CN205677697U - A kind of heavy-duty car dpf regeneration control system - Google Patents

Abstract

The heavy-duty vehicle DPF regeneration control system of the present utility model includes an engine, a supercharger, an intercooler, an air intake throttle valve, an HC injection device, a DOC, a DPF, a crankshaft speed sensor and a regeneration request switch arranged in the cab. The cooler and intake throttle valve are located after the supercharger and are arranged on the intake pipe in sequence along the intake direction. The HC injection device, DOC and DPF are arranged on the exhaust pipe in sequence along the exhaust direction. The connection between the HC injection device and the DOC DOC upstream temperature sensor is set between DOC and DPF, DPF upstream temperature sensor is set between DOC and DPF, EGR valve is set between intake pipe and exhaust pipe; crankshaft speed sensor, regeneration request switch, air intake throttle valve, EGR valve, The HC injection device, the DOC upstream temperature sensor, and the DPF upstream temperature sensor are all electrically connected to the ECU. The system can realize automatic regeneration of DPF in situ, and has simple structure and high reliability.

Description

A heavy-duty vehicle DPF regeneration control system

technical field

The utility model relates to a heavy-duty vehicle DPF regeneration control system.

Background technique

At present, our country's regulations are more and more strict on the exhaust emission of heavy-duty vehicles, and the emission of automobile exhaust has become an important standard to measure the quality of automobiles. In order to meet the national VI emission standards, generally not only the design of the engine body needs to be changed, but the EGR (exhaust gas recirculation) device is added to reduce the NOX (nitrogen oxides) of the original engine, and the DOC (exhaust gas purifier) is also added to the after-treatment system. and DPF (Exhaust Gas Treatment Plant) to reduce particulate matter in exhaust emissions. DPF has a high filtration efficiency for particulate matter and can capture most of the particulate matter. However, as time goes on, more and more particles accumulate on the carrier, which not only affects the collection efficiency, but also increases the exhaust back pressure, which makes the engine itself Work deteriorates, so the DPF unit needs to be periodically regenerated to burn off the carbon particles that have built up inside.

Utility model content

In order to overcome the deficiencies of the above technologies, the utility model provides a heavy-duty vehicle DPF regeneration control system, which can realize the automatic regeneration of the DPF in situ through the ECU, and has a simple structure and high reliability.

The technical solution adopted by the utility model to overcome its technical problems is:

A heavy-duty vehicle DPF regeneration control system, including engine, supercharger, intercooler, intake throttle valve, HC injection device, DOC, DPF, crankshaft speed sensor and regeneration request switch set in the cab, supercharger The compressor blades are set in the engine intake pipe, the worm gear blades are set in the engine exhaust pipe, the intercooler and air intake throttle valve are located after the supercharger and are arranged on the intake pipe in sequence along the intake direction, the HC injection device, DOC and DPF are sequentially arranged on the exhaust pipe along the exhaust direction, a DOC upstream temperature sensor is installed between the HC injection device and the DOC, a DPF upstream temperature sensor is installed between the DOC and DPF, and a DPF upstream temperature sensor is installed between the intake pipe and the exhaust pipe. There is an EGR valve; the crankshaft speed sensor, regeneration request switch, intake throttle valve, EGR valve, HC injection device, DOC upstream temperature sensor and DPF upstream temperature sensor are all electrically connected to the ECU of the vehicle.

Preferably according to the utility model, the supercharger is a two-stage turbocharger.

The beneficial effects of the utility model are:

The utility model controls the regeneration process of the DPF by the ECU, realizes the automatic regeneration of the DPF in situ, has a simple structure and high reliability; for the existing vehicles, the modification amount is small, and there is no need to add too many extra parts, which is convenient for technical transformation and upgrading , can be widely applied.

Description of drawings

Fig. 1 is a schematic diagram of the system principle of the present utility model.

In the figure, 1-supercharger; 2-intercooler; 3-intake throttle valve; 4-EGR valve; 5-engine; 6-HC injection device; 7-DOC upstream temperature sensor; 8-DOC; 9 - DPF upstream temperature sensor; 10 - DPF.

detailed description

In order to facilitate those skilled in the art to better understand the utility model, the utility model will be further described in detail below in conjunction with the accompanying drawings and specific embodiments. The following is only exemplary and does not limit the protection scope of the utility model.

As shown in Figure 1, the utility model discloses a heavy-duty vehicle DPF regeneration control system, including engine 5, supercharger 1, intercooler 2, intake throttle valve 3, HC injection device 6, DOC 8, DPF 10. The crankshaft speed sensor and the regeneration request switch installed in the cab, the compressor blade of the supercharger 1 is installed in the engine intake pipe, the turbine blade is installed in the engine exhaust pipe, the intercooler 2 and the intake throttle valve 3 Located behind the supercharger and arranged on the intake pipe in sequence along the intake direction, HC injection device 6, DOC 8 and DPF 10 are arranged on the exhaust pipe in sequence along the exhaust direction, between HC injection device 6 and DOC 8 there is a DOC upstream temperature sensor 7, DPF upstream temperature sensor 9 is set between DOC 8 and DPF 10, EGR valve 4 is set between intake pipe and exhaust pipe; the crankshaft speed sensor, regeneration request switch, air intake throttle valve 3. The EGR valve 4, the HC injection device 6, the DOC upstream temperature sensor 7 and the DPF upstream temperature sensor 9 are all electrically connected to the ECU of the vehicle. When the regeneration request switch is activated, the ECU controls the upstream temperature of the DOC 8 by adjusting the rear injection advance angle, the fuel injection quantity, the main injection advance angle, and the opening degrees of the intake throttle valve 3 and the EGR valve 4; through the HC injection device 6 , to control the upstream temperature of the DPF 10 to complete the regeneration.

The specific working process of the utility model heavy-duty vehicle DPF regeneration control system is as follows:

1. Heating stage: Stop the vehicle at a certain place, start the engine, and press the regeneration request switch, then the ECU controls the engine speed to maintain a certain higher speed, and adjusts the rear injection advance angle, fuel injection volume and main injection rate corresponding to the speed. Advance angle, while controlling the opening of intake throttle valve 3 and EGR valve 4 (generally EGR valve 4 is completely closed, that is, zero exhaust gas enters the engine intake pipe to prevent the loss of exhaust gas temperature; intake throttle valve 3 is closed by more than 50% , that is to close a part of the fresh air intake to achieve the effect of heat preservation), so that the upstream temperature of DOC 8 is controlled within 350°C-400°C, and the internal timer of the ECU starts counting when the regeneration request switch is pressed. T1.

2. Regeneration stage: After the heating stage is over, the ECU controls the engine speed to maintain a certain high speed, and the HC injection device 6 injects diesel into the engine exhaust pipe, and the temperature is raised through the DOC 8, so that the carbon particles in the DPF 10 are burned ( In order to ensure the full combustion of carbon particles, the temperature upstream of the DPF is controlled at about 600°C). The internal timer of the ECU starts counting after the warming up phase is over, and the duration of this phase is T2, and the T2 can be set according to the interval between two regenerations and the road conditions before regeneration.

3. Cooling stage: After the regeneration stage, the ECU controls the engine to return to idle speed, and at the same time controls the intake throttle valve 3 to fully open, that is, the maximum amount of fresh air intake enters the engine intake pipe, and the ECU detects the upstream temperature of DOC 8 and DPF 10 When the upstream temperature is lower than the set value, it is considered that the cooling is successful. After the cooling is successful, the regeneration process is completed and enters the normal operation mode.

The above only describes the basic principle and preferred implementation of the utility model, and those skilled in the art can make many changes and improvements according to the above description, and these changes and improvements should belong to the protection scope of the utility model.

Claims (2)

1. A heavy-duty vehicle DPF regeneration control system is characterized in that: it comprises engine, supercharger, intercooler, air intake throttle valve, HC injector, DOC, DPF, crankshaft speed sensor and the regeneration device arranged in the cab Request switch, the compressor blades of the supercharger are set in the engine intake pipe, the turbine blades are set in the engine exhaust pipe, the intercooler and the intake throttle valve are located after the supercharger and are arranged in the intake pipe in sequence along the intake direction Above, the HC injection device, DOC and DPF are arranged on the exhaust pipe in sequence along the exhaust direction, the DOC upstream temperature sensor is arranged between the HC injection device and the DOC, the DPF upstream temperature sensor is arranged between the DOC and the DPF, the intake pipe and the An EGR valve is arranged between the exhaust pipes; the crankshaft speed sensor, regeneration request switch, intake throttle valve, EGR valve, HC injection device, DOC upstream temperature sensor and DPF upstream temperature sensor are all electrically connected to the ECU of the vehicle. 2. The system of claim 1, wherein said supercharger is a two-stage turbocharger.