CN210033581U - Engine tail gas aftertreatment control system - Google Patents
Engine tail gas aftertreatment control system Download PDFInfo
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- CN210033581U CN210033581U CN201920950775.3U CN201920950775U CN210033581U CN 210033581 U CN210033581 U CN 210033581U CN 201920950775 U CN201920950775 U CN 201920950775U CN 210033581 U CN210033581 U CN 210033581U
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Abstract
The utility model provides an engine exhaust aftertreatment control system is applied to the processing behind the tail gas. The utility model discloses to power at 75kW to 560 kW's diesel engine, utilize the several sensor of installation to monitor the equipment behavior in the tail gas aftertreatment ware in the system. The utility model discloses engine exhaust aftertreatment control system includes tail gas aftertreatment ware, engine electrical unit, diesel oil injection apparatus, urea injection apparatus, aftertreatment electrical unit. The utility model discloses according to the operating mode parameter of different sensor measured values and engine, based on the data model who marks in advance, accomplish four functions of DPF initiative regeneration control, DPF deposition clearance, SCR urea injection control and system failure diagnosis. The utility model provides a differential pressure sensor because of receiving the unstable, undulant big condition of differential pressure value that multiple factor influence leads to, has strengthened tail gas aftertreatment system control strategy's robustness, and to a great extent reduces the erroneous judgement of regeneration to reduce improper initiative regeneration operation, fuel economy.
Description
Technical Field
The utility model belongs to the technical field of diesel engine, be applied to tail gas aftertreatment system, mainly relate to exhaust emission control technology route "DOC + DPF + SCR".
Background
In order to meet the stricter and stricter diesel engine/vehicle exhaust emission standard, the engine technology of the diesel engine/vehicle needs to be innovated and improved, and meanwhile, the exhaust aftertreatment technology needs to be adopted, so that the emission value of pollutants is controlled in a reasonable interval, the pollution of the pollutants discharged by the diesel engine to the environment is reduced, the legal exhaust emission standard is met, and the environmental air quality is improved.
The technical requirement for controlling pollutant emission of non-road mobile machinery and a diesel engine installed with the non-road mobile machinery (a request draft) formulated by the environmental protection department increases the emission requirement of particle number PN, the emission result is not more than 5 multiplied by 1012#/kWh, and meanwhile, no obvious smoke can be seen during DPF regeneration, so that the non-road mobile machinery installed with a diesel engine from 37kW to 560kW is additionally provided with a wall-flow type particulate matter trap DPF. At present, a key technical route adopted from 37kW to 75kW is 'EGR + DOC + DPF'.
In the art, the english name of the device: DOC oxidation catalyst (Diesel oxidation catalyst), DPF Particulate trap (Diesel Particulate Filter), SCR Selective Catalytic Reduction (Selective Catalytic Reduction).
The process of engine control unit (ECU or aftertreatment control unit) making rapid oxidation removal of soot in DPF by changing the operating conditions of the engine and aftertreatment is called active regeneration. Active regeneration is divided into conventional active regeneration and low-temperature active regeneration according to the exhaust temperature at the DPF inlet in the regeneration process. The inlet temperature of the conventional active regeneration DPF is generally over 600 ℃, and the inlet temperature of the low-temperature active regeneration DPF is generally controlled below 500 ℃. In the conventional active regeneration process, the temperature of exhaust gas after engine vortex needs to be increased to more than 300 ℃, then HC is generated by oil injection of an HC injection system arranged on an exhaust pipe or in-cylinder post injection of a high-pressure common rail system, and the exhaust gas temperature is increased after oxidation on DOC. Low temperature active regeneration may increase exhaust temperature by using a throttle and an exhaust throttle.
The SCR system control strategy determines the injection amount of urea solution according to the working condition parameters of the engine, the state of the selective catalytic reduction device and the emission control target. The primary function of the control module is engine dependentThe operating condition of the catalyst and the state of the catalyst control the injection system to inject a proper amount of urea solution into the exhaust pipe. Large amount of ammonia (NH) can be stored due to SCR catalyst at low temperature3The ammonia is released in the process of sudden change from low temperature to high temperature, any closed-loop strategy in the process cannot be controlled, a good effect cannot be achieved only by adopting feedback control, and the existing nitrogen oxide (NOx) sensor has the problem of cross sensitivity to ammonia, namely NH can be converted in the presence of ammonia3As NOx, the measurement results are large, and there are some problems in using as closed-loop control. In the fourth European stage, the European SCR system adopts open-loop control, so that a good effect is achieved, the open-loop control is the basis of closed-loop control, the closed-loop control of the SCR system cannot completely replace open-loop control, and even if the closed-loop control system is adopted, a set of open-loop control strategy is used as a standby to prevent the sensor from failing.
Disclosure of Invention
The utility model aims at providing an engine exhaust aftertreatment control system that can solve above-mentioned problem.
In order to achieve the above purpose, the utility model adopts the technical scheme that:
the utility model provides an engine tail gas aftertreatment control system, which comprises a tail gas aftertreatment device, an engine electric control unit, a diesel injection device, a urea injection device and an aftertreatment electric control unit;
the tail gas post-processor is connected to the exhaust pipe, and the DOC, the DPF, the mixing cavity, the SCR and the silencer are sequentially packaged from front to back in the tail gas post-processor; a plurality of sensors are arranged on the tail gas post-processor; the injection head of the diesel injection device is arranged in an exhaust pipe at the front end of the DOC and injects diesel into the exhaust pipe; and an injection head of the urea injection device is arranged in the mixing cavity and injects urea into the mixing cavity positioned at the front end of the SCR.
The sensor comprises: a DOC front-stage temperature sensor, a DOC rear-stage temperature sensor, a DPF differential pressure sensor, an SCR front-stage temperature sensor, a NOx sensor and an SCR rear-stage temperature sensor; the DOC front-stage temperature sensor and the DOC rear-stage temperature sensor are respectively arranged at the front end and the rear end of the DOC; the DPF differential pressure sensor is provided with two sensors which are respectively arranged at the front end and the rear end of the DPF and used for detecting the differential pressure between the air inlet and the air outlet of the DPF; the SCR front-stage temperature sensor and the SCR rear-stage temperature sensor are respectively arranged at the front end and the rear end of the SCR; the NOx sensor is installed at the rear end of the silencer.
In the post-processing electric control unit, the main functional modules are as follows: the device comprises an MCU module, a data storage module, an A/D module, a power supply module, a CAN transmission module and a low-power driving module.
The power supply module is connected with a 12V or 24V direct current power supply device and supplies +5V power to the MCU module and supplies +5V power to the low-power driving module; the MCU module and the CAN transmission module establish physical bidirectional connection for transmitting and receiving data; the MCU module establishes physical connection with the low-power driving module and controls the driving of the low-power driving module; the MCU module establishes physical bidirectional connection with the data storage module, and writes fault codes and system operation key parameters into the data storage module or reads data from the data storage module through an SPI protocol; the MCU module and the A/D module are in physical connection, and the signals of the sensors of all channels are circularly acquired in real time; the low-power driving module is in physical connection with the urea injection device and provides electric energy for a heating pipe of the urea injection device; the CAN transmission module is in physical bidirectional connection with the urea injection device, the NOx sensor and the diesel injection device to send and receive data; the CAN transmission module also establishes physical bidirectional connection with the engine electric control unit 2 to send and receive data; the A/D module 20 is in physical connection with the DOC front-stage temperature sensor 3, the DOC rear-stage temperature sensor 4, the DPF differential pressure sensor 6, the SCR front-stage temperature sensor 8, the SCR rear-stage temperature sensor 14 and the environment temperature sensor 16, and collects analog signals of the sensors in real time.
The utility model has the advantages that:
an engine exhaust after-control processing system, to power at 75kW to 560 kW's diesel engine, utilize the several sensor of installation in the system to monitor the equipment behavior in the tail gas after-treatment ware, accomplish DPF initiative regeneration control, DPF deposition clearance warning, SCR urea injection control and system failure diagnosis function, to a great extent has improved calculation accuracy and execution efficiency. The method adopts a differential pressure dynamic integration and time-sharing comparison method for the DPF differential pressure sensor, solves the problems of unstable differential pressure value and large fluctuation of the differential pressure sensor caused by the influence of various factors, enhances the robustness of a control strategy of a tail gas aftertreatment system, and greatly reduces the misjudgment of regeneration, thereby reducing improper active regeneration operation, effectively controlling the emission value of pollutants in a reasonable interval, reducing the pollution of pollutants discharged by a non-road mobile mechanical diesel engine to the environment, meeting the legal tail gas emission standard, saving oil consumption, improving the quality of ambient air, and enabling the tail gas emission of the engine to meet the emission limit value requirement of regulations.
Drawings
FIG. 1 is a schematic view of an engine exhaust aftertreatment control system of the present invention;
fig. 2 is a schematic block diagram of the post-treatment control of engine exhaust according to the present invention.
The labels in the figure are: the device comprises an exhaust gas post-processor 1, an engine electronic control unit 2, a DOC front-stage temperature sensor 3, a DOC rear-stage temperature sensor 4, a diesel injection device 5, a DPF differential pressure sensor 6, a urea injection device 7, an SCR front-stage temperature sensor 8, a NOx sensor 9, a DOC10, a DPF11, a mixing chamber 12, an SCR13, an SCR rear-stage temperature sensor 14, a silencer 15, an ambient temperature sensor 16, a post-processing electronic control unit 17, an MCU module 18, a data storage module 19, an A/D module 20, a power supply module 21, a CAN transmission module 22 and a low-power driving module 23.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more clear and intuitive, the following will combine fig. 1 and fig. 2 in the present invention, and it is right to perform clear and complete description of the present invention.
The utility model provides an engine exhaust aftertreatment control system, including exhaust aftertreatment ware 1, engine electrical unit 2, diesel injection device 5, urea injection device 7, aftertreatment electrical unit 17.
The exhaust gas post-processor 1 is connected to an exhaust pipe. In the exhaust gas aftertreatment device 1, the DOC10, the DPF11, the mixing chamber 12, the SCR13, and the muffler device 15 are sequentially packaged from front to rear. Several sensors are installed on the exhaust gas post-processor 1. The injector head of the diesel injection device 5 is mounted in the exhaust pipe at the front end of the DOC10, and injects diesel into the exhaust pipe. The injection head of the urea injection device 7 is arranged in the mixing cavity 12 and injects urea into the mixing cavity 12 at the front end of the SCR 13.
The sensor comprises: DOC preceding stage temperature sensor 3, DOC subsequent stage temperature sensor 4, DPF differential pressure sensor 6, SCR preceding stage temperature sensor 8, NOx sensor 9 (nitrogen oxide sensor), SCR subsequent stage temperature sensor 14. An ambient temperature sensor 16 is also included. The DOC front-stage temperature sensor 3 and the DOC rear-stage temperature sensor 4 are respectively arranged at the front end and the rear end of the DOC 10; the DPF differential pressure sensor 6 is provided with two sensors which are respectively arranged at the front end and the rear end of the DPF11 and used for detecting the differential pressure between the air inlet and the air outlet of the DPF 11; an SCR front-stage temperature sensor 8 and an SCR rear-stage temperature sensor 14 are respectively arranged at the front end and the rear end of the SCR 13; the NOx sensor 9 is arranged at the rear end of the silencer 15; the ambient temperature sensor 16 is mounted outside the exhaust gas aftertreatment device 1.
In the post-processing electronic control unit 17, the main functional modules are: an MCU module 18 (MCU: MicroController Unit), a data storage module 19, an A/D module 20, a power supply module 21, a CAN transmission module 22 (CAN: Controller Area Network), and a low power driving module 23. The power module 21 is connected to a 12V or 24V dc power supply, and supplies +5V power to the MCU module 18 and +5V power to the low power driving module 23. The MCU module 18 and the CAN transmission module 22 establish a physical bidirectional connection and transmit and receive data via SAE J1939 CAN communication protocol. The MCU module 18 establishes a physical connection with the low power driving module 23 and controls driving of the low power driving module 23. The MCU module 18 establishes a physical bidirectional connection with the data storage module 19, and writes fault codes and system operation key parameters into the data storage module 19 or reads data from the data storage module 19 through an SPI protocol. The MCU module 18 establishes physical connection with the A/D module 20, and circularly acquires the sensor signals of each channel in real time. The low power driving module 23 establishes a physical connection with the urea injection device 7 to provide electrical energy to the heating pipes of the urea injection device 7. CAN transmission module 22 establishes a physical bidirectional connection with urea injection device 7, NOx sensor 9, diesel injection device 5, and transmits and receives data via SAE J1939 CAN communication protocol. The CAN transmission module 22 also establishes physical bidirectional connection with the engine electronic control unit 2, and transmits and receives data through SAE J1939 CAN communication protocol. The A/D module 20 is in physical connection with the DOC front-stage temperature sensor 3, the DOC rear-stage temperature sensor 4, the DPF differential pressure sensor 6, the SCR front-stage temperature sensor 8, the SCR rear-stage temperature sensor 14 and the environment temperature sensor 16, and collects analog signals of the sensors in real time.
The main chip of the MCU module 18 adopts a MC9S12X type singlechip.
The CAN bus driver adopted by the main chip of the CAN transmission module 22 is the current mainstream chip TJA 1040.
The model of the Power Module 21 is PKV 3211P 1 DC/DC Power Module.
The data storage module 19 adopts a model 25AA256/25LC256 SPI Serial EEPROM of a main chip.
The a/D module 20 is of model ICL7104, and the chip is a 16-bit double-integral analog/digital converter.
The above module types are only examples, and in fact, other types of modules with the same functions can be used.
The utility model discloses engine exhaust aftertreatment's control is the operating mode parameter according to different sensor measured values and engine, based on the data model who marks in advance, accomplishes four functions of DPF initiative regeneration control, DPF deposition clearance, SCR urea injection control and system failure diagnosis.
The following description will be made immediately around these four functions:
(1) DPF active regeneration control
The carbon loading in the DPF reaches 5g/L, the exhaust resistance is increased enough to influence the oil consumption of the engine, and the engine electronic control unit 2 or the post-treatment electronic control unit 17 enables the process of quickly oxidizing and removing the carbon smoke in the DPF to be called DPF active regeneration by changing the working states of the engine and the post-treatment. And repeatedly calculating the temperature difference between the front and the back of the DOC through the measured value of the DOC front-stage temperature sensor 3 and the measured value of the DOC back-stage temperature sensor 4 in the DPF active regeneration process, and calculating to obtain the fuel injection quantity based on the temperature difference between the front and the back of the DOC of the catalytic oxidizer and a pre-injection diesel model. The measured value of the DOC subsequent stage temperature sensor 4 is controlled at 600 to 650 ℃.
The urea injection amount is controlled based on an engine NOx emission model, an SCR characteristic model, a urea injection amount algorithm, and an average temperature of the SCR (average temperature of an actual measurement value of the SCR front stage temperature sensor 8 and an actual measurement value of the SCR rear stage temperature sensor 14). And when the average temperature of the SCR is 200-300 ℃, adopting a low-temperature urea injection strategy, and when the average temperature of the SCR is more than 300 ℃, adopting a high-temperature urea injection strategy.
In the regeneration process of the DPF, the A/D module 20 and the MCU module 18 are used for obtaining the measured value of the DOC rear-stage temperature sensor 4 in real time, if the measured value is less than 600 ℃, the diesel injection device 5 is required to be controlled to inject a proper amount of diesel into the exhaust pipe of the engine exhaust so as to improve the HC (hydrocarbon carbide) concentration of the exhaust, the oxidation reaction degree of the DOC10 is enhanced, the heat value released by the oxidation reaction of the DOC10 on the HC is high, the concentration is high, and therefore the outlet temperature of the DOC10 is improved and can be as high as about 650 ℃. The diesel injection device 5 specifically controls: the measured values of the DOC front-stage temperature sensor 3 and the DOC rear-stage temperature sensor 4 are obtained in real time through the A/D module 20 and the MCU module 18, the difference value of the temperatures of two ends of the DOC10 is calculated, then the regeneration pilot injection quantity is calculated and obtained based on the difference value of the temperatures of two ends of the oxidation catalyst DOC10 and the regeneration injection model in the MCU module 18, and the DPF control strategy in the MCU module 18 controls the diesel injection device 5 to inject diesel with the regeneration pilot injection quantity value into the exhaust pipe of the engine tail gas so as to improve the HC concentration of the tail gas.
When the measured value of the DOC post-stage temperature sensor 4 is more than or equal to 650 ℃, the diesel injection device 5 is controlled to stop injecting oil, so that the phenomenon that the DPF carrier is burnt due to overhigh internal temperature is prevented, and the reliability and the durability of the DPF are reduced. When the measured value of the DOC rear-stage temperature sensor 4 is more than or equal to 600 ℃, the regeneration process of the DPF11 is started, at this time, the DPF11 traps the accumulated soot and oxidizes and burns the soot at high temperature into gaseous substances to be discharged, so that the regeneration of the DPF is realized, and the DPF regeneration can be completed by controlling the inlet airflow temperature of the DPF at 600 ℃ to 650 ℃ and continuing for 25 to 30 minutes by the DPF algorithm strategy and the DPF control strategy in the MCU module 18. The periodic DPF active regeneration operation is completed by the cyclic operation.
(2) DPF dust deposition cleaning
The soot trapped in the accumulated particulate matter by the DPF11 can be removed by DPF active regeneration, but after DPF active regeneration, ash formed by incombustible components (mainly metal oxide formed after the combustion of lubricating oil additive) is retained in the DPF11, and the accumulated ash is accumulated to 30g/L, which causes excessive resistance to DPF airflow, and the engine back pressure is increased, so that the engine working performance is reduced. Periodic DPF ash clean-up, an operation to periodically clean up the accumulated ash in the DPF11, is required. The judgment of the cleaning time of the accumulated dust of the DPF is a very important link. The DPF soot deposition cleaning time judgment method comprises the following steps: firstly, the soot deposition amount in the DPF11 is estimated in real time based on a DPF soot deposition amount prediction model in the MCU module 18, then whether the soot deposition amount set by the DPF11 exceeds a preset limit value 270g is judged based on a DPF control strategy in the MCU module 18, and if the soot deposition amount estimated by the DPF11 is greater than or equal to 270g, an alarm is given, and the particulate trap DPF11 needs to be detached and soot cleaning operation needs to be carried out. The periodic DPF deposition cleaning operation is completed by the cyclic operation.
(3) SCR urea injection control
SCR is a selective catalytic reduction technology, urea is mainly used as a reducing agent, and nitrogen oxides in tail gas are reduced into nitrogen and water under the reducing action of a selective catalyst, so that the aim of reducing NOx emission is fulfilled. The SCR13 is a carrier coated with a catalyst, and the urea injection device 7 injects a mist of urea aqueous solution into the mixing chamber 12 as a reducing agent. The urea injection device 7 injects the atomized urea aqueous solution into the mixing chamber 12, the amount of urea injected is critical, if the amount of urea injected is too low, the urea injection device cannot achieve an ideal NOx emission reduction effect, and if the amount of urea injected is too high, NH may be caused instead3Causing new contamination. Since the SCR13 has different NOx conversion efficiency according to the SCR mean temperature of the catalyst, the SCR control strategy in the MCU module 18 is divided intoThe method comprises two parts of an SCR low-temperature control strategy and an SCR high-temperature control strategy. The SCR mean temperature is measured values of the SCR front-stage temperature sensor 8 and the SCR rear-stage temperature sensor 14 obtained by the a/D module 20 and the MCU module 18 in real time, and is an important basis for determining whether to adopt an SCR low-temperature control strategy or an SCR high-temperature control strategy.
When the average SCR temperature is between 200 ℃ and 300 ℃, an SCR low-temperature control strategy is adopted, and the method specifically comprises the following steps: firstly, the real-time running condition parameters of the engine read by the engine electronic control unit 2 are obtained in real time through the CAN transmission module 22 and the MCU module 18: the current urea aqueous solution injection amount is estimated in real time based on an SCR algorithm strategy in the MCU module 18 through engine NOx original emission model data in the MCU module 18 and SCR characteristic model data in the MCU module 18 according to the rotating speed, the accelerator opening, the pressure of an air inlet main pipe, the temperature of the air inlet main pipe and the torque. And when the average temperature is less than 200 ℃, the SCR control strategy function module in the MCU module 18 controls the urea injection device 7 to stop the injection action.
When the average temperature of the SCR is more than 300 ℃, an SCR high-temperature control strategy is adopted, and the method specifically comprises the following steps: firstly, the real-time running condition parameters of the engine read by the engine electronic control unit 2 are obtained in real time through the CAN transmission module 22 and the MCU module 18: the current urea aqueous solution injection amount is estimated in real time based on an SCR algorithm strategy in the MCU module 18 through engine NOx original emission model data in the MCU module 18 and SCR characteristic model data in the MCU module 18 according to the rotating speed, the accelerator opening, the pressure of an air inlet main pipe, the temperature of the air inlet main pipe and the torque.
And an SCR control strategy function module in the MCU module 18 controls the urea injection device 7 to continuously inject the atomized urea water solution into the mixing cavity 12, wherein the specific injection amount is the urea water solution injection amount value estimated in real time.
In the execution process of the SCR control strategy functional module, the NOx concentration value of the exhaust gas actually measured and discharged by the NOx sensor 9 is obtained through the A/D module 20 and the MCU module 18 and is used as an important feedback parameter in the SCR control strategy, and the amount of the urea aqueous solution sprayed by the urea spraying device 7 is adjusted based on a urea spraying amount algorithm in the MCU module 18.
(4) System fault diagnosis
And monitoring the working state of each temperature sensor, storing the fault code into an EEPROM (electrically erasable programmable read-only memory) in the data storage module 19 once the fault is monitored, and reading the fault code from the EEPROM in the data storage module 19 when fault maintenance is carried out in the future.
a) When the actual measured value of the temperature sensor is always kept at minus 40 ℃, the temperature sensor is regarded as short-circuit fault; when the measured value of the temperature sensor is always kept at 1000 ℃, the circuit breaking fault is considered.
b) Heating control of the urea injection device: the actual measurement value of the environment temperature sensor 16 is obtained through the A/D module 20 and the MCU module 18, and when the actual measurement value of the environment temperature sensor 16 is lower than-5 ℃, the MCU module 18 controls the low-power driving module 23 to open the heating electromagnetic valve of the urea injection device 7 to start heating, so as to prevent the vehicle urea aqueous solution from crystallizing; when the measured value of the ambient temperature sensor 16 is greater than 0 ℃, the MCU module 18 controls the low-power driving module 23 to close the heating solenoid valve of the urea injection device 7 to stop heating.
c) The silencing device 15 is used for reducing noise caused by exhaust emission, and the measured noise value at the position 1 m away from the final exhaust emission port is not more than 85dBA, so that the requirement of the environmental noise emission standard is met.
The above embodiments are only used for illustrating the technical solution of the present invention, and not for limiting the same; although the present invention has been described in detail with reference to the above embodiments, it will be readily understood by those skilled in the art; but it can still modify the technical solutions described in the above embodiments, or equally replace some of the technical features; such modifications and substitutions do not depart from the spirit and scope of the present invention.
Claims (6)
1. An engine tail gas aftertreatment control system is characterized by comprising a tail gas aftertreatment device, an engine electric control unit, a diesel injection device, a urea injection device and an aftertreatment electric control unit;
the tail gas post-processor is connected to the exhaust pipe, and the DOC, the DPF, the mixing cavity, the SCR and the silencer are sequentially packaged from front to back in the tail gas post-processor; a plurality of sensors are arranged on the tail gas post-processor; the injection head of the diesel injection device is arranged in an exhaust pipe at the front end of the DOC and injects diesel into the exhaust pipe; and an injection head of the urea injection device is arranged in the mixing cavity and injects urea into the mixing cavity positioned at the front end of the SCR.
2. The engine exhaust aftertreatment control system of claim 1, wherein the sensor comprises: a DOC front-stage temperature sensor, a DOC rear-stage temperature sensor, a DPF differential pressure sensor, an SCR front-stage temperature sensor, a NOx sensor and an SCR rear-stage temperature sensor; the DOC front-stage temperature sensor and the DOC rear-stage temperature sensor are respectively arranged at the front end and the rear end of the DOC; the DPF differential pressure sensor is provided with two sensors which are respectively arranged at the front end and the rear end of the DPF and used for detecting the differential pressure between the air inlet and the air outlet of the DPF; the SCR front-stage temperature sensor and the SCR rear-stage temperature sensor are respectively arranged at the front end and the rear end of the SCR; the NOx sensor is installed at the rear end of the silencer.
3. The engine exhaust aftertreatment control system of claim 1, wherein the aftertreatment electronic control unit comprises the following main functional modules: the device comprises an MCU module, a data storage module, an A/D module, a power supply module, a CAN transmission module and a low-power driving module.
4. The engine exhaust aftertreatment control system of claim 3, wherein the power module is connected to a 12V or 24V DC power supply to provide +5V power to the MCU module and +5V power to the low power driver module; the MCU module and the CAN transmission module establish physical bidirectional connection for transmitting and receiving data; the MCU module establishes physical connection with the low-power driving module and controls the driving of the low-power driving module; the MCU module establishes physical bidirectional connection with the data storage module, and writes fault codes and system operation key parameters into the data storage module or reads data from the data storage module through an SPI protocol; the MCU module and the A/D module are in physical connection, and the signals of the sensors of all channels are circularly acquired in real time; the low-power driving module is in physical connection with the urea injection device and provides electric energy for a heating pipe of the urea injection device; the CAN transmission module is in physical bidirectional connection with the urea injection device, the NOx sensor and the diesel injection device to send and receive data; the CAN transmission module also establishes physical bidirectional connection with an engine electric control unit (2) to send and receive data; the A/D module (20) is in physical connection with the DOC front-stage temperature sensor (3), the DOC rear-stage temperature sensor (4), the DPF differential pressure sensor (6), the SCR front-stage temperature sensor (8), the SCR rear-stage temperature sensor (14) and the environment temperature sensor (16), and analog signals of the sensors are collected in real time.
5. The engine exhaust aftertreatment control system of claim 3, wherein the MCU module main chip is a MC9S12X type single chip microcomputer; the CAN bus driver adopted by the CAN transmission module main chip is the current main chip TJA 1040; the data storage module main chip adopts a model 25AA256/25LC256 SPI Serial EEPROM; the model ICL7104 adopted by the A/D module is a 16-bit double-integral analog/digital converter; the Power Module adopts a model of PKV 3211P 1 DC/DC Power Module.
6. The engine exhaust aftertreatment control system of claim 1 or 2, wherein the sensor further comprises an ambient temperature sensor, the ambient temperature sensor being mounted external to the exhaust aftertreatment device.
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110206623A (en) * | 2019-06-25 | 2019-09-06 | 三河市科达科技有限公司 | A kind of motor exhaust post-processing control system and control method |
| CN111520219A (en) * | 2020-03-31 | 2020-08-11 | 潍柴动力股份有限公司 | Method and device for judging soot cleaning of DPF of engine |
| CN113669143A (en) * | 2021-09-24 | 2021-11-19 | 一汽解放汽车有限公司 | Performance detection method, detection device and medium for tail gas aftertreatment system |
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2019
- 2019-06-25 CN CN201920950775.3U patent/CN210033581U/en active Active
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110206623A (en) * | 2019-06-25 | 2019-09-06 | 三河市科达科技有限公司 | A kind of motor exhaust post-processing control system and control method |
| CN111520219A (en) * | 2020-03-31 | 2020-08-11 | 潍柴动力股份有限公司 | Method and device for judging soot cleaning of DPF of engine |
| CN113669143A (en) * | 2021-09-24 | 2021-11-19 | 一汽解放汽车有限公司 | Performance detection method, detection device and medium for tail gas aftertreatment system |
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