CN116857048A - Self-adaptive engine exhaust temperature management control method - Google Patents
Self-adaptive engine exhaust temperature management control method Download PDFInfo
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- 238000000034 method Methods 0.000 title claims abstract description 32
- 238000011161 development Methods 0.000 claims description 14
- 230000000694 effects Effects 0.000 claims description 9
- 230000008569 process Effects 0.000 claims description 9
- 238000002485 combustion reaction Methods 0.000 claims description 7
- 238000007599 discharging Methods 0.000 claims description 6
- 230000003044 adaptive effect Effects 0.000 claims 9
- 125000004122 cyclic group Chemical group 0.000 description 10
- 239000000446 fuel Substances 0.000 description 9
- 238000010438 heat treatment Methods 0.000 description 7
- XSQUKJJJFZCRTK-UHFFFAOYSA-N Urea Chemical compound NC(N)=O XSQUKJJJFZCRTK-UHFFFAOYSA-N 0.000 description 6
- 239000004202 carbamide Substances 0.000 description 6
- 238000006243 chemical reaction Methods 0.000 description 4
- 238000011144 upstream manufacturing Methods 0.000 description 4
- 230000008859 change Effects 0.000 description 3
- 238000010531 catalytic reduction reaction Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
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- 238000013459 approach Methods 0.000 description 1
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- 230000001934 delay Effects 0.000 description 1
- 208000028659 discharge Diseases 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 238000004321 preservation Methods 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 238000005507 spraying Methods 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
- 238000012795 verification Methods 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N9/00—Electrical control of exhaust gas treating apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
- F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
- F01N11/005—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus the temperature or pressure being estimated, e.g. by means of a theoretical model
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2066—Selective catalytic reduction [SCR]
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
- F01N2900/1602—Temperature of exhaust gas apparatus
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- Combustion & Propulsion (AREA)
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- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Health & Medical Sciences (AREA)
- Toxicology (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The application relates to the technical field of engine control systems and discloses a self-adaptive engine exhaust temperature management control method. According to the self-adaptive engine exhaust temperature management control method, different exhaust temperature management modes are switched according to the target temperature setting difference value, and oil consumption is reduced while the exhaust temperature target is met.
Description
Technical Field
The application relates to the technical field of engine control systems, in particular to a self-adaptive engine exhaust temperature management control method.
Background
With the upgrading of automobile emission regulations, engine emission requirements are becoming more stringent. For diesel engines, the primary emissions are NOx and particulate PM emissions, and aftertreatment typically employs SCR (SelectiveCatalyticReduction), selective catalytic reduction, to reduce NOx emissions to meet emission regulations.
The implementation core of the SCR technology is that urea for vehicles is injected into SCR according to the control demand to react with NOx, so that NOx emission is reduced to meet the regulation requirement. The urea for the vehicle can be hydrolyzed only when reaching more than 180 ℃ due to the physical characteristics of the urea, so that the post-treatment SCR can rapidly raise the temperature to more than 180 ℃ to meet the requirement of starting spraying of the urea.
Temperature is one of the main factors affecting SCR efficiency, in the sixth discharge stage, in order to reach urea start-up temperature as soon as possible, and promote SCR conversion efficiency, general manufacturers can adopt a heat removal management EGTM (ExhaustGasTemperatureManage)) mode to promote temperature in the low temperature stage of engine heat removal, so as to achieve the purposes of meeting urea start-up temperature requirements and promoting SCR conversion efficiency.
According to the prior art, an engine is calibrated into a heat-discharging management mode according to a target temperature, and the heat-discharging management mode and a normal operation mode of the engine are switched according to the temperature of SCR so as to achieve the purpose of rapid temperature rise.
The main mode of exhaust heat management and temperature elevation is realized by means of adjusting rail pressure, timing, a throttle valve, an EGR valve and the like of an engine, the temperature elevation is carried out while the fuel consumption is necessarily improved, the temperature elevation effect is obvious, and the more obvious the fuel consumption is deteriorated, so that the fuel consumption and the temperature elevation are in a relatively contradictory relation, and according to test verification results, the higher the WHTC circulation temperature is in the temperature elevation management mode, the worse the fuel consumption is under the same emission effect.
In addition, in the existing thermal management mode, calibration parameters are fixed, and parameter adjustment cannot be carried out according to the ambient temperature and the SCR target temperature in the actual application process, so that oil consumption is relatively high in the actual application process.
Chinese patent (publication No. 2022, 11, 29, CN115405403 a) discloses a temperature control method, apparatus, electronic device, and storage medium for improving engine heat management efficiency and reducing fuel consumption. The method comprises the following steps: heating exhaust gas of an engine based on a current heating mode, and acquiring an SCR upstream temperature and an exhaust gas temperature index of a selective catalytic reduction reactor of the engine; and switching the current heating mode to the next heating mode to heat the exhaust gas after determining that the mode switching is required based on the SCR upstream temperature and the exhaust gas temperature index, wherein the mode switching conditions corresponding to different heating modes are different, and the fuel consumption of the different heating modes is different. According to the application, by monitoring the temperature of the upstream of the SCR and the exhaust temperature index, when the mode switching is determined to be needed, the heating mode switching is timely performed, so that the heat management efficiency of the engine can be improved and the fuel consumption can be reduced. But this approach is based on SCR upstream temperature and exhaust temperature indicators, reaction delays, and thermal mode definition is unclear.
Chinese patent (publication No. 2021, 05/18/CN 112814768A) discloses a method and system for SCR thermal management, comprising: s1, detecting and judging whether the SCR temperature is higher than a first preset threshold value; if yes, exiting thermal management; if not, executing the step S2; s2, detecting and judging whether the vehicle is in a load-shedding working condition or not; if yes, controlling to execute a heat preservation mode, and returning to execute the step S1; if not, executing the step S3; s3, detecting and judging whether the SCR temperature is higher than a second preset threshold value; if yes, controlling and executing a first temperature raising mode to raise the temperature of the SCR, and returning to execute the step S1; if not, controlling and executing the second temperature raising mode to raise the temperature of the SCR, and returning to executing the step S1. The fuel consumption rate from the second temperature raising mode to the first temperature raising mode and then to the heat preserving mode is gradually reduced, and the temperature raising speed of the second temperature raising mode is greater than that of the first temperature raising mode. The application can reduce the sacrifice of fuel consumption rate on the basis of realizing reasonable control of SCR temperature. However, this method requires real-time acquisition of SCR temperature, reaction delay, and unclear thermal mode definition.
Disclosure of Invention
The application aims to overcome the defects of the technology, and provides a self-adaptive engine exhaust temperature management control method which is used for developing exhaust temperature management modes of different exhaust temperature targets according to the exhaust temperature of a bench WHTC circulating exhaust target, switching among the different exhaust temperature management modes according to the target temperature, and reducing oil consumption while meeting the exhaust temperature target.
In order to achieve the above purpose, the self-adaptive engine exhaust temperature management control method designed by the application completes the calibration work under the normal running mode of the engine according to the development target in the development process of the engine rack, so that the emission can meet the emission engineering target requirement of the NOx original engine to reach the optimal oil consumption, develops the exhaust temperature management modes of a plurality of different exhaust temperature targets according to the rack WHTC circulation emission target exhaust temperature, and respectively marks EGTM according to the WHTC circulation setting exhaust temperature average value as a reference 1 、EGTM 2 、EGTM 3 、…EGTM n The temperature lifting effect of each row of thermal management modes is sequentially improved, a temperature limit value is set for each row of thermal management modes to serve as the entering temperature and the exiting temperature of the row of thermal management modes, the SCR inlet predicted temperature is compared with the entering temperature and the exiting temperature of each row of thermal management modes, and the engine enters the row of thermal management modes meeting the conditions.
Preferably, the temperature limit of each exhaust heat management mode is calibrated according to the actual bench operating conditions of the engine.
Preferably, an overlapping hysteresis interval is arranged between the temperature limit value of the entering temperature of one heat removal management mode and the temperature limit value of the exiting temperature of the last heat removal management mode, so that the condition that the temperature fluctuation occurs in the switching temperature difference and the two heat removal management modes are directly and continuously switched is avoided.
Preferably, the combustion control parameter switching of the engine is provided with time lag or slope limitation, so that smoothness between mode switching is ensured, and combustion abrupt change is avoided.
Preferably, the SCR inlet predicted temperature is calculated based on the DOC inlet temperature and the DOC, DPF specific heat capacity, and SCR mixer heat loss.
Preferably, after the engine is started, the enabling condition judgment for judging that the engine enters the exhaust heat management mode is performed according to the SCR inlet predicted temperature, and if the enabling condition is not met, the engine continues to operate in the normal mode until the condition is met, and then the exhaust heat management mode judgment and selection are performed.
Preferably, if the enabling condition is met, matching is performed according to the current SCR inlet temperature predicted value and the entering temperature and the exiting temperature of each exhaust heat management mode, and the corresponding exhaust heat management mode is entered.
Preferably, when the SCR inlet temperature predicted value increases, the entering temperature and the exiting temperature of the next exhaust heat management mode are compared, and when the requirement is met, the next exhaust heat management mode is entered.
Preferably, the engine enters the normal mode when the SCR inlet temperature predicted value is higher than the exit temperature of the last exhaust heat management mode.
Preferably, when the engine enters the normal mode operation, if the SCR inlet temperature predicted value is lower than the exit temperature of any exhaust heat management mode, the enabling condition judgment of the exhaust heat management mode is re-entered.
Compared with the prior art, the application has the following advantages:
1. switching among different exhaust heat management modes according to the predicted value and the target value set difference value of the SCR inlet temperature, and reducing oil consumption while meeting an exhaust heat target;
2. the parameters can be adjusted according to the ambient temperature and the target temperature of the SCR inlet, so that the oil consumption is further reduced;
3. after the temperature is raised to the normal mode, if the heat removal management mode is carried out again, the influence of the engine parameter adjustment on the driving feeling can be effectively reduced due to the adoption of the multi-stage heat removal management mode, and the driving comfort is improved.
Drawings
Fig. 1 is a schematic flow chart of selecting a heat removal management mode after an engine is started in the self-adaptive engine heat removal management control method of the application.
Detailed Description
The following description of the embodiments of the present application will be made apparent and fully in view of the accompanying drawings, in which some, but not all embodiments of the application are shown. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
In the description of the present application, it should be noted that the directions or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present application will be understood in specific cases by those of ordinary skill in the art.
Example 1
In the development process of engine bench, calibration work under normal running mode of engine is completed according to development target, so that emission can meet the requirement of emission engineering target of NOx original engine to reach optimal oil consumption, according to bench WHTC cyclic emission target exhaust temperature, several exhaust temperature management modes with different exhaust temperature targets are developed, and according to WHTC cyclic setting exhaust temperature average value as reference, respectively recorded as EGTM 1 、EGTM 2 、EGTM 3 The temperature lifting effect of each row of thermal management modes is sequentially improved, a temperature limit value is set for each row of thermal management modes to serve as the entering temperature and the exiting temperature of the row of thermal management modes, the SCR inlet predicted temperature is compared with the entering temperature and the exiting temperature of each row of thermal management modes, and the engine enters the row of thermal management modes meeting the conditions.
In this embodiment, as shown in fig. 1, after the engine is started, the enabling condition for determining that the engine enters the exhaust heat management mode is determined according to the SCR inlet predicted temperature, and if the enabling condition is not satisfied, the operation in the normal mode is continued until the condition is satisfied, and then the exhaust heat management mode is determined and selected.
If the enabling condition is satisfied, comparing the current SCR inlet temperature predicted value with the SCR inlet target temperature, and matching the temperature difference value with the entering temperature and the exiting temperature of each row of thermal management modes to enter the corresponding row of thermal management modes, for example, if the SCR inlet temperature predicted value is lower than EGTM 1 And then enter EGTM 1 If the SCR inlet temperature predicted value is lower than EGTM 2 And then enter EGTM 2 。
And when the predicted value of the SCR inlet temperature is increased, comparing the predicted value of the SCR inlet temperature with the entering temperature and the exiting temperature of the next exhaust heat management mode, and entering the next exhaust heat management mode when the predicted value of the SCR inlet temperature is higher than the exiting temperature of the last exhaust heat management mode, and entering the normal mode of the engine.
And finally, when the engine enters the normal mode operation, if the predicted value of the SCR inlet temperature is lower than the exit temperature of any exhaust heat management mode, the enabling condition judgment of the exhaust heat management mode is re-entered.
Example 2
In the development process of engine bench, calibration work under normal running mode of engine is completed according to development target, so that emission can meet the requirement of emission engineering target of NOx original engine to reach optimal oil consumption, according to bench WHTC cyclic emission target exhaust temperature, several exhaust temperature management modes with different exhaust temperature targets are developed, and according to WHTC cyclic setting exhaust temperature average value as reference, respectively recorded as EGTM 1 、EGTM 2 、EGTM 3 The temperature lifting effect of each row of thermal management modes is sequentially improved, a temperature limit value is set for each row of thermal management modes to serve as the entering temperature and the exiting temperature of the row of thermal management modes, the SCR inlet predicted temperature is compared with the entering temperature and the exiting temperature of each row of thermal management modes, and the engine enters the row of thermal management modes meeting the conditions.
The temperature limit value of each exhaust heat management mode is calibrated according to the actual bench running condition of the engine.
In this embodiment, after the engine is started, the enabling condition for determining that the engine enters the exhaust heat management mode is determined according to the SCR inlet predicted temperature, and if the enabling condition is not satisfied, the operation in the normal mode is continued until the condition is satisfied, and then the exhaust heat management mode is determined and selected.
If the enabling condition is satisfied, comparing the current SCR inlet temperature predicted value with the SCR inlet target temperature, and matching the temperature difference value with the entering temperature and the exiting temperature of each row of thermal management modes to enter the corresponding row of thermal management modes, for example, if the SCR inlet temperature predicted value is lower than EGTM 1 And then enter EGTM 1 If the SCR inlet temperature predicted value is lower than EGTM 2 And then enter EGTM 2 。
And when the predicted value of the SCR inlet temperature is increased, comparing the predicted value of the SCR inlet temperature with the entering temperature and the exiting temperature of the next exhaust heat management mode, and entering the next exhaust heat management mode when the predicted value of the SCR inlet temperature is higher than the exiting temperature of the last exhaust heat management mode, and entering the normal mode of the engine.
And finally, when the engine enters the normal mode operation, if the predicted value of the SCR inlet temperature is lower than the exit temperature of any exhaust heat management mode, the enabling condition judgment of the exhaust heat management mode is re-entered.
Example 3
In the development process of engine bench, calibration work under normal running mode of engine is completed according to development target, so that emission can meet the requirement of emission engineering target of NOx original engine to reach optimal oil consumption, according to bench WHTC cyclic emission target exhaust temperature, several exhaust temperature management modes with different exhaust temperature targets are developed, and according to WHTC cyclic setting exhaust temperature average value as reference, respectively recorded as EGTM 1 、EGTM 2 、EGTM 3 The temperature lifting effect of each row of thermal management modes is sequentially improved, a temperature limit value is set for each row of thermal management modes to serve as the entering temperature and the exiting temperature of the row of thermal management modes, the SCR inlet predicted temperature is compared with the entering temperature and the exiting temperature of each row of thermal management modes, and the engine enters the row of thermal management modes meeting the conditions.
The temperature limit value of each exhaust heat management mode is calibrated according to the actual bench running condition of the engine.
In addition, in this embodiment, an overlapping hysteresis interval is provided between the temperature limit of the entering temperature of one heat removal management mode and the temperature limit of the exiting temperature of the previous heat removal management mode, so as to avoid the occurrence of temperature fluctuation in the switching temperature difference and direct continuous switching between the two heat removal management modes.
In this embodiment, after the engine is started, the enabling condition for determining that the engine enters the exhaust heat management mode is determined according to the SCR inlet predicted temperature, and if the enabling condition is not satisfied, the operation in the normal mode is continued until the condition is satisfied, and then the exhaust heat management mode is determined and selected.
If the enabling condition is satisfied, comparing the current SCR inlet temperature predicted value with the SCR inlet target temperature, and matching the temperature difference value with the entering temperature and the exiting temperature of each row of thermal management modes to enter the corresponding row of thermal management modes, for example, if the SCR inlet temperature predicted value is lower than EGTM 1 And then enter EGTM 1 If the SCR inlet temperature predicted value is lower than EGTM 2 And then enter EGTM 2 。
And when the predicted value of the SCR inlet temperature is increased, comparing the predicted value of the SCR inlet temperature with the entering temperature and the exiting temperature of the next exhaust heat management mode, and entering the next exhaust heat management mode when the predicted value of the SCR inlet temperature is higher than the exiting temperature of the last exhaust heat management mode, and entering the normal mode of the engine.
And finally, when the engine enters the normal mode operation, if the predicted value of the SCR inlet temperature is lower than the exit temperature of any exhaust heat management mode, the enabling condition judgment of the exhaust heat management mode is re-entered.
Example 4
In the development process of engine bench, calibration work under normal running mode of engine is completed according to development target, so that emission can meet the requirement of emission engineering target of NOx original engine to reach optimal oil consumption, according to bench WHTC cyclic emission target exhaust temperature, several exhaust temperature management modes with different exhaust temperature targets are developed, and according to WHTC cyclic setting exhaust temperature average value as reference, respectively recorded as EGTM 1 、EGTM 2 、EGTM 3 The temperature lifting effect of each row of heat management modes is sequentially lifted, a temperature limit value is set for each row of heat management modes as the entering temperature and the exiting temperature of the row of heat management modes, the predicted temperature of the SCR inlet is compared with the entering temperature and the exiting temperature of each row of heat management modes, and the engine enters the row of heat meeting the conditionsManagement mode.
The temperature limit value of each exhaust heat management mode is calibrated according to the actual bench running condition of the engine.
In addition, in this embodiment, an overlapping hysteresis interval is provided between the temperature limit of the entering temperature of one heat removal management mode and the temperature limit of the exiting temperature of the previous heat removal management mode, so as to avoid the occurrence of temperature fluctuation in the switching temperature difference and direct continuous switching between the two heat removal management modes.
In this embodiment, the time lag or slope limit is set for the combustion control parameter switching of the engine, so as to ensure smoothness between mode switching and avoid occurrence of combustion abrupt change.
In this embodiment, after the engine is started, the enabling condition for determining that the engine enters the exhaust heat management mode is determined according to the SCR inlet predicted temperature, and if the enabling condition is not satisfied, the operation in the normal mode is continued until the condition is satisfied, and then the exhaust heat management mode is determined and selected.
If the enabling condition is satisfied, comparing the current SCR inlet temperature predicted value with the SCR inlet target temperature, and matching the temperature difference value with the entering temperature and the exiting temperature of each row of thermal management modes to enter the corresponding row of thermal management modes, for example, if the SCR inlet temperature predicted value is lower than EGTM 1 And then enter EGTM 1 If the SCR inlet temperature predicted value is lower than EGTM 2 And then enter EGTM 2 。
And when the predicted value of the SCR inlet temperature is increased, comparing the predicted value of the SCR inlet temperature with the entering temperature and the exiting temperature of the next exhaust heat management mode, and entering the next exhaust heat management mode when the predicted value of the SCR inlet temperature is higher than the exiting temperature of the last exhaust heat management mode, and entering the normal mode of the engine.
And finally, when the engine enters the normal mode operation, if the predicted value of the SCR inlet temperature is lower than the exit temperature of any exhaust heat management mode, the enabling condition judgment of the exhaust heat management mode is re-entered.
Example 5
In the development process of engine bench, calibration work under normal running mode of engine is completed according to development target, so that emission can meet the requirement of emission engineering target of NOx original engine to reach optimal oil consumption, according to bench WHTC cyclic emission target exhaust temperature, several exhaust temperature management modes with different exhaust temperature targets are developed, and according to WHTC cyclic setting exhaust temperature average value as reference, respectively recorded as EGTM 1 、EGTM 2 、EGTM 3 The temperature lifting effect of each row of thermal management modes is sequentially improved, a temperature limit value is set for each row of thermal management modes to serve as the entering temperature and the exiting temperature of the row of thermal management modes, the SCR inlet predicted temperature is compared with the entering temperature and the exiting temperature of each row of thermal management modes, and the engine enters the row of thermal management modes meeting the conditions.
The temperature limit value of each exhaust heat management mode is calibrated according to the actual bench running condition of the engine.
In addition, in this embodiment, an overlapping hysteresis interval is provided between the temperature limit of the entering temperature of one heat removal management mode and the temperature limit of the exiting temperature of the previous heat removal management mode, so as to avoid the occurrence of temperature fluctuation in the switching temperature difference and direct continuous switching between the two heat removal management modes.
In this embodiment, the time lag or slope limit is set for the combustion control parameter switching of the engine, so as to ensure smoothness between mode switching and avoid occurrence of combustion abrupt change.
In this embodiment, the SCR inlet predicted temperature is calculated based on the DOC inlet temperature and DOC, DPF specific heat capacity, and SCR mixer heat loss.
In this embodiment, after the engine is started, the enabling condition for determining that the engine enters the exhaust heat management mode is determined according to the SCR inlet predicted temperature, and if the enabling condition is not satisfied, the operation in the normal mode is continued until the condition is satisfied, and then the exhaust heat management mode is determined and selected.
If the enabling condition is satisfied, comparing the current SCR inlet temperature predicted value with the SCR inlet target temperature according to the temperature difference value andthe entry temperature and exit temperature of each row of thermal management modes are matched to enter the corresponding row of thermal management modes, for example, if the SCR entry temperature predicted value is lower than EGTM 1 And then enter EGTM 1 If the SCR inlet temperature predicted value is lower than EGTM 2 And then enter EGTM 2 。
And when the predicted value of the SCR inlet temperature is increased, comparing the predicted value of the SCR inlet temperature with the entering temperature and the exiting temperature of the next exhaust heat management mode, and entering the next exhaust heat management mode when the predicted value of the SCR inlet temperature is higher than the exiting temperature of the last exhaust heat management mode, and entering the normal mode of the engine.
And finally, when the engine enters the normal mode operation, if the predicted value of the SCR inlet temperature is lower than the exit temperature of any exhaust heat management mode, the enabling condition judgment of the exhaust heat management mode is re-entered.
According to the self-adaptive engine exhaust temperature management control method, different exhaust temperature management modes are switched according to the predicted value and the target value set difference value of the SCR inlet temperature, and oil consumption is reduced while the exhaust temperature target is met; the parameters can be adjusted according to the ambient temperature and the target temperature of the SCR inlet, so that the oil consumption is further reduced; after the temperature is raised to the normal mode, if the heat removal management mode is carried out again, the influence of the engine parameter adjustment on the driving feeling can be effectively reduced due to the adoption of the multi-stage heat removal management mode, and the driving comfort is improved.
Here, it should be noted that the description of the above technical solution is exemplary, and the present specification may be embodied in different forms and should not be construed as being limited to the technical solution set forth herein. Rather, these descriptions will be provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. Furthermore, the technical solution of the application is limited only by the scope of the claims.
The disclosure of aspects of the present specification and claims is merely an example and, therefore, the specification and claims are not limited to the details shown. In the above description, when a detailed description of related known functions or configurations is determined to unnecessarily obscure the gist of the present specification and claims, the detailed description will be omitted.
Where the terms "comprising," "having," and "including" are used in this specification, there may be additional or alternative parts unless the use is made, the terms used may generally be in the singular but may also mean the plural.
Finally, it should be noted that the above description of the application in connection with the specific embodiments is not to be considered as limiting the practice of the application to these descriptions, and that simple alternatives, which would be apparent to one of ordinary skill in the art to which the application pertains without departing from its spirit, are deemed to be within the scope of the application. The above embodiments are merely representative examples of the present application. Obviously, the application is not limited to the above-described embodiments, but many variations are possible. Any simple modification, equivalent variation and modification of the above embodiments according to the technical substance of the present application should be considered to be within the scope of the present application.
Meanwhile, it should be noted that the above description of the technical solution is exemplary, and the present specification may be embodied in various forms and should not be construed as being limited to the technical solution set forth herein. Rather, these descriptions will be provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. Furthermore, the technical solution of the application is limited only by the scope of the claims. The features of the various embodiments of the application may be combined or spliced with one another, either in part or in whole, and may be implemented in a variety of different configurations as will be well understood by those skilled in the art. Embodiments of the present application may be performed independently of each other or may be performed together in an interdependent relationship.
It will be apparent to those skilled in the art that several simple deductions or substitutions may be made without departing from the spirit of the application, and the above-described structure should be considered to be within the scope of the application.
Claims (10)
1. A self-adaptive engine exhaust temperature management control method is characterized in that: in the development process of an engine bench, calibration work under a normal running mode of the engine is completed according to a development target, so that emission can meet the requirement of a NOx original engine emission engineering target to reach optimal oil consumption, a plurality of temperature-discharging management modes with different temperature-discharging targets are developed according to the bench WHTC circulating emission target temperature discharging, and temperature-discharging average values set by WHTC circulating are taken as references and respectively recorded as EGTM 1 、EGTM 2 、EGTM 3 、…EGTM n The temperature lifting effect of each row of thermal management modes is sequentially improved, a temperature limit value is set for each row of thermal management modes to serve as the entering temperature and the exiting temperature of the row of thermal management modes, the SCR inlet predicted temperature is compared with the entering temperature and the exiting temperature of each row of thermal management modes, and the engine enters the row of thermal management modes meeting the conditions.
2. The adaptive engine exhaust temperature management control method according to claim 1, characterized in that: the temperature limit value of each exhaust heat management mode is calibrated according to the actual bench running condition of the engine.
3. The adaptive engine exhaust temperature management control method according to claim 1, characterized in that: an overlapping hysteresis interval is arranged between the temperature limit value of the entering temperature of one heat removal management mode and the temperature limit value of the exiting temperature of the last heat removal management mode.
4. The adaptive engine exhaust temperature management control method according to claim 1, characterized in that: the combustion control parameter of the engine is switched with a time lag or slope limit.
5. The adaptive engine exhaust temperature management control method according to claim 1, characterized in that: the SCR inlet predicted temperature is calculated based on the DOC inlet temperature and DOC, DPF specific heat capacity, and SCR mixer heat loss.
6. The adaptive engine exhaust temperature management control method according to claim 1, characterized in that: after the engine is started, judging the enabling condition of the engine entering the heat removal management mode according to the SCR inlet predicted temperature, if the enabling condition is not met, continuing to operate in the normal mode until the condition is met, and then judging and selecting the heat removal management mode.
7. The adaptive engine exhaust temperature management control method according to claim 6, characterized in that: and if the enabling condition is met, matching according to the current SCR inlet temperature predicted value and the entering temperature and the exiting temperature of each exhaust heat management mode, and entering the corresponding exhaust heat management mode.
8. The adaptive engine exhaust temperature management control method according to claim 7, characterized in that: when the predicted value of the SCR inlet temperature is increased, the predicted value is compared with the entering temperature and the exiting temperature of the next exhaust heat management mode, and when the predicted value meets the requirement, the next exhaust heat management mode is entered.
9. The adaptive engine exhaust temperature management control method according to claim 8, characterized in that: when the SCR inlet temperature predicted value is higher than the exit temperature of the last exhaust heat management mode, the engine enters a normal mode.
10. The adaptive engine exhaust temperature management control method according to claim 6, characterized in that: when the engine enters the normal mode operation, if the predicted value of the SCR inlet temperature is lower than the exit temperature of any exhaust heat management mode, the enabling condition judgment of the exhaust heat management mode is re-entered.
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