CN114592950A - SCR (Selective catalytic reduction) failure active treatment method based on DPF active regeneration and SCR failure control device - Google Patents
SCR (Selective catalytic reduction) failure active treatment method based on DPF active regeneration and SCR failure control device Download PDFInfo
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- CN114592950A CN114592950A CN202210173181.2A CN202210173181A CN114592950A CN 114592950 A CN114592950 A CN 114592950A CN 202210173181 A CN202210173181 A CN 202210173181A CN 114592950 A CN114592950 A CN 114592950A
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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
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2066—Selective catalytic reduction [SCR]
- F01N3/208—Control of selective catalytic reduction [SCR], e.g. dosing of reducing agent
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- 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
- F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
- F02D41/0245—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by increasing temperature of the exhaust gas leaving the engine
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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
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate 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
- F02D41/021—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
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Abstract
The invention discloses an SCR failure active treatment method based on DPF active regeneration, which comprises the following steps: judging whether the SCR conversion rate is lower than a specified limit value and continues for a specified time, and if so, triggering DPF main regeneration condition detection; detecting whether the working condition of the engine meets the DPF active regeneration condition, and triggering at least one DPF active regeneration if the working condition of the engine meets the DPF active regeneration condition; the active regeneration of the PF comprises: actively improving the exhaust temperature of the engine to enable the internal temperature of the SCR to be higher than a first specified temperature; the interval between two DPF regenerations specifies the mileage. And an SCR failure control device. The method can predict the problem of low SCR efficiency, trigger SCR active regeneration based on DPF active regeneration, and does not need to shorten DPF regeneration mileage, and DPF regeneration is determined by accumulated carbon amount without increasing regeneration times. In the SCR active regeneration process, a driver has no obvious subjective feeling, and the problem of low efficiency and false alarm caused by SCR failure is effectively solved.
Description
Technical Field
The invention relates to the field of engines, in particular to an SCR (selective catalytic reduction) failure active treatment method based on DPF (particulate trap) active regeneration. And an SCR failure control device.
Background
In order to meet the requirements of the current road diesel engine emission regulations of six countries, the SCR post-treatment is a conventional technical route and is also a technical route used by various large host factories and whole factories, and the SCR post-treatment is generally adopted in the fifth stage of the heavy country. The NOx in the discharged pollutants can be greatly reduced by using the technical route. In the process of using the technical route, the most common SCR fault is SCR failure, namely the SCR efficiency is reduced to cause the NOx emission pollutants to exceed the standard, and meanwhile, an ECU alarms, so that the SCR efficiency is low. The technical scheme of SCR after-treatment is used from the fifth stage of China to the sixth regulation stage of China at present, but the SCR failure problem always exists, and although a plurality of schemes are adopted for preventing or solving, the failure rate is always high.
At present, the alarm caused by SCR failure has the following two main reasons:
A. HC poisoning is caused, an engine runs for a long time, particularly for a heavy diesel locomotive, the interval time between two regeneration is long, if the engine runs at low load during the period, the similar urban working conditions are more, the exhaust temperature is low, the generated HC is not easy to be converted by DOC, the HC is accumulated for a long time after entering SCR aftertreatment to cause SCR poisoning, and the efficiency is reduced or even not.
And B, urea crystallization of the SCR mixer, wherein the main temperature range of the urea crystallization is 180-250 ℃, and corresponding to the working conditions of vehicles running in urban areas and suburbs, the urea crystallization can be generated in the mixer when the vehicles run for a long time under the working conditions, so that the mixing of Nox and ammonia gas is poor, and the SCR efficiency is reduced.
The prior art mainly starts from two aspects, on one hand, the regeneration mileage is shortened, the system carries out DPF regeneration in a shorter mileage so as to improve the internal temperature of SCR and remove crystals or HC attachments; on the other hand, starting from after-sales service, when a fault of low SCR efficiency is reported in the running process of a vehicle, a user needs to go to a maintenance station for inspection, maintenance personnel manually regenerates the fault to increase the internal temperature of the SCR, and the fault is manually removed after the fault is seriously crystallized and disassembled. In the prior art, measures are taken in two aspects of sacrificing DPF regeneration mileage and SCR failure generation post-treatment respectively, the treatment is permanent but not permanent, and the generated influences are as follows:
1. the regeneration mileage is mainly determined according to the accumulated carbon amount in the DPF, and when the accumulated carbon amount reaches the regeneration condition in the running process of the vehicle, regeneration is triggered; meanwhile, mileage can be used for triggering regeneration, and if the mileage is shortened for regeneration, the regeneration times in the driving process are increased, so that engine oil dilution is increased, and oil consumption is increased;
2. when a user finds that the SCR efficiency of the vehicle is low, great complaints are generated when the user goes to a service station for maintenance, and the probability of HC poisoning or SCR crystallization is increased along with the increase of the service time of the vehicle, so that the number of times of maintenance is increased, and the maintenance cost is increased.
Disclosure of Invention
In the summary section a series of simplified form concepts are introduced, which are all simplifications of the prior art in this field, which will be further detailed in the detailed description section. This summary of the invention is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.
The invention aims to provide an SCR (selective catalytic reduction) failure active treatment method based on DPF active regeneration. And, a SCR failure control device
In order to solve the technical problem, the invention provides an active treatment method for SCR failure based on DPF active regeneration, which is characterized by comprising the following steps:
s1, judging whether the SCR conversion rate is lower than a specified limit value and continues for a specified time, and if so, triggering DPF main regeneration condition detection;
s2, detecting whether the working condition of the engine meets the DPF active regeneration condition, and if so, triggering at least one DPF active regeneration; the active regeneration of the PF comprises: actively improving the exhaust temperature of the engine to enable the internal temperature of the SCR to be higher than a first specified temperature;
wherein the interval between two DPF regenerations specifies the mileage.
Optionally, the method for actively treating the SCR failure based on DPF active regeneration is further improved, and the method also comprises the following steps:
and S3, if the SCR conversion rate is still lower than the specified limit value after three times of DPF active regeneration, giving a fault alarm.
Optionally, the SCR failure active treatment method based on DPF active regeneration is further improved, and in step S2, the DPF active regeneration condition includes:
the running water temperature of the engine is higher than the designated water temperature, and the exhaust temperature of the engine is higher than the designated exhaust temperature.
Optionally, the method for active treatment of SCR failure based on active regeneration of a DPF is further improved, the first specified temperature range being higher than 600 degrees celsius.
Optionally, the method for actively treating the SCR failure based on DPF active regeneration is further improved, and actively increasing the exhaust temperature of the engine comprises the following steps: the throttle opening and/or the in-cylinder far-back injection is reduced.
In order to solve the above technical problem, the present invention provides an SCR failure control device, including:
the Nox controller calculates the SCR conversion rate by collecting the Nox content at the front end and the rear end of the SCR and sends the SCR conversion rate to the DPF regeneration controller;
a DPF regeneration controller which judges whether to trigger DPF main regeneration condition detection according to whether the SCR conversion rate is lower than a specified limit value and the specified duration;
if the main regeneration condition of the DPF is met, at least one DPF regeneration is triggered; the active regeneration of the PF comprises: actively improving the exhaust temperature of the engine to enable the internal temperature of the SCR to be higher than a first specified temperature;
wherein the interval between two DPF regenerations specifies the mileage.
Optionally, the SCR failure control apparatus is further improved, further comprising:
and if the SCR conversion rate is still lower than the specified limit value after three times of DPF active regeneration, giving out a fault alarm.
Optionally, further improving the SCR failure control device, the DPF active regeneration condition comprises:
the running water temperature of the engine is higher than the designated water temperature, and the exhaust temperature of the engine is higher than the designated exhaust temperature.
Optionally, the SCR failure control means is further modified such that the first specified temperature range is greater than 600 degrees celsius.
Optionally, further modifying the SCR failure control device, actively increasing the engine exhaust temperature comprises: the throttle opening and/or the in-cylinder far-back injection is reduced.
The working principle of the invention is as follows:
during the actual road running process of the vehicle, when the SCR works normally, the average NOx conversion efficiency is over 70 percent. When the SCR conversion efficiency is below a calibrated value (which is determined from the engine exhaust flow and exhaust temperature), and continues for a period of time, the engine monitoring system reports a fault: SCR efficiency is below the limit indicating an impending SCR failure. After relevant state conditions such as the water temperature and the exhaust temperature of the running engine are met, the DesoF function is triggered at the moment, the function is the DPF regeneration function, and the purpose is to improve the exhaust temperature of the engine, further improve the internal temperature of the SCR and clear HC and urea crystals in the SCR so as to recover the SCR conversion efficiency.
The DPF active regeneration provided by the invention is obviously different from the DPF passive regeneration in the prior art. According to the method, the carbon loading amount, mileage and the like in the DPF are not used as regeneration conditions, so that the regeneration time is fixed, the temperature in the SCR is raised by actively increasing the exhaust temperature of the engine, and the internal temperature of the SCR reaches over 600 ℃. The engine bank is actively improved by reducing the opening of a throttle valve and raising the temperature through far back injection, and after the temperature is raised, if the SCR conversion efficiency is recovered to be normal, the SCR regeneration is completed. If the temperature rise is not completely eliminated, the regeneration temperature rise is continued after the vehicle runs for a certain distance, and the problems of oil consumption increase and engine oil dilution are caused due to the regeneration, so that the problem of excessive temperature rise is solved. If the internal conversion efficiency of the SCR is still low after regeneration, the fault still exists, after three SCR regeneration cycles, an instrument panel fault lamp is lightened, and at the moment, the instrument panel fault lamp needs to be treated by a maintenance station, and whether the instrument panel fault lamp is caused by other reasons, such as urea quality, damage of SCR hardware and the like are considered.
The invention can at least achieve the following technical effects:
the method can predict the problem of low SCR efficiency, trigger SCR active regeneration based on DPF active regeneration without shortening DPF regeneration mileage, and determine DPF regeneration by accumulated carbon amount without increasing regeneration times, and oil dilution is not increased and oil consumption is not increased; after the fault that SCR is low in efficiency is identified, the fault is prejudged in advance, DPF regeneration is triggered, the internal temperature of the SCR is further improved, HC attachments inside SCR mixer crystals and SCR post-treatment are removed, the fault is automatically removed, and maintenance treatment is not needed to be carried out in a service station. In the SCR active regeneration process, a driver has no obvious subjective feeling, and the problem of low efficiency and false alarm caused by SCR failure is effectively solved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention, are incorporated in and constitute a part of this specification. The drawings are not necessarily to scale, however, and may not be intended to accurately reflect the precise structural or performance characteristics of any given embodiment, and should not be construed as limiting or restricting the scope of values or properties encompassed by exemplary embodiments in accordance with the invention. The invention will be described in further detail with reference to the following detailed description and accompanying drawings:
fig. 1 is a schematic diagram of the principle of the present invention.
Detailed Description
The embodiments of the present invention are described below with reference to specific embodiments, and other advantages and technical effects of the present invention will be fully apparent to those skilled in the art from the disclosure in the specification. The invention is capable of other embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the general spirit of the invention. It is to be noted that the features in the following embodiments and examples may be combined with each other without conflict. The following exemplary embodiments of the present invention may be embodied in many different forms and should not be construed as limited to the specific embodiments set forth herein. It is to be understood that these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the technical solutions of these exemplary embodiments to those skilled in the art.
It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element or intervening elements may be present. In contrast, when an element is referred to as being "directly connected" or "directly coupled" to another element, there are no intervening elements present. Like reference numerals refer to like elements throughout the drawings. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items. Other words used to describe the relationship between elements or layers (e.g., "between … …" and "directly between … …", "adjacent to … …" and "directly adjacent to … …", "on … …" and "directly on … …", etc.) should be interpreted in the same manner.
A first embodiment;
the invention provides an SCR (selective catalytic reduction) failure active treatment method based on DPF active regeneration, which comprises the following steps of:
s1, judging whether the SCR conversion rate is lower than a specified limit value and continues for a specified time, and if so, triggering DPF main regeneration condition detection;
s2, detecting whether the working condition of the engine meets the DPF active regeneration condition, if yes, triggering at least one DPF active regeneration; the active regeneration of the PF comprises: actively improving the exhaust temperature of the engine to enable the internal temperature of the SCR to be higher than a first specified temperature;
wherein the interval between two DPF regenerations specifies the mileage (specified in terms of different engine performance).
A second embodiment;
the invention provides an SCR (selective catalytic reduction) failure active treatment method based on DPF active regeneration, which comprises the following steps of:
s1, judging whether the SCR conversion rate is lower than a specified limit value and continues for a specified time, and if so, triggering DPF main regeneration condition detection;
s2, detecting whether the working condition of the engine meets the DPF active regeneration condition, and if so, triggering at least one DPF active regeneration; the active regeneration of the PF comprises: actively improving the exhaust temperature of the engine to enable the internal temperature of the SCR to be higher than a first specified temperature;
s3, if the SCR conversion rate is still lower than a specified limit value after three times of DPF active regeneration, a fault alarm is given out;
wherein the interval between two DPF regenerations specifies the mileage (specified in terms of different engine performance).
A third embodiment;
the invention provides an SCR (selective catalytic reduction) failure active treatment method based on DPF active regeneration, which comprises the following steps of:
s1, judging whether the SCR conversion rate is lower than a specified limit value and continues for a specified time, and if so, triggering DPF main regeneration condition detection;
s2, detecting whether the working condition of the engine meets the DPF active regeneration condition, and if so, triggering at least one DPF active regeneration; the active regeneration of the PF comprises: actively improving the exhaust temperature of the engine to enable the internal temperature of the SCR to be higher than a first specified temperature;
the DPF active regeneration conditions include: the running water temperature of the engine is higher than the designated water temperature, and the exhaust temperature of the engine is higher than the designated exhaust temperature;
s3, if the SCR conversion rate is still lower than the specified limit value after three times of DPF active regeneration, a fault alarm is sent out;
wherein the interval between two DPF regenerations specifies the mileage (specified according to different engine performances); the first designated temperature range is greater than 600 degrees celsius, actively increasing engine exhaust temperature comprising: the throttle opening and/or the in-cylinder far-back injection is reduced.
A fourth embodiment;
the invention provides an SCR failure control device, comprising:
the Nox controller calculates the SCR conversion rate by collecting the Nox content at the front end and the rear end of the SCR and sends the SCR conversion rate to the DPF regeneration controller;
a DPF regeneration controller which judges whether to trigger DPF main regeneration condition detection according to whether the SCR conversion rate is lower than a specified limit value and the specified duration;
if the main regeneration condition of the DPF is met, at least one DPF regeneration is triggered; the active regeneration of the PF comprises: actively improving the exhaust temperature of the engine to enable the internal temperature of the SCR to be higher than a first specified temperature;
wherein the interval between two DPF regenerations specifies the mileage (specified in terms of different engine performance).
A fifth embodiment;
the invention provides an SCR failure control device, comprising:
the Nox controller calculates the SCR conversion rate by collecting the Nox content at the front end and the rear end of the SCR and sends the SCR conversion rate to the DPF regeneration controller;
a DPF regeneration controller which judges whether to trigger DPF main regeneration condition detection according to whether the SCR conversion rate is lower than a specified limit value and the specified duration;
if the main regeneration condition of the DPF is met, at least one DPF regeneration is triggered; the active regeneration of the PF comprises: actively improving the exhaust temperature of the engine to enable the internal temperature of the SCR to be higher than a first specified temperature;
wherein, the interval between two DPF regenerations appoints the mileage of traveling (appointing according to different engine performance), and first appointed temperature range is for being higher than 600 degrees centigrade, and the initiative is improved the engine and is arranged the temperature and includes: the throttle opening and/or the in-cylinder far-back injection is reduced.
Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
The present invention has been described in detail with reference to the specific embodiments and examples, but these are not intended to limit the present invention. Many variations and modifications may be made by one of ordinary skill in the art without departing from the principles of the present invention, which should also be considered as within the scope of the present invention.
Claims (10)
1. An SCR failure active treatment method based on DPF active regeneration is characterized by comprising the following steps:
s1, judging whether the SCR conversion rate is lower than a specified limit value and continues for a specified time, and if so, triggering DPF main regeneration condition detection;
s2, detecting whether the working condition of the engine meets the DPF active regeneration condition, and if so, triggering at least one DPF active regeneration; the active regeneration of the PF comprises: actively improving the exhaust temperature of the engine to enable the internal temperature of the SCR to be higher than a first specified temperature;
wherein the interval between two DPF regenerations specifies the mileage.
2. The active treatment method for SCR failure based on DPF active regeneration of claim 1, further comprising the steps of:
and S3, if the SCR conversion rate is still lower than the specified limit value after three times of DPF active regeneration, giving a fault alarm.
3. The active treatment method for SCR failure based on DPF active regeneration of claim 1, wherein: in step S2, the DPF active regeneration conditions include:
the engine operating water temperature is higher than the designated water temperature, and the engine exhaust temperature is higher than the designated exhaust temperature.
4. The active treatment method for SCR failure based on DPF active regeneration of claim 1, wherein: the first specified temperature range is above 600 degrees celsius.
5. The active treatment method for SCR failure based on DPF active regeneration of claim 1, wherein: actively increasing the exhaust temperature of the engine comprises: the throttle opening and/or the in-cylinder far-back injection is reduced.
6. An SCR failure control device, comprising:
the Nox controller calculates the SCR conversion rate by collecting the Nox content at the front end and the rear end of the SCR and sends the SCR conversion rate to the DPF regeneration controller;
a DPF regeneration controller which judges whether to trigger DPF main regeneration condition detection according to whether the SCR conversion rate is lower than a specified limit value and the specified duration;
if the main regeneration condition of the DPF is met, at least one DPF regeneration is triggered; the active regeneration of the PF comprises: actively improving the exhaust temperature of the engine to enable the internal temperature of the SCR to be higher than a first specified temperature;
wherein the interval between two DPF regenerations specifies the mileage.
7. The SCR failure control device of claim 6, further comprising:
and if the SCR conversion rate is still lower than the specified limit value after three times of DPF active regeneration, giving out a fault alarm.
8. The SCR failure control device of claim 6, wherein the DPF active regeneration conditions include:
the running water temperature of the engine is higher than the designated water temperature, and the exhaust temperature of the engine is higher than the designated exhaust temperature.
9. The SCR failure control device of claim 6, wherein: the first specified temperature range is above 600 degrees celsius.
10. The SCR failure control device of claim 6, wherein: actively increasing the exhaust temperature of the engine comprises: the throttle opening and/or the in-cylinder far-back injection is reduced.
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