CN114412617A - Diesel engine control method and related device - Google Patents
Diesel engine control method and related device Download PDFInfo
- Publication number
- CN114412617A CN114412617A CN202210051199.5A CN202210051199A CN114412617A CN 114412617 A CN114412617 A CN 114412617A CN 202210051199 A CN202210051199 A CN 202210051199A CN 114412617 A CN114412617 A CN 114412617A
- Authority
- CN
- China
- Prior art keywords
- diesel
- price
- diesel engine
- real
- price ratio
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 35
- 239000004202 carbamide Substances 0.000 claims abstract description 95
- XSQUKJJJFZCRTK-UHFFFAOYSA-N Urea Chemical compound NC(N)=O XSQUKJJJFZCRTK-UHFFFAOYSA-N 0.000 claims abstract description 91
- 238000002485 combustion reaction Methods 0.000 claims abstract description 63
- 239000002283 diesel fuel Substances 0.000 claims abstract description 50
- 230000004044 response Effects 0.000 claims description 12
- 238000004064 recycling Methods 0.000 claims description 5
- 239000002699 waste material Substances 0.000 claims description 5
- 230000008859 change Effects 0.000 abstract description 3
- 239000007789 gas Substances 0.000 description 16
- 238000009448 modified atmosphere packaging Methods 0.000 description 9
- 238000010586 diagram Methods 0.000 description 5
- 239000000446 fuel Substances 0.000 description 5
- 239000000243 solution Substances 0.000 description 4
- 238000006243 chemical reaction Methods 0.000 description 3
- 230000009471 action Effects 0.000 description 2
- 239000003054 catalyst Substances 0.000 description 2
- 230000003197 catalytic effect Effects 0.000 description 2
- 239000002131 composite material Substances 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 235000019837 monoammonium phosphate Nutrition 0.000 description 2
- 238000004891 communication Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000006386 neutralization reaction Methods 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000000750 progressive effect Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2066—Selective catalytic reduction [SCR]
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2066—Selective catalytic reduction [SCR]
- F01N3/208—Control of selective catalytic reduction [SCR], e.g. dosing of reducing agent
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Health & Medical Sciences (AREA)
- Toxicology (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
The embodiment of the application discloses a diesel engine control method and a related device, in order to enable a target diesel engine to work at a better running cost, diesel oil price information and urea price information can be obtained in real time, then a real-time price ratio corresponding to the diesel oil price information and the urea price information is determined, the real-time price ratio is compared with a default price ratio, based on the difference between the ratios, the fluctuation condition of the diesel oil price and the urea price can be determined, the diesel oil combustion degree corresponding to the target diesel engine is adjusted, therefore, when tail gas generated by diesel oil combustion is neutralized by urea, the diesel oil combustion degree can be controlled based on the price change of real-time diesel oil and urea, the diesel oil and urea quantity consumed when the same energy is generated can be controlled, and the consumption of the diesel oil and the urea consumed when the target diesel engine works is matched with the current price, and controlling the working cost of the target diesel engine.
Description
Technical Field
The application relates to the technical field of diesel engines, in particular to a diesel engine control method and a related device.
Background
At present, in order to meet the requirements of emission regulations on NOx in exhaust gas, a selective catalytic conversion (SCR) technology is adopted in a conventional diesel engine, and a urea solution is injected into the exhaust gas to react with the NOx in the exhaust gas under the action of a catalyst, so as to convert harmful gases into harmless N2 and H2O.
In the related art, in order to ensure the economical operation of the diesel engine, a fixed diesel combustion degree is set to balance the diesel loss and the urea loss. However, it is difficult to actually reduce the operating cost of the diesel engine by the diesel engine control method in the related art.
Disclosure of Invention
In order to solve the technical problem, the application provides a diesel engine control method, and the processing device can dynamically adjust the diesel combustion degree corresponding to the target diesel engine based on the difference between the price information and the default information acquired in real time, so that the target diesel engine can work at a relatively high running cost.
The embodiment of the application discloses the following technical scheme:
in a first aspect, an embodiment of the present application discloses a method for controlling a diesel engine, where the method includes:
acquiring diesel oil price information and urea price information in real time;
determining a real-time price ratio according to the diesel price information and the urea price information;
acquiring a default price ratio corresponding to a target diesel engine;
and adjusting the diesel combustion degree corresponding to the target diesel engine according to the difference between the real-time price ratio and the default price ratio.
In one possible implementation manner, the real-time price ratio is obtained by dividing diesel price information by urea price information, and the adjusting the diesel combustion degree corresponding to the target diesel engine according to the difference between the real-time price ratio and the default price ratio includes:
in response to the real-time price ratio being greater than the default price ratio, increasing the diesel combustion degree corresponding to the target diesel engine;
and in response to the real-time price ratio being smaller than the default price ratio, reducing the diesel combustion degree corresponding to the target diesel engine.
In one possible implementation manner, the adjusting the corresponding diesel combustion degree of the target diesel engine includes:
and adjusting any one or combination of a plurality of rail pressure control coefficients, advance angle coefficients, intake pressure coefficients, throttle valve coefficients and waste recycling valve coefficients corresponding to the target diesel engine.
In a possible implementation manner, the adjusting the diesel combustion degree corresponding to the target diesel engine according to the difference between the real-time price ratio and the default price ratio includes:
determining a comprehensive price ratio according to the real-time price ratio and the default price ratio;
determining a first compensation coefficient corresponding to the comprehensive price ratio;
and adjusting the diesel combustion degree corresponding to the target diesel engine according to the first compensation coefficient.
In one possible implementation manner, the adjusting the diesel combustion degree corresponding to the target diesel engine according to the difference between the real-time price ratio and the default price ratio includes:
determining whether a difference between the real-time price ratio value and the default price ratio value exceeds a difference threshold value, wherein the difference threshold value is determined based on an adjustable range of diesel combustion degree corresponding to a target diesel engine;
if yes, determining a second compensation coefficient corresponding to the difference threshold;
and adjusting the diesel combustion degree corresponding to the target diesel engine according to the second compensation coefficient.
In one possible implementation, the acquiring diesel price information and urea price information in real time includes:
acquiring the diesel price information and the urea price information input aiming at the target diesel engine;
and/or acquiring the diesel oil price information and the urea price information in real time through the Internet.
In a second aspect, an embodiment of the present application discloses a diesel engine control device, which includes a first obtaining unit, a determining unit, a second obtaining unit, and an adjusting unit:
the first acquisition unit is used for acquiring diesel price information and urea price information in real time;
the determining unit is used for determining a real-time price ratio according to the diesel price information and the urea price information;
the second acquisition unit is used for acquiring a default price ratio corresponding to the target diesel engine;
and the adjusting unit is used for adjusting the diesel combustion degree corresponding to the target diesel engine according to the difference between the real-time price ratio and the default price ratio.
In a possible implementation, the real-time price ratio is obtained by dividing diesel price information by urea price information, and the adjusting unit is specifically configured to:
in response to the real-time price ratio being greater than the default price ratio, increasing the diesel combustion degree corresponding to the target diesel engine;
and in response to the real-time price ratio being smaller than the default price ratio, reducing the diesel combustion degree corresponding to the target diesel engine.
In a possible implementation, the adjusting unit is specifically configured to:
and adjusting any one or combination of a plurality of rail pressure control coefficients, advance angle coefficients, intake pressure coefficients, throttle valve coefficients and waste recycling valve coefficients corresponding to the target diesel engine.
In a possible implementation, the adjusting unit is specifically configured to:
determining a comprehensive price ratio according to the real-time price ratio and the default price ratio;
determining a first compensation coefficient corresponding to the comprehensive price ratio;
and adjusting the diesel combustion degree corresponding to the target diesel engine according to the first compensation coefficient.
In a possible implementation, the adjusting unit is specifically configured to:
determining whether a difference between the real-time price ratio value and the default price ratio value exceeds a difference threshold value, wherein the difference threshold value is determined based on an adjustable range of diesel combustion degree corresponding to a target diesel engine;
if yes, determining a second compensation coefficient corresponding to the difference threshold;
and adjusting the diesel combustion degree corresponding to the target diesel engine according to the second compensation coefficient.
In a possible implementation manner, the first obtaining unit is specifically configured to:
acquiring the diesel price information and the urea price information input aiming at the target diesel engine;
and/or acquiring the diesel oil price information and the urea price information in real time through the Internet.
The technical proposal shows that in order to ensure that the target diesel engine can work at a better running cost and can acquire the diesel oil price information and the urea price information in real time, then determining a real-time price ratio corresponding to the diesel price information and the urea price information, comparing the real-time price ratio with a default price ratio, based on the difference between the ratios, the fluctuation conditions of the diesel oil price and the urea price can be determined, and the diesel oil combustion degree corresponding to the target diesel engine is adjusted, so that, when the tail gas generated by the combustion of the diesel oil and the urea is neutralized by the urea, the combustion degree of the diesel oil can be controlled based on the real-time price change of the diesel oil and the urea, further, the amount of diesel oil and urea consumed when the same energy is generated can be controlled, the consumption amount of the diesel oil and the urea consumed when the target diesel engine works is matched with the current price, and the working cost of the target diesel engine is controlled.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a schematic illustration of a combustion level provided by an embodiment of the present application;
FIG. 2 is a schematic representation of the urea consumption provided by an embodiment of the present application;
fig. 3 is a flowchart of a diesel engine control method according to an embodiment of the present disclosure;
fig. 4 is a schematic diagram of a diesel engine control method according to an embodiment of the present disclosure;
fig. 5 is a flowchart of a diesel engine control method according to an embodiment of the present disclosure;
fig. 6 is a schematic diagram of a diesel engine control method according to an embodiment of the present disclosure;
fig. 7 is a flowchart of a diesel engine control method according to an embodiment of the present disclosure;
fig. 8 is a block diagram illustrating a configuration of a diesel engine control device according to an embodiment of the present invention.
Detailed Description
Embodiments of the present application are described below with reference to the accompanying drawings.
At present, in order to meet the requirements of emission regulations on NOx in tail gas, a selective catalytic conversion (SCR) technology is adopted in a traditional diesel engine, and a urea solution is sprayed into the tail gas to react with the NOx in the tail gas under the action of a catalyst, so that harmful gases are converted into harmless N2 and H2O. Fuel economy is related to the NOx concentration in the exhaust gas by Trade-Off shown in fig. 1. As can be seen from fig. 1, the lower the NOx concentration in the exhaust gas, the lower the combustion degree of diesel fuel, and thus the poorer the fuel economy, i.e. the more diesel fuel that needs to be consumed to produce the same amount of energy.
The NOx content and urea consumption in the exhaust gas are substantially linear over the range of aftertreatment conversion efficiencies, as shown in fig. 2. That is, the more urea consumed in the exhaust gas treatment, the lower the NOx content in the exhaust gas. In the related art, in order to control the operating cost of the diesel engine, a default diesel combustion degree is set based on a default diesel-to-urea price ratio when the diesel engine is shipped from a factory. However, since both diesel and urea prices fluctuate over time, it is difficult to maintain a default level of diesel combustion at a cost effective for operating the diesel engine at all times.
In order to solve the technical problem, the application provides a diesel engine control method, and the processing device can dynamically adjust the diesel combustion degree corresponding to the target diesel engine based on the difference between the price information and the default information acquired in real time, so that the target diesel engine can work at a relatively high running cost.
It will be appreciated that the method may be applied to a process plant which is capable of diesel control, for example a terminal or server having diesel control functionality. The method can be independently executed through the terminal equipment or the server, can also be applied to a network scene of communication between the terminal equipment and the server, and is executed through the cooperation of the terminal equipment and the server. The terminal device may be a computer, a mobile phone, or the like. The server may be understood as an application server or a Web server, and in actual deployment, the server may be an independent server or a cluster server.
Next, a method for controlling a diesel engine according to an embodiment of the present application will be described with reference to the accompanying drawings.
Referring to fig. 3, fig. 3 is a flowchart of a method for controlling a diesel engine according to an embodiment of the present application, where the method includes:
s301: and acquiring diesel oil price information and urea price information in real time.
In order to make the target diesel engine lower in operation cost, the processing device can acquire the current diesel price information and the urea price information in real time. The method for acquiring the information in real time may include multiple methods, for example, in one possible implementation, a user may input current diesel price information and urea price information by himself, and the processing device may acquire the diesel price information and urea price information input for the target diesel engine. And/or the processing equipment can acquire the diesel oil price information and the urea price information in real time through the Internet.
S302: and determining a real-time price ratio according to the diesel price information and the urea price information.
S303: and acquiring a default price ratio corresponding to the target diesel engine.
Wherein, this default price ratio is the price ratio that sets for when this target diesel engine leaves the factory, and this default price ratio has decided the default diesel oil combustion degree that sets for in this target diesel engine.
S304: and adjusting the diesel combustion degree corresponding to the target diesel engine according to the difference between the real-time price ratio and the default price ratio.
Through the difference between the real-time price ratio and the default price ratio, the processing equipment can obtain the difference between the current diesel price and the urea price and the default price, so that the diesel combustion degree corresponding to the target diesel engine can be adjusted in a targeted manner based on the difference, and the target diesel engine can work in a state with relatively high cost loss.
For example, in one possible implementation manner, the real-time price ratio is obtained by dividing diesel price information by urea price information, and in response to that the real-time price ratio is greater than the default price ratio, it is indicated that the price of diesel is higher than that of urea in a default state than that of diesel in the default state, at this time, the processing device may increase the combustion degree of diesel corresponding to the target diesel engine, so that the same amount of diesel can release more energy when combusted, and exhaust with higher NOx concentration can be discharged at the same time, at this time, the processing device may add more urea to perform exhaust neutralization, that is, when the same amount of energy is obtained, less diesel and more urea are consumed, so as to balance the operating cost of the target diesel engine; in response to the real-time price ratio being less than the default price ratio, indicating that the price of diesel oil is lower than that of urea in a default state, the processing device may reduce the combustion degree of diesel oil corresponding to the target diesel engine, so that, although the energy provided by the same amount of diesel oil is reduced when the diesel oil is combusted, the amount of urea to be neutralized is reduced because the exhaust emission concentration is lower, that is, more diesel oil and less urea are consumed when the same energy is obtained, thereby balancing the operating cost of the target diesel engine.
The technical proposal shows that in order to ensure that the target diesel engine can work at a better running cost and can acquire the diesel oil price information and the urea price information in real time, then determining a real-time price ratio corresponding to the diesel price information and the urea price information, comparing the real-time price ratio with a default price ratio, based on the difference between the ratios, the fluctuation conditions of the diesel oil price and the urea price can be determined, and the diesel oil combustion degree corresponding to the target diesel engine is adjusted, so that, when the tail gas generated by the combustion of the diesel oil and the urea is neutralized by the urea, the combustion degree of the diesel oil can be controlled based on the real-time price change of the diesel oil and the urea, further, the amount of diesel oil and urea consumed when the same energy is generated can be controlled, the consumption amount of the diesel oil and the urea consumed when the target diesel engine works is matched with the current price, and the working cost of the target diesel engine is controlled.
For example, in one possible implementation manner, the processing device may adjust any one or a combination of a rail pressure control parameter, an advance angle coefficient, an intake pressure coefficient, a throttle valve coefficient, and an Exhaust Gas Recirculation (EGR) valve corresponding to the target diesel engine.
In one possible implementation, when adjusting according to the difference between the real-time price ratio and the default price ratio, the processing device may determine a composite price ratio according to the real-time price ratio and the default price ratio, where the composite price ratio can embody the difference between the real-time price ratio and the default price ratio. The processing device may preset corresponding compensation coefficients for various comprehensive price ratios in advance, and determine a first compensation coefficient corresponding to the current comprehensive price ratio. Then, the processing device can adjust the diesel combustion degree corresponding to the target diesel engine according to the first compensation coefficient.
For example, as shown in fig. 4, fig. 4 is a schematic diagram of a diesel engine control method provided in the embodiment of the present application, where a default fuel-urea price ratio is set as a, and a real-time fuel-urea price ratio is set as B.
When B/A is more than 1, the price of the urea is higher than that of the urea, so that the economical efficiency can be properly improved, the fuel consumption can be reduced, and the corresponding urea consumption can be also properly increased. When B/a is less than 1, it means that the price of oil is lower than that of urea, and therefore, the fuel consumption can be improved with a suitable reduction in economy, and the corresponding urea consumption can be reduced as well. Referring to fig. 5 and 6, the rail pressure can be properly increased to obtain better economy when the B/a is larger than 1, and similarly, the rail pressure can be properly decreased to reduce the emission and reduce the consumption of urea when the B/a is smaller than 1. Referring to FIG. 5, the processing device may set different compensation factors for different B/A values. Then, the processing device may multiply the determined compensation coefficient by a default parameter corresponding to the target diesel engine, for example, as shown in fig. 7, after the actual fuel-urea price ratio B is based on real time, a corresponding series of compensation coefficients may be determined based on B, and then multiply the compensation coefficients by a series of basic control parameters (e.g., a basic rail pressure control MAP, a basic advance angle control MAP, etc.) corresponding to the target diesel engine to obtain corresponding compensation parameters, for example, a rail pressure control compensation MAP, which is shown in fig. 6.
In the basic parameter values (namely default parameter values), the processing equipment can set different basic parameter values for different engine rotating speeds and different engine circulating fuel injection quantities to form MAP corresponding to various parameters. Then, each basic parameter value is multiplied by a compensation coefficient to obtain a corresponding compensation MAP, and finally, various parameter compensated parameter MAPs can be obtained by adding the compensation MAP to the basic MAP, so that when the diesel engine is controlled based on the parameter MAPs, the operation cost of the diesel engine can be controlled within a reasonable range.
It can be understood that, because the hardware capacity of the diesel engine and the processing capacity of the processing component have certain upper limits, the diesel combustion degree corresponding to the target diesel engine also has a certain adjustable range. In one possible implementation, the processing device may determine a difference threshold corresponding to the target diesel engine based on the adjustable range of the degree of diesel combustion corresponding to the target diesel engine, where the difference threshold is used to identify a maximum range that can be adjusted based on the difference between the real-time price ratio value and the default price ratio value.
The processing device may determine whether a difference between the real-time price ratio and the default price ratio exceeds a difference threshold, and if so, the processing device may determine a second compensation coefficient corresponding to the difference threshold, where the second compensation coefficient is an upper compensation limit that the processing device can achieve. The processing device can adjust the diesel combustion degree corresponding to the target diesel engine according to the second compensation coefficient. For example, as shown in FIG. 5, when the ratio is less than 0.8, the compensation factor is at least-0.4; when the ratio is greater than 1.2, the compensation factor is 0.4 at maximum.
Furthermore, it will be appreciated that the real-time diesel and urea price information is typically obtained at the time of diesel and urea addition, i.e., diesel and urea added to a diesel engine at once are of fixed value. Therefore, as shown in fig. 4, the processing device may determine the period of updating the price information in the amounts of diesel and urea added, and the processing device may determine whether the vehicle mileage exceeds the limit value S determined based on the amounts of diesel and urea added after the diesel urea price is input. If the price of the diesel oil and the urea in the diesel engine does not exceed the price of the diesel oil and the urea, the diesel oil and the urea in the diesel engine also correspond to the price of the input diesel oil and urea, and the processing equipment can compensate the diesel engine; if the price of the diesel oil and the urea input last time exceeds the limit value S, it indicates that the price of the diesel oil and the urea input last time is not suitable for the diesel oil and the urea in the current diesel engine, and at this time, the processing device may control the diesel engine through default control parameters, or may also obtain the latest price information of the diesel oil and the urea based on the internet and the like for control, which is not limited herein.
Based on the diesel engine control method provided in the foregoing embodiment, an embodiment of the present application further provides a diesel engine control device, referring to fig. 8, fig. 8 is a block diagram of a diesel engine control device 800 provided in the embodiment of the present application, where the device 800 includes a first obtaining unit 801, a determining unit 802, a second obtaining unit 803, and an adjusting unit 804:
the first obtaining unit 801 is configured to obtain diesel price information and urea price information in real time;
the determining unit 802 is configured to determine a real-time price ratio according to the diesel price information and the urea price information;
the second obtaining unit 803 is configured to obtain a default price ratio corresponding to the target diesel engine;
the adjusting unit 804 is configured to adjust the diesel combustion degree corresponding to the target diesel engine according to a difference between the real-time price ratio and the default price ratio.
In a possible implementation manner, the real-time price ratio is obtained by dividing diesel price information by urea price information, and the adjusting unit 804 is specifically configured to:
in response to the real-time price ratio being greater than the default price ratio, increasing the diesel combustion degree corresponding to the target diesel engine;
and in response to the real-time price ratio being smaller than the default price ratio, reducing the diesel combustion degree corresponding to the target diesel engine.
In a possible implementation manner, the adjusting unit 804 is specifically configured to:
and adjusting any one or combination of a plurality of rail pressure control coefficients, advance angle coefficients, intake pressure coefficients, throttle valve coefficients and waste recycling valve coefficients corresponding to the target diesel engine.
In a possible implementation manner, the adjusting unit 804 is specifically configured to:
determining a comprehensive price ratio according to the real-time price ratio and the default price ratio;
determining a first compensation coefficient corresponding to the comprehensive price ratio;
and adjusting the diesel combustion degree corresponding to the target diesel engine according to the first compensation coefficient.
In a possible implementation manner, the adjusting unit 804 is specifically configured to:
determining whether a difference between the real-time price ratio value and the default price ratio value exceeds a difference threshold value, wherein the difference threshold value is determined based on an adjustable range of diesel combustion degree corresponding to a target diesel engine;
if yes, determining a second compensation coefficient corresponding to the difference threshold;
and adjusting the diesel combustion degree corresponding to the target diesel engine according to the second compensation coefficient.
In a possible implementation manner, the first obtaining unit 801 is specifically configured to:
acquiring the diesel price information and the urea price information input aiming at the target diesel engine;
and/or acquiring the diesel oil price information and the urea price information in real time through the Internet.
Those of ordinary skill in the art will understand that: all or part of the steps for realizing the method embodiments can be completed by hardware related to program instructions, the program can be stored in a computer readable storage medium, and the program executes the steps comprising the method embodiments when executed; and the aforementioned storage medium may be at least one of the following media: various media that can store program codes, such as read-only memory (ROM), RAM, magnetic disk, or optical disk.
It should be noted that, in the present specification, all the embodiments are described in a progressive manner, and the same and similar parts among the embodiments may be referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the apparatus and system embodiments, since they are substantially similar to the method embodiments, they are described in a relatively simple manner, and reference may be made to some of the descriptions of the method embodiments for related points. The above-described embodiments of the apparatus and system are merely illustrative, and the units described as separate parts may or may not be physically separate, and the parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
The above description is only one specific embodiment of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present application should be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (10)
1. A method for controlling a diesel engine, the method comprising:
acquiring diesel oil price information and urea price information in real time;
determining a real-time price ratio according to the diesel price information and the urea price information;
acquiring a default price ratio corresponding to a target diesel engine;
and adjusting the diesel combustion degree corresponding to the target diesel engine according to the difference between the real-time price ratio and the default price ratio.
2. The method of claim 1, wherein the real-time price ratio is obtained by dividing diesel price information by urea price information, and the adjusting the diesel combustion degree corresponding to the target diesel engine according to the difference between the real-time price ratio and the default price ratio comprises:
in response to the real-time price ratio being greater than the default price ratio, increasing the diesel combustion degree corresponding to the target diesel engine;
and in response to the real-time price ratio being smaller than the default price ratio, reducing the diesel combustion degree corresponding to the target diesel engine.
3. The method of claim 1, wherein the adjusting the corresponding degree of diesel combustion for the target diesel engine comprises:
and adjusting any one or combination of a plurality of rail pressure control coefficients, advance angle coefficients, intake pressure coefficients, throttle valve coefficients and waste recycling valve coefficients corresponding to the target diesel engine.
4. The method of claim 1, wherein adjusting the corresponding diesel combustion degree of the target diesel engine according to the difference between the real-time price ratio and the default price ratio comprises:
determining a comprehensive price ratio according to the real-time price ratio and the default price ratio;
determining a first compensation coefficient corresponding to the comprehensive price ratio;
and adjusting the diesel combustion degree corresponding to the target diesel engine according to the first compensation coefficient.
5. The method of claim 1, wherein the difference between the real-time price ratio value and the default price ratio value adjusts the corresponding diesel combustion degree of the target diesel engine, comprising:
determining whether a difference between the real-time price ratio value and the default price ratio value exceeds a difference threshold value, wherein the difference threshold value is determined based on an adjustable range of diesel combustion degree corresponding to a target diesel engine;
if yes, determining a second compensation coefficient corresponding to the difference threshold;
and adjusting the diesel combustion degree corresponding to the target diesel engine according to the second compensation coefficient.
6. The method of claim 1, wherein the obtaining diesel price information and urea price information in real-time comprises:
acquiring the diesel price information and the urea price information input aiming at the target diesel engine;
and/or acquiring the diesel oil price information and the urea price information in real time through the Internet.
7. A diesel engine control device characterized by comprising a first acquisition unit, a determination unit, a second acquisition unit, and an adjustment unit:
the first acquisition unit is used for acquiring diesel price information and urea price information in real time;
the determining unit is used for determining a real-time price ratio according to the diesel price information and the urea price information;
the second acquisition unit is used for acquiring a default price ratio corresponding to the target diesel engine;
and the adjusting unit is used for adjusting the diesel combustion degree corresponding to the target diesel engine according to the difference between the real-time price ratio and the default price ratio.
8. The apparatus according to claim 7, wherein the real-time price ratio value is obtained by dividing diesel price information by urea price information, and the adjusting unit is specifically configured to:
in response to the real-time price ratio being greater than the default price ratio, increasing the diesel combustion degree corresponding to the target diesel engine;
and in response to the real-time price ratio being smaller than the default price ratio, reducing the diesel combustion degree corresponding to the target diesel engine.
9. The device according to claim 7, wherein the adjustment unit is specifically configured to:
and adjusting any one or combination of a plurality of rail pressure control coefficients, advance angle coefficients, intake pressure coefficients, throttle valve coefficients and waste recycling valve coefficients corresponding to the target diesel engine.
10. The device according to claim 7, wherein the adjustment unit is specifically configured to:
determining a comprehensive price ratio according to the real-time price ratio and the default price ratio;
determining a first compensation coefficient corresponding to the comprehensive price ratio;
and adjusting the diesel combustion degree corresponding to the target diesel engine according to the first compensation coefficient.
In a possible implementation, the adjusting unit is specifically configured to:
determining whether a difference between the real-time price ratio value and the default price ratio value exceeds a difference threshold value, wherein the difference threshold value is determined based on an adjustable range of diesel combustion degree corresponding to a target diesel engine;
if yes, determining a second compensation coefficient corresponding to the difference threshold;
and adjusting the diesel combustion degree corresponding to the target diesel engine according to the second compensation coefficient.
In a possible implementation manner, the first obtaining unit is specifically configured to:
acquiring the diesel price information and the urea price information input aiming at the target diesel engine;
and/or acquiring the diesel oil price information and the urea price information in real time through the Internet.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210051199.5A CN114412617A (en) | 2022-01-17 | 2022-01-17 | Diesel engine control method and related device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210051199.5A CN114412617A (en) | 2022-01-17 | 2022-01-17 | Diesel engine control method and related device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN114412617A true CN114412617A (en) | 2022-04-29 |
Family
ID=81272720
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210051199.5A Pending CN114412617A (en) | 2022-01-17 | 2022-01-17 | Diesel engine control method and related device |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114412617A (en) |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20070163244A1 (en) * | 2006-01-19 | 2007-07-19 | Cummins Inc. | System and method for NOx reduction optimization |
| US20130067890A1 (en) * | 2011-09-20 | 2013-03-21 | Detroit Diesel Corporation | Method of optimizing operating costs of an internal combustion engine |
| CN103114895A (en) * | 2013-01-24 | 2013-05-22 | 东风康明斯发动机有限公司 | Optimizing method for comprehensive economy of automotive diesel engine of selective catalytic reduction (SCR) route of EURO 4 and above |
| US20130152549A1 (en) * | 2006-01-19 | 2013-06-20 | Cummins Inc. | Method and system for optimizing fuel and reductant consumption |
| JP2015042855A (en) * | 2013-08-26 | 2015-03-05 | トヨタ自動車株式会社 | Control device for internal combustion engine |
| CN106593672A (en) * | 2016-12-30 | 2017-04-26 | 广西玉柴机器股份有限公司 | Diesel engine calibration method based on LCCE optimization |
| CN111768025A (en) * | 2020-05-21 | 2020-10-13 | 无锡伟博汽车科技有限公司 | Novel algorithm for reducing comprehensive consumption cost of fuel oil and urea of commercial vehicle |
| CN114991915A (en) * | 2022-06-30 | 2022-09-02 | 东风商用车有限公司 | Control method for improving vehicle economy based on urea and fuel price change |
-
2022
- 2022-01-17 CN CN202210051199.5A patent/CN114412617A/en active Pending
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20070163244A1 (en) * | 2006-01-19 | 2007-07-19 | Cummins Inc. | System and method for NOx reduction optimization |
| US20130152549A1 (en) * | 2006-01-19 | 2013-06-20 | Cummins Inc. | Method and system for optimizing fuel and reductant consumption |
| US20130067890A1 (en) * | 2011-09-20 | 2013-03-21 | Detroit Diesel Corporation | Method of optimizing operating costs of an internal combustion engine |
| CN103114895A (en) * | 2013-01-24 | 2013-05-22 | 东风康明斯发动机有限公司 | Optimizing method for comprehensive economy of automotive diesel engine of selective catalytic reduction (SCR) route of EURO 4 and above |
| JP2015042855A (en) * | 2013-08-26 | 2015-03-05 | トヨタ自動車株式会社 | Control device for internal combustion engine |
| CN106593672A (en) * | 2016-12-30 | 2017-04-26 | 广西玉柴机器股份有限公司 | Diesel engine calibration method based on LCCE optimization |
| CN111768025A (en) * | 2020-05-21 | 2020-10-13 | 无锡伟博汽车科技有限公司 | Novel algorithm for reducing comprehensive consumption cost of fuel oil and urea of commercial vehicle |
| CN114991915A (en) * | 2022-06-30 | 2022-09-02 | 东风商用车有限公司 | Control method for improving vehicle economy based on urea and fuel price change |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN102840042B (en) | Engine with EGR (Exhaust Gas Recirculation) device and method and device for controlling EGR rate | |
| CN106593672B (en) | Diesel engine scaling method based on LCCE optimization | |
| US20130085733A1 (en) | NOx EMISSION ESTIMATION METHOD AND ARRANGEMENT | |
| CN103114895B (en) | Optimizing method for comprehensive economy of automotive diesel engine of selective catalytic reduction (SCR) route of EURO 4 and above | |
| CN111120130B (en) | Engine emission correction method and system | |
| CN111734516B (en) | Engine emission data correction method and device and ECU | |
| US6304812B1 (en) | Calibration optimization method | |
| CN104704212A (en) | Techniques for raising exhaust temperatures | |
| KR101836787B1 (en) | Control device for an internal combustion engine | |
| DE60211572T2 (en) | Air-fuel ratio control system for an internal combustion engine | |
| GB2535248A (en) | A method of emissions regulation | |
| CN111720227B (en) | Emission optimization method and device of natural gas engine and ECU (electronic control Unit) | |
| CN114060131A (en) | Diesel engine emission control method and device, diesel engine vehicle and medium | |
| CN114876657A (en) | Method and device for controlling nitrogen oxide emission of engine | |
| CN107762597B (en) | Method for optimizing NOx emissions in a combined exhaust gas aftertreatment system | |
| CN114412617A (en) | Diesel engine control method and related device | |
| CN103590876B (en) | Diesel motor exhaust purification method | |
| CN114233504B (en) | NO (NO) x Emission control method and device | |
| CN115324696B (en) | Smoke intensity control method and device and vehicle | |
| Scassa et al. | Smart cylinder deactivation strategies to improve fuel economy and pollutant emissions for diesel-powered applications | |
| Brace et al. | An operating point optimizer for the design and calibration of an integrated diesel/continuously variable transmission powertrain | |
| CN105240097A (en) | DPF regeneration temperature control method and device | |
| CN111608813B (en) | Engine exhaust temperature management method and device and engine | |
| CN115405397A (en) | Controlling urea injection in an exhaust aftertreatment system | |
| CN106773670B (en) | SCR system method for urea injection control based on constraint H ∞ feedback oscillator arteries and veins stave |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20220429 |
|
| RJ01 | Rejection of invention patent application after publication |