CN115111079A - Sulfur removal method and device for diesel vehicle, electronic equipment and vehicle - Google Patents
Sulfur removal method and device for diesel vehicle, electronic equipment and vehicle Download PDFInfo
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- CN115111079A CN115111079A CN202111462902.3A CN202111462902A CN115111079A CN 115111079 A CN115111079 A CN 115111079A CN 202111462902 A CN202111462902 A CN 202111462902A CN 115111079 A CN115111079 A CN 115111079A
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- NINIDFKCEFEMDL-UHFFFAOYSA-N Sulfur Chemical compound [S] NINIDFKCEFEMDL-UHFFFAOYSA-N 0.000 title claims abstract description 265
- 229910052717 sulfur Inorganic materials 0.000 title claims abstract description 258
- 239000011593 sulfur Substances 0.000 title claims abstract description 258
- 238000000034 method Methods 0.000 title claims abstract description 58
- 239000000446 fuel Substances 0.000 claims abstract description 238
- 238000002347 injection Methods 0.000 claims abstract description 43
- 239000007924 injection Substances 0.000 claims abstract description 43
- 230000007423 decrease Effects 0.000 claims abstract description 27
- 230000008929 regeneration Effects 0.000 claims description 44
- 238000011069 regeneration method Methods 0.000 claims description 44
- 230000001960 triggered effect Effects 0.000 claims description 36
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 claims description 20
- 229910052799 carbon Inorganic materials 0.000 claims description 20
- 238000011068 loading method Methods 0.000 claims description 16
- 239000010705 motor oil Substances 0.000 claims description 16
- 238000004590 computer program Methods 0.000 claims description 13
- 230000004044 response Effects 0.000 claims description 11
- 230000001172 regenerating effect Effects 0.000 claims description 4
- TZCXTZWJZNENPQ-UHFFFAOYSA-L barium sulfate Chemical compound [Ba+2].[O-]S([O-])(=O)=O TZCXTZWJZNENPQ-UHFFFAOYSA-L 0.000 abstract description 22
- 230000008569 process Effects 0.000 abstract description 17
- 239000007789 gas Substances 0.000 abstract description 10
- 238000006243 chemical reaction Methods 0.000 abstract description 4
- 239000003921 oil Substances 0.000 description 22
- 230000001276 controlling effect Effects 0.000 description 18
- 238000010586 diagram Methods 0.000 description 11
- 239000005864 Sulphur Substances 0.000 description 7
- 230000009471 action Effects 0.000 description 6
- 230000033228 biological regulation Effects 0.000 description 6
- 238000004364 calculation method Methods 0.000 description 5
- 230000003247 decreasing effect Effects 0.000 description 5
- RAHZWNYVWXNFOC-UHFFFAOYSA-N Sulphur dioxide Chemical compound O=S=O RAHZWNYVWXNFOC-UHFFFAOYSA-N 0.000 description 4
- 230000006870 function Effects 0.000 description 4
- 230000004048 modification Effects 0.000 description 4
- 238000012986 modification Methods 0.000 description 4
- 238000012805 post-processing Methods 0.000 description 4
- 238000012545 processing Methods 0.000 description 4
- 239000002283 diesel fuel Substances 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 3
- 230000009467 reduction Effects 0.000 description 3
- 239000000243 solution Substances 0.000 description 3
- 239000002912 waste gas Substances 0.000 description 3
- 230000003197 catalytic effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000000295 fuel oil Substances 0.000 description 2
- BASFCYQUMIYNBI-UHFFFAOYSA-N platinum Chemical compound [Pt] BASFCYQUMIYNBI-UHFFFAOYSA-N 0.000 description 2
- 238000000746 purification Methods 0.000 description 2
- 230000001105 regulatory effect Effects 0.000 description 2
- 238000001179 sorption measurement Methods 0.000 description 2
- 230000004075 alteration Effects 0.000 description 1
- 230000006399 behavior Effects 0.000 description 1
- 230000036760 body temperature Effects 0.000 description 1
- 239000011248 coating agent Substances 0.000 description 1
- 238000000576 coating method Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000003344 environmental pollutant Substances 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
- 238000002156 mixing Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 239000013618 particulate matter Substances 0.000 description 1
- 231100000719 pollutant Toxicity 0.000 description 1
- 230000000750 progressive effect Effects 0.000 description 1
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Classifications
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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
-
- 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
- F02D41/0002—Controlling intake air
-
- 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
- F02D41/0275—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 NOx trap or adsorbent
- F02D41/028—Desulfurisation of NOx traps or adsorbent
-
- 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
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
- F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
-
- 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
- F02D41/405—Multiple injections with post injections
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The application relates to the technical field of automobiles, in particular to a sulfur removal method and device for a diesel vehicle, electronic equipment and the vehicle. Treatment of NO at LNT X In the process of (3), sulfur in the exhaust gas reacts with the carrier to produce barium sulfate. Determining the sulfur content currently generated by the diesel engine, entering a sulfur removal mode when the sulfur content exceeds a preset threshold, and after acquiring the current temperature and the current air-fuel ratio of the LNT, based on the corresponding preset sulfur removal modeControlling the fuel injection quantity of the diesel engine to increase or decrease by the temperature difference between the LNT temperature and the current temperature of the LNT so as to enable the current temperature of the LNT to be at the preset LNT temperature; controlling the opening degree of a throttle valve of the engine to increase or decrease based on the air-fuel ratio difference between the preset air-fuel ratio corresponding to the sulfur removal mode and the current air-fuel ratio SO that the current air-fuel ratio reaches the preset air-fuel ratio, thereby generating a large amount of CO, and converting the CO into SO through chemical reaction with barium sulfate 2 、H 2 S and other gases are discharged to ensure that LNT removes NO X Efficiency.
Description
Technical Field
The application relates to the technical field of automobiles, in particular to a sulfur removal method and device for a diesel vehicle, electronic equipment and the vehicle.
Background
With the stricter of the emission regulation, the emission regulation requirements cannot be met only by the purification in the engine, and the exhaust aftertreatment is needed to purify the tail gas, so that the emission regulation requirements are met. The LNT is used as a lean NOx trap catalytic device, and the engine can absorb NOx when the air is excessive; when the engine runs in the fuel excess state, NOx can be converted into N 2 . The LNT efficiency can be greatly reduced due to the influence of the temperature of the carrier body in the using process of the LNT, the LNT works in a high-efficiency area by limiting the using working condition of the LNT, NOx is treated in other areas through SCR, and 40% -50% of NOx can be treated by the LNT.
Because sulfur element exists in the exhaust gas, the sulfur is oxidized into sulfur dioxide by platinum metal and reacts with the carrier to generate barium sulfate which is adsorbed on the surface of the carrier, so that the NOx storage amount and the adsorption efficiency of the carrier are reduced, and the LNT can remove NO X Reduced efficiency, and therefore how to reduce the sulfur content in the LNT, ensuring that the LNT removes NO X Efficiency is particularly important.
Content of application
The embodiment of the application aims to reduce the sulfur content in an LNT (Low-Density LNT) and ensure that the LNT removes NO X Thereby achieving the purpose of reducing the emission of the whole vehicle.
In a first aspect, an embodiment of the present application provides a method for removing sulfur from a diesel vehicle, including:
determining the sulfur content of said diesel vehicle at the current said production;
determining that the diesel engine needs to enter a sulfur removal mode when the sulfur content exceeds a first preset threshold;
acquiring the current temperature and the current air-fuel ratio of the LNT in response to the sulfur removal mode;
controlling an amount of fuel injected by the diesel engine to increase or decrease based on a temperature difference between a preset LNT temperature corresponding to the sulfur removal mode and a current temperature of the LNT so that the current temperature of the LNT is at the preset LNT temperature;
and controlling the opening degree of a throttle valve of the engine to increase or decrease based on the air-fuel ratio difference between the preset air-fuel ratio corresponding to the sulfur removal mode and the current air-fuel ratio so that the current air-fuel ratio reaches the preset air-fuel ratio.
Optionally, determining the sulfur content of the diesel engine at the current production comprises:
acquiring the total fuel consumption of the diesel engine and the engine oil amount consumed by the driving mileage corresponding to the diesel engine;
determining the sulfur content based on a preset upper sulfur content limit, an engine oil concentration, a sulfur content concentration, the total fuel consumption, and the amount of engine oil consumed.
Optionally, controlling an amount of fuel injected by the diesel engine to increase or decrease based on a temperature difference between a preset LNT temperature corresponding to the sulfur removal mode and a current temperature of the LNT so that the current temperature of the LNT is at the preset LNT temperature includes:
when the current temperature is determined not to reach the preset LNT temperature, the fuel injection quantity of the diesel engine is increased according to a preset increment until the current temperature of the LNT is at the preset LNT temperature
Alternatively, controlling the opening degree of a throttle valve of the engine to increase or decrease based on an air-fuel ratio gap between a preset air-fuel ratio corresponding to the sulfur mode and the current air-fuel ratio so that the current air-fuel ratio reaches the preset air-fuel ratio includes:
when the current air-fuel ratio is determined not to reach the preset air-fuel ratio, determining that the opening degree of a throttle valve of the engine is increased according to the preset opening degree until the current air-fuel ratio reaches the preset air-fuel ratio;
and when the current air-fuel ratio is determined to exceed the preset air-fuel ratio, determining that the opening degree of a throttle valve of the engine is reduced according to the preset opening degree until the current air-fuel ratio reaches the preset air-fuel ratio.
Optionally, the method further comprises:
when the sulfur content exceeds the first preset threshold, determining whether the diesel vehicle is in a DPF regeneration mode and obtaining a current vehicle speed after determining that the diesel vehicle is not in the DPF regeneration mode;
determining a type of the sulfur removal mode that is triggered based on whether a diesel vehicle is in a DPF regeneration mode and a current vehicle speed acquired after determining that the diesel vehicle is not in the DPF regeneration mode, the type of the sulfur removal mode including a manual type and an automatic type;
triggering the sulfur removal mode based on the type of the sulfur removal mode that is triggered.
Optionally, determining the type of the sulfur removal mode that is triggered based on whether the diesel vehicle is in the DPF regeneration mode and a current vehicle speed obtained after determining that the diesel vehicle is not in the DPF regeneration mode comprises:
determining that the sulfur removal mode that is triggered is an automatic type while in the DPF regeneration mode;
determining the triggered sulfur removal mode to be an automatic type when the current vehicle speed is greater than a preset vehicle speed and the DPF regeneration mode is not in the DPF regeneration mode;
determining that the sulfur removal mode that is triggered is a manual type when the DPF regeneration mode is not in use and the current vehicle speed is less than a preset vehicle speed.
Optionally, triggering the sulfur removal mode based on the type of the sulfur removal mode that is triggered comprises:
under the condition of a manual type sulfur removal mode, outputting sulfur removal prompt information by an instrument;
and triggering the sulfur removal mode in response to the one-key sulfur removal button being triggered to operate.
Optionally, while in the DPF regeneration mode, determining that the sulfur removal mode triggered is of an automatic type comprises:
and when the carbon loading value of the DPF is higher than the preset carbon loading value, controlling the DPF to continue regenerating until the carbon loading value of the DPF is detected to be lower than the preset carbon loading value, and triggering automatic sulfur removal.
A second aspect of the embodiments of the present application provides a sulfur removal device for a diesel vehicle, comprising:
a sulfur content determination module 201 for determining the sulfur content currently being produced by the diesel engine;
the judging module 202 is used for determining that the diesel engine needs to enter a sulfur removal mode when the sulfur content exceeds a first preset threshold;
an operating condition obtaining module 203, configured to obtain a current temperature and a current air-fuel ratio of the LNT in response to the desulfation mode;
the temperature control module 204 is configured to control an amount of fuel injected by the diesel engine to increase or decrease based on a temperature difference between a preset LNT temperature corresponding to the sulfur removal mode and a current temperature of the LNT, so that the current temperature of the LNT is at the preset LNT temperature;
and the air-fuel ratio control module 205 is used for controlling the opening degree of a throttle valve of the engine to increase or decrease based on the air-fuel ratio difference between the current air-fuel ratio and the preset air-fuel ratio corresponding to the sulfur removal mode so that the current air-fuel ratio reaches the preset air-fuel ratio.
A third aspect of the embodiments of the present application provides an electronic device, including:
a memory for storing a computer program;
a processor for executing a computer program stored on the memory to implement the above-described method.
In a fourth aspect of the embodiments of the present application, there is provided a vehicle including a sulfur removal device for implementing the above-described sulfur removal method.
Has the advantages that:
the application provides a method and a device for removing sulfur of a diesel vehicle, an electronic device and a vehicle, wherein NO is processed in LNT X In the process, sulfur element in the waste gas reacts with the carrier to generate barium sulfate. Determining the sulfur content currently generated by the diesel engine, when the sulfur content exceeds a preset threshold value, enabling the diesel engine to enter a sulfur removal mode, and after the current temperature and the current air-fuel ratio of the LNT are obtained, controlling the fuel injection quantity of the diesel engine to increase or decrease based on the temperature difference between the preset LNT temperature corresponding to the sulfur removal mode and the current temperature of the LNT so as to enable the current temperature of the LNT to be at the preset LNT temperature; and controlling the opening degree of a throttle valve of the engine to increase or decrease based on the air-fuel ratio difference between the preset air-fuel ratio corresponding to the sulfur removal mode and the current air-fuel ratio so as to enable the current air-fuel ratio to reach the preset air-fuel ratio. When the current temperature of the LNT is at the preset LNT temperature and the current air-fuel ratio is at the preset air-fuel ratio, a large amount of CO is generated in the LNT, the CO and barium sulfate carry out chemical reaction, and the barium sulfate is converted into SO 2 、H 2 S and other gases are exhausted to reduce the sulfur content adsorbed by the carrier of the LNT, so that the carrier of the LNT can adsorb more NO X Thereby ensuring NO removal of LNT X Efficiency. In addition, the sulfur removal button and the sulfur removal method are added, so that the manual sulfur removal mode entering is realized, and the purpose of LNT sulfur removal is achieved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the description of the embodiments of the present application will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art that other drawings can be obtained according to these drawings without inventive exercise.
FIG. 1 is a flow chart of the steps of a sulfur removal process set forth in an embodiment of the present application;
FIG. 2 is a schematic overall flow diagram of a sulfur removal process according to an embodiment of the present application;
FIG. 3 is a block diagram of an apparatus according to an embodiment of the present application;
fig. 4 is a schematic structural diagram of a vehicle according to an embodiment of the present application.
Reference numerals: 2. a sulfur removal unit; 201. a sulfur content determination module; 202. a judgment module; 203. a working condition obtaining module; 204. a temperature control module; 205. an air-fuel ratio control module; 3. a vehicle; 301. a diesel engine; 302. an LNT; 303. a DPF; 304. SCR; 305. a sulfur content calculation module; 306. a one-key sulfur removal button; 307. a meter; 308. an ECU.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some, but not all, of the embodiments of the present application. 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.
In the related technology, the pollutants in the tail gas of the diesel engine are mainly NOx and PM, and with the increasing strictness of emission regulations, the requirements of the emission regulations cannot be met only by the purification in the engine, and the tail gas is purified by exhaust aftertreatment, so that the requirements of the emission regulations are met, wherein one of the six aftertreatment modes of the diesel engine is LNT + DPF + SCR.
The LNT is used as a lean NOx trap catalytic device, and the engine can absorb NOx when the air is excessive; when the engine runs in the fuel excess state, NOx can be converted into N 2 。
A trapping stage: the trapping phase of the LNT is to convert the adsorbed NOx to Ba (NO) 3 ) 2 Is temporarily stored on a carrier.
Under lean conditions, the chemical reaction of the LNT to adsorb NOx is:
2NO+O 2 →2NO 2
2BaCO 3 +4NO 2 +O 2 →2Ba(NO 3 ) 2 +2CO 2
reduction stageSection (2): the reduction phase of the LNT is to store Ba (NO) on the carrier 3 ) 2 Reduction to N 2 。
Ba(NO 2 ) 2 →BaO+NO 2
2NO 2 +4CO→N 2 +4CO 2
10NO 2 +8HC→5N 2 +8CO 2 +4H 2 O
BaO+CO 2 →BaCO 2
LNT efficiency can greatly reduced by the influence of carrier body temperature in the use, through the service behavior who limits LNT, makes its work in the high-efficient district, and NOx is handled through SCR in other regions, and 40% -50% NOx can be handled to LNT. Because sulfur element is also contained in the waste gas, the sulfur is oxidized into sulfur dioxide by platinum metal and reacts with the carrier to generate barium sulfate, the barium sulfate is adsorbed on the surface of the carrier, the NOx storage amount and the adsorption efficiency of the carrier are reduced, and the LNT can remove NO X The efficiency is reduced.
In view of the above, an embodiment of the present application provides a sulfur removal method for a diesel vehicle, referring to fig. 1, which shows a flow chart of the steps of the sulfur removal method for a diesel vehicle of the present application, as shown in fig. 1, including the following steps:
step S101, determining the content of sulfur generated by the diesel engine at present.
The sulfur content currently produced by the diesel engine may be used to determine the amount of sulfur adsorbed by the LNT carrier.
And S102, when the sulfur content exceeds a first preset threshold value, determining that the diesel engine needs to enter a sulfur removal mode.
The first predetermined threshold may be selected according to vehicle conditions, and in this embodiment, the first predetermined threshold is smaller than a maximum sulfur content value (4000mg) of sulfur concentration of the LNT, and the diesel engine enters the sulfur removal mode when the sulfur content exceeds the first predetermined threshold.
Step S103, in response to the sulfur removal mode, acquires the current temperature and the current air-fuel ratio of the LNT.
In this embodiment, the ECU monitors the current temperature of the LNT as well as the current air-fuel ratio. Wherein the air-fuel ratio refers to the ratio of the mass of air to the mass of fuel in the combustible mixture, and the air-fuel ratio A/F (A: air-air, F: fuel-fuel) represents the mixing ratio of air and fuel. The air-fuel ratio is an important parameter when the engine is running, and has a great influence on exhaust emission, and the dynamic property and the economical efficiency of the engine.
And step S104, controlling the fuel injection quantity of the diesel engine to increase or decrease based on the temperature difference between the preset LNT temperature corresponding to the sulfur removal mode and the current temperature of the LNT, so that the current temperature of the LNT is at the preset LNT temperature.
In the embodiment, the preset LNT temperature is kept in the range of 600 ℃ to 750 ℃, and when the LNT temperature is lower than 600 ℃, the sulfur removal effect is poor; when the LNT temperature is above 750 ℃, the LNT washcoat tolerance temperature may be exceeded. Thus, the preset LNT temperature may be set in the range of 600 deg.C to 750 deg.C.
And when the current temperature does not reach the preset LNT temperature, increasing the fuel injection quantity of the diesel engine according to a preset increment until the current temperature of the LNT is at the preset LNT temperature.
In the present embodiment, the preset increment may be determined according to the engine specific conditions.
And step S105, controlling the opening of a throttle valve of the engine to increase or decrease based on the air-fuel ratio difference between the preset air-fuel ratio corresponding to the sulfur removal mode and the current air-fuel ratio so as to enable the current air-fuel ratio to reach the preset air-fuel ratio.
In the embodiment, the preset air-fuel ratio is maintained in a range of 14 +/-0.1, and when the air-fuel ratio is less than 13.9, fuel is incompletely combusted, so that the PM concentration is too high, and pollution is increased; when the air-fuel ratio is greater than 14.1, the fuel is burnt too completely, and sufficient HC and CO are not produced, which affects the sulfur removal effect. Therefore, the preset air-fuel ratio may be set within the range of 14 ± 0.1.
When the current air-fuel ratio does not reach the preset air-fuel ratio, determining that the opening degree of a throttle valve of the engine is increased according to the preset opening degree until the current air-fuel ratio reaches the preset air-fuel ratio;
and then when the current air-fuel ratio is determined to exceed the preset air-fuel ratio, determining that the opening degree of a throttle valve of the engine is reduced according to the preset opening degree until the current air-fuel ratio reaches the preset air-fuel ratio.
In this embodiment, the preset opening may be determined according to the specific conditions of the engine.
The application provides a method and a device for removing sulfur of a diesel vehicle, an electronic device and a vehicle, wherein NO is processed in LNT X In the process, sulfur element in the waste gas reacts with the carrier to generate barium sulfate. Determining the sulfur content currently generated by the diesel engine, when the sulfur content exceeds a preset threshold value, enabling the diesel engine to enter a sulfur removal mode, and after the current temperature and the current air-fuel ratio of the LNT are obtained, controlling the fuel injection quantity of the diesel engine to increase or decrease based on the temperature difference between the preset LNT temperature corresponding to the sulfur removal mode and the current temperature of the LNT so as to enable the current temperature of the LNT to be at the preset LNT temperature; and controlling the opening degree of a throttle valve of the engine to increase or decrease based on the air-fuel ratio difference between the preset air-fuel ratio corresponding to the sulfur removal mode and the current air-fuel ratio so as to enable the current air-fuel ratio to reach the preset air-fuel ratio. When the current temperature of the LNT is at the preset LNT temperature and the current air-fuel ratio is at the preset air-fuel ratio, a large amount of CO is generated in the LNT, the CO and barium sulfate carry out chemical reaction, and the barium sulfate is converted into SO 2 、H 2 S and other gases are discharged to reduce the sulfur content adsorbed by the carrier of the LNT, so that the carrier of the LNT can adsorb more NO X Thereby ensuring NO removal of LNT X Efficiency.
In some embodiments, the sulfur content in the LNT is from fuel and engine oil, and determining the currently produced sulfur content of the diesel engine may be performed by:
the method comprises the steps of acquiring the total fuel consumption of the diesel engine and the engine oil amount consumed by the corresponding driving mileage of the diesel engine in real time, and determining the sulfur content of the diesel engine at present based on the preset upper limit of the sulfur content, the engine oil concentration and the sulfur content concentration.
Wherein the sulfur content can be determined using the following formula:
sulfur content (mg) ﹡ 10ppm total fuel consumption (mg) (upper limit of sulfur content in national six diesel oil)/1000000 + oil consumption (L) oil concentration (853.6g/L) 1000 (0.25% concentration of sulfur content) calculated from mileage.
In some embodiments, how to control the temperature is explained. Wherein, when the current temperature does not reach and predetermines LNT temperature, increase according to predetermineeing the increment diesel engine's fuel injection quantity, make the current temperature of LNT maintain in the scope of predetermineeing the temperature, still include:
and when the current temperature does not reach the preset LNT temperature, increasing the post-injection oil quantity of the diesel engine or the oil injection quantity of a DPM (post-treatment fuel injection system) according to a preset increment to enable the LNT temperature to rise, and when the LNT temperature reaches the highest temperature of the preset temperature, stopping increasing the post-injection oil quantity or oil injection quantity of the DPM to enable the current temperature of the LNT to be maintained within the range of the preset temperature.
In some embodiments, how to control the air-fuel ratio is explained. When it is determined that the current air-fuel ratio does not reach the preset air-fuel ratio, determining that the opening degree of a throttle valve of the engine is increased according to the preset opening degree until the current air-fuel ratio reaches the preset air-fuel ratio;
and then when the current air-fuel ratio is determined to exceed the preset air-fuel ratio, determining that the opening degree of a throttle valve of the engine is reduced according to the preset opening degree until the current air-fuel ratio reaches the preset air-fuel ratio.
When the current air-fuel ratio is determined to exceed the preset air-fuel ratio, the pressure of a supercharger of the engine can be determined to be increased according to the preset pressure, and the opening degree of an EGR valve of the engine is determined to be increased according to the preset opening degree until the current air-fuel ratio reaches the preset air-fuel ratio;
and then when the current air-fuel ratio is determined to exceed the preset air-fuel ratio, determining that the pressure of a supercharger of the engine is reduced according to the preset pressure, and determining that the opening degree of an EGR valve of the engine is reduced according to the preset opening degree until the current air-fuel ratio reaches the preset air-fuel ratio.
In the present embodiment, the preset pressure and the preset opening may be determined according to specific conditions of the engine.
In some embodiments, when said sulfur content exceeds said first preset threshold, determining whether the diesel vehicle is in DPF regeneration mode and obtaining a current vehicle speed after determining that the diesel vehicle is not in said DPF regeneration mode;
determining a type of the sulfur removal mode that is triggered based on whether a diesel vehicle is in the DPF regeneration mode and a current vehicle speed obtained after determining that the diesel vehicle is not in the DPF regeneration mode, the type of the sulfur removal mode including a manual type and an automatic type;
triggering the sulfur removal mode based on the type of the sulfur removal mode that is triggered.
Wherein determining the type of the sulfur removal mode that is triggered based on whether the diesel vehicle is in the DPF regeneration mode and a current vehicle speed obtained after determining that the diesel vehicle is not in the DPF regeneration mode comprises:
determining that the sulfur removal mode that is triggered is an automatic type while in the DPF regeneration mode;
determining that the triggered sulfur removal mode is an automatic type when the DPF regeneration mode is not in and the current vehicle speed is greater than a preset vehicle speed;
determining the triggered sulfur removal mode to be a manual type when the DPF regeneration mode is not in use and the current vehicle speed is less than a preset vehicle speed.
In the present embodiment, the preset vehicle speed may be 70 km/h.
In some embodiments, determining the triggered sulfur removal mode to be an automatic type while in the DPF regeneration mode further comprises:
and when the carbon loading value of the DPF is higher than the preset carbon loading value, controlling the DPF to continue regenerating until the carbon loading value of the DPF is detected to be lower than the preset carbon loading value, and triggering automatic sulfur removal.
The preset carbon load is selected according to the vehicle condition, in this embodiment, the preset carbon load may be 8mg, and when the LNT detects that the carbon load value of the DPF is lower than the preset carbon load, the automatic sulfur removal is triggered.
Thereafter, in response to the triggered automatic sulfur removal mode, the ECU acquires the current temperature of the LNT and the current air-fuel ratio.
In some embodiments, determining that the sulfur removal mode that is triggered is an automatic type when not in the DPF regeneration mode and the current vehicle speed is greater than a preset vehicle speed further comprises:
in response to the triggered desulfation mode, the ECU obtains the current temperature of the LNT and the current air-fuel ratio.
In some embodiments, when the DPF regeneration mode is not performed and the current vehicle speed is less than the preset vehicle speed, the driving condition is in a long-time idle city condition, the accelerator is frequently stepped up and down, the operating condition exceeds the sulfur removal mode (automatic type) operating condition, and effective sulfur removal cannot be performed.
Under the condition of a manual type sulfur removal mode, outputting sulfur removal prompt information by an instrument;
the sulfur removal mode may then be triggered in response to the one-touch sulfur removal button being actuated.
In the embodiment, the ECU sends the sulfur removal requirement to the instrument, the instrument displays that the sulfur content exceeds the standard and the sulfur removal is needed as soon as possible to prompt a driver, the driver stops on the road according to road conditions to manually remove sulfur, so that the engine runs at an idle speed, the driver presses the sulfur removal button through the added sulfur removal button, the ECU controls the engine to enter a manual sulfur removal mode after receiving the instruction of the sulfur removal button, and the rotating speed of the engine is adjusted to 2000 rpm.
a) Increasing the post-injection quantity of the engine or increasing the injection quantity of a DPM (post-processing fuel injection system) through the ECU to increase the temperature of the LNT, and stopping increasing the post-injection quantity of the engine or the oil quantity injection of the DPM when the ECU monitors that the current temperature of the LNT reaches 600 ℃ and maintains the temperature within 10s or 10s to reach 750 ℃; b) when the current air-fuel ratio fed back by the ECU does not reach the preset air-fuel ratio, increasing the rotation speed of the engine, determining that the opening of a throttle valve is increased according to the preset opening, the pressure of a supercharger is increased according to the preset pressure or determining that the opening of an EGR valve is decreased according to the preset opening to increase the air intake amount, and maintaining the current air-fuel ratio in the range of the preset air-fuel ratio; when the ECU feeds back that the current air-fuel ratio exceeds a preset air-fuel ratio, the rotating speed of the engine is reduced, the opening of a throttle valve is determined to be reduced according to a preset opening, the pressure of a supercharger is reduced according to a preset pressure, or the opening of an EGR valve is determined to be increased according to a preset opening to reduce the air intake amount, so that the current air-fuel ratio is maintained in the range of the preset air-fuel ratio, the duration is 20s, or when the current temperature of an LNT is lower than 600 ℃, the rotating speed of the engine is regulated to 2000rpm, and the sulfur removal is stopped when the sulfur content is lower than a second preset threshold value after a) and b) are repeated. At this time, the ECU sends a sulfur removal end signal to the instrument, and the instrument prompts 'sulfur removal end'.
In this embodiment, the maximum sulfur removal time is 20s, and when the sulfur removal time exceeds 20s, the LNT carrier is in a high temperature state for a long time, and the surface coating of the LNT carrier is easily damaged, which affects the service life of the LNT.
In this embodiment, the second predetermined threshold is not more than 1000 mg.
Referring to fig. 2, which schematically shows the overall flow of the sulfur removal method of the present application, a specific example of the sulfur removal method of the present application will be described with reference to fig. 2:
wherein, the sulfur content calculation module:
the method comprises the steps of acquiring the total fuel consumption of the diesel engine and the engine oil amount consumed by the corresponding driving mileage of the diesel engine in real time, and determining the sulfur content of the diesel engine at present based on the preset upper limit of the sulfur content, the engine oil concentration and the sulfur content concentration.
Wherein the sulfur content can be determined using the following formula:
sulfur content (mg) ﹡ 10ppm total fuel consumption (mg) (upper limit of sulfur content in tuohuo diesel oil)/1000000 + oil consumption (L) oil concentration (853.6g/L) 1000 sulfur content concentration 0.25% calculated from mileage.
And comparing the sulfur content calculated by the sulfur content calculation module with a first preset threshold, and when the sulfur content is smaller than the first preset threshold, no sulfur removal requirement exists.
When the sulfur content is larger than a first preset threshold value, the ECU firstly judges whether the DPF regeneration mode is in:
when the current temperature reaches the preset temperature, stopping increasing the post-injection oil quantity or injecting the oil quantity of the DPM (post-processing fuel injection system), and keeping the current temperature of the LNT within the range of the preset temperature;
the method comprises the steps that through controlling the state of an engine, when the current air-fuel ratio fed back by the ECU does not reach a preset air-fuel ratio, on the basis of considering performance, the ECU determines that the opening degree of a throttle valve is increased according to the preset opening degree, the pressure of a supercharger is increased according to the preset pressure or the opening degree of an EGR valve is decreased according to the preset opening degree to increase the air intake amount, so that the current air-fuel ratio is maintained in the range of the preset air-fuel ratio; when the ECU feeds back that the current air-fuel ratio exceeds the preset air-fuel ratio, on the basis of considering performance, the opening degree of a throttle valve is determined to be reduced according to the preset opening degree, the pressure of a supercharger is reduced according to the preset pressure, or the opening degree of an EGR valve is determined to be increased according to the preset opening degree to reduce the air intake amount, so that the current air-fuel ratio is maintained in the range of the preset air-fuel ratio. And stopping sulfur removal when the sulfur content is less than a second preset threshold value.
When the current temperature does not reach the preset temperature, increasing the post-injection oil quantity or increasing the oil quantity injection of a DPM (post-processing fuel injection system) to increase the temperature, and stopping increasing the post-injection oil quantity or stopping injecting the oil quantity of the DPM when the current temperature reaches the preset temperature to maintain the current temperature of the LNT within the range of the preset temperature;
the method comprises the steps that an ECU controls the state of an engine, when the ECU feeds back that the current air-fuel ratio does not reach a preset air-fuel ratio, on the basis of considering performance, the opening degree of a throttle valve is determined to be increased according to the preset opening degree, the pressure of a supercharger is increased according to the preset pressure, or the opening degree of an EGR valve is determined to be decreased according to the preset opening degree to increase the air intake quantity, so that the current air-fuel ratio is maintained in the range of the preset air-fuel ratio; when the ECU feeds back that the current air-fuel ratio exceeds the preset air-fuel ratio, on the basis of considering performance, the opening degree of a throttle valve is determined to be reduced according to the preset opening degree, the pressure of a supercharger is reduced according to the preset pressure, or the opening degree of an EGR valve is determined to be increased according to the preset opening degree to reduce the air intake amount, so that the current air-fuel ratio is maintained in the range of the preset air-fuel ratio. And stopping sulfur removal when the sulfur content is less than a second preset threshold value.
When the vehicle is not in a DPF regeneration mode and the current vehicle speed is less than the preset vehicle speed, the ECU sends a sulfur removal demand to the instrument, the instrument displays that the sulfur content exceeds the standard, the driver needs to remove sulfur as soon as possible to prompt, the driver parks the vehicle on the roadside to perform manual sulfur removal according to road conditions, the engine runs at an idle speed, the driver presses the sulfur removal button through an added one-key sulfur removal button, the ECU controls the engine to enter a manual type sulfur removal mode after receiving an instruction of the sulfur removal button, and the rotating speed of the engine is adjusted to 2000 rpm.
a) Increasing the post-injection quantity of the engine or increasing the injection quantity of a DPM (post-processing fuel injection system) through the ECU to increase the temperature of the LNT, and stopping increasing the post-injection quantity of the engine or the oil quantity injection of the DPM when the ECU monitors that the current temperature of the LNT reaches 600 ℃ and maintains the temperature within 10s or 10s to reach 750 ℃; b) when the current air-fuel ratio fed back by the ECU does not reach the preset air-fuel ratio, increasing the rotation speed of the engine, determining that the opening of a throttle valve is increased according to the preset opening, the pressure of a supercharger is increased according to the preset pressure or determining that the opening of an EGR valve is decreased according to the preset opening to increase the air intake amount, and maintaining the current air-fuel ratio in the range of the preset air-fuel ratio; when the ECU feeds back that the current air-fuel ratio exceeds a preset air-fuel ratio, the engine speed is reduced, the opening of a throttle valve is determined to be reduced according to a preset opening, the pressure of a supercharger is reduced according to a preset pressure, or the opening of an EGR valve is determined to be increased according to a preset opening to reduce the air intake amount, so that the current air-fuel ratio is maintained in the range of the preset air-fuel ratio, the duration is 20s, or when the current temperature of an LNT is lower than 600 ℃, the engine speed is regulated to 2000rpm, and the sulfur removal is stopped when the sulfur content is lower than a second preset threshold value after repeating a) and b). At this time, the ECU sends a sulfur removal ending signal to the instrument, and the instrument prompts 'sulfur removal ending' in a text manner.
Based on the same inventive concept, the present application further provides a sulfur removal device 2, and referring to fig. 3, the sulfur removal device 2 includes:
a sulfur content determination module 201 for determining the sulfur content currently produced by the diesel engine;
the judging module 202 is used for determining that the diesel engine needs to enter a sulfur removal mode when the sulfur content exceeds a first preset threshold;
an operating condition obtaining module 203, configured to obtain a current temperature and a current air-fuel ratio of the LNT in response to the desulfation mode;
the temperature control module 204 is configured to control an amount of fuel injected by the diesel engine to increase or decrease based on a temperature difference between a preset LNT temperature corresponding to the sulfur removal mode and a current temperature of the LNT, so that the current temperature of the LNT is at the preset LNT temperature;
and the air-fuel ratio control module 205 is used for controlling the opening degree of a throttle valve of the engine to increase or decrease based on the air-fuel ratio difference between the current air-fuel ratio and the preset air-fuel ratio corresponding to the sulfur removal mode so that the current air-fuel ratio reaches the preset air-fuel ratio.
The sulfur content determination module 201 further includes a total fuel consumption acquisition module and an engine oil consumption acquisition module, and determines the sulfur content currently generated by the diesel engine based on the preset upper sulfur content limit, the engine oil concentration and the sulfur content concentration.
The determining module 202 is further configured to implement the following steps:
when the sulfur content exceeds the first preset threshold, determining whether the diesel vehicle is in a DPF regeneration mode and obtaining a current vehicle speed after determining that the diesel vehicle is not in the DPF regeneration mode;
determining a type of the sulfur removal mode that is triggered based on whether a diesel vehicle is in the DPF regeneration mode and a current vehicle speed obtained after determining that the diesel vehicle is not in the DPF regeneration mode, the type of the sulfur removal mode including a manual type and an automatic type;
triggering the sulfur removal mode based on the type of the sulfur removal mode that is triggered.
Wherein, the judging process is as follows:
determining that the sulfur removal mode triggered is an automatic type while in the DPF regeneration mode;
determining that the triggered sulfur removal mode is an automatic type when the DPF regeneration mode is not in and the current vehicle speed is greater than a preset vehicle speed;
determining the triggered sulfur removal mode to be a manual type when the DPF regeneration mode is not in use and the current vehicle speed is less than a preset vehicle speed.
In some embodiments, the determining module 202 is further configured to:
when the DPF regeneration mode is in, when the carbon loading value of the DPF is higher than the preset carbon loading value, controlling the DPF to continue regenerating until the carbon loading value of the DPF is detected to be lower than the preset carbon loading value, and triggering automatic sulfur removal.
In some embodiments, the determining module 202 further comprises a display module and a one-touch sulfur removal module for implementing the steps of:
when not being in DPF regeneration mode and the current speed of a motor vehicle is less than preset speed of a motor vehicle, the operating mode of driving this moment is in long-time idle city operating mode, frequently steps up and down and steps on the loose throttle, and the operating mode surpasss sulphur removal mode (automatic type) operating mode, can't carry out effectual sulphur removal, and this embodiment realizes that manual entering sulphur removal mode, and sulphur removal mode is manual type promptly through increasing display module and a key sulphur removal module.
Under the condition of the manual type sulfur removal mode, the display module outputs sulfur removal prompt information;
and triggering the sulfur removal mode in response to the one-key sulfur removal module being triggered to operate.
In some embodiments, the control process of the temperature control module 204 is described. When it is determined that the current temperature does not reach the preset LNT temperature, the fuel injection amount of the diesel engine is increased according to a preset increment until the current temperature of the LNT is at the preset LNT temperature.
And when the LNT temperature reaches the highest temperature of the preset temperature, stopping increasing the oil injection amount of the post-injection oil amount or the oil injection amount of the DPM, and keeping the current temperature of the LNT within the range of the preset temperature.
In some embodiments, the control process of the air-fuel ratio control module is explained. When it is determined that the current air-fuel ratio does not reach the preset air-fuel ratio, determining that the opening degree of a throttle valve of the engine is increased according to the preset opening degree until the current air-fuel ratio reaches the preset air-fuel ratio;
and then when the current air-fuel ratio is determined to exceed the preset air-fuel ratio, determining that the opening degree of a throttle valve of the engine is reduced according to the preset opening degree until the current air-fuel ratio reaches the preset air-fuel ratio.
When the current air-fuel ratio is determined not to reach the preset air-fuel ratio, the pressure of a supercharger of the engine can be determined to be increased according to the preset pressure, and the opening degree of an EGR valve of the engine is determined to be increased according to the preset opening degree until the current air-fuel ratio reaches the preset air-fuel ratio;
and then when the current air-fuel ratio is determined to exceed the preset air-fuel ratio, determining that the pressure of a supercharger of the engine is reduced according to the preset pressure, and determining that the opening degree of an EGR valve of the engine is reduced according to the preset opening degree until the current air-fuel ratio reaches the preset air-fuel ratio.
Based on the same inventive concept, the embodiment of the present application further provides an electronic device, including:
a memory for storing a computer program;
a processor for executing a computer program stored on the memory to implement the control method described above.
Based on the same inventive concept, the embodiment of the application also provides a vehicle which comprises a sulfur removal device, and the sulfur removal device is used for realizing the sulfur removal method.
In some embodiments, referring to fig. 4, a vehicle includes: a sulfur removal device for a diesel vehicle; wherein the apparatus comprises a sulphur content calculation module 305 for determining the sulphur content currently produced by the diesel engine 301;
a one-touch sulfur removal button 306 for triggering a manual type sulfur removal mode;
the ECU308 is used for acquiring the current temperature and the current air-fuel ratio of the LNT302 and controlling the fuel injection quantity and the throttle opening of the diesel engine 301;
further, it comprises:
a diesel engine 301 for burning fuel and engine oil for energy release;
an LNT302 for trapping and catalyzing NOx in the exhaust of the diesel engine 301;
a DPF303 for filtering particulate matter in the exhaust gas of the diesel engine 301;
an SCR304 for removing NOx in the exhaust gas of the diesel engine 301;
a meter 307 for prompting a sulfur removal message, the sulfur removal message comprising: the sulfur content exceeds the standard, the sulfur is removed as soon as possible, and the sulfur removal is finished.
Wherein the process of the sulfur content calculation module 305 determining the sulfur content further comprises:
the method comprises the steps of acquiring the total fuel consumption of the diesel engine and the engine oil amount consumed by the corresponding driving mileage of the diesel engine in real time, and determining the sulfur content of the diesel engine at present based on the preset upper limit of the sulfur content, the engine oil concentration and the sulfur content concentration.
Wherein the sulfur content can be determined using the following formula:
sulfur content (mg) ﹡ 10ppm total fuel consumption (mg) (upper limit of sulfur content in national six diesel oil)/1000000 + oil consumption (L) oil concentration (853.6g/L) 1000 (0.25% concentration of sulfur content) calculated from mileage.
In some embodiments, the following steps may also be implemented after the ECU308 acquires the current temperature of the LNT 302:
the fuel injection amount of the diesel engine 301 is controlled to be increased or decreased based on the temperature difference between the preset LNT302 temperature and the current temperature of the LNT302 so that the current temperature of the LNT302 is at the preset temperature.
Wherein, based on the temperature difference between the preset LNT302 temperature and the current LNT302 temperature, controlling the fuel injection amount of the diesel engine 301 to increase or decrease so that the current LNT302 temperature is at the preset temperature, further comprising:
when the current temperature does not reach the preset LNT302 temperature, the post-injection amount of the diesel engine 301 or the injection amount of the DPM (post-treatment fuel injection system) is increased according to a preset increment to increase the LNT302 temperature, and when the LNT302 temperature reaches the maximum temperature of the preset temperature, the increase of the post-injection amount or the oil injection of the DPM is stopped to maintain the current temperature of the LNT302 within the range of the preset temperature.
In some embodiments, the following steps may also be implemented after the ECU308 acquires the current air-fuel ratio:
the opening degree of the throttle valve of the diesel engine 301 is controlled to increase or decrease based on the air-fuel ratio gap between the preset air-fuel ratio and the current air-fuel ratio so that the current air-fuel ratio reaches the preset air-fuel ratio.
When the current air-fuel ratio does not reach the preset air-fuel ratio, determining that the opening degree of a throttle valve of the diesel engine 301 is increased according to the preset opening degree until the current air-fuel ratio reaches the preset air-fuel ratio;
then, when it is determined that the current air-fuel ratio exceeds the preset air-fuel ratio, it is determined that the opening degree of the throttle valve of the diesel engine 301 decreases according to the preset opening degree until the current air-fuel ratio reaches the preset air-fuel ratio.
When the current air-fuel ratio is determined not to reach the preset air-fuel ratio, the pressure of a supercharger of the diesel engine 301 is determined to be increased according to the preset pressure, and the opening degree of an EGR valve of the engine is determined to be increased according to the preset opening degree until the current air-fuel ratio reaches the preset air-fuel ratio;
then, when it is determined that the current air-fuel ratio exceeds the preset air-fuel ratio, it is determined that the pressure of the supercharger of the diesel engine 301 decreases according to the preset pressure, and it is determined that the opening degree of the EGR valve of the engine decreases according to the preset opening degree, until the current air-fuel ratio reaches the preset air-fuel ratio.
It should be noted that, in the present specification, the embodiments are all described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments may be referred to each other.
As will be appreciated by one of skill in the art, embodiments of the present application may be provided as a method, apparatus, or computer program product. Accordingly, embodiments of the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, embodiments of the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
Embodiments of the present application are described with reference to flowchart illustrations and/or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing terminal to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing terminal to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing terminal to cause a series of operational steps to be performed on the computer or other programmable terminal to produce a computer implemented process such that the instructions which execute on the computer or other programmable terminal provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While preferred embodiments of the present application have been described, additional variations and modifications of these embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including the preferred embodiment and all such alterations and modifications as fall within the true scope of the embodiments of the application.
Finally, it should also be noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "include", "including" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or terminal device including a series of elements includes not only those elements but also other elements not explicitly listed or inherent to such process, method, article, or terminal device. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or terminal that comprises the element.
It should also be noted that, in this document, the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience in describing the present application and simplifying the description, but do not indicate or imply that the referred device or element must have a specific orientation, be configured and operated in a specific orientation, and thus, should not be construed as limiting the present application. Moreover, relational terms such as "first" and "second" are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions or neither should the relative importance be understood or implied. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or terminal that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or terminal. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in the process, method, article, or terminal equipment comprising the element.
The technical solutions provided in the present application are described in detail above, and specific examples are applied herein to explain the principles and embodiments of the present application, and the descriptions of the above examples are only used to help understanding the present application, and the content of the present specification should not be construed as limiting the present application. While various modifications of the illustrative embodiments and applications will be apparent to those skilled in the art based upon this disclosure, it is not necessary or necessary to exhaustively enumerate all embodiments, and all obvious variations and modifications can be resorted to, falling within the scope of the disclosure.
Claims (11)
1. A sulfur removal method for a diesel vehicle, the method comprising:
determining a current sulfur content produced by the diesel engine;
when the sulfur content exceeds a first preset threshold value, determining that the diesel engine needs to enter a sulfur removal mode;
acquiring the current temperature and the current air-fuel ratio of the LNT in response to the sulfur removal mode;
controlling an amount of fuel injected by the diesel engine to increase or decrease based on a temperature difference between a preset LNT temperature corresponding to the sulfur removal mode and a current temperature of the LNT so that the current temperature of the LNT is at the preset LNT temperature;
and controlling the opening degree of a throttle valve of the engine to increase or decrease based on the air-fuel ratio difference between the preset air-fuel ratio corresponding to the sulfur removal mode and the current air-fuel ratio so that the current air-fuel ratio reaches the preset air-fuel ratio.
2. The method of claim 1, wherein determining the sulfur content produced by the diesel engine at the present time comprises:
acquiring the total fuel consumption of the diesel engine and the engine oil amount consumed by the driving mileage corresponding to the diesel engine;
determining the sulfur content based on a preset upper sulfur content limit, an engine oil concentration, a sulfur content concentration, the total fuel consumption, and the amount of engine oil consumed.
3. The method of claim 1, wherein controlling the fuel injection amount of the diesel engine to increase or decrease so that the current temperature of the LNT is at the preset LNT temperature based on a temperature difference between the preset LNT temperature corresponding to the sulfur removal mode and the current temperature of the LNT comprises:
and when the current temperature is determined not to reach the preset LNT temperature, increasing the fuel injection quantity of the diesel engine according to a preset increment until the current temperature of the LNT is at the preset LNT temperature.
4. The method according to claim 1, wherein controlling the opening degree of a throttle valve of the engine to increase or decrease based on an air-fuel ratio difference between a preset air-fuel ratio corresponding to the sulfur mode and the current air-fuel ratio so that the current air-fuel ratio reaches the preset air-fuel ratio comprises:
when the current air-fuel ratio is determined not to reach the preset air-fuel ratio, determining that the opening degree of a throttle valve of the engine is increased according to the preset opening degree until the current air-fuel ratio reaches the preset air-fuel ratio;
and when the current air-fuel ratio is determined to exceed the preset air-fuel ratio, determining that the opening degree of a throttle valve of the engine is reduced according to the preset opening degree until the current air-fuel ratio reaches the preset air-fuel ratio.
5. The method of claim 1, further comprising:
when the sulfur content exceeds the first preset threshold, determining whether the diesel vehicle is in a DPF regeneration mode and obtaining a current vehicle speed after determining that the diesel vehicle is not in the DPF regeneration mode;
determining a type of the sulfur removal mode that is triggered based on whether a diesel vehicle is in a DPF regeneration mode and a current vehicle speed acquired after determining that the diesel vehicle is not in the DPF regeneration mode, the type of the sulfur removal mode including a manual type and an automatic type;
triggering the sulfur removal mode based on the type of the sulfur removal mode that is triggered.
6. The method of claim 5, wherein determining the type of sulfur removal mode that is triggered based on whether a diesel vehicle is in the DPF regeneration mode and a current vehicle speed obtained after determining that a diesel vehicle is not in the DPF regeneration mode comprises:
determining that the sulfur removal mode that is triggered is an automatic type while in the DPF regeneration mode;
determining that the triggered sulfur removal mode is an automatic type when the DPF regeneration mode is not in and the current vehicle speed is greater than a preset vehicle speed;
determining that the sulfur removal mode that is triggered is a manual type when the DPF regeneration mode is not in use and the current vehicle speed is less than a preset vehicle speed.
7. The method of claim 5 or 6, wherein triggering the sulfur removal mode based on the type of sulfur removal mode that is triggered comprises:
under the condition of a manual type sulfur removal mode, outputting sulfur removal prompt information by an instrument;
and triggering the sulfur removal mode in response to the one-key sulfur removal button being triggered to operate.
8. The method as set forth in claim 6, wherein determining the sulfur removal mode triggered is of an automatic type while in the DPF regeneration mode comprises:
and when the carbon loading value of the DPF is higher than the preset carbon loading value, controlling the DPF to continue regenerating until the carbon loading value of the DPF is detected to be lower than the preset carbon loading value, and triggering automatic sulfur removal.
9. A sulfur removal device for a diesel vehicle, the device comprising:
a sulfur content determination module for determining a current said produced sulfur content of said diesel engine;
the judging module is used for determining that the diesel engine needs to enter a sulfur removal mode when the sulfur content exceeds a first preset threshold value;
the working condition obtaining module is used for responding to the sulfur removal mode and obtaining the current temperature and the current air-fuel ratio of the LNT;
the temperature control module is used for controlling the fuel injection quantity of the diesel engine to increase or decrease based on the temperature difference between the preset LNT temperature corresponding to the sulfur removal mode and the current temperature of the LNT so as to enable the current temperature of the LNT to be at the preset LNT temperature;
and the air-fuel ratio control module is used for controlling the opening degree of a throttle valve of the engine to increase or decrease based on the air-fuel ratio difference between the current air-fuel ratio and a preset air-fuel ratio corresponding to the sulfur removal mode so as to enable the current air-fuel ratio to reach the preset air-fuel ratio.
10. An electronic device, comprising:
a memory for storing a computer program;
a processor for executing a computer program stored on the memory to implement the sulfur removal method of any one of claims 1-8.
11. A vehicle characterized by comprising a sulfur removal device for carrying out the sulfur removal method of any one of claims 1 to 8.
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| CN116988884A (en) * | 2023-09-28 | 2023-11-03 | 潍柴动力股份有限公司 | Post-processing system oil injection control method, device, equipment and storage medium |
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| CN116988884B (en) * | 2023-09-28 | 2023-12-15 | 潍柴动力股份有限公司 | Post-processing system oil injection control method, device, equipment and storage medium |
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