential pressure sensor, and the total gas inlet end and the gas outlet end of the tail gas exhaust system are respectively provided with a sensing contact of an exhaust analyzer, so that the emission analyzer can acquire the exhaust gas state data of the gas inlet end and the gas outlet end through the contacts, and the state is fed back to the data acquisition system, so that the computer can reasonably regulate and control the temperature of the exhaust emission system through the data provided by the data acquisition system.
Optionally, the engine body 1 includes an air intake system 11, an intake charge air cooler 12, an EGR exhaust gas recirculation system intercooler 13, a turbocharger system 14, and a cylinder group 15.
Specifically, the engine body at least needs to satisfy a complete engine body consisting of an air intake system, an intake intercooler, an EGR exhaust gas recirculation system intercooler, a turbo charging system, and a cylinder group, wherein the air intake system is used for sucking air so that the air flows into a cylinder as a combustion improver.
Optionally, the air intake system 11 includes an air cleaner 111 and an air flow meter 112, an air outlet of the air cleaner 111 is connected to an air inlet of the air flow meter 112, an air outlet of the air flow meter 112 is connected to a first supercharger 141 in the turbocharger system 14, an air outlet of the first supercharger 141 is connected to an air inlet of the intake intercooler 12, an air outlet of the intake intercooler 12 is connected to an air inlet of the cylinder bank 15, an air outlet of the cylinder bank 15 is connected to a second supercharger 142 in the turbocharger system 14, an EGR exhaust gas recirculation system 7 is disposed between the cylinder bank 15 and the second supercharger 142, the EGR air outlet is connected to the intercooler 13, and an air outlet of the second supercharger 142 is connected to the exhaust gas emission system 6.
Specifically, before air enters the engine, the air needs to be purified through an air filter, the air entering the engine is metered through an air flow meter and then enters a first supercharger, the first supercharger mainly acts on the air entering the engine, and the second supercharger acts on exhaust gas of an engine body at a discharge position.
After the air gets into engine body, can carry out the pressure boost through turbocharging system's first booster earlier, for preventing that the air through turbocharging system is overheated, before the air gets into the cylinder, can cool off through the intercooler that admits air earlier, set up the check valve in the pipeline of the intercooler syntropy cylinder that admits air for the air can only get into and can not flow back.
The engine of discharging behind the exhaust emission system can be discharged through the booster to the waste gas that produces through the cylinder burning, for avoiding the energy extravagant, can oil and gas separator in the exhaust emission cylinder, make the energy of complete combustion pass through exhaust gas recirculation system and get into the cylinder again, the end of giving vent to anger of cylinder is connected to exhaust gas recirculation system one end, the other end sets up the check valve rear end that sets up in the pipeline that intercooler and cylinder are connected admits air, before getting into the cylinder, the waste gas after the separation can cool off through the EGR intercooler.
Optionally, the general controller 5 includes a data acquisition system 51, a computer 52, an INCA calibration system 53 and an ECU electronic control unit 54.
In an actual situation, the master controller is used for calculating and executing a temperature control scheme of the exhaust emission system, wherein the data acquisition system is used for acquiring engine operation parameters which need to be acquired from the engine when the computer is used for calculating, the computer is used for analyzing and calculating the acquired parameters so as to acquire a temperature adjustment scheme of the exhaust emission system, the INCA calibration system is used for correcting the temperature adjustment scheme generated by the engine, and the ECU is a vehicle-mounted computer and used for executing the corrected temperature adjustment scheme.
Optionally, the data acquisition system 51 acquires data required by the computer 52 for temperature control calculation through the emission analyzer 4, the temperature sensor 2, and the differential pressure sensor 3, and sends the acquired data to the computer 52, the computer 52 calculates the data acquired by the data acquisition system 51, sends a calculation result to the INCA calibration system 53 for data calibration, and sends a calibration result to the ECU54, so that the ECU54 adjusts the temperature of the exhaust emission system according to the calibration result.
Specifically, all modules in the master controller are mainly in data communication connection, after the data acquisition system acquires data fed back by the emission analyzer, the temperature sensor and the differential pressure sensor, the data acquisition system can send the acquired data to the computer, so that the computer can calculate the temperature of the exhaust emission system according to the acquired data, after a calculation result is obtained, the result is sent to the INCA for calibration, and finally the result of calibration is sent to the ECU of the ECU, so that the temperature of the exhaust emission system can be adjusted through the result.
Alternatively, the EGR system 7 may be provided with a check valve so that the gas at the outlet end of the cylinder bank 15 cannot flow out after entering the EGR system 7.
Specifically, in order to avoid the waste of energy caused by the backflow leakage of the gas entering the EGR, a one-way valve is arranged at the gas inlet end of the EGR system.
The DOC61 inlet end with the DOC61 give vent to anger the measuring range of the temperature sensor 63 that the end set up and be-40 to 750 degrees centigrade, temperature sensor 63's rated resistance is 200 ohms.
Specifically, the temperature sensors arranged at the DOC air inlet end and the DOC air outlet end are mainly used for sensing the temperature of the DOC, the measuring range of the temperature sensors is-40-750 ℃, the rated resistance is 200 ohms, and the temperature sensors under the measuring range can be suitable for temperature sensing of the engine under an extreme environment.
The lead thermal protection material of the temperature sensor 63 is silicon rubber, the insulator material of the temperature sensor is PTFE, and the temperature sensor is powered by 5V direct current.
Specifically, the temperature sensor needs to be powered through a lead, but the working environment of the temperature sensor is severe, the lead needs to be covered with a thermal protection material when being connected with the temperature sensor, in order to prevent the lead from leaking electricity under the high-temperature condition to influence the public ancestor of the temperature sensor, an insulator material PTFE is attached to the outside of the temperature sensor, and in the actual situation, the rated building of the temperature sensor is 5V.
Optionally, the wire used by the temperature sensor 63 is a nickel-plated copper wire, the cross-sectional area of the nickel-plated copper wire is 0.5 square millimeter, and the length of the nickel-plated copper wire is 1000 millimeters.
Specifically, the lead of the temperature sensor is a nickel-plated copper wire, and the nickel-plated copper wire and the bare copper wire have almost no difference in temperature and electrical properties, and the difference is that the nickel-plated layer has high stability in air, the cross-sectional area of the nickel-plated copper wire is 0.5 square millimeter, and the length of the nickel-plated copper wire is 1000 millimeters.
Optionally, the heat medium of the temperature sensor 63 is the exhaust gas discharged from the engine main body, the front end of the probe of the temperature sensor is located in the center of the detection airflow, and the detection airflows are the inlet airflow of the DOC and the outlet airflow of the DOC, respectively, so that the probe of the temperature sensor cannot be located in a dead zone.
Specifically, the contacts of the temperature sensor are shot at the air inlet end and the air outlet end of the DOC, so that the medium for sensing the temperature is the waste gas discharged by the engine main body, and the working temperature of the DOC and the PDF is measured through the temperature of the waste gas.
According to the technical scheme, the DOC and DPF working temperatures are obtained, and meanwhile the tail gas emission conditions of the DOC and the DPF are monitored through the emission analyzer, so that the master controller obtains enough data to analyze and formulate a temperature control strategy.
The temperature control device based on PID control in the embodiment of the present application is described in detail above, and the temperature control method will be described below.
Referring to fig. 2, an embodiment of the present application provides an embodiment of a temperature control method, including:
201. the method comprises the steps that a master controller obtains initial data, wherein the initial data comprises an inner ring temperature rise requirement, a light-off temperature and an upstream actual temperature;
in practical cases, the method is realized by the above device.
The method provided by the embodiment of the application is mainly used for calculating the fuel injection quantity of the after-injection, and the temperature of an engine after-treatment system is controlled by accurately controlling the fuel injection quantity of the after-injection.
Specifically, the general controller refers to a vehicle general controller used for calculating and controlling acquired vehicle data, and the initial data refers to data which is generated when the vehicle runs and needs to be monitored, and includes but is not limited to: the method comprises the following steps of carrying out correlation curves of vehicle speed, external environment temperature and heat bearing capacity of a catalytic converter, carrying out Meipu correction, considering the oil loss of post injection and DOC temperature rise feedback oil quantity, wherein the specific steps are not limited, but at least comprise inner ring temperature rise requirements, ignition temperature and upstream actual temperature.
202. The master controller calculates the initial data to obtain ignition temperature difference;
specifically, after the master controller acquires initial data, the master controller can calculate the DOC ignition temperature difference according to the acquired DOC related data and preset fixed parameters at the moment, the ignition temperature difference is the difference value between the engine and the standard ignition safety temperature in the current state, and the master controller generates the ignition temperature difference by calculating the temperature.
203. The master controller performs PI calculation on the ignition temperature difference through a PID algorithm to obtain an ignition temperature difference PI value, and the ignition temperature difference PI value is used for correcting the ignition temperature difference of the DOC oxidation type catalytic converter;
specifically, the PI value of the DOC ignition temperature difference is calculated in a vehicle-mounted system, and the PI value of the ignition temperature difference is calculated through a PID algorithm after the DOC ignition temperature difference is input into a preset PID algorithm.
204. The master controller calculates a first oil injection quantity and an air inflow according to the ignition temperature difference PI value;
specifically, after the ignition temperature difference PI value is obtained, the PI value is input to the limiting module, so that the limiting module calculates a first fuel injection quantity and an air input according to the ignition temperature difference PI value, wherein the first fuel injection quantity is the fuel injection quantity of the post injection 2.
205. The master controller controls the DOC to heat according to the first oil injection quantity and the air input quantity until the DOC reaches a light-off temperature;
specifically, after calculating first fuel injection quantity and air input, the total controller can control the rear injection 2-stage gas inlet end to admit air, and because the fuel injection quantity has a direct relation with the rising temperature, so in order to reach the DOC light-off temperature, the first fuel injection quantity and the air input are the fuel injection quantity and the air input which are optimal and can enable the DOC to reach the light-off temperature on the premise of not causing energy waste.
206. After the DOC reaches the ignition temperature, the master controller acquires the downstream temperature of the DOC;
after the post-injection 2 is carried out, the fuel injection quantity of the post-injection 1 is calculated, the post-injection 1 acts on the temperature control of the subsequent environment after the DOC reaches the ignition temperature, and the acquired downstream temperature of the DOC is mainly controlled.
207. The master controller calculates to obtain a first downstream temperature difference according to the downstream temperature of the DOC;
specifically, the main controller determines the fuel injection quantity of the post injection 1, and needs to determine a first downstream temperature difference before fuel injection quantity calculation, wherein the first downstream temperature difference is necessary data for calculating the fuel injection quantity of the post injection 1.
208. The master controller calculates the first downstream temperature difference and the expected value of oil mass injection to obtain a target downstream temperature difference;
specifically, after the first downstream temperature difference is determined, the master controller calculates an expected value of the post-injection of 1 oil mass under the temperature difference, and corrects the first downstream temperature difference based on the expected value, so as to obtain the target downstream temperature difference.
209. And the master controller calculates the fuel injection quantity according to the target downstream temperature difference to obtain the target fuel injection quantity.
Specifically, after the master controller confirms the target downstream temperature difference, the master controller calculates the fuel injection quantity of the post-injection 1 according to the target downstream temperature difference, so as to obtain the target fuel injection quantity of the post-injection 1.
According to the technical scheme, the master controller acquires multiple items of initial data and performs PID calculation on the initial data, so that the fuel injection quantity of the engine is accurately calculated or corrected, and the fuel injection consumption is reduced by accurately controlling the fuel injection quantity.
Referring to fig. 3, another embodiment of a temperature control method is provided in the present application, the method including:
301. the method comprises the steps that a master controller obtains initial data, wherein the initial data comprises an inner ring temperature rise requirement, a light-off temperature and an upstream actual temperature;
step 301 in this embodiment is similar to step 201 in the previous embodiment, and is not described herein again.
302. The master controller acquires DOC inner ring temperature rise requirements, DOC ignition temperature and DOC upstream actual temperature;
specifically, the data of DOC inner ring temperature rise requirement, DOC ignition temperature and DOC upstream actual temperature are data preset in a master controller, and the data mainly serve as parameters for calculating DOC ignition temperature difference and guarantee the referency of a subsequently calculated PI value.
303. The master controller selects a slope factor for the temperature rise requirement of the DOC inner ring to obtain the temperature rise requirement of the target DOC inner ring;
specifically, the master controller can select the slope factor for the DOC inner ring temperature rise requirement, at the moment, the master controller can obtain a pair of parameters including a positive slope and a negative slope, the parameters are used as the parameters for selecting the slope factor for the DOC inner ring temperature rise requirement, and the output result of the slope factor selection is the target DOC inner ring temperature rise requirement.
304. And the master controller carries out slope calculation on the target DOC inner ring temperature rise requirement, the DOC ignition temperature and the DOC upstream actual temperature to obtain the ignition temperature difference.
Specifically, the master controller obtains the target DOC inner ring and heats up to ask the back, can carry out the slope to the difference in temperature that this target DOC inner ring intensification demand and DOC light-off temperature and DOC upper reaches actual temperature were calculated to obtain the light-off difference in temperature, the slope calculation is for letting final DOC light-off difference in temperature carry out the correction of rationality, makes it keep in a reasonable within range that can carry out follow-up calculation.
305. The master controller performs PI calculation on the ignition temperature difference through a PID algorithm to obtain an ignition temperature difference PI value, and the ignition temperature difference PI value is used for correcting the ignition temperature difference of the DOC oxidation type catalytic converter;
step 305 in this embodiment is similar to step 203 in the previous embodiment, and is not described herein again.
306. The master controller obtains a first fuel injection quantity preset range and a first fuel injection quantity minimum value;
specifically, first fuel injection quantity refers to the fuel injection quantity of post injection 2, preset the scope of predetermineeing to the fuel injection quantity of post injection 2 in the total controller, the fuel injection quantity of post injection 2 only can be adjusted in this within range, because the operating temperature of posttreatment system is directly related to the size direct relation of fuel injection quantity, for preventing the high temperature, total controller can set for the threshold value to the fuel injection quantity of post injection 2 to set up first fuel injection quantity minimum and restrict the fuel injection quantity and must produce the effect of adjustment to the operating temperature of posttreatment system.
307. The master controller calculates the first fuel injection quantity preset range and the first fuel injection quantity minimum value according to the ignition temperature difference PI value to obtain a first fuel injection quantity;
specifically, the master controller can process the PI value of the ignition temperature difference through the limiting module, and calculates the first fuel injection quantity within a preset range of the first fuel injection quantity according to a processing result so as to ensure that the temperature adjustment result after the calculated fuel injection quantity of the post-injection 2 is injected with fuel meets the requirement of the post-processing system on the working temperature.
308. The master controller obtains an air inflow range and an air inflow minimum value;
specifically, the master controller can correct the PI value processed by the idle module according to the preset range of the air input and the minimum value of the air input, wherein the preset range and the minimum value of the air input are data of the master controller.
309. And the master controller calculates the air inflow range and the minimum air inflow value according to the ignition temperature difference PI value to obtain the air inflow.
Specifically, after the PI value of the ignition temperature difference is limited through the limiting module, the master controller can calculate the air inflow according to the corrected PI value of the ignition temperature difference, in the calculation process of the calculation, the master controller can obtain the identification of system fault detection, the identification of the fault is logically inverted and then serves as the flag bit of the calculation of the air inflow, if the abnormality occurs, the master controller at the moment can stop the calculation of the air inflow, and the temperature of the post-processing system is adjusted only through the oil injection quantity of the post-injection 2.
310. The master controller controls the DOC to heat according to the first oil injection quantity and the air input quantity until the DOC reaches a light-off temperature;
311. after the DOC reaches the ignition temperature, the master controller acquires the downstream temperature of the DOC;
312. The master controller calculates the temperature difference between the downstream temperature and a downstream temperature standard value to obtain a preliminary downstream temperature difference;
specifically, after the master controller obtains the downstream temperature of the DOC, the master controller can calculate according to the current downstream temperature and a standard value of the downstream temperature, so as to determine the preliminary downstream temperature difference.
313. And the master controller corrects the preliminary downstream temperature difference according to the downstream temperature expected value to obtain a first downstream temperature difference.
Specifically, the expected value of the downstream temperature is a downstream temperature difference value obtained by performing temperature indexing on the model temperature of the DOC through a DOC downstream temperature difference model, then calculating the temperature index and the exhaust mass flow of the post-treatment gas cylinder, and filtering through a preset proportional parameter and filtering time through a wave recorder.
314. The master controller calculates the first downstream temperature difference and the expected value of oil mass injection to obtain a target downstream temperature difference;
step 314 in this embodiment is similar to step 208 in the previous embodiment, and is not repeated here.
315. The master controller calculates the oil injection quantity according to the target downstream temperature difference to obtain a second oil injection quantity;
specifically, after the master controller obtains the target downstream temperature difference, the second fuel injection quantity is obtained by calculating the DOC feedback fuel quantity according to the exhaust mass floor quantity of the post-processing system, the DOC expected temperature, the DOC temperature model and the open-loop control activation state.
316. The master controller obtains a feedback value of the DOC to obtain the required oil quantity;
specifically, the DOC feedback value is a value directly fed back to the master controller through the DOC, the vehicle-mounted slave terminal directly calculates the feedback value to obtain a value obtained under the condition that other components of the engine normally operate, and the value is the required oil quantity.
317. The master controller judges whether the second fuel injection quantity is smaller than the required fuel quantity or not;
specifically, the second fuel injection quantity refers to the fuel injection quantity obtained after the post-injection 1 is subjected to open-loop calculation, the required fuel quantity is the fuel quantity obtained by directly calculating the feedback value of the DOC through the master controller, and in order to reduce the energy consumption of the engine, the data with the smaller fuel injection quantity can be selected as the target fuel injection quantity of the post-injection 1 through judgment in actual conditions. If yes, step 318 is executed, and if no, step 319 is executed.
318. Determining the second fuel injection quantity as a target fuel injection quantity;
specifically, when the second fuel injection quantity is smaller than the required fuel quantity, the main controller sets the second fuel injection quantity as the target fuel injection quantity of the post-injection 1, and controls the post-injection 1 to inject fuel according to the target fuel injection quantity so as to achieve the purpose of temperature control.
319. And determining the oil demand as a target oil injection quantity.
Specifically, when the second fuel injection quantity is larger than the required fuel quantity, the main controller sets the required fuel quantity as the target fuel injection quantity of the post-injection 1, and controls the post-injection 1 to inject fuel according to the target fuel injection quantity, so that the purpose of temperature control is achieved.
In the embodiment of the application, the specific required data of each step in the calculation process is accurate, so that the calculation process of the oil injection quantity of the post injection 1 and the post injection 2 is clearer.
According to the technical scheme, the master controller acquires multiple items of initial data and performs PID calculation on the initial data, so that the fuel injection quantity of the engine is accurately calculated or corrected, and the fuel injection consumption is reduced by accurately controlling the fuel injection quantity.
It is intended that the foregoing description of the disclosed embodiments enable any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
It is clear to those skilled in the art that, for convenience and brevity of description, the specific working processes of the above-described systems, apparatuses and units may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
In the several embodiments provided in the present application, it should be understood that the disclosed system, apparatus and method may be implemented in other manners. For example, the above-described apparatus embodiments are merely illustrative, and for example, the division of the units is only one logical division, and other divisions may be realized in practice, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.
The integrated unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present application may be substantially implemented or contributed to by the prior art, or all or part of the technical solution may be embodied in a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present application. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a read-only memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and the like.
Claims (10)
1. A temperature control apparatus based on PID control, characterized by comprising:
the system comprises an engine main body, a temperature sensor, a differential pressure sensor, an emission analyzer and a master controller;
an exhaust emission system is arranged at an exhaust emission position of the engine main body, the exhaust emission system comprises a DOC oxidation type catalytic converter and a DPF particle trap, the temperature sensor and the pressure difference sensor are arranged at the front end of the DOC, the rear end of the DPF and between the DOC and the DPF, and data acquisition sensors of an emission analyzer are arranged at the front end of the DOC and the rear end of the DPF;
and data acquired by the emission analyzer, the temperature sensor and the differential pressure sensor are input into the master controller, so that the master controller acquires data for calculating temperature control.
2. The apparatus of claim 1, wherein the engine body includes an air intake system, an intake charge air cooler, an EGR exhaust gas recirculation system charge air cooler, a turbocharger system, and a cylinder bank.
3. The device of claim 2, wherein the air intake system comprises an air filter and an air flow meter, an air outlet end of the air filter is connected with an air inlet end of the air flow meter, an air outlet end of the air flow meter is connected with a first supercharger in the turbocharging system, an air outlet end of the first supercharger is connected with an air inlet end of the intake intercooler, an air outlet end of the intake intercooler is connected with an air inlet end of the cylinder group, an air outlet end of the cylinder group is connected with a second supercharger in the turbocharging system, an EGR exhaust gas recirculation system is arranged between the cylinder group and the second supercharger, the EGR air outlet end is connected with the EGR intercooler, and an air outlet end of the second supercharger is connected with the exhaust emission system.
4. The device of claim 1, wherein the overall controller comprises a data acquisition system, a computer, an INCA calibration system and an ECU electronic control unit.
5. The device according to claim 4, wherein the data acquisition system acquires data required by the computer for temperature control calculation through the emission analyzer, the temperature sensor and the differential pressure sensor, and sends the acquired data to the computer, the computer calculates the data acquired by the data acquisition system, sends the calculation result to the INCA calibration system for data calibration, and sends the calibration result to the ECU, so that the ECU adjusts the temperature of the exhaust emission system according to the calibration result.
6. A method of temperature control, comprising:
the method comprises the steps that a master controller obtains initial data, wherein the initial data comprises an inner ring temperature rise requirement, a light-off temperature and an upstream actual temperature;
the master controller calculates the initial data to obtain ignition temperature difference;
the master controller performs PI calculation on the ignition temperature difference through a PID algorithm to obtain an ignition temperature difference PI value, and the ignition temperature difference PI value is used for correcting the ignition temperature difference of the DOC oxidation type catalytic converter;
the master controller calculates a first oil injection quantity and an air inflow according to the ignition temperature difference PI value;
the master controller controls the DOC to heat according to the first oil injection quantity and the air input quantity until the DOC reaches a light-off temperature;
after the DOC reaches the ignition temperature, the master controller acquires the downstream temperature of the DOC;
the master controller calculates to obtain a first downstream temperature difference according to the downstream temperature of the DOC;
the master controller calculates the first downstream temperature difference and the expected value of oil mass injection to obtain a target downstream temperature difference;
and the master controller calculates the fuel injection quantity according to the target downstream temperature difference to obtain the target fuel injection quantity.
7. The method of claim 6, wherein the overall controller calculates the initial data and generating a light-off temperature differential comprises:
the master controller acquires DOC inner ring temperature rise requirements, DOC ignition temperature and DOC upstream actual temperature;
the master controller selects a slope factor for the temperature rise requirement of the DOC inner ring to obtain the temperature rise requirement of the target DOC inner ring;
and the master controller carries out slope calculation on the target DOC inner ring temperature rise requirement, the DOC ignition temperature and the DOC upstream actual temperature to obtain the ignition temperature difference.
8. The method of claim 6, wherein calculating a first fuel injection amount and an air intake amount by the master controller according to the light-off temperature difference PI value comprises:
the master controller obtains a first fuel injection quantity preset range and a first fuel injection quantity minimum value;
the master controller calculates the first fuel injection quantity preset range and the first fuel injection quantity minimum value according to the ignition temperature difference PI value to obtain a first fuel injection quantity;
the master controller obtains an air inflow range and an air inflow minimum value;
and the master controller calculates the air inflow range and the minimum air inflow value according to the ignition temperature difference PI value to obtain the air inflow.
9. The method of any one of claims 6 to 8, wherein the calculating by the overall controller a first downstream temperature differential from the downstream temperature of the DOC comprises:
the master controller calculates the temperature difference between the downstream temperature and a downstream temperature standard value to obtain a preliminary downstream temperature difference;
and the master controller corrects the preliminary downstream temperature difference according to the downstream temperature expected value to obtain a first downstream temperature difference.
10. The method of any one of claims 6 to 8, wherein the overall controller calculates the fuel injection based on the target downstream temperature differential to obtain a target fuel injection comprising:
the master controller calculates the oil injection quantity according to the target downstream temperature difference to obtain a second oil injection quantity;
the master controller obtains a feedback value of the DOC to obtain the required oil quantity;
the master controller judges whether the second fuel injection quantity is smaller than the required fuel quantity or not;
if yes, the master controller determines the second fuel injection quantity as a target fuel injection quantity;
and if not, the master controller determines the required oil quantity as a target oil injection quantity.
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