CN114810299A - Exhaust gas aftertreatment device, exhaust gas aftertreatment system, program product and corresponding method - Google Patents
Exhaust gas aftertreatment device, exhaust gas aftertreatment system, program product and corresponding method Download PDFInfo
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- CN114810299A CN114810299A CN202110124050.0A CN202110124050A CN114810299A CN 114810299 A CN114810299 A CN 114810299A CN 202110124050 A CN202110124050 A CN 202110124050A CN 114810299 A CN114810299 A CN 114810299A
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- gas aftertreatment
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- 238000000034 method Methods 0.000 title claims abstract description 29
- 239000000446 fuel Substances 0.000 claims abstract description 77
- 238000002347 injection Methods 0.000 claims abstract description 53
- 239000007924 injection Substances 0.000 claims abstract description 53
- 229930195733 hydrocarbon Natural products 0.000 claims abstract description 48
- 150000002430 hydrocarbons Chemical class 0.000 claims abstract description 48
- 239000004215 Carbon black (E152) Substances 0.000 claims abstract description 46
- 238000004590 computer program Methods 0.000 claims abstract description 11
- 230000008859 change Effects 0.000 claims description 9
- 239000007789 gas Substances 0.000 description 59
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 21
- 239000003795 chemical substances by application Substances 0.000 description 20
- 238000007254 oxidation reaction Methods 0.000 description 15
- 239000003054 catalyst Substances 0.000 description 13
- 230000003647 oxidation Effects 0.000 description 13
- 238000010531 catalytic reduction reaction Methods 0.000 description 12
- 238000012937 correction Methods 0.000 description 10
- 238000010586 diagram Methods 0.000 description 6
- 239000013618 particulate matter Substances 0.000 description 5
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 4
- UGFAIRIUMAVXCW-UHFFFAOYSA-N Carbon monoxide Chemical compound [O+]#[C-] UGFAIRIUMAVXCW-UHFFFAOYSA-N 0.000 description 4
- 229910002091 carbon monoxide Inorganic materials 0.000 description 4
- 239000000295 fuel oil Substances 0.000 description 4
- 238000011144 upstream manufacturing Methods 0.000 description 4
- XSQUKJJJFZCRTK-UHFFFAOYSA-N Urea Chemical compound NC(N)=O XSQUKJJJFZCRTK-UHFFFAOYSA-N 0.000 description 3
- 239000004202 carbamide Substances 0.000 description 3
- 230000008929 regeneration Effects 0.000 description 3
- 238000011069 regeneration method Methods 0.000 description 3
- 239000000243 solution Substances 0.000 description 3
- IJGRMHOSHXDMSA-UHFFFAOYSA-N Atomic nitrogen Chemical compound N#N IJGRMHOSHXDMSA-UHFFFAOYSA-N 0.000 description 2
- 229910002092 carbon dioxide Inorganic materials 0.000 description 2
- 239000001569 carbon dioxide Substances 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 230000001590 oxidative effect Effects 0.000 description 2
- 238000005086 pumping Methods 0.000 description 2
- 230000000630 rising effect Effects 0.000 description 2
- 239000004071 soot Substances 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- 235000013290 Sagittaria latifolia Nutrition 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 238000003915 air pollution Methods 0.000 description 1
- 230000004075 alteration Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000003197 catalytic effect Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 239000003638 chemical reducing agent Substances 0.000 description 1
- 235000015246 common arrowhead Nutrition 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 239000002283 diesel fuel Substances 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000003344 environmental pollutant Substances 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
- 238000013507 mapping Methods 0.000 description 1
- VUZPPFZMUPKLLV-UHFFFAOYSA-N methane;hydrate Chemical compound C.O VUZPPFZMUPKLLV-UHFFFAOYSA-N 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 229910052757 nitrogen Inorganic materials 0.000 description 1
- 238000000053 physical method Methods 0.000 description 1
- 231100000719 pollutant Toxicity 0.000 description 1
- 230000001172 regenerating effect Effects 0.000 description 1
- 238000004088 simulation Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Images
Classifications
-
- 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
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
The invention discloses a method for detecting a leakage situation of a hydrocarbon injection device (6) of an exhaust gas aftertreatment device (1), comprising the following steps: determining a current opening behavior of a fuel injector (62) of the hydrocarbon injection device (6) under electrical drive, based on an opening current; detecting a leakage condition of the hydrocarbon injection device (6) at least indirectly based on a comparison between the current opening characteristic and a corresponding reference opening characteristic. In addition, the invention also discloses a corresponding exhaust gas aftertreatment device (1), a corresponding exhaust gas aftertreatment system and a corresponding computer program product. According to the invention, the leakage condition of the hydrocarbon injection device can be detected without using a pressure sensor, thereby simplifying the product structure and reducing the cost.
Description
Technical Field
The invention relates to a method for detecting a leakage of a hydrocarbon injection device of an exhaust gas aftertreatment device, to an exhaust gas aftertreatment system and to a computer program product.
Background
Diesel engines are widely used in small, heavy or large vehicles, ships, generators, military tanks, and other machines due to their characteristics of good reliability, high thermal efficiency, and large output torque. However, because of the high content of nitrogen oxides and other harmful components in the exhaust gas emitted from diesel engines, the exhaust gas needs to be treated by a special exhaust gas after-treatment system before being emitted into the atmosphere, so as to meet the increasingly strict environmental requirements. In particular, nitrogen oxides, as one of the main pollutants, are currently extremely stringent in their emission requirements.
In other words, aftertreatment of the exhaust gases of diesel engines has become a standard outfit for diesel engines in order to reduce air pollution. For this reason, exhaust gas aftertreatment systems generally include functional units such as a diesel oxidation catalyst, a diesel particulate filter, and a selective catalytic reduction converter, which cooperate with each other by a physical method or a chemical reaction method to remove harmful components in exhaust gas.
Specifically, the diesel oxidation catalyst may convert carbon monoxide (CO) and Hydrocarbons (HC) in the exhaust gas into harmless water (H) through an oxidation reaction 2 O) and carbon dioxide (CO) 2 ) And simultaneously, the content of soluble organic components in the exhaust gas can be reduced, so that the emission of particulate matters in the exhaust gas can be reduced. Diesel particulate filters primarily physically trap particulate matter, such as soot, in the exhaust. The selective catalytic reduction converter can selectively react with nitrogen oxides in the exhaust gas with a reducing agent, such as urea, to produce harmless N under the action of a catalyst 2 And H 2 And O. The diesel oxidation catalyst, the diesel particulate filter, and the selective catalytic reduction converter are arranged in succession to pass exhaust gas in this order.
Diesel oxidation catalysts require operation at relatively high temperatures to function efficiently. The diesel particulate filter may become clogged with the increase of the trapped particulate matter, and regeneration is required to remove the trapped particulate matter. In general, fuel may be controllably injected upstream of a diesel particulate filter, particularly upstream of a diesel oxidation catalyst, to create favorable conditions for regenerating the diesel particulate filter. For this purpose, a hydrocarbon injection device is provided to inject fuel.
Current hydrocarbon injection devices typically include a metering unit and an injection unit, which is typically mounted on the tailpipe upstream of the diesel oxidation catalyst, where the temperature is relatively high as described above. The leakage of fuel is very dangerous and for this reason it is necessary to detect the leakage of the hydrocarbon injection device. Leakage is currently primarily detected by pressure sensors, and hydrocarbon injection devices are considered to have leakage problems when the pressure is below a predetermined pressure level.
However, damage to the pressure sensor may result in a failure to detect a leak, and the use of the pressure sensor may also increase costs. For this reason, improvements are required.
Disclosure of Invention
The object of the invention is to provide a method for detecting a leak of a hydrocarbon injection device of an exhaust gas aftertreatment device, an exhaust gas aftertreatment system and a computer program product.
According to a first aspect of the present invention, there is provided a method for detecting a leak condition of a hydrocarbon injection device of an exhaust gas aftertreatment device, the method comprising: determining a current opening characteristic of a fuel injector of the hydrocarbon injection device under electric drive based on an opening current; and detecting a leak condition of the hydrocarbon injection device based at least indirectly on a comparison between the current opening characteristic and a corresponding baseline opening characteristic.
According to a second aspect of the present invention an exhaust gas aftertreatment device is provided, wherein the exhaust gas aftertreatment device comprises a hydrocarbon injection device for controlled injection of fuel into an exhaust pipe, the hydrocarbon injection device being configured and adapted to detect a leakage situation of the hydrocarbon injection device by the method in the absence of a pressure sensor for measuring a system pressure.
According to a third aspect of the invention, an exhaust gas aftertreatment system is provided, wherein the exhaust gas aftertreatment system comprises an exhaust gas aftertreatment device and a controller configured for performing the method.
According to a fourth aspect of the invention, there is provided a computer program product comprising computer programs/instructions which, when executed by a processor, implement the method.
According to the invention, the leakage condition of the hydrocarbon injection device can be detected without using a pressure sensor, so that the product structure can be simplified, and the cost can be reduced.
Drawings
The principles, features and advantages of the present invention may be better understood by describing the invention in more detail below with reference to the accompanying drawings. The drawings comprise:
fig. 1 shows a schematic composition diagram of an exhaust gas aftertreatment system for a diesel engine according to an exemplary embodiment of the invention.
FIG. 2 shows a schematic block diagram of a hydrocarbon injection apparatus according to an exemplary embodiment of the present invention.
Fig. 3 shows the current change of a fuel injector according to an exemplary embodiment of the present invention in a leakage state and a normal state of no leakage.
FIG. 4 is a graph illustrating an exemplary operating temperature versus opening time for a fuel injector.
Fig. 5 shows a graph of the operating temperature versus a correction factor for correcting the opening time.
Fig. 6 shows a schematic block diagram of how a leak may be detected according to an exemplary embodiment of the present invention.
FIG. 7 shows a flowchart of a method for detecting a leak condition of a hydrocarbon injection device of an exhaust aftertreatment device according to an exemplary embodiment of the invention.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects of the present invention more apparent, the present invention will be described in further detail with reference to the accompanying drawings and exemplary embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and do not limit the scope of the invention.
Fig. 1 shows a schematic composition diagram of an exhaust gas aftertreatment system for a diesel engine according to an exemplary embodiment of the invention.
As shown in fig. 1, the exhaust gas aftertreatment system includes an exhaust gas aftertreatment device 1, and the exhaust gas aftertreatment device 1 includes: a diesel oxidation catalyst 2, a diesel particulate filter 3, and a selective catalytic reduction converter 4, wherein the diesel oxidation catalyst 2 is mainly used for oxidizing products (including hydrocarbon and carbon monoxide) which are not completely combusted by the diesel engine into harmless gases such as carbon dioxide and water through an oxidation reaction, and on the other hand, when the diesel particulate filter 3 needs to be regenerated, the inlet temperature of the diesel particulate filter 3 is raised by oxidizing the fuel, thereby burning off the particulate matter trapped in the diesel particulate filter 3, the diesel particulate filter 3 is mainly used for physically trapping the particulate matter (e.g., soot) in the exhaust gas and then burning off at a proper time for regeneration treatment, and the selective catalytic reduction converter 4 is mainly used for selectively catalytically reducing nitrogen oxides by an exhaust gas treating agent such as an aqueous urea solution to convert into harmless gas such as nitrogen.
The arrow 5 in fig. 1 indicates the flow direction of the exhaust gas. During operation, exhaust gas flows through the diesel oxidation catalyst 2, the diesel particulate filter 3 and the selective catalytic reduction converter 4 in sequence and is finally discharged to the environment.
As shown in fig. 1, the exhaust gas aftertreatment device 1 further includes a hydrocarbon injection device 6 disposed upstream of the diesel oxidation catalyst 2 and an exhaust gas treatment agent injection device 7 disposed between the diesel particulate filter 3 and the selective catalytic reduction converter 4, wherein the hydrocarbon injection device 6 can inject fuel oil into the exhaust pipe 8 to promote regeneration of the diesel particulate filter 3 after passing through the diesel oxidation catalyst 2, and the exhaust gas treatment agent injection device 7 can inject an exhaust gas treatment agent, such as an aqueous urea solution, into the exhaust pipe 8 to effectively operate the selective catalytic reduction converter 4.
In order to monitor the operating state of the exhaust gas aftertreatment device 1, a first temperature sensor T1 is usually provided at the inlet of the diesel oxidation catalytic converter 2, a second temperature sensor T2 is provided at the inlet of the diesel particulate filter 3, a third temperature sensor T3 is provided at the inlet of the selective catalytic reduction converter 4, a fourth temperature sensor T4 is provided at the outlet of the exhaust gas aftertreatment device 1, for example at the outlet of the selective catalytic reduction converter 4, and furthermore, a first nitrogen oxide sensor 41 and a second nitrogen oxide sensor 42 may be provided, for example, at the inlet and outlet of the selective catalytic reduction converter 4, respectively.
The operating state of the exhaust gas aftertreatment device 1 can be monitored by these sensors. To this end, the exhaust aftertreatment system may further include a controller 10. The signals of these sensors are transmitted to the controller 10, so that the controller 10 performs corresponding control, for example, control of the operating state of the engine, in accordance with one or more of these signals to ensure that the exhaust gas aftertreatment device 1 operates in a desired manner. The connection of the controller 10 to the various sensors is schematically shown in dashed lines in fig. 1.
Those skilled in the art will appreciate that the sensors listed herein are exemplary only, and in practice, the arrangement, type, and/or number of sensors may vary from case to case.
It will also be understood by those skilled in the art that the controller 10 may be or be part of an electronic control unit of the vehicle, or may be a separate controller communicatively coupled to the electronic control unit of the vehicle. In some cases, the controller 10 may control not only the exhaust gas aftertreatment device 1, but also other devices of the vehicle, such as other components of the engine, to bring the vehicle into a desired operating state.
According to an exemplary embodiment of the present invention, the exhaust gas treating agent injecting device 7 includes an exhaust gas treating agent container 71 for containing an exhaust gas treating agent, an exhaust gas treating agent injector 72 for injecting the exhaust gas treating agent into the exhaust pipe 8, an exhaust gas treating agent delivery pipe 73 connected between the exhaust gas treating agent container 71 and the exhaust gas treating agent injector 72, and an exhaust gas treating agent pump 74 disposed on the exhaust gas treating agent delivery pipe 73 for pumping the exhaust gas treating agent.
According to an exemplary embodiment of the present invention, the hydrocarbon injection device 6 includes a fuel container 61 for containing fuel, a fuel injector 62 for injecting fuel into the exhaust pipe 8, a fuel delivery pipe 63 connected between the fuel container 61 and the fuel injector 62, and a fuel pump 64, such as a gear pump, provided on the fuel delivery pipe 63 for pumping fuel.
According to an exemplary embodiment of the present invention, the hydrocarbon injection device 6 further includes a fuel filter 65 provided on the fuel delivery pipe 63 for filtering the fuel. A fuel filter 65 is preferably disposed downstream of the fuel pump 64.
As shown in FIG. 1, the exhaust treatment agent injector 72, the exhaust treatment agent pump 74, the fuel injector 62, and the fuel pump 64 may also be coupled to the controller 10 such that the controller may control the respective components to operate accordingly.
More specific operations and controls regarding the exhaust aftertreatment system are known to those skilled in the art and will not be described in detail herein. Hereinafter, only portions related to the present invention will be described in detail.
Fig. 2 shows a schematic block diagram of a hydrocarbon injection device 6 according to an exemplary embodiment of the present invention. As shown in FIG. 2, hydrocarbon injection device 6 also includes a metering unit 66 to meter the amount of fuel injected by fuel injector 62. Metering unit 66 is shown here as being separate from fuel injector 62, but in practice they may also together comprise a metering injection unit which allows both metering and injection to be carried out simultaneously.
According to an exemplary embodiment of the invention, the metering unit 66 comprises a shut-off valve 661. It is understood that the shut-off valve 661 can be connected to the controller 10 and controlled by the controller 10.
The fuel injector 62 is an electrically controlled component that controls the operation of the fuel injector 62 by controlling the supply of electrical power to the fuel injector 62. Specifically, the fuel injector 62 has a predetermined opening current and a holding current. At a predetermined opening current, the fuel injector 62 may be opened from a closed state, and then the fuel injector 62 may be held open for a period of time under a predetermined holding current to inject fuel. The predetermined holding current is less than the predetermined opening current.
In the event of a leak in the hydrocarbon injection device 6, the system pressure will be lower than normal, so that the opening speed of the fuel injector 62 will be faster than in the normal case of no leak. Fig. 3 shows the change in current of the fuel injector 62 in the leak state and the normal state of no leak (when the operating voltage applied to the fuel injector 62 is the same) according to an exemplary embodiment of the present invention.
As shown in FIG. 3, a solid line 11 in FIG. 3 represents a change in current I of the fuel injector 62 in a normal state of no leakage, and a dashed line 12 in FIG. 3 represents a change in current I of the fuel injector 62 in a leakage state.
In the initial stage, the fuel injector 62 is kept in the closed state, the current I is relatively low, then the controller 10 controls the power supply to the fuel injector 62 to open the fuel injector 62 (from which the opening stage begins), the current starts to increase gradually, then when a predetermined opening current is reached, the fuel injector 62 is opened (from which the opening stage ends), the operating state of the fuel injector 62 changes as the fuel injector 62 opens, at which time a brief drop in current occurs, then the current continues to increase, then the current decreases to remain at the predetermined holding current to keep the fuel injector 62 open for a period of time, and then the current decreases again to return the fuel injector 62 to the closed state.
As is clear from fig. 3, the characteristics of the change in current during the opening phase are different, for example, the speed of change is different, for the leak state and the normal state with no leak, in which the fuel injector 62 opens more easily and the rate of increase in current is relatively faster than in the normal state with no leak.
From another perspective, the fuel injector 62 opens faster and requires a shorter opening time under leakage conditions. Fig. 3 shows the opening time TP1 in the leakage state and the opening time TP0 in the normal state without leakage, respectively, TP1< TP 0. Therefore, it is provided a method of determining whether there is a possibility of leakage based on the open time TP.
Referring to fig. 3, it can also be understood by those skilled in the art that whether there is a leak can also be determined by the rising slope of the current.
However, the opening time TP of the fuel injector 62 may be affected by other factors in addition to the system pressure. Therefore, the detection result may be made less reliable based on the opening time TP alone, and the influence of other factors needs to be considered, wherein the operating voltage of the fuel injector 62 and the operating temperature of the fuel injector 62 (particularly the coil thereof) are two main influencing factors. At the same system pressure, the higher the operating voltage, the greater the current that may drive the fuel injector 62, and thus the faster the fuel injector 62 may be opened, i.e., the shorter the opening time TP of the fuel injector 62. The higher the operating temperature of the fuel injector 62, the higher the resistance of the coil generally, and thus the lower the drive current and therefore the longer the open time TP of the fuel injector 62.
With respect to the effect of operating temperature, according to an exemplary embodiment of the present invention, the measured opening time TP may be corrected based on the operating temperature, and then a determination may be made as to whether the fuel injector 62 is leaking based on the corrected opening time TPC.
Fig. 4 shows a graph of the operating temperature T versus the opening time TP as an example. As can be seen from fig. 4, as the operating temperature T increases, the opening time TP also increases.
It will be appreciated by those skilled in the art that the relationship of the operating temperature T to the correction factor k for correcting the opening time TP can be determined based on fig. 4. Fig. 5 shows a graph of the operating temperature T versus the correction factor k. The larger the operating temperature T, the larger the correction factor k, the larger the amount of correction needed for the opening time TP.
In this case, a correction factor k may be determined based on the operating temperature T, and the measured opening time TP may then be corrected based on the correction factor k to obtain a corrected opening time TPC.
The correction factor k can be determined in a number of ways, for example by simulation or experiment, as is known to the person skilled in the art. The invention is not limited in this regard.
Fig. 6 shows a schematic block diagram of how a leak may be detected according to an exemplary embodiment of the present invention.
As shown in fig. 6, the measured opening time TP is corrected by the correction module 13 as an original input to obtain a corrected opening time TPC. The corrected opening time TPC and the operating voltage UBatt of the fuel injector 62 are then supplied to the system pressure determination module 14 in order to determine the system pressure P of the hydrocarbon injection system 6. Subsequently, the determined system pressure P is compared with a predetermined lower system pressure limit P _ min, and if the system pressure P is equal to or less than P _ min (corresponding to "Y" in fig. 6), it means that the system pressure P is low and there is a leak (corresponding to R1 in fig. 6), whereas it means that there is no leak (corresponding to "N" and R2 in fig. 6).
According to an exemplary embodiment of the invention, the system pressure determination module 14 may be a MAP (MAP). The logic behind the MAP is that the higher the operating voltage UBatt is, the shorter the opening time TP is, and for each operating voltage there is a corresponding characteristic curve to characterize the relationship between operating voltage and opening time, as shown in fig. 6, 8 characteristic curves (here represented by straight lines for simplicity reasons, possibly in practice) are schematically shown in the system pressure determination module 14, indicated respectively by UBatt1, UBatt2, UBatt3, UBatt4, UBatt5, UBatt6, UBatt7, UBatt 8. At the same time, the higher the system pressure P, the longer the opening time TP of the fuel injector 6. The MAP may present and store these relationships in the form of a look-up table.
For example, as shown in fig. 6, it is schematically illustrated by two dashed arrows how the system pressure P is determined by the system pressure determination module 14. In particular, it is possible to determine which characteristic curve, in this case characteristic curve UBatt5 (i.e. the operating voltage corresponding to the operating voltage of this characteristic curve UBatt 5), is to be used as a look-up curve by operating voltage UBatt (with corresponding operating voltage for each fuel injector 62), and then to determine system pressure P from the corrected opening time TPC using a mapping relationship (dashed vertical arrow and dashed horizontal arrow).
It will be appreciated by those skilled in the art that although the exemplary embodiment shown in fig. 6 ultimately determines whether there is a leak in the hydrocarbon injection device 6 by comparison of the system pressures, the core of the determination based thereon is the opening characteristic (here, the opening time) of the fuel injector 6.
It will also be understood by those skilled in the art that although the opening time and the rising slope of the opening current are described herein as examples, the presence or absence of leakage of the hydrocarbon injection device 6 can be judged by the opening characteristics of the fuel injector 62, it is not limited thereto. For example, the presence or absence of a leak may be determined by comparing the present opening current at a plurality of times within the opening time with respective reference currents. Referring to fig. 3, if at multiple times the corresponding measured opening current is greater than the corresponding reference current, it is indicated that a leak may be present.
It may also be determined from the above description that based on the degree of deviation of the opening characteristic of the fuel injector 62 from the predetermined opening characteristic, the degree of leakage may also be determined, which may provide beneficial support for corresponding operational control. The urgency of the alarm may be determined, for example, based on the extent of the leak.
The invention also relates to a method for detecting a leak in a hydrocarbon injection device 6. Fig. 7 shows a flow chart of the method according to an exemplary embodiment of the present invention.
As shown in fig. 7, at step S1, the present opening characteristic of the hydrocarbon injection device 6 under electric drive based on the opening current, such as the opening time, the change slope of the opening current, and the like, is determined. In step S2, a leak condition of the hydrocarbon injection device 6 is detected based at least indirectly on a result of comparison between the current opening characteristic of the hydrocarbon injection device 6 and the corresponding reference opening characteristic. The various embodiments described above are obviously also applicable in this method.
The invention also relates to a controller configured to perform the method. Furthermore, it further relates to a computer program product comprising computer programs/instructions which, when executed by a processor, implement the steps of the above-described method. According to an example embodiment of the present invention, the computer program product may be embodied as a computer-readable storage medium having the computer program/instructions stored therein.
Although specific embodiments of the invention have been described herein in detail, they have been presented for purposes of illustration only and are not to be construed as limiting the scope of the invention. Various substitutions, alterations, and modifications may be devised without departing from the spirit and scope of the present invention.
List of reference numerals
1 exhaust gas after-treatment device
2 diesel oil oxidation catalyst
3 diesel particulate filter
4 selective catalytic reduction converter
5 arrow head
6 hydrocarbon injection device
7 tail gas treating agent injection apparatus
8 tail gas pipe
T1 first temperature sensor
T2 second temperature sensor
T3 third temperature sensor
T4 fourth temperature sensor
10 controller
11 solid line
12 dotted line
13 correction module
14 System pressure determination Module
41 first nitrogen oxide sensor
42 second oxynitride sensor
61 Fuel oil container
62 fuel oil injector
63 fuel delivery pipe
64 fuel pump
65 fuel oil filter
66 metering unit
71 tail gas treating agent container
72 tail gas treating agent injector
Claims (10)
1. A method for detecting a leak condition of a hydrocarbon injection device (6) of an exhaust gas aftertreatment device (1), the method comprising:
determining a current opening behavior of a fuel injector (62) of the hydrocarbon injection device (6) under electrical drive, based on an opening current; and
detecting a leakage condition of the hydrocarbon injection device (6) at least indirectly based on a comparison between the current opening characteristic and a corresponding reference opening characteristic.
2. The method of claim 1, wherein,
the present opening characteristic includes an opening time and/or a rate of change of an opening current.
3. The method of claim 1 or 2,
the current opening characteristic and the reference opening characteristic are determined with the same operating voltage of the fuel injector (62).
4. The method of any one of claims 1-3,
the current opening characteristic is modified based on an operating temperature of the fuel injector (62).
5. The method of claim 4, wherein,
the system pressure of the hydrocarbon injection device (6) is determined on the basis of the corrected current opening behavior and the corresponding operating voltage, and it is then determined whether there is a leak in the hydrocarbon injection device (6) on the basis of the comparison result between the determined system pressure and a predetermined system pressure threshold value.
6. The method of claim 5, wherein,
determining that there is a leak in the hydrocarbon injection device (6) if the determined system pressure is less than or equal to the predetermined system pressure threshold; and/or
The system pressure of the hydrocarbon injection device (6) is determined from the MAP on the basis of the corrected current opening behavior and the corresponding operating voltage.
7. The method of any one of claims 1-6,
the degree of leakage of the hydrocarbon injection device (6) is determined on the basis of a deviation between the current opening characteristic and a corresponding reference opening characteristic.
8. An exhaust gas aftertreatment device (1), wherein the exhaust gas aftertreatment device (1) comprises a hydrocarbon injection device (6) for controlled injection of fuel into an exhaust pipe (8), the hydrocarbon injection device (6) being configured and adapted to detect a leakage situation of the hydrocarbon injection device (6) by a method according to any of claims 1-7 in the absence of a pressure sensor for measuring a system pressure.
9. An exhaust gas aftertreatment system, wherein the exhaust gas aftertreatment system comprises an exhaust gas aftertreatment device (1) and a controller (10) configured for performing the method according to any one of claims 1-7.
10. A computer program product comprising a computer program/instructions which, when executed by a processor, performs the method according to any one of claims 1-7.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110124050.0A CN114810299A (en) | 2021-01-29 | 2021-01-29 | Exhaust gas aftertreatment device, exhaust gas aftertreatment system, program product and corresponding method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110124050.0A CN114810299A (en) | 2021-01-29 | 2021-01-29 | Exhaust gas aftertreatment device, exhaust gas aftertreatment system, program product and corresponding method |
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| Publication Number | Publication Date |
|---|---|
| CN114810299A true CN114810299A (en) | 2022-07-29 |
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|---|---|---|---|
| CN202110124050.0A Pending CN114810299A (en) | 2021-01-29 | 2021-01-29 | Exhaust gas aftertreatment device, exhaust gas aftertreatment system, program product and corresponding method |
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| Country | Link |
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| CN (1) | CN114810299A (en) |
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2021
- 2021-01-29 CN CN202110124050.0A patent/CN114810299A/en active Pending
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