CN216429736U - Temperature control system during DPF regeneration - Google Patents
Temperature control system during DPF regeneration Download PDFInfo
- Publication number
- CN216429736U CN216429736U CN202123407687.5U CN202123407687U CN216429736U CN 216429736 U CN216429736 U CN 216429736U CN 202123407687 U CN202123407687 U CN 202123407687U CN 216429736 U CN216429736 U CN 216429736U
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- Prior art keywords
- dpf
- carbon dioxide
- engine
- temperature
- exhaust
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- 230000008929 regeneration Effects 0.000 title claims abstract description 31
- 238000011069 regeneration method Methods 0.000 title claims abstract description 31
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 claims abstract description 80
- 229910002092 carbon dioxide Inorganic materials 0.000 claims abstract description 40
- 239000001569 carbon dioxide Substances 0.000 claims abstract description 40
- 238000002347 injection Methods 0.000 claims abstract description 16
- 239000007924 injection Substances 0.000 claims abstract description 16
- 239000013618 particulate matter Substances 0.000 claims abstract description 7
- 238000011144 upstream manufacturing Methods 0.000 abstract description 5
- 239000007789 gas Substances 0.000 description 17
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 7
- 238000002485 combustion reaction Methods 0.000 description 7
- 239000001301 oxygen Substances 0.000 description 7
- 229910052760 oxygen Inorganic materials 0.000 description 7
- 238000000034 method Methods 0.000 description 6
- 238000005516 engineering process Methods 0.000 description 5
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 5
- 239000007864 aqueous solution Substances 0.000 description 2
- 239000000295 fuel oil Substances 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000000630 rising effect Effects 0.000 description 2
- XSQUKJJJFZCRTK-UHFFFAOYSA-N Urea Chemical compound NC(N)=O XSQUKJJJFZCRTK-UHFFFAOYSA-N 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 239000004202 carbamide Substances 0.000 description 1
- 239000000969 carrier Substances 0.000 description 1
- 238000010531 catalytic reduction reaction Methods 0.000 description 1
- 239000000919 ceramic Substances 0.000 description 1
- 238000009833 condensation Methods 0.000 description 1
- 230000005494 condensation Effects 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 230000008021 deposition Effects 0.000 description 1
- 230000002542 deteriorative effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000001704 evaporation Methods 0.000 description 1
- 230000008020 evaporation Effects 0.000 description 1
- 238000011049 filling Methods 0.000 description 1
- 230000017525 heat dissipation Effects 0.000 description 1
- 230000003647 oxidation Effects 0.000 description 1
- 238000007254 oxidation reaction Methods 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
- 239000007921 spray Substances 0.000 description 1
- 239000000758 substrate Substances 0.000 description 1
- 238000009834 vaporization Methods 0.000 description 1
- 230000008016 vaporization Effects 0.000 description 1
Images
Classifications
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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
- Processes For Solid Components From Exhaust (AREA)
Abstract
The utility model provides a temperature control system during DPF regeneration, including engine and ECU, be provided with the DPF of catching engine emission particulate matter on the exhaust pipe way of engine, the upstream of engine exhaust pipe way DPF sets up carbon dioxide injection pipeline, carbon dioxide injection pipeline injects carbon dioxide for the DPF, the low reaches of exhaust pipe way DPF sets up temperature sensor, engine intake pipe upper reaches are equipped with the air throttle of control air input and the flow sensor who detects air intake speed, carbon dioxide injection pipeline even has the carbon dioxide gas pitcher, the mouth of irritating of carbon dioxide gas pitcher is equipped with the solenoid valve, ECU and engine, DPF, temperature sensor, solenoid valve, air throttle and air intake flow sensor all electric connection, the utility model discloses can effectively solve in the vehicle exhaust after-treatment system during DPF active regeneration carrier temperature rise range difficult control, the damage of the DPF carrier caused by overhigh temperature improves the service life of the DPF.
Description
Technical Field
The utility model relates to a vehicle exhaust aftertreatment technical field especially relates to a temperature control system during DPF regeneration.
Background
A DPF, or particulate trap, is a ceramic filter installed in the exhaust system of a diesel engine that traps engine particulates before they enter the atmosphere, reducing the emission of engine particulates. However, after the DPF is used for a certain period of time, particulate matter adheres to the surface of the DPF, and the flow of engine exhaust gas is affected, thereby deteriorating the economical efficiency thereof. The general DPF active regeneration technology is a thermal regeneration technology, namely fuel oil post-injection or fuel oil injection combustion through a burner is adopted, the exhaust temperature is increased to reach the ignition point of particulate matters (550-600 ℃), and the particulate matters attached to the surface of the DPF are burnt. Since the DPF carrier temperature rises during the DPF regeneration process and burning of the DPF carrier occurs when the temperature is too high, the temperature during the DPF regeneration must be controlled.
In the existing exhaust temperature control technology, some exhaust temperature control technologies adopt the mode that water or urea aqueous solution is sprayed into an exhaust pipe, and the exhaust temperature is reduced by utilizing vaporization and heat dissipation of water; some turbines introduce fresh normal-temperature air, and introduce air with lower temperature into an exhaust pipe to be mixed with high-temperature exhaust gas, so that the aim of reducing the exhaust temperature is fulfilled; there is also a method of providing a throttle valve in the intake pipe.
The first two exhaust temperature control methods are mainly used for the diesel engine to control NOXTemperature control of a Selective Catalytic Reduction (SCR) substrate is performed. The method in which the exhaust pipe sprays the aqueous solution is complex in system,the cost is high, and because the space of blast pipe is limited for the evaporation that influences water is touched the wall condensation by the water of nozzle spun and is influenced water, and the cooling effect is limited. The method of introducing fresh air has the problems of difficult matching of the air compressor and high system cost caused by large change of the working rotating speed of the diesel engine and large change of the required fresh air amount. The method of providing a throttle in the inlet line is mainly used to increase the inlet temperature for CH oxidation conditions. Therefore, an effective low-cost technology is urgently needed to control the combustion rate of particulate matters during the active regeneration of the DPF of the diesel engine, so that the temperature runaway caused by the overhigh combustion rate is avoided, and the DPF carrier is protected.
SUMMERY OF THE UTILITY MODEL
The to-be-solved technical problem of the utility model is: the temperature control system during DPF regeneration can effectively solve the problems that the rising range of the temperature of a carrier is difficult to control during DPF active regeneration in a vehicle exhaust aftertreatment system, and the DPF carrier is damaged due to overhigh temperature, and the service life of the DPF is prolonged.
In order to realize the purpose, the utility model discloses a technical scheme is: the utility model provides a temperature control system during DPF regeneration, includes engine and ECU, be provided with the DPF of catching engine emission particulate matter on the exhaust pipe way of engine, the upstream of engine exhaust pipe way DPF sets up carbon dioxide injection pipeline, carbon dioxide injection pipeline injects the carbon dioxide for the DPF, exhaust pipe says that the low reaches of DPF sets up temperature sensor, engine intake pipe upper reaches is equipped with the throttle valve of control air input and detects the flow sensor of intake velocity, carbon dioxide injection pipeline even has the carbon dioxide gas pitcher, the mouth of irritating of carbon dioxide gas pitcher is equipped with the solenoid valve, ECU and engine, DPF, temperature sensor, solenoid valve, throttle valve and the equal electric connection of intake flow sensor.
Preferably, the temperature sensor is provided with a plurality of temperature measuring points.
Preferably, the number of the temperature measuring points is five, one of the temperature measuring points is located at the center of the exhaust pipeline, the distance between the other four temperature measuring points and the center of the exhaust pipeline is half of the radius of the exhaust pipeline, and the five temperature measuring points are arranged in a crossed manner.
Preferably, the carbon dioxide gas tank is detachably arranged at the bottom of the automobile.
Preferably, the carbon dioxide gas tank is a inflatable carbon dioxide gas tank.
According to the technical scheme, the beneficial effects of the utility model are that:
the utility model can regulate and control the air inlet and the air outlet of the engine, namely, the oxygen amount in the air inlet is controlled, the carbon dioxide content in the air outlet is increased, and the amount of fresh air entering the cylinder is reduced by reducing the opening degree of the throttle valve, so that the oxygen content in the exhaust pipe is reduced during the air outlet; inject high-pressure carbon dioxide into the exhaust through opening the solenoid valve, make the oxygen concentration in the exhaust further reduce, the burning rate of particulate matter when controlling DPF regeneration effectively to the temperature of DPF carrier during control regeneration, because of the problem of the too high damage DPF of temperature during DPF regeneration among the solution prior art, the realization is to the protection of DPF carrier.
Drawings
Fig. 1 is a schematic structural view of the present invention;
fig. 2 is a circuit connection diagram of the present invention.
The labels in the figure are: 1. the system comprises a throttle valve, 2, an air inlet pipeline, 3, an engine, 4, an exhaust pipeline, 5, a DPF, 6, a carbon dioxide injection pipeline, 7, an electromagnetic valve, 8 and a carbon dioxide gas tank.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
As shown in fig. 1 and 2, a temperature control system during DPF regeneration comprises an engine 3 and an ECU, a DPF5 for trapping particulate matters discharged from the engine 3 is arranged on an exhaust pipeline of the engine 3, a throttle valve 1 is added at the upstream of an air inlet pipeline 2 of the engine 3 to control the air intake amount, a carbon dioxide injection pipeline 6 is arranged at the upstream of a DPF5 in the exhaust pipeline of the engine 3 to improve the concentration of carbon dioxide in exhaust gas, and the combustion rate of the particulate matters during regeneration of the DPF5 is reduced to control the carrier temperature during active regeneration of the DPF5, thereby solving the problem that the carrier of the DPF5 is damaged due to overhigh temperature during regeneration of the DPF5 in the prior art.
An intake flow sensor is arranged on the upstream of the intake pipeline 2 of the engine 3, and the flow sensor detects the flow of air in the intake pipeline 2 in real time. The carbon dioxide injection pipeline 6 is connected with a carbon dioxide gas tank 8, a filling opening of the carbon dioxide gas tank 8 is provided with an electromagnetic valve 7, and the electromagnetic valve 7 controls the carbon dioxide gas tank 8 to be opened and closed. The carbon dioxide gas tank 8 is detachably arranged at the bottom of the automobile, and the carbon dioxide gas tank 8 is an inflatable carbon dioxide gas tank 8. The ECU is electrically connected with the engine 3, the DPF5, the temperature sensor, the electromagnetic valve 7, the throttle valve 1 and the intake air flow sensor.
The exhaust pipeline 4 at the downstream of the DPF5 is provided with five temperature sensors, one temperature measuring point is positioned at the center of the exhaust pipeline, the distance between the other four temperature measuring points and the center of the exhaust pipeline is half of the radius of the exhaust pipeline, and the five temperature measuring points are arranged in a cross shape, so that the different temperature rising amplitudes of different positions of a carrier during regeneration caused by uneven deposition of particulate matters in the DPF5 are avoided. When the exhaust temperature of any one measuring point exceeds a set value, the ECU sends out a control signal to control the opening degree of the throttle valve 1 and the opening time and the opening duration of the carbon dioxide electromagnetic valve 7. The oxygen concentration in the exhaust pipe during regeneration of the DPF5 is controlled to control the combustion rate during regeneration of particulate matter deposited on the DPF5, thereby controlling the temperature of the carrier during regeneration of the DPF 5.
During the active regeneration of the DPF5, if the engine 3 suddenly shifts to an idle condition, and under the condition of no intake throttling, the excess air ratio is large, sufficient oxygen accelerates the combustion of particulate matters, which easily causes the temperature of the carrier to be too high. When the exhaust temperature at any measuring point in the exhaust pipe behind the DPF5 exceeds a set value, the ECU sends out a control signal for reducing the opening degree of the air inlet through analysis and judgment of the exhaust temperature value and the air inlet flow rate, so that the air inlet excess air coefficient is reduced to about 2, and the oxygen amount in the exhaust gas is reduced by reducing the amount of fresh air entering a cylinder under the condition of basically not influencing the idling performance of the diesel engine. An appropriate amount of carbon dioxide gas is introduced by opening solenoid valve 7 in carbon dioxide injection line 6 before DPF5 to further reduce the oxygen concentration entering DPF5 and reduce the combustion rate of particulate matter deposited in DPF5 during active regeneration, thereby avoiding failure of DPF5 carriers due to excessive temperatures.
It should be noted that the above embodiments are only used to illustrate the present invention, but the present invention is not limited to the above embodiments, and any simple modification, equivalent change and modification made to the above embodiments by the technical essence of the present invention all fall into the protection scope of the present invention.
Claims (5)
1. A temperature control system during DPF regeneration, comprising an engine (3) and an ECU, said engine (3) being provided with a DPF (5) on an exhaust line thereof for trapping particulate matter discharged from the engine (3), characterized in that: the upper reaches of engine (3) exhaust pipe DPF (5) set up carbon dioxide injection pipeline (6), carbon dioxide injection pipeline (6) are DPF (5) injection carbon dioxide, the low reaches of exhaust pipe DPF (5) set up temperature sensor, engine (3) admission line (2) upper reaches are equipped with throttle valve (1) of control air input and detect the flow sensor of intake velocity, carbon dioxide injection pipeline (6) even have carbon dioxide gas pitcher (8), the mouth of irritating of carbon dioxide gas pitcher (8) is equipped with solenoid valve (7), ECU and engine (3), DPF (5), temperature sensor, solenoid valve (7), throttle valve (1) and the equal electric connection of intake flow sensor.
2. A system for temperature control during DPF regeneration according to claim 1, wherein: the temperature sensor is provided with a plurality of temperature measuring points.
3. A system for temperature control during DPF regeneration according to claim 2, wherein: the exhaust pipeline temperature measuring device comprises five temperature measuring points, wherein one temperature measuring point is located at the center of the exhaust pipeline, the distance between the other four temperature measuring points and the center of the exhaust pipeline is half of the radius of the exhaust pipeline, and the five temperature measuring points are arranged in a cross shape.
4. A system for temperature control during DPF regeneration according to claim 1, wherein: the carbon dioxide gas tank (8) is detachably arranged at the bottom of the automobile.
5. A system for temperature control during DPF regeneration according to claim 1, wherein: the carbon dioxide gas tank (8) is an inflatable carbon dioxide gas tank (8).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202123407687.5U CN216429736U (en) | 2021-12-31 | 2021-12-31 | Temperature control system during DPF regeneration |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202123407687.5U CN216429736U (en) | 2021-12-31 | 2021-12-31 | Temperature control system during DPF regeneration |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN216429736U true CN216429736U (en) | 2022-05-03 |
Family
ID=81321212
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202123407687.5U Expired - Fee Related CN216429736U (en) | 2021-12-31 | 2021-12-31 | Temperature control system during DPF regeneration |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN216429736U (en) |
-
2021
- 2021-12-31 CN CN202123407687.5U patent/CN216429736U/en not_active Expired - Fee Related
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| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20220503 |