CN117307297A - Control method for HC injection - Google Patents
Control method for HC injection Download PDFInfo
- Publication number
- CN117307297A CN117307297A CN202311266249.2A CN202311266249A CN117307297A CN 117307297 A CN117307297 A CN 117307297A CN 202311266249 A CN202311266249 A CN 202311266249A CN 117307297 A CN117307297 A CN 117307297A
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- Prior art keywords
- injection
- actual
- change rate
- injection flow
- engine
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- 238000002347 injection Methods 0.000 title claims abstract description 110
- 239000007924 injection Substances 0.000 title claims abstract description 110
- 238000000034 method Methods 0.000 title claims abstract description 18
- 230000008859 change Effects 0.000 claims abstract description 67
- 230000001052 transient effect Effects 0.000 claims description 16
- 230000008929 regeneration Effects 0.000 claims description 10
- 238000011069 regeneration method Methods 0.000 claims description 10
- 230000004044 response Effects 0.000 claims description 3
- 239000000779 smoke Substances 0.000 abstract description 5
- 230000008569 process Effects 0.000 abstract description 3
- 238000009825 accumulation Methods 0.000 description 2
- 230000003213 activating effect Effects 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000006872 improvement Effects 0.000 description 2
- 238000010438 heat treatment Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000003647 oxidation Effects 0.000 description 1
- 238000007254 oxidation reaction 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
- F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
- F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
- F01N3/0253—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- 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 invention discloses a control method for HC injection, which belongs to the technical field of engine aftertreatment and solves the technical problems that DPF carrier damage and failure, difficult temperature rise or white smoke phenomenon are easily caused by high temperature due to complex vehicle conditions in the running process of a vehicle, and comprises the following steps: acquiring the actual rotating speed and the actual load of an engine, and inquiring a maximum HC injection MAP table according to the actual rotating speed and the actual load to obtain a first HC injection flow; acquiring an actual accelerator opening degree change rate of an engine, inquiring an accelerator opening degree change rate correction MAP table according to the actual accelerator opening degree change rate to obtain an accelerator opening degree change rate correction coefficient, and correcting the first HC injection flow according to the accelerator opening degree change rate correction coefficient to obtain a second HC injection flow; selecting the minimum value of the first HC injection flow, the second HC injection flow and the actual required injection quantity as the target injection flow; the engine is controlled to perform HC injection according to the target injection flow rate.
Description
Technical Field
The present invention relates to the field of engine aftertreatment technology, and more particularly, to a control method for HC injection.
Background
DPF regeneration of the Guohui engine is mainly realized by adopting various heating temperature rise means (in-cylinder post injection, HC injection and the like) to enable the temperature to quickly reach a target regeneration temperature level, and then carrying out closed-loop control based on the target temperature. In the actual running process of the vehicle, the engine adopting the HC injection regeneration mode has the problems that the regeneration temperature control and the HC concentration emission control of the tail row are difficult in the running process due to complex vehicle conditions, and the DPF carrier is damaged and invalid, the temperature is difficult to raise or the phenomenon of white smoke is easy to occur due to high temperature.
Disclosure of Invention
The present invention has been made to solve the above-mentioned problems occurring in the prior art, and an object of the present invention is to provide a control method for HC injection.
The technical scheme of the invention is as follows: a control method for HC injection, characterized by comprising the steps of:
step 1, calibrating a maximum HC injection MAP table in advance according to the rotating speed and the load of an engine, and calibrating an accelerator opening change rate according to the accelerator opening change rate to correct the MAP table;
step 2, acquiring the working mode of the engine in real time, and executing the step 3 if the working mode is a regeneration mode; otherwise, the working mode is a normal mode, and the step 2 is continuously executed;
step 3, acquiring the operation condition of the engine, and if the operation condition is steady state, executing step 4; otherwise, executing the step 5;
step 4, obtaining the actual rotation speed and the actual load of the engine, inquiring a maximum HC injection MAP table according to the actual rotation speed and the actual load to obtain a first HC injection flow, selecting the minimum value of the first HC injection flow and the actual required injection quantity as a target injection flow, and executing the step 8;
step 5, acquiring the actual rotation speed and the actual load of the engine, and inquiring a maximum HC injection MAP table according to the actual rotation speed and the actual load to obtain a first HC injection flow;
step 6, obtaining the actual accelerator opening change rate of the engine, inquiring an accelerator opening change rate correction MAP table according to the actual accelerator opening change rate to obtain an accelerator opening change rate correction coefficient, and correcting the first HC injection flow according to the accelerator opening change rate correction coefficient to obtain a second HC injection flow;
and 7, selecting the minimum value of the first HC injection flow, the second HC injection flow and the actual required injection quantity as the target injection flow.
And 8, controlling the engine to carry out HC injection according to the target injection flow rate, and continuously executing the step 2.
As a further improvement, further comprising:
in the step 1, calibrating an exhaust flow rate change rate correction MAP table according to the exhaust flow rate change rate of an engine in advance;
in step 6, the actual exhaust flow rate change rate of the engine is obtained, the exhaust flow rate change rate correction MAP table is queried according to the actual exhaust flow rate change rate to obtain an exhaust flow rate change rate correction coefficient, the second HC injection flow rate is corrected according to the exhaust flow rate change rate correction coefficient to obtain a third HC injection flow rate,
in step 7, the minimum value of the first HC injection flow rate, the second HC injection flow rate, the third HC injection flow rate and the actual required injection quantity is selected as the target injection flow rate.
Further, whether the engine is transient or not is judged by the throttle response of the engine, specifically: obtaining the change of the accelerator opening by making a difference between two adjacent signal periods or two signal values separated by a plurality of signal periods, and judging as transient if the absolute value of the change of the accelerator opening is larger than a set value; otherwise, judging the system to be in a steady state.
Further, after judging the transient state, activating the transient state correction of the accelerator; otherwise, the transient correction of the throttle is not activated.
Further, a maximum of 5 signal periods apart.
Advantageous effects
Compared with the prior art, the invention has the advantages that:
according to the method, the maximum HC injection MAP table is inquired according to the actual rotating speed and the actual load to obtain the first HC injection flow; inquiring an accelerator opening change rate correction MAP table according to the actual accelerator opening change rate to obtain an accelerator opening change rate correction coefficient, and correcting the first HC injection flow according to the accelerator opening change rate correction coefficient to obtain a second HC injection flow; inquiring an exhaust flow rate change rate correction MAP table according to the actual exhaust flow rate change rate to obtain an exhaust flow rate change rate correction coefficient, and correcting the second HC injection flow according to the exhaust flow rate change rate correction coefficient to obtain a third HC injection flow; selecting the minimum value of the first HC injection flow, the second HC injection flow, the third HC injection flow and the actual required injection quantity as the target injection flow; the excessive temperature rise of the DPF caused by severe change of working conditions can be effectively avoided, the DPF is prevented from being damaged, and the phenomena of excessive accumulation of HC in the DOC and white smoke emission of the tail pipe are avoided; and with this control, the stability of the regeneration temperature can be maintained to the maximum extent.
Drawings
FIG. 1 is a schematic diagram of the control logic of the present invention;
fig. 2 is a schematic diagram of HC injection flow strategy control according to the invention.
Detailed Description
The invention will be further described with reference to specific embodiments in the drawings.
Referring to fig. 1-2, a control method for HC injection includes the steps of:
step 1, calibrating a maximum HC injection MAP table in advance according to the rotating speed and the load of an engine, and calibrating an accelerator opening change rate according to the accelerator opening change rate to correct the MAP table;
step 2, acquiring the working mode of the engine in real time, wherein the working mode can be obtained through monitoring data (the engine starting regeneration mode is the prior art), and if the working mode is the regeneration mode, executing the step 3; otherwise, the working mode is a normal mode, and the step 2 is continuously executed;
step 3, acquiring the operation condition of the engine, and if the operation condition is steady state, executing step 4; otherwise, executing the step 5;
step 4, obtaining the actual rotation speed and the actual load of the engine, inquiring a maximum HC injection MAP table according to the actual rotation speed and the actual load to obtain a first HC injection flow, specifically obtaining the first HC injection flow through table lookup interpolation, selecting the minimum value of the first HC injection flow and the actual required injection quantity as a target injection flow, and executing the step 8; the actual required injection quantity is calculated by a combustion heat release model based on the requirement of a target control temperature, and belongs to the prior art, specifically, the HC required quantity is reversely calculated by the combustion heat release model based on the deviation of the target temperature and the current temperature, the HC oxidation efficiency and the HC release quantity;
step 5, acquiring the actual rotation speed and the actual load of the engine, and inquiring a maximum HC injection MAP table according to the actual rotation speed and the actual load to obtain a first HC injection flow;
step 6, obtaining the actual accelerator opening change rate of the engine, inquiring an accelerator opening change rate correction MAP table according to the actual accelerator opening change rate to obtain an accelerator opening change rate correction coefficient, and obtaining the accelerator opening change rate correction coefficient through table lookup interpolation, and correcting the first HC injection flow according to the accelerator opening change rate correction coefficient to obtain a second HC injection flow;
and 7, selecting the minimum value of the first HC injection flow, the second HC injection flow and the actual required injection quantity as the target injection flow.
And 8, controlling the engine to carry out HC injection according to the target injection flow rate, and continuously executing the step 2.
Further, in order to more precisely control the HC injection flow, avoid DPF damage problem, difficult temperature rise or white smoke generation caused by severe change of working conditions, and when the vehicle is regenerated, the method further comprises the following operations:
in the step 1, calibrating an exhaust flow rate change rate correction MAP table according to the exhaust flow rate change rate of an engine in advance;
in step 6, the actual exhaust flow rate change rate of the engine is obtained, the exhaust flow rate change rate correction MAP table is queried according to the actual exhaust flow rate change rate to obtain an exhaust flow rate change rate correction coefficient, the second HC injection flow rate is corrected according to the exhaust flow rate change rate correction coefficient to obtain a third HC injection flow rate,
in step 7, the minimum value of the first HC injection flow, the second HC injection flow, the third HC injection flow, and the actual required injection amount is selected as the target injection flow, and then step 8 is executed.
The method corrects the steady-state HC limit value of the corresponding working condition based on different throttle change rates and exhaust flow change rates, and finally outputs the minimum limit HC injection flow in the corresponding working condition, so that the too fast temperature rise of the DPF temperature is limited, the DPF is prevented from being damaged, and the phenomena of excessive accumulation of HC in the DOC and white smoke emission of the tail pipe are avoided; and with this control, the stability of the regeneration temperature can be maintained to the maximum extent.
Judging whether the engine is transient or not according to the throttle response of the engine, specifically: obtaining the change of the accelerator opening by making a difference between two adjacent signal periods or two signal values separated by a plurality of signal periods, and judging as transient if the absolute value of the change of the accelerator opening is larger than a set value; otherwise, judging the system to be in a steady state. After judging the transient state, activating the transient state correction of the accelerator, and executing the step 5; otherwise, the transient state correction of the accelerator is not activated, and when the transient state correction of the accelerator is not activated, the default correction coefficient of the accelerator is output, or the accelerator correction is skipped, and the step 4 is executed as described above.
In this embodiment, the set value is 15% -20%, the general expression of the accelerator opening is 0% -100%, 0% is that the accelerator is not operated, and 100% is that the accelerator is stepped to the bottom, and is in the fully open state, for example, the accelerator opening in the last period is 20%, and the accelerator opening in this period is 30%, and then the accelerator change is 30% -20% = 10%. Up to 5 signal periods apart.
The foregoing is merely a preferred embodiment of the present invention, and it should be noted that modifications and improvements can be made by those skilled in the art without departing from the structure of the present invention, and these do not affect the effect of the implementation of the present invention and the utility of the patent.
Claims (5)
1. A control method for HC injection, characterized by comprising the steps of:
step 1, calibrating a maximum HC injection MAP table in advance according to the rotating speed and the load of an engine, and calibrating an accelerator opening change rate according to the accelerator opening change rate to correct the MAP table;
step 2, acquiring the working mode of the engine in real time, and executing the step 3 if the working mode is a regeneration mode; otherwise, the working mode is a normal mode, and the step 2 is continuously executed;
step 3, acquiring the operation condition of the engine, and if the operation condition is steady state, executing step 4; otherwise, executing the step 5;
step 4, obtaining the actual rotation speed and the actual load of the engine, inquiring a maximum HC injection MAP table according to the actual rotation speed and the actual load to obtain a first HC injection flow, selecting the minimum value of the first HC injection flow and the actual required injection quantity as a target injection flow, and executing the step 8;
step 5, acquiring the actual rotation speed and the actual load of the engine, and inquiring a maximum HC injection MAP table according to the actual rotation speed and the actual load to obtain a first HC injection flow;
step 6, obtaining the actual accelerator opening change rate of the engine, inquiring an accelerator opening change rate correction MAP table according to the actual accelerator opening change rate to obtain an accelerator opening change rate correction coefficient, and correcting the first HC injection flow according to the accelerator opening change rate correction coefficient to obtain a second HC injection flow;
and 7, selecting the minimum value of the first HC injection flow, the second HC injection flow and the actual required injection quantity as the target injection flow.
And 8, controlling the engine to carry out HC injection according to the target injection flow rate, and continuously executing the step 2.
2. A control method for HC injection according to claim 1, characterized by further comprising:
in the step 1, calibrating an exhaust flow rate change rate correction MAP table according to the exhaust flow rate change rate of an engine in advance;
in step 6, the actual exhaust flow rate change rate of the engine is obtained, the exhaust flow rate change rate correction MAP table is queried according to the actual exhaust flow rate change rate to obtain an exhaust flow rate change rate correction coefficient, the second HC injection flow rate is corrected according to the exhaust flow rate change rate correction coefficient to obtain a third HC injection flow rate,
in step 7, the minimum value of the first HC injection flow rate, the second HC injection flow rate, the third HC injection flow rate and the actual required injection quantity is selected as the target injection flow rate.
3. The control method for HC injection according to claim 1, characterized in that the determination of whether or not it is transient is made by the throttle response of the engine, in particular: obtaining the change of the accelerator opening by making a difference between two adjacent signal periods or two signal values separated by a plurality of signal periods, and judging as transient if the absolute value of the change of the accelerator opening is larger than a set value; otherwise, judging the system to be in a steady state.
4. A control method for HC injection according to claim 3, characterized in that after the transient is determined, the transient correction of the throttle is activated; otherwise, the transient correction of the throttle is not activated.
5. A control method for HC injection according to claim 3, characterised in that at most 5 signal periods are spaced.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311266249.2A CN117307297A (en) | 2023-09-27 | 2023-09-27 | Control method for HC injection |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311266249.2A CN117307297A (en) | 2023-09-27 | 2023-09-27 | Control method for HC injection |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117307297A true CN117307297A (en) | 2023-12-29 |
Family
ID=89286139
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311266249.2A Pending CN117307297A (en) | 2023-09-27 | 2023-09-27 | Control method for HC injection |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117307297A (en) |
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2023
- 2023-09-27 CN CN202311266249.2A patent/CN117307297A/en active Pending
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