A device and control method for controlling dpf carbon load capture and passive regeneration

Abstract

The invention discloses a device and control method for controlling DPF carbon load capture and passive regeneration. The device includes a NOx sensor, a DPF parallel assembly and a temperature sensor. The NOx sensor is located on the upstream pipeline of the DPF parallel assembly, and the temperature sensor is located at the DPF parallel assembly. On the downstream pipeline; the DPF parallel assembly includes at least two sets of DPF pipelines arranged in parallel, each DPF pipeline includes a DPF carrier, an air flow meter, a check valve, a differential pressure sensor and a resistance wire, and the resistance wire is located on each DPF carrier Front end. By comparing each real-time measured value with the threshold value set by the system, the one-way valve is controlled to switch the exhaust gas to flow between the DPF carriers, and the resistance wire is controlled to start / stop heating. According to the amount of carbon load in each DPF, the invention uses a one-way valve to switch the flow of exhaust gas between different DPFs, and uses a resistance wire to actively regenerate the DPF, which has high temperature controllability, fast temperature rise, and less Overheating occurs.

Description

technical field [0001] The invention belongs to the technical field, and in particular relates to a device and a control method for controlling DPF carbon load capture and passive regeneration. Background technique [0002] Automobile exhaust emission standards are becoming more and more stringent, especially with the implementation of the National VI emission regulations for light vehicles. Whether it is a diesel engine or a gasoline engine, the requirements for particulate matter in the National VI Standard are much stricter than the National V Standard (gasoline engines are tightened by more than 30%) , all particles must be filtered to meet emission regulations. [0003] At present, the mainstream technical solution of diesel engine's National VI post-treatment is the diesel oxidation catalyst DOC+gasoline particulate filter DPF+selective catalytic reduction SCR route. When the amount of PM in the DPF reaches the maximum limit that the DPF can withstand, the PM in the D...

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Problems solved by technology

[0005] 1. Fuel burns in DOC, and the temperature is high. If the control is unreasonable, or the engine fails suddenly, it may cause the internal structure of DPF to be ablated and lose the ability to capture PM;

[0006] 2. During the DPF regeneration process, the surface temperature of the entire post-processing carrier is also very high, which may burn or damage the wiring harness and sensors arranged on the post-processing surface;

[0007] 3. During the DPF regeneration process, most small and medium-displacement engines use post-injection technology in the cylinder, which will dilute the engine oil, reduce the viscosity of the oil, and reduce the lubricating ability;

[0008] 4. During the DPF regeneration process, the combustion of the engine deteriorates, and a large amount of pollutants are discharged into the atmosphere, causing pollution to the environment

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