CN107762653A - Diesel oxidation catalyst temperature control system - Google Patents
Diesel oxidation catalyst temperature control system Download PDFInfo
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- CN107762653A CN107762653A CN201710934342.4A CN201710934342A CN107762653A CN 107762653 A CN107762653 A CN 107762653A CN 201710934342 A CN201710934342 A CN 201710934342A CN 107762653 A CN107762653 A CN 107762653A
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- choke valve
- temperature
- oxidation catalyzer
- control system
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/401—Controlling injection timing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D2041/0022—Controlling intake air for diesel engines by throttle control
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0404—Throttle position
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0802—Temperature of the exhaust gas treatment apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Processes For Solid Components From Exhaust (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
The present invention provides a kind of diesel oxidation catalyst temperature control system, including：Oxidation catalyzer, choke valve, ECU；ECU improves diesel engine row's temperature, to cause oxidation catalyzer temperature to reach initiation temperature by arranging temperature control system；Row's temperature control system includes：（One）First, diesel engine row's temperature is improved by postponing main jet；（Two）Then, the closely rear distributive value of oxidation catalyzer entrance actual temperature feedback control and air inflow regulated quantity measured according to oxidation catalyzer inlet temperature sensor, when oxidation catalyzer entrance actual temperature is less than oxidation catalyzer entrance target temperature, pay the utmost attention to reduce air inflow, when oxidation catalyzer entrance actual temperature is more than oxidation catalyzer entrance target temperature, pay the utmost attention to reduce nearly rear distributive value；（Three）Finally, the control of air inflow is realized by choke valve model cootrol throttle valve opening.The present invention reduces the consumption of fuel oil while engine row's temperature effectively control.
Description
Technical field
The present invention relates to diesel engine after treatment control field, especially a kind of oxidation catalyzer DOC temperature control system.
Background technology
The regeneration exhaust heating of cyclic regeneration type diesel particulate filter device is disclosed in Chinese patent CN103883380A
Method.This method is to increase by one parallel with charge air cooler after turbocharger to be connected engine air inlet tube and cylinder
Bypass passageways, divide at mouth installation by-passing valve in bypass passageways and charge air cooler, for controlling air inlet in engine air inlet tube to flow to.
When dpf regeneration, ECU is adjusted according to DOC upstream temperatures bypasses valve opening, and the air inlet after partial boost does not enter through supercooling
Cylinder, intake air temperature is improved, so that engine row's temperature is improved.
The method of raising engine row's temperature not only increases the complexity of structure, and passes through raising when its row of raising is warm
Intake air temperature is come what is realized, and too high intake air temperature can influence cooling effect of the air inlet to engine part, so as to influence to start
Machine performance.
Exhaust-gas temperature rising method disclosed in Chinese patent CN103883380A is that engine warms are divided into two stages, when
Carry out first stage heating temperature can produce white cigarette when relatively low when, its temperature-boosting measure be using multi-injection and air-breathing throttling and
The not row's of raising temperature by the way of being sprayed after increasing, prevents the generation of white cigarette.After temperature has exceeded threshold value, sprayed after newly increasing to control
Delivery temperature processed.
The temperature-boosting measure used in the patent is all the method generally acknowledged in document and patent, and the patent does not account for these liters
Coupled problem between warm method.
The content of the invention
The purpose of the present invention overcomes the deficiencies in the prior art, there is provided a kind of diesel oxidation catalyst temperature control
System, the coupled problem of difference engine warms measure when can effectively solve the problem that regeneration, effectively controlled in engine row's temperature same
When reduce fuel oil consumption, that is, ensure that the regeneration of diesel particulate trap improves fuel economy again.The present invention uses
Technical scheme be：
A kind of diesel oxidation catalyst temperature control system, including：Oxidation catalyzer, choke valve, ECU；Choke valve leads to
Cross inlet manifold and connect diesel engine intake mouth, diesel exhaust gases mouthful connects oxidation catalyzer by discharge duct；ECU connections are set
In the temperature sensor of oxidation catalyzer entrance；ECU is connected and is controlled choke valve；
ECU improves diesel engine row's temperature, to cause oxidation catalyzer temperature to reach initiation temperature by arranging temperature control system；
Row's temperature control system includes：
(1) first, diesel engine row's temperature is improved by postponing main jet；
(2) then, the oxidation catalyzer entrance actual temperature measured according to oxidation catalyzer inlet temperature sensor is fed back
Distributive value and air inflow regulated quantity after control is near, when oxidation catalyzer entrance actual temperature is less than oxidation catalyzer entrance target temperature
When spending, pay the utmost attention to reduce air inflow, when oxidation catalyzer entrance actual temperature is more than oxidation catalyzer entrance target temperature,
Pay the utmost attention to reduce nearly rear distributive value；
(3) finally, the control of air inflow is realized by choke valve model cootrol throttle valve opening.
Further, in described (two), when oxidation catalyzer entrance actual temperature is less than oxidation catalyzer entrance target temperature
When spending, diesel engine row's temperature needs to raise, then reduces target inlet air amount first, after minimum limit value is arrived in the regulation of target inlet air amount, then
Distributive value after increase is near.
Further, in described (two), when oxidation catalyzer entrance actual temperature is more than oxidation catalyzer entrance target temperature
When spending, diesel engine row's temperature needs to reduce, then reduces nearly rear distributive value first, after distributive value is reduced to minimum limit value after closely, then
Increase target inlet air amount.
Further, air inflow regulation and nearly rear distributive value regulation are carried out in respective adjustable range；According to bavin
Oil machine current working, i.e. diesel engine speed and circulating fuel injection quantity table look-up to obtain air inflow adjustable range and nearly rear distributive value regulation model
Enclose.
Further, choke valve model includes choke valve model Pressure Drop Model and throttle flow rate model；
Gas pressure before choke valve is calculated by choke valve Pressure Drop Model, specifically included：
A.) calculating obtains goal pressure after choke valve first；
B. the resistance coefficient at choke valve, Ran Houzai) are obtained further according to throttle valve opening inquiry choke valve resistance coefficient MAP
By gas flow, gas temperature, the pressure drop that gas flows through choke valve is calculated in goal pressure after choke valve；Last choke valve
Preceding gas pressure is equal to gas and flows through the pressure drop of choke valve plus goal pressure after choke valve；Calculation formula is as follows：
Throttle valve opening is calculated by throttle flow rate model；
C. target inlet air amount feedback factor) is multiplied by according to target inlet air amount and obtains the actual demand air inlet by choke valve
Amount, is then calculated before and after choke valve according to goal pressure after gas pressure before the choke valve of foregoing calculating and choke valve and presses
Than pressure ratio correction factor MAP obtains pressure ratio correction factor before and after choke valve before and after being inquired about according to pressure ratio before and after choke valve；According to section
Stream upstream pressure and gas temperature obtain the density revision coefficient corresponded under standard condition；
Demand air inflow obtains the maximum gas by choke valve by pressure ratio amendment before and after density revision and choke valve again
Flow；
Pass through maximum gas flow=demand air inflow ÷ choke valve density of the induced air correction factor ÷ choke valves of choke valve
Front and rear pressure ratio correction factor；
The choke valve max-flow demarcated in advance under standard condition further according to the maximum gas flow inquiry by choke valve
Position MAP is measured, obtains throttle valve opening.
Further, goal pressure=target inlet air amount * 287.1* inlet manifolds temperature/(charging efficiency * after choke valve
Diesel engine discharge capacity).
Further, choke valve maximum stream flow position MAP under standard condition by measuring choke valve maximum gas stream
Amount and throttle valve opening relation obtains.
The advantage of the invention is that：Using the present invention, the coupling of difference engine warms measure when can effectively solve the problem that regeneration
Conjunction problem, reduce the consumption of fuel oil while engine row's temperature effectively control, that is, ensure that diesel particulate trap again
It is raw to improve fuel economy again.
Brief description of the drawings
Fig. 1 is the diesel engine vent gas cleaning system schematic diagram of the present invention.
Fig. 2 is the gas treatment temperatures control system schematic diagram of the present invention.
Fig. 3 is the diesel engine heating adjustment parameter schematic diagram of the present invention.
Fig. 4 is the diesel exhaust gas temperature control flow schematic diagram of the present invention.
Fig. 5 is goal pressure calculating schematic diagram after choke valve of the invention.
Fig. 6 is the choke valve Pressure Drop Model schematic diagram of the present invention.
Fig. 7 is the choke valve modal position control schematic diagram of the present invention.
Embodiment
With reference to specific drawings and examples, the invention will be further described.
Fig. 1 is diesel engine vent gas cleaning system exemplary block diagram in the present invention.Diesel engine 1 is pacified on exhaust gas aftertreatment system
Equipped with grain catcher 2 (hereinafter referred to as DPF) and oxidation catalyzer 3 (hereinafter referred to as DOC).
The main function of grain catcher 2 be traps diesel discharge grain amount, when amount of collected reach to a certain degree with
Afterwards, regeneration activity is carried out, the burning particulate matter of trapping is fallen, such Reusability, to reduce dirt of the particle emission to air
Dye.
The main function of oxidation catalyzer 3 is after its inlet temperature reaches its active temperature (being usually 230 DEG C), is passed through
Diesel oil in oxidized tail gas further lifts exhaust temperature, so that grain catcher 2 can be completed to regenerate.
By adjust variable boost device 4, choke valve 5, gas recirculation system 6 control air inflow, by postpone main jet and
Increase the measures such as nearly rear spray to improve diesel exhaust gas temperature so that the inlet temperature of oxidation catalyzer 3 reaches initiation temperature.
The inlet temperature sensor 10 of oxidation catalyzer 3 is used for the closed-loop control of the inlet temperature of oxidation catalyzer 3, granule capturing
The inlet temperature sensor 9 of device 2, for the closed-loop control of the inlet temperature of grain catcher 2, the outlet temperature of grain catcher 2 sensing
Device is used for the prediction to the internal temperature of grain catcher 2.
In addition diesel engine vent gas cleaning system also includes diesel engine electric control system ECU7, for controlling the normal of diesel engine
Work and the control of regeneration.
Fig. 2 is gas treatment temperatures control system to temperature controlled schematic diagram；Mainly include three parts：DOC temperature
The inlet temperature of oxidation catalyzer 3 reaches initiation temperature when control is regenerated by adjusting the controlling measurement such as air inlet and the nearly rear spray of increase,
HC is aoxidized in oxidation catalyzer 3, improves the temperature that oxidation catalyzer 3 exports；Dpf temperature control is remote by increase
The spray control inlet temperature of grain catcher 2 afterwards, realizes the regeneration of carbon soot particles in grain catcher 2；Torque compensation passes through to again
The regulation of main jet oil mass realizes that normal mode and regeneration mode moment of torsion are consistent when raw.
Fig. 3 is diesel engine heating adjustment parameter schematic diagram.Using the method control of regulation air inflow and increase distributive value after near
System raising diesel engine arranges temperature to control the inlet temperature of oxidation catalyzer 3, first has to determine the regulation of air inflow and nearly rear distributive value
Scope, table look-up to obtain corresponding maximum, minimum value according to diesel engine condition (diesel engine speed, circulating fuel injection quantity) so that enter
When tolerance and nearly rear distributive value are adjusted in adjustable range, the stable operation of diesel engine can be ensured and disclosure satisfy that needed for regeneration
Temperature and oxygen content requirement.
Fig. 4 is diesel exhaust gas temperature control flow schematic diagram.Referred to as row is warm herein for delivery temperature；Diesel exhaust gas liter
The measure that temperature uses is mainly to postpone main jet, reduces air inflow, increases nearly rear distributive value.First, postpone main jet and ensure diesel oil
In the case of machine working stability, diesel engine row's temperature is improved as far as possible；Then judge whether DOC inlet actual temperature Tact is less than DOC
Entrance target temperature Ttarget, if DOC inlet actual temperature Tact is less than DOC inlet target temperature Ttarget, judge mesh
Whether mark air inflow regulated quantity dmtarget is more than air inflow least regulating amount threshold value dmmin, if target inlet air amount regulated quantity
Dmtarget is more than air inflow least regulating amount threshold value dmmin, then reduces target inlet air amount, distributive value after otherwise increase is near；
If DOC inlet actual temperature Tact is more than DOC inlet target temperature Ttarget, nearly rear distributive value regulation is judged
Measure whether Qcpost is more than nearly rear spray least regulating amount threshold value Qcpostmin, if distributive value regulated quantity Qcpost is more than after near
Spray least regulating amount Qcpostmin after near, then distributive value after reducing closely, otherwise increase target inlet air amount.Finally control DOC inlet
Temperature reaches target temperature Ttarget.
Fig. 5 is goal pressure calculating schematic diagram after choke valve.Goal pressure is calculated by equation below after choke valve：Section
Goal pressure=target inlet air amount * 287.1* inlet manifolds temperature/(charging efficiency * diesel engines discharge capacity) after stream valve.
Fig. 6 is choke valve Pressure Drop Model schematic diagram.The gas pressure before choke valve is calculated by choke valve Pressure Drop Model.Gas
When body flows through choke valve, pressure drop can be produced at choke valve, its size (can be seen by throttle valve opening, gas flow, gas temperature
Do and be equal to inlet manifold's temperature), goal pressure is relevant after choke valve.Choke valve resistance coefficient is inquired about according to throttle valve opening first
MAP obtains the resistance coefficient at choke valve, and then again by gas flow, gas temperature, goal pressure is calculated after choke valve
Gas flows through the pressure drop of choke valve；Gas pressure flows through the pressure drop of choke valve plus throttling equal to gas before last choke valve
Goal pressure (i.e. the pressure of inlet manifold) after valve；Calculation formula is as follows：
Fig. 7 is choke valve modal position control schematic diagram.Generally, the flow velocity of gas is no more than the velocity of sound.For
The maximum gas mass flow of given throttle valve opening position correspondence is flow velocity close to the gas mass flow during velocity of sound.In standard
Choke valve maximum gas flow and throttle valve opening relation are measured under operating mode, obtains choke valve maximum stream flow position MAP.Gas stream
Amount can be measured by being arranged on the flow sensor of admission line before choke valve；
Actually flow through choke valve gas flow can according to residing operating mode and measurement choke valve maximum gas flow when
Standard condition is different to be obtained using pressure ratio correction factor before and after density revision coefficient and choke valve to maximum throttle flow rate amendment.
Therefore, can calculates the aperture of choke valve after the target inlet air amount by choke valve is determined.
Specific practice is to be multiplied by target inlet air amount feedback factor (air inlet measurement and mesh according to target inlet air amount first
Mark air inflow obtains target inlet air amount feedback factor by closed-loop control) obtain the actual demand air inlet by choke valve of engine
Amount, is then calculated before and after choke valve according to goal pressure after gas pressure before the choke valve of foregoing calculating and choke valve and presses
Than pressure ratio correction factor MAP obtains pressure ratio correction factor before and after choke valve before and after being inquired about according to pressure ratio before and after choke valve；According to section
Stream upstream pressure and gas temperature obtain the density revision coefficient corresponded under standard condition；
Demand air inflow obtains the maximum gas by choke valve by pressure ratio amendment before and after density revision and choke valve again
Flow；
Pass through maximum gas flow=demand air inflow ÷ choke valve density of the induced air correction factor ÷ choke valves of choke valve
Front and rear pressure ratio correction factor；
The choke valve max-flow demarcated in advance under standard condition further according to the maximum gas flow inquiry by choke valve
Position MAP is measured, obtains throttle valve opening.
Claims (7)
- A kind of 1. diesel oxidation catalyst temperature control system, it is characterised in that including：Oxidation catalyzer, choke valve, ECU； Choke valve connects diesel engine intake mouth by inlet manifold, and diesel exhaust gases mouthful connects oxidation catalyzer by discharge duct；ECU Connection is arranged on the temperature sensor of oxidation catalyzer entrance；ECU is connected and is controlled choke valve；ECU improves diesel engine row's temperature, to cause oxidation catalyzer temperature to reach initiation temperature by arranging temperature control system；Row's temperature control system includes：(1) first, diesel engine row's temperature is improved by postponing main jet；(2) then, the oxidation catalyzer entrance actual temperature feedback control measured according to oxidation catalyzer inlet temperature sensor Distributive value and air inflow regulated quantity after near, when oxidation catalyzer entrance actual temperature is less than oxidation catalyzer entrance target temperature When, pay the utmost attention to reduce air inflow, it is excellent when oxidation catalyzer entrance actual temperature is more than oxidation catalyzer entrance target temperature First consider to reduce nearly rear distributive value；(3) finally, the control of air inflow is realized by choke valve model cootrol throttle valve opening.
- 2. diesel oxidation catalyst temperature control system as claimed in claim 1, it is characterised in thatIn (two), when oxidation catalyzer entrance actual temperature is less than oxidation catalyzer entrance target temperature, diesel engine row Temperature needs to raise, then reduces target inlet air amount first, after minimum limit value is arrived in the regulation of target inlet air amount, is further added by nearly rear oil spout Amount.
- 3. diesel oxidation catalyst temperature control system as claimed in claim 1, it is characterised in thatIn (two), when oxidation catalyzer entrance actual temperature is more than oxidation catalyzer entrance target temperature, diesel engine row Temperature needs to reduce, then reduces nearly rear distributive value first, after distributive value is reduced to minimum limit value after closely, be further added by target inlet air Amount.
- 4. diesel oxidation catalyst temperature control system as claimed in claim 2 or claim 3, it is characterised in thatDistributive value regulation is carried out in respective adjustable range after air inflow adjusts and be near；According to diesel engine current working, i.e. diesel engine speed and circulating fuel injection quantity tables look-up to obtain air inflow adjustable range and nearly rear spray Fuel-flow control scope.
- 5. the diesel oxidation catalyst temperature control system as described in claim 1,2 or 3, it is characterised in thatChoke valve model includes choke valve model Pressure Drop Model and throttle flow rate model；Gas pressure before choke valve is calculated by choke valve Pressure Drop Model, specifically included：A.) calculating obtains goal pressure after choke valve first；B. the resistance coefficient at choke valve) is obtained further according to throttle valve opening inquiry choke valve resistance coefficient MAP, then again by gas Body flow, gas temperature, the pressure drop that gas flows through choke valve is calculated in goal pressure after choke valve；Gas before last choke valve Body pressure is equal to gas and flows through the pressure drop of choke valve plus goal pressure after choke valve；Calculation formula is as follows：Throttle valve opening is calculated by throttle flow rate model；C. target inlet air amount feedback factor) is multiplied by according to target inlet air amount and obtains the actual demand air inflow by choke valve, so Pressure ratio before and after choke valve is calculated according to goal pressure after gas pressure before the choke valve of foregoing calculating and choke valve afterwards, according to Pressure ratio correction factor MAP obtains pressure ratio correction factor before and after choke valve before and after pressure ratio inquiry before and after choke valve；Before choke valve Pressure and gas temperature obtain the density revision coefficient corresponded under standard condition；Demand air inflow obtains the maximum gas flow by choke valve by pressure ratio amendment before and after density revision and choke valve again；Before and after maximum gas flow=demand air inflow ÷ choke valve density of the induced air correction factor ÷ choke valves of choke valve Pressure ratio correction factor；The choke valve maximum stream flow position demarcated in advance under standard condition further according to the maximum gas flow inquiry by choke valve MAP is put, obtains throttle valve opening.
- 6. diesel oxidation catalyst temperature control system as claimed in claim 5, it is characterised in thatGoal pressure=target inlet air amount * 287.1* inlet manifolds temperature/(charging efficiency * diesel engines discharge capacity) after choke valve.
- 7. diesel oxidation catalyst temperature control system as claimed in claim 5, it is characterised in thatChoke valve maximum stream flow position MAP is closed by measuring choke valve maximum gas flow and throttle valve opening under standard condition System obtains.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710934342.4A CN107762653B (en) | 2017-10-10 | 2017-10-10 | Temperature control system of diesel oxidation catalyst |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710934342.4A CN107762653B (en) | 2017-10-10 | 2017-10-10 | Temperature control system of diesel oxidation catalyst |
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| CN107762653A true CN107762653A (en) | 2018-03-06 |
| CN107762653B CN107762653B (en) | 2020-03-17 |
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Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109404153A (en) * | 2019-01-02 | 2019-03-01 | 广西玉柴机器股份有限公司 | The method for reducing NOx emission under the low row's temperature of diesel engine |
| CN113294227A (en) * | 2021-07-01 | 2021-08-24 | 南昌智能新能源汽车研究院 | Device for improving SDPF low-temperature starting performance and control method thereof |
| CN113985942A (en) * | 2021-10-29 | 2022-01-28 | 东风商用车有限公司 | DPF regeneration temperature control system and method |
| CN114046196A (en) * | 2021-09-29 | 2022-02-15 | 广西玉柴机器股份有限公司 | Temperature control device and temperature control method based on PID control |
| CN114109629A (en) * | 2022-01-25 | 2022-03-01 | 潍柴动力股份有限公司 | Engine exhaust temperature control method and device and engine |
| CN114183222A (en) * | 2021-10-29 | 2022-03-15 | 东风商用车有限公司 | Engine control method and system for strengthening passive regeneration capability of DPF |
| CN114526168A (en) * | 2022-04-22 | 2022-05-24 | 潍柴动力股份有限公司 | Temperature control method, device and related equipment |
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