Hydrocarbon injection system and method of controlling the same

Abstract

The present application relates to a hydrocarbon injection system and a control method thereof. According to the present application, it is possible to prevent the hydrocarbon injection system from malfunctioning due to freezing of diesel in a pipe between a metering unit and an injection unit of the hydrocarbon injection system, thereby improving the reliability of the hydrocarbon injection system.

Description

Technical Field

[0001] This application relates generally to vehicle technology, and more specifically to hydrocarbon injection systems and their control methods. Background Technology

[0002] To meet emission requirements related to diesel vehicles, diesel particulate filters (DPFs) are used in diesel vehicle exhaust aftertreatment systems to capture particulate matter, primarily carbon soot produced after diesel combustion. As more and more carbon soot particles accumulate in the DPF, it can cause blockage, leading to poor exhaust flow, reduced power, increased fuel consumption, and even malfunctions. Therefore, it is necessary to clean the accumulated particulate matter from the DPF in a timely manner, i.e., DPF regeneration. DPF regeneration can be divided into active regeneration and passive regeneration. As a primary active regeneration method, after initiating DPF regeneration, diesel fuel is injected into the diesel vehicle exhaust aftertreatment system, including the DPF, through a hydrocarbon injection system. This heats the exhaust gas to a high temperature of approximately 600°C, causing the accumulated carbon soot particles in the DPF to burn and thus clean them, completing the active regeneration of the DPF.

[0003] A hydrocarbon injection system typically includes a fuel supply unit for supplying diesel fuel to the system, a metering unit for cutting off and starting the diesel fuel flow and measuring the amount injected, an injection unit for receiving the diesel fuel from the metering unit and injecting it into the exhaust pipe of the diesel vehicle's aftertreatment system, and piping that fluidly connects the fuel supply unit, metering unit, and injection unit. When the hydrocarbon injection system exits DPF active regeneration, the metering unit cuts off the diesel fuel flow. At this time, some diesel fuel often remains in the piping between the metering unit and the injection unit. If the ambient temperature of the hydrocarbon injection system is below the freezing point of the diesel fuel, this diesel fuel will solidify and form wax in the piping between the metering unit and the injection unit, thus clogging the piping and causing the hydrocarbon injection system to malfunction or even be damaged.

[0004] Therefore, improvements to existing hydrocarbon injection systems are needed. Summary of the Invention

[0005] This application aims to provide a hydrocarbon injection system and its control method to prevent the hydrocarbon injection system from malfunctioning due to the solidification of wax in the pipeline between its metering unit and injection unit.

[0006] According to one aspect of this application, a hydrocarbon injection system is provided for an exhaust aftertreatment system of a diesel vehicle, the hydrocarbon injection system comprising:

[0007] A fuel supply unit for supplying diesel fuel to the hydrocarbon injection system; and

[0008] A control unit configured to, in response to a DPF regeneration request, control the fuel supply unit to selectively supply at least one of a first diesel fuel and a second diesel fuel to the hydrocarbon injection system, wherein the second diesel fuel has a lower pour point than the first diesel fuel.

[0009] According to another aspect of this application, a method for controlling a hydrocarbon injection system is provided, the hydrocarbon injection system including a fuel supply unit for supplying diesel fuel to the hydrocarbon injection system, the method including controlling the fuel supply unit to selectively supply at least one of a first diesel fuel and a second diesel fuel to the hydrocarbon injection system in response to a DPF regeneration request, the second diesel fuel having a lower pour point than the first diesel fuel.

[0010] According to another aspect of this application, a hydrocarbon injection system is provided for an exhaust aftertreatment system of a diesel vehicle, wherein the engine fuel supply system of the diesel vehicle includes:

[0011] It includes a first oil pump, a first oil tank, and a first branch line extending into the first oil tank, wherein the first oil tank stores first diesel fuel;

[0012] This includes a second oil pump, a second oil tank, and a second branch line extending into the second oil tank, the second oil tank storing a second diesel fuel, the second diesel fuel having a lower pour point than the first diesel fuel; and

[0013] The supervisor is configured to selectively connect to either the first branch or the second branch.

[0014] The hydrocarbon injection system includes a fuel supply unit for supplying diesel fuel to the hydrocarbon injection system. The fuel supply unit shares the second branch with the engine fuel supply system and supplies the second diesel fuel only to the hydrocarbon injection system.

[0015] According to this application, the reliability of hydrocarbon injection systems can be improved by preventing malfunctions caused by solidification and waxing of diesel fuel in the pipeline between the metering unit and the injection unit. Attached Figure Description

[0016] The above and other aspects of this application will now be understood and appreciated more thoroughly in conjunction with the accompanying drawings. It should be noted that the drawings are schematic only and not drawn to scale. In the drawings:

[0017] Figure 1 This is a schematic block diagram of a hydrocarbon injection system according to a preferred embodiment of the present application, which also shows a portion of the exhaust aftertreatment system and a portion of the engine fuel supply line of a diesel vehicle on which the hydrocarbon injection system is installed.

[0018] Figure 2 It is used for Figure 1 The flowchart of the control method for the hydrocarbon injection system shown; and

[0019] Figure 3 This is a schematic block diagram of a hydrocarbon injection system according to another preferred embodiment of the present application, which also shows a portion of the exhaust aftertreatment system and a portion of the engine fuel supply line of a diesel vehicle on which the hydrocarbon injection system is installed.

[0020] List of reference numerals

[0021] 100: Hydrogen Injection System

[0022] 101: Fuel Supply Unit

[0023] 103: Measuring Unit

[0024] 105: Injection Unit

[0025] 107: First fuel tank

[0026] 109: Second fuel tank

[0027] 111: Supervisor

[0028] 112: Switching valve

[0029] 113: First branch pipe

[0030] 115: Second branch pipe

[0031] 117: Oil pump

[0032] 119: Filter

[0033] 121: Metal rigid tube

[0034] 123: Hard metal tube

[0035] 125: Control Unit

[0036] 127: Geographical Location Determination Unit

[0037] 129: Storage unit

[0038] 200: Exhaust gas aftertreatment system

[0039] 201: Diesel Oxidation Catalyst (DOC)

[0040] 203: Diesel Particulate Filter (DPF)

[0041] 205: Selective Catalytic Reduction (SCR) System

[0042] 207: Exhaust pipe

[0043] 300: Hydrogen Injection System

[0044] 301: Fuel Supply Unit

[0045] 303: Measuring Unit

[0046] 305: Injection Unit

[0047] 321: Metal rigid tube

[0048] 323: Hard metal tube

[0049] 325: Control Unit

[0050] 400: Exhaust gas aftertreatment system

[0051] 500: Engine fuel supply system

[0052] 501: First fuel tank

[0053] 503: Second fuel tank

[0054] 505: Supervisor

[0055] 507: Switching valve

[0056] 509: First branch pipe

[0057] 511: Second branch pipe

[0058] 513: First oil pump

[0059] 515: Second oil pump

[0060] 517: First Filter

[0061] 519: Second Filter Detailed Implementation

[0062] Preferred embodiments of this application are described in detail below with reference to examples. Those skilled in the art should understand that these exemplary embodiments are not intended to limit the scope of this application.

[0063] Please refer to Figure 1 This illustrates a hydrocarbon injection system 100 according to a preferred embodiment of this application. The hydrocarbon injection system 100 can be used in the exhaust aftertreatment system of diesel vehicles, particularly in the exhaust aftertreatment system of diesel vehicles using a common rail system. Figure 1As shown, the exemplary exhaust aftertreatment system 200 may include a diesel oxidation catalyst (DOC) 201, a diesel particulate filter (DPF) 203, and a selective catalytic reduction system (SCR) 205. The DOC 201 is mainly used to remove hydrocarbons and carbon monoxide from the exhaust gas, the DPF 203 is mainly used to remove particulate matter from the exhaust gas, and the SCR 205 is mainly used to remove nitrogen oxides from the exhaust gas. The exhaust gas in the exhaust pipe 207 passes through these treatment stages in sequence.

[0064] The hydrocarbon injection system 100 may include: a fuel supply unit 101 for supplying diesel fuel to the hydrocarbon injection system 100; a metering unit 103 for cutting off and starting the diesel fuel flow in the hydrocarbon injection system 100 and metering the amount of diesel fuel injected during the DPF regeneration process; an injection unit 105 for receiving diesel fuel from the metering unit 103 and injecting it into the exhaust pipe 207 of the exhaust aftertreatment system 200; and a pipeline that fluidly connects the fuel supply unit 101, the metering unit 103 and the injection unit 105.

[0065] The fuel supply unit 101 of the hydrocarbon injection system 100 can draw and pressurize diesel fuel from either the first fuel tank 107 or the second fuel tank 109 to supply the hydrocarbon injection system 100. The first fuel tank 107 stores first diesel fuel, while the second fuel tank 109 stores second diesel fuel with a lower pour point than the first diesel fuel. Currently, light diesel fuel used in China is classified into six grades according to its pour point: 5# diesel, 0# diesel, -10# diesel, -20# diesel, -35# diesel, and -50# diesel. Generally, 5# diesel is suitable for use at temperatures above 8℃; 0# diesel is suitable for use at temperatures above 4℃; -10# diesel is suitable for use at temperatures above -5℃; -20# diesel is suitable for use at temperatures above -14℃; -35# diesel is suitable for use at temperatures above -29℃; and -50# diesel is suitable for use at temperatures above -44℃ and even below that temperature. The lower the pour point of diesel fuel, the more expensive it is. The aforementioned first and second diesel fuels can be selected from the group consisting of 5# diesel fuel, 0# diesel fuel, -10# diesel fuel, -20# diesel fuel, -35# diesel fuel, and -50# diesel fuel. It should be understood that the first fuel tank 107 and the second fuel tank 109 can be two separate parts within the same fuel tank, or two separate fuel tanks.

[0066] The main pipe 111 of the fuel supply unit 101 can be selectively connected via a switching valve 112 to a first branch line including a first fuel tank 107 and a first branch pipe 113 extending into the first fuel tank 107, and a second branch line including a second fuel tank 109 and a second branch pipe 115 extending into the second fuel tank 109, to receive diesel fuel from either the first or second fuel tank 109. A fuel pump 117 can be installed on the main pipe 111 and provide a certain pressure to draw diesel fuel from the first or second fuel tank 107 via the first or second branch pipe 113 or the second branch pipe 115 into the main pipe 111. A filter 119 can be installed in the main pipe 111. After harmful impurities and moisture are filtered out of the diesel fuel by the filter 119, the clean diesel fuel can be delivered to the metering unit 103 of the hydrocarbon injection system 100. It should be understood that although oil pump 117 is shown as being installed on main pipe 111, two oil pumps may also be installed on first branch pipe 113 and second branch pipe 115 respectively. It should also be understood that although filter 119 is shown as being installed in main pipe 111, filters may also be installed on first branch pipe 113 and second branch pipe 115 respectively.

[0067] exist Figure 1 In the example shown, the first fuel tank 107 or the second fuel tank 109 can be the fuel tank of a diesel vehicle on which the hydrocarbon injection system 100 is installed, supplying diesel fuel to the engine of the diesel vehicle. The main pipe 111, switching valve 112, fuel pump 117, filter 119, first branch pipe 113, and second branch pipe 115 can be part of the fuel supply line (e.g., low-pressure fuel line) that supplies diesel fuel to the engine of the diesel vehicle. After harmful impurities and moisture are filtered out of the diesel fuel by the filter 119, clean diesel fuel can be delivered from the main pipe 111 to the high-pressure fuel line section (not shown), as indicated by arrow A. That is, the fuel supply unit 101 of the hydrocarbon injection system 100 can share some components and lines with the engine fuel supply system of the diesel vehicle on which the hydrocarbon injection system 100 is installed. The advantage is that diesel fuel can be supplied to the hydrocarbon injection system 100 using the engine fuel supply system of the diesel vehicle, eliminating some redundant components and lines and reducing the complexity of the diesel vehicle's piping. However, it should be understood that in other examples, the fuel supply unit 101 of the hydrocarbon injection system 100 may also be implemented separately from the engine fuel supply system of the diesel vehicle on which the hydrocarbon injection system 100 is installed.

[0068] exist Figure 1In the example shown, the fuel supply unit 101 is connected as a branch to the main pipe 111 via a rigid metal pipe 121, thereby communicating the metering unit 103 with the main pipe 111. The metering unit 103 may include components such as a switching valve, a pressure sensor, and a metering valve (not shown). Diesel fuel entering the metering unit 103 first encounters the switching valve, which is used to cut off or open the diesel fuel flow. The pressure sensor in the metering unit 103 is used to sense the oil pressure to help meter the amount of DPF regeneration fuel and to determine if there is a pipeline leak. In some examples, the pressure sensor is used to sense the oil pressure in real time or near real time; in other examples, the pressure sensor is used to sense the oil pressure at predetermined time intervals, such as once per second. The metering valve in the metering unit 103 is used to accurately meter the amount of diesel fuel flowing through it, thereby metering the amount of diesel fuel injected during the DPF regeneration process. When the switching valve is open, the metering unit 103 can introduce diesel fuel as indicated by arrow B, and then allow the diesel fuel to flow into the injection unit 105 via another rigid metal pipe 123 between the metering unit 103 and the injection unit 105. The injection unit 105 is generally a purely mechanical structure, and the opening and closing of its nozzles are controlled only by pressure. When the oil pressure is higher than the set opening pressure (e.g., 2.6 Bar), the nozzles open to inject diesel fuel, and when the oil pressure decreases, diesel fuel injection stops.

[0069] During active DPF regeneration, the switching valve of metering unit 103 opens, and injection unit 105 injects diesel fuel into exhaust pipe 207 upstream of DOC 201 in exhaust aftertreatment system 200. The injected diesel fuel mixes thoroughly with the exhaust gas in exhaust pipe 207 and burns at the tail end of DOC 201, thereby heating the exhaust gas to a high temperature of approximately 600°C. The high-temperature exhaust gas then enters DPF 203, causing the accumulated soot particles in DPF 203 to burn, thus cleaning DPF 203. When active DPF regeneration is discontinued, the switching valve of metering unit 103 closes to cut off diesel fuel flow, and injection unit 105 stops injecting diesel fuel. Some diesel fuel remains in the pipeline (i.e., metal rigid pipe 123) between metering unit 103 and injection unit 105.

[0070] The hydrocarbon injection system 100 also includes a control unit 125 for controlling the operation of the hydrocarbon injection system 100. For example... Figure 1 As indicated by dashed lines C and D, control unit 125 can be communicatively coupled to the switching valve 112 of metering unit 103 and fuel supply unit 101 and fuel pump 117 to control the operation of metering unit 103, fuel supply unit 101, switching valve 112 and fuel pump 117. In some examples, control unit 125 may be the vehicle's electronic control unit (ECU); in other examples, control unit 125 may also be a separate controller dedicated to the hydrocarbon injection system 100 described herein.

[0071] In some examples, under certain conditions, such as based on vehicle mileage, engine running time, exhaust back pressure limits, and particulate matter accumulation, the control unit (not shown) of the exhaust aftertreatment system 200 determines when DPF regeneration is needed and sends a DPF regeneration request to the control unit 125 of the hydrocarbon injection system 100. The control unit of the exhaust aftertreatment system 200 can be the vehicle's ECU; for example, the control unit 125 of the hydrocarbon injection system 100 and the control unit of the exhaust aftertreatment system 200 can be different modules of the ECU. The control unit of the exhaust aftertreatment system 200 can also be a separate controller dedicated to the exhaust aftertreatment system 200 described herein. In other examples, the DPF regeneration request can also be initiated by the driver (e.g., during parking regeneration).

[0072] The control unit 125 of the hydrocarbon injection system 100 can be configured to control the fuel supply unit 101 to selectively supply at least one of a first diesel fuel and a second diesel fuel to the hydrocarbon injection system 100 in response to a DPF regeneration request. As described above, the second diesel fuel has a lower pour point than the first diesel fuel. This allows for the selective supply of two diesel fuels with different pour points to the hydrocarbon injection system 100, enabling one of these two diesel fuels to selectively remain in the pipeline between the metering unit 103 and the injection unit 105 after the diesel fuel flow is cut off by the switching valve of the metering unit 103 upon exiting active DPF regeneration. For example, if the ambient temperature of the hydrocarbon injection system is lower than the pour point of the first diesel fuel (e.g., 0# diesel) but higher than the pour point of the second diesel fuel (e.g., -10#, -20#, -35#, or -50# diesel), only the second diesel fuel can be supplied to the hydrocarbon injection system 100. Alternatively, the first diesel fuel can be supplied to the hydrocarbon injection system 100 first, and then (e.g., when DPF regeneration is almost complete) switched to supplying the second diesel fuel to the hydrocarbon injection system 100. This ensures that the lower-temperature resistant second diesel fuel remains in the pipeline between the metering unit 103 and the injection unit 105 after the diesel fuel flow is cut off by the switching valve of the metering unit 103 when DPF active regeneration is discontinued, thereby preventing diesel wax from forming and clogging the pipeline between the metering unit 103 and the injection unit 105. As another example, if the ambient temperature of the hydrocarbon injection system is higher than the pour point of the first diesel fuel (e.g., 0# diesel), only the first diesel fuel can be supplied to the hydrocarbon injection system 100. This avoids consuming relatively expensive secondary diesel fuel, thus saving on the operating costs of active DPF regeneration.

[0073] The control unit 125 can be configured to control the fuel supply unit 101 to selectively supply at least one of a first diesel fuel and a second diesel fuel to the hydrocarbon injection system 100 based on at least the geographical area where the hydrocarbon injection system 100 is located, i.e., the geographical area where the diesel vehicle equipped with the hydrocarbon injection system 100 is located. For this purpose, the hydrocarbon injection system 100 may include a geographical location determination unit 127 for determining the geographical area where the hydrocarbon injection system 100 is located. For example... Figure 1 As indicated by the dashed line E, the control unit 125 can be communicatively coupled to the geographic location determination unit 127. The geographic location determination unit 127 can be a geographic location sensing module of a receiver such as GPS, GLONASS, GALILEO, or BeiDou satellite navigation systems. Based on the satellite navigation data received by the geographic location determination unit 127, the geographic area, such as a country, province, or city, can be determined.

[0074] The control unit 125 can be configured to control the fuel supply unit 101 to selectively supply at least one of a first diesel fuel and a second diesel fuel to the hydrocarbon injection system 100, at least based on the geographical region where the hydrocarbon injection system 100 is located. For example, when the region where the hydrocarbon injection system 100 is located is Hainan Province, China, the control unit 125 can control the fuel supply unit 101 to supply the first diesel fuel (e.g., #0 diesel fuel) to the hydrocarbon injection system 100 in response to a DPF regeneration request, because the daily minimum temperature in Hainan Province is much higher than the freezing point of the first diesel fuel. For example, when the hydrocarbon injection system 100 is located in the high-altitude region of Tibet, China, where the daily minimum temperature is lower than the freezing point of the first diesel fuel (e.g., the first diesel fuel is 0# diesel, and the daily minimum temperature is below 4°C), the control unit 125 can, in response to a DPF regeneration request, control the fuel supply unit 101 to supply only the second diesel fuel (e.g., -10#, -20#, -35#, or -50# diesel) to the hydrocarbon injection system 100. Alternatively, it can first supply the first diesel fuel to the hydrocarbon injection system 100 and then (e.g., when DPF regeneration is almost complete) switch to supplying the second diesel fuel. This ensures that the more cold-resistant second diesel fuel remains in the pipeline between the metering unit 103 and the injection unit 105 after the diesel fuel flow is cut off by the switching valve of the metering unit 103 when DPF active regeneration is discontinued. This prevents diesel fuel from waxing and clogging the pipeline between the metering unit 103 and the injection unit 105. It should be understood that even when the daily minimum temperature in the geographical area where the hydrocarbon injection system 100 is located is lower than the freezing point of the first diesel fuel, the reason why the first diesel fuel can still be supplied to the hydrocarbon injection system 100 first and then switched to supplying the second diesel fuel is that DPF active regeneration generally occurs when the diesel vehicle's engine is running. The first diesel fuel stored in the first fuel tank 107 can be heated by a heating device (not shown) to raise its temperature above the freezing point, thereby allowing it to be supplied to the hydrocarbon injection system 100 for DPF active regeneration. For example, the heating device can be a separate heater; or, if the fuel supply unit 101 of the hydrocarbon injection system 100 shares some components and piping with the engine fuel supply system of the diesel vehicle on which the hydrocarbon injection system 100 is installed, the heating device can be a heater in the engine fuel supply system used to heat the diesel fuel in the fuel tank. Further details on how the control unit 125 controls the fuel supply unit 101 to selectively supply diesel fuel to the hydrocarbon injection system 100 based on the geographical area will be given later.

[0075] To facilitate the operation of the control unit 125, the hydrocarbon injection system 100 also includes a storage unit 129, which can store data for determining whether the temperature of the geographical area is sufficient to solidify the first and second diesel fuels into wax. The storage unit 129 can be a separate module or, as in [other configurations], [other configurations]. Figure 1The diagram shows a portion of the control unit 125. The control unit 125 can send corresponding instructions to the fuel supply unit 101 based on data stored in the storage unit 129 used to determine whether the temperature of the geographical area where the hydrocarbon injection system 100 is located is sufficient to cause the first diesel fuel and the second diesel fuel to solidify into wax.

[0076] In some examples, storage unit 129 may store historical temperature data for the geographic area where the hydrocarbon injection system 100 is located. Historical temperature data for a geographic area should include the daily minimum temperature for at least one recording period (e.g., a full year) for that geographic area. This allows it to be determined, based on the historical temperature data, whether the temperature in that geographic area is sufficient to cause the first and second diesel fuels to solidify into wax. Historical temperature data for a geographic area may include the average of the daily minimum temperatures for corresponding dates (different years but the same month and day) across multiple recording periods in that geographic area, for example, the historical average of the daily minimum temperatures for corresponding dates over the most recent three years.

[0077] Historical temperature data can be stored in storage unit 129 in the form of a lookup table corresponding to dates and daily minimum temperatures. This allows control unit 125 to look up the corresponding historical temperature data in storage unit 129 based on the current date, thereby predicting the daily minimum temperature for the current date. Historical temperature data can also be stored in storage unit 129 as a curve fitted to the daily minimum temperature, for example, a daily minimum temperature curve for each recording period. This allows control unit 125 to predict the daily minimum temperature for the current date based on changes in the curve. Alternatively, such a temperature curve can be a curve fitted to the average of the daily minimum temperatures for corresponding dates over multiple recording periods. In this paper, the daily minimum temperature can be daily data within a single recording period, or it can be the average of multi-day data for corresponding dates over multiple recording periods.

[0078] Based on historical temperature data of the geographical region where the hydrocarbon injection system 100 is located, the control unit 125 can control the fuel supply unit 101 to selectively supply diesel fuel to the hydrocarbon injection system 100. When the daily minimum temperature in at least one recorded period in a geographical region (e.g., Hainan Province, China) is higher than the pour point of the first diesel fuel (e.g., 0# diesel fuel), the first diesel fuel is not at risk of solidifying and waxing. Therefore, the control unit 125 can control the fuel supply unit 101 to supply only the first diesel fuel to the hydrocarbon injection system 100 in response to a DPF regeneration request. When the daily minimum temperature in at least one recorded period in a geographical region (e.g., a high-altitude area) is lower than the pour point of the first diesel fuel (e.g., 0# diesel fuel) but higher than the pour point of the second diesel fuel (e.g., -35# diesel fuel or -50# diesel fuel), the first diesel fuel is highly likely to solidify and wax, while the second diesel fuel is not at risk of solidifying and waxing. Therefore, the control unit 125 can, in response to a DPF regeneration request, control the fuel supply unit 101 to supply only the second diesel fuel to the hydrocarbon injection system 100, or it can first supply the first diesel fuel to the hydrocarbon injection system 100 and then switch to supplying the second diesel fuel. This ensures that the more cold-resistant second diesel fuel remains in the pipeline between the metering unit 103 and the injection unit 105 after the diesel fuel flow is cut off by the switching valve of the metering unit 103 when active DPF regeneration is discontinued. This prevents diesel fuel from waxing and clogging the pipeline between the metering unit 103 and the injection unit 105. The second diesel fuel is also highly likely to solidify and wax when the daily minimum temperature in at least one recorded period in a geographic area is below the pour point of the second diesel fuel (e.g., -20# diesel). Therefore, the control unit 125 can, in response to a DPF regeneration request, control the hydrocarbon injection system 100 not to perform DPF regeneration and issue an alert to the driver, reminding them to change to the appropriate diesel fuel. When, within at least one recording period in a geographical area, the daily minimum temperature on a portion of the dates is higher than the pour point of a first diesel fuel (e.g., 0# diesel), and on another portion of the dates the daily minimum temperature is lower than the pour point of the first diesel fuel (e.g., 0# diesel) but higher than the pour point of a second diesel fuel (e.g., -10# diesel, -20# diesel, -35# diesel, or -50# diesel), the first diesel fuel carries a certain risk of solidification and waxing, while the second diesel fuel does not. Therefore, the control unit 125 can control the fuel supply unit 101 to selectively supply diesel fuel to the hydrocarbon injection system 100 in conjunction with the current date. For example, the fuel supply unit 101 can be controlled to selectively supply diesel fuel to the hydrocarbon injection system 100 by determining which of the aforementioned dates the current date belongs to.

[0079] In other examples, storage unit 129 may store judgment data regarding the selective supply of at least one of first diesel and second diesel fuel to the geographic region where the hydrocarbon injection system 100 is located, corresponding to the current date. For example, storage unit 129 may store daily judgment data for the selective supply of at least one of first diesel and second diesel fuel to a geographic region, listed by date. This judgment data may be expressed as "first diesel fuel" and "second diesel fuel" or "first diesel fuel first, then second diesel fuel," "1" and "2" or "1 first, then 2," or similar expressions. Thus, once the geographic region where the hydrocarbon injection system 100 is located is determined, control unit 125 can control fuel supply unit 101 to selectively supply diesel fuel to the hydrocarbon injection system 100 based on the judgment data for the current date.

[0080] In some examples, multiple geographic regions can be divided into different groups based on historical temperature data. This allows for the determination of how diesel fuel can be selectively supplied to the hydrocarbon injection system 100 based on the group a geographic region belongs to. For example, multiple geographic regions can be divided into at least three groups, where the first group is defined as having daily minimum temperatures above the pour point of a first diesel fuel (e.g., 0# diesel) during at least one recording period; the second group is defined as having daily minimum temperatures below the pour point of the first diesel fuel but above the pour point of a second diesel fuel (e.g., -20# diesel) during at least one recording period; and the third group is defined as having daily minimum temperatures above the pour point of the first diesel fuel on some days and below the pour point of the first diesel fuel but above the pour point of the second diesel fuel on other days during the at least one recording period. Alternatively, multiple geographic regions can be divided into two groups, for example, merging the second and third groups described above into one group.

[0081] Based on the grouping data of the geographical area where the hydrocarbon injection system 100 is located, the control unit 125 can perform different operations. For example, when the geographical area where the hydrocarbon injection system 100 is located belongs to the first group of geographical areas, the control unit 125 can control the fuel supply unit 101 to supply only the first diesel fuel to the hydrocarbon injection system 100 in response to the DPF regeneration request. When the geographical area where the hydrocarbon injection system 100 is located belongs to the second group of geographical areas, the control unit 125 can control the fuel supply unit 101 to supply only the second diesel fuel to the hydrocarbon injection system 100 in response to the DPF regeneration request, or first supply the first diesel fuel to the hydrocarbon injection system 100 and then switch to supplying the second diesel fuel to the hydrocarbon injection system 100, so that when the active regeneration of the DPF is terminated, after the diesel fuel flow is cut off by the switching valve of the metering unit 103, the second diesel fuel, which is more resistant to low temperatures, is ensured to remain in the pipeline between the metering unit 103 and the injection unit 105. When the geographical area where the hydrocarbon injection system 100 is located belongs to the third group of geographical areas, the control unit 125 controls the fuel supply unit 101 to supply only the first diesel fuel to the hydrocarbon injection system 100, or only the second diesel fuel to the hydrocarbon injection system 100, or to supply the first diesel fuel to the hydrocarbon injection system 100 first and then switch to supplying the second diesel fuel to the hydrocarbon injection system 100, by comparing the daily minimum temperature in the historical temperature data corresponding to the current date with the freezing point of the first diesel fuel. Specifically, the daily minimum temperature in the historical temperature data corresponding to the current date is compared with the freezing point of the first diesel fuel. If the daily minimum temperature in the historical temperature data corresponding to the current date is higher than the freezing point of the first diesel fuel, the fuel supply unit 101 is controlled to supply only the first diesel fuel to the hydrocarbon injection system 100. Conversely, if the daily minimum temperature in the historical temperature data corresponding to the current date is lower than or equal to the freezing point of the first diesel fuel, the fuel supply unit 101 is controlled to supply only the second diesel fuel to the hydrocarbon injection system 100, or the first diesel fuel is supplied to the hydrocarbon injection system 100 first and then switched to supplying the second diesel fuel to the hydrocarbon injection system 100. This ensures that the second diesel fuel remains in the pipeline between the metering unit 103 and the injection unit 105 after the diesel fuel flow is cut off by the switching valve of the metering unit 103 when the DPF active regeneration is exited.

[0082] By grouping multiple geographical regions, storage unit 129 can store only the grouped data for each geographical region, without storing the historical temperature data for each geographical region, thus simplifying the stored data. This grouped data can be calculated by the manufacturer of the hydrocarbon injection system 100 based on the historical temperature data of each geographical region and information such as the pour point of diesel fuel, and then input into storage unit 129. It should be understood that the historical temperature data and information such as the pour point of diesel fuel can also be modified and updated manually or automatically.

[0083] The following is combined Figure 2Describe the operation process and control method of the hydrocarbon injection system 100.

[0084] like Figure 2 As shown, in step S1, the control unit 125 of the hydrocarbon injection system 100 receives a DPF regeneration request. In some examples, the DPF regeneration request may be issued by the control unit of the exhaust aftertreatment system 200 to the control unit 125 of the hydrocarbon injection system 100 when it is determined that the DPF regeneration timing has been reached. In other examples, the DPF regeneration request may also be initiated by the driver (e.g., parking regeneration).

[0085] Next, in step S2, the control unit 125 receives a signal from the geographic location determination unit 127 in response to the DPF regeneration request, and determines the geographic area where the hydrocarbon injection system 100 is located. For example, the province or city where the vehicle is traveling can be determined using a GPS module. Based on the geographic area where the hydrocarbon injection system 100 is located, the control unit 125 can control the fuel supply unit 101 to selectively supply at least one of the first diesel fuel and the second diesel fuel to the hydrocarbon injection system 100. Specifically, the control unit 125 can send corresponding instructions to the fuel supply unit 101 based on the data stored in the storage unit 129 used to determine whether the temperature of the geographic area where the hydrocarbon injection system 100 is located is sufficient to cause the first diesel fuel and the second diesel fuel to solidify into wax, thereby controlling the fuel supply unit 101 to selectively supply diesel fuel to the hydrocarbon injection system 100. For example, the data stored in the storage unit 129 includes historical temperature data of the geographical area (including the daily minimum temperature within at least one recording period) or judgment data of selective supply of at least one of the first diesel and the second diesel corresponding to the current date in the geographical area. The control unit 125 can determine whether the temperature of the geographical area where the hydrocarbon injection system 100 is located is sufficient to cause the first diesel and the second diesel to solidify into wax based on the historical temperature data or the judgment data, thereby controlling the fuel supply unit 101 to selectively supply at least one of the first diesel and the second diesel to the hydrocarbon injection system 100.

[0086] If it is determined in step S2 that there is no risk of the first diesel fuel solidifying into wax, and it is determined that the first diesel fuel will be supplied to the hydrocarbon injection system 100, then proceed to step S3.

[0087] In step S3, the control unit 125 can control the switching valve 112 of the fuel supply unit 101 to connect the main pipe 111 with the first branch pipe 113 extending into the first fuel tank 107. The fuel pump 117 can provide a certain pressure to draw the first diesel fuel in the first fuel tank 107 into the main pipe 111 via the first branch pipe 113.

[0088] Next, in step S4, the control unit 125 can control the switching valve of the metering unit 103 to open the diesel fuel flow, so as to introduce the first diesel fuel into the metering unit 103, and then allow the first diesel fuel to flow into the injection unit 105 through the metal rigid pipe 123 between the metering unit 103 and the injection unit 105. The injection unit 105 receives the first diesel fuel from the metering unit 103 and injects it into the exhaust pipe 207 of the exhaust aftertreatment system 200 to help with active DPF regeneration.

[0089] Next, in step S5, when the DPF active regeneration is completed after a certain period of time (e.g., 15 minutes or longer or shorter), or when a command to exit the DPF is received (which may come from the driver of the diesel vehicle, such as pressing the clutch pedal), the control unit 125 controls the switching valve of the metering unit 103 to cut off the flow of the first diesel fuel, thereby stopping the injection of the first diesel fuel. At this time, the first diesel fuel will remain in the pipeline between the metering unit 103 and the injection unit 105. The first diesel fuel will not solidify into wax and block the pipeline between the metering unit 103 and the injection unit 105.

[0090] Next, in step S6, the hydrocarbon injection system 100 exits active DPF regeneration.

[0091] If it is determined in step S2 that the first diesel fuel is highly likely to solidify into wax, while the second diesel fuel has no risk of solidifying into wax, it can be determined that after the flow of diesel fuel is cut off by the switching valve of the metering unit 103 when exiting DPF active regeneration, the second diesel fuel needs to remain in the pipeline between the metering unit 103 and the injection unit 105, because the second diesel fuel is more resistant to low temperatures, thus avoiding solidification into wax and clogging of the pipeline between the metering unit 103 and the injection unit 105. Then proceed to step S7.

[0092] In step S7, the control unit 125 may determine, for example, how to control the fuel supply unit 101 to supply diesel fuel to the hydrocarbon injection system 100 based on the initiator of the active DPF regeneration, and ensure that only the second diesel fuel, which is more resistant to low temperatures, remains in the pipeline between the metering unit 103 and the injection unit 105 after the diesel fuel flow is cut off by the switching valve of the metering unit 103 when the active DPF regeneration is discontinued. For example, when it is determined that the DPF regeneration request is issued by the control unit of the exhaust aftertreatment system 200 to the control unit 125 of the hydrocarbon injection system 100, it can be determined that only the second diesel fuel is supplied to the hydrocarbon injection system 100, because the driver of the diesel vehicle may not be aware that DPF regeneration is in progress, and their operation of the diesel vehicle (e.g., depressing the clutch pedal) may cause the DPF regeneration to discontinue prematurely, accidentally leaving the first diesel fuel in the pipeline between the metering unit 103 and the injection unit 105, thereby causing pipeline blockage. For example, when it is determined that the DPF regeneration request can also be initiated by the driver (e.g., parking regeneration), it can be determined that a first diesel fuel is supplied to the hydrocarbon injection system 100 first, and then (e.g., one minute or longer or shorter before the end of DPF regeneration) the supply of a second diesel fuel is switched to the hydrocarbon injection system 100. By determining the initiator of the active DPF regeneration, it is possible to avoid premature termination of DPF regeneration due to the driver operating the diesel vehicle without their knowledge, which could accidentally leave the first diesel fuel in the line between the metering unit 103 and the injection unit 105, thus causing a blockage. It should be understood that the switching valve 112 of the fuel supply unit 101 can also be controlled based on other factors to ensure that only the second diesel fuel, which is more resistant to low temperatures, remains in the line between the metering unit 103 and the injection unit 105 after the diesel fuel flow is cut off by the switching valve of the metering unit 103 when active DPF regeneration is terminated.

[0093] If it is determined in step S7 that only the second diesel fuel is supplied to the hydrocarbon injection system 100, then proceed to step S8.

[0094] In step S8, the control unit 125 can control the switching valve 112 of the fuel supply unit 101 to connect the main pipe 111 with the second branch pipe 115 extending into the second fuel tank 109. The fuel pump 117 can provide a certain pressure to draw the second diesel fuel in the second fuel tank 109 into the main pipe 111 via the second branch pipe 115.

[0095] Next, in step S9, the control unit 125 can control the switching valve of the metering unit 103 to open the diesel fuel flow, so as to introduce the second diesel fuel into the metering unit 103, and then allow the second diesel fuel to flow into the injection unit 105 through the metal rigid pipe 123 between the metering unit 103 and the injection unit 105. The injection unit 105 receives the second diesel fuel from the metering unit 103 and injects it into the exhaust pipe 207 of the exhaust aftertreatment system 200 to help with active DPF regeneration.

[0096] Next, in step S10, when the DPF active regeneration is completed after a certain period of time, or when a command to exit the DPF is received, the control unit 125 controls the switching valve of the metering unit 103 to cut off the flow of the second diesel fuel, thereby stopping the injection of the second diesel fuel. At this time, the second diesel fuel will remain in the pipeline between the metering unit 103 and the injection unit 105. The second diesel fuel will not solidify into wax and block the pipeline between the metering unit 103 and the injection unit 105.

[0097] Next, in step S6, the hydrocarbon injection system 100 exits active DPF regeneration.

[0098] If in step S7 it is determined that the first diesel fuel is supplied to the hydrocarbon injection system 100 first and then the supply of the second diesel fuel is switched to the hydrocarbon injection system 100, then proceed to step S11.

[0099] In step S11, the control unit 125 can control the switching valve 112 of the oil supply unit 101 to first connect the main pipe 111 to the first branch pipe 113 extending into the first oil tank 107, so that the first diesel fuel in the first oil tank 107 is drawn into the main pipe 111 via the first branch pipe 113 by the oil pump 117.

[0100] Next, in step S12, the control unit 125 can control the switching valve of the metering unit 103 to open the diesel fuel flow, so as to introduce the first diesel fuel into the metering unit 103, and then allow the first diesel fuel to flow into the injection unit 105 through the metal rigid pipe 123 between the metering unit 103 and the injection unit 105. The injection unit 105 receives the first diesel fuel from the metering unit 103 and injects it into the exhaust pipe 207 of the exhaust aftertreatment system 200 to help with active DPF regeneration.

[0101] Next, in step S13, when the active DPF regeneration is about to complete after a period of time (e.g., 15 minutes or longer or shorter), the control unit 125 can control the switching valve 112 of the fuel supply unit 101 to connect the main pipe 111 to the second branch pipe 115 extending into the second fuel tank 109, thereby drawing the second diesel fuel from the second fuel tank 109 into the main pipe 111 via the second branch pipe 115 through the fuel pump 117. The second diesel fuel is introduced into the metering unit 103 and then flows into the injection unit 105 through the metal rigid pipe 123 between the metering unit 103 and the injection unit 105. The injection unit 105 receives the second diesel fuel from the metering unit 103 and injects it into the exhaust pipe 207 of the exhaust aftertreatment system 200 to aid in the active DPF regeneration.

[0102] Next, in step S14, the control unit 125 controls the switching valve of the metering unit 103 to cut off the diesel fuel flow, thereby stopping the injection of the second diesel fuel. At this time, only the second diesel fuel remains in the pipeline between the metering unit 103 and the injection unit 105, and the second diesel fuel will not solidify into wax and block the pipeline between the metering unit 103 and the injection unit 105.

[0103] Next, in step S6, the hydrocarbon injection system 100 exits active DPF regeneration.

[0104] It should be understood that, although not in Figure 2 As shown in the diagram, if it is determined in step S2 that the second diesel fuel is highly likely to solidify into wax, DPF regeneration can be terminated directly and an alarm can be issued to remind the driver to replace it with the appropriate diesel fuel.

[0105] In this way, as the diesel vehicle travels to different geographical areas, the supply of diesel fuel from the fuel supply unit 101 to the hydrocarbon injection system 100 can be flexibly controlled, thereby preventing diesel fuel from waxing and clogging the pipeline between the metering unit 103 and the injection unit 105. This improves the reliability of the hydrocarbon injection system and saves on relatively expensive second diesel fuel, thus reducing the operating cost of DPF regeneration.

[0106] It should also be understood that, such as Figure 2 The control method shown can be an executable program instruction, which is stored on a machine-readable non-volatile storage medium.

[0107] As described above, in Figure 1In the example shown, the fuel supply unit 101 of the hydrocarbon injection system 100 can share the first fuel tank 107, second fuel tank 109, first branch pipe 113, second branch pipe 115, switching valve 112, fuel pump 117, filter 119, and main pipe 111 with the engine fuel supply system of the diesel vehicle on which the hydrocarbon injection system 100 is installed. In this case, the control unit 125 of the hydrocarbon injection system 100 can control the switching valve 112 and the fuel pump 117 in response to a DPF regeneration request, taking precedence over the engine fuel supply system's control of them. That is, when responding to a DPF regeneration request, the control unit 125 of the hydrocarbon injection system 100 can have a higher priority in controlling the switching valve 112 and the fuel pump 117 than the engine fuel supply system. For example, when the engine fuel supply system control switching valve 112 is in the position connecting the main pipe 111 to the first branch pipe 113, the control unit 125 of the hydrocarbon injection system 100 can control the switching valve 112 to switch the main pipe 111 to connect the second branch pipe 115 in response to a DPF request. This allows the control unit 125 of the hydrocarbon injection system 100 to selectively supply at least one of the first and second diesel fuels to the hydrocarbon injection system 100 in response to a DPF regeneration request, without being affected by the original control of the engine fuel supply system. In this way, suitable diesel fuel can always be left in the pipeline between the metering unit 103 and the injection unit 105 after DPF regeneration is discontinued.

[0108] Now for reference Figure 3 This illustrates a hydrocarbon injection system 300 according to another preferred embodiment of the present application. Similar to the hydrocarbon injection system 100 described above, the hydrocarbon injection system 300 can be used in the exhaust aftertreatment system of diesel vehicles, particularly in the exhaust aftertreatment system of diesel vehicles using a common rail system. Furthermore, Figure 3 The exemplary exhaust aftertreatment system 400 shown can be used with Figure 1 The exemplary exhaust aftertreatment system 200 shown is similar.

[0109] Similar to the hydrocarbon injection system 100 described above, the hydrocarbon injection system 300 may also include: a fuel supply unit 301 for supplying diesel fuel to the hydrocarbon injection system 300; a metering unit 303 for cutting off and starting the diesel fuel flow in the hydrocarbon injection system 300 and metering the amount of diesel fuel injected during the DPF regeneration process; an injection unit 305 for receiving diesel fuel from the metering unit 303 and injecting it into the exhaust pipe of the exhaust aftertreatment system 400; and a pipeline that fluidly connects the fuel supply unit 301, the metering unit 303 and the injection unit 305.

[0110] Figure 3A portion of the engine fuel supply system 500 of a diesel vehicle equipped with the hydrocarbon injection system 300 is also schematically shown. (For example...) Figure 3 As shown, the engine fuel supply system 500 may include a first fuel tank 501 and a second fuel tank 503, wherein the first fuel tank 501 stores a first diesel fuel, and the second fuel tank 503 stores a second diesel fuel with a freezing point lower than that of the first diesel fuel. The first diesel fuel and the second diesel fuel may be selected from the group including 5# diesel fuel, 0# diesel fuel, -10# diesel fuel, -20# diesel fuel, -35# diesel fuel, and -50# diesel fuel. The main pipe 505 of the engine fuel supply system 500 may be selectively connected via a switching valve 507 to a first branch line including the first fuel tank 501 and a first branch pipe 509 extending into the first fuel tank 501, and a second branch line including the second fuel tank 503 and a second branch pipe 511 extending into the second fuel tank 503, to receive diesel fuel from the first fuel tank 501 or the second fuel tank 503. The first oil pump 513 and the second oil pump 515 can be respectively installed on the first branch pipe 509 and the second branch pipe 511 to draw diesel fuel from the first oil tank 501 and the second oil tank 503 into the main pipe 505 via the first branch pipe 509 and the second branch pipe 511, respectively. The first filter 517 and the second filter 519 can be respectively installed on the first branch pipe 509 and the second branch pipe 511. After the first filter 517 and the second filter 519 filter out harmful impurities and moisture from the diesel fuel, the clean diesel fuel can be delivered to the main pipe 505, and thus delivered to the high-pressure oil circuit section (not shown) as indicated by arrow F. The advantage of this engine fuel supply system 500 is that it can supply the engine with a lower temperature resistant second diesel fuel when the engine is just started, to help preheat the engine and heat the first diesel fuel with a higher freezing point, or it can supply the engine with a lower temperature resistant second diesel fuel for a short period of time after the engine is turned off, so that the lower temperature resistant second diesel fuel remains in the engine and fuel supply line, and avoids the first diesel fuel, which is not cold resistant, remaining in the engine and fuel supply line, otherwise the first diesel fuel will solidify and wax, causing blockage.

[0111] The fuel supply unit 301 of the hydrocarbon injection system 300 can share the second fuel tank 503, second branch pipe 511, second fuel pump 515, and second filter 519 with the engine fuel supply system 500. For example... Figure 3 As shown, the oil supply unit 301 is connected to the second branch pipe 511 as a branch through the metal rigid pipe 321, so that the metering unit 303 is connected to the second branch pipe 511.

[0112] The hydrocarbon injection system 300 also includes a control unit 325, which is used to control the operation of the hydrocarbon injection system 300. For example... Figure 3As indicated by the dashed lines H and J, control unit 325 can be communicatively coupled to at least the metering unit 303 and the second fuel pump 515 of the engine fuel supply system 500 (i.e., fuel supply unit 301) to control the operation of the metering unit 303 and the second fuel pump 515. In some examples, control unit 325 may be the vehicle's electronic control unit (ECU); in other examples, control unit 325 may also be a separate controller dedicated to the hydrocarbon injection system 300 described herein.

[0113] Control unit 325 can be configured to control fuel supply unit 301 to supply a second diesel fuel to hydrocarbon injection system 300 in response to a DPF regeneration request. As described above, the second diesel fuel has a lower pour point than the first diesel fuel. In this way, the lower-temperature resistant second diesel fuel can always be supplied to hydrocarbon injection system 300, thus ensuring that the lower-temperature resistant second diesel fuel remains in the pipeline between metering unit 303 and injection unit 305 after the diesel fuel flow is cut off by the switching valve of metering unit 103 when DPF active regeneration is discontinued. This prevents diesel fuel from waxing and clogging the metal rigid pipe 323 between metering unit 303 and injection unit 305. Specifically, upon receiving a DPF regeneration request, control unit 325 can first determine the operating status of the second fuel pump 515, such as enabled (fueling in progress) or disabled (fueling stopped). For example, when it is determined that the second fuel pump 515 is activated, it can be determined that the engine fuel supply system 500 is drawing the second diesel fuel from the second fuel tank 503 into the main fuel line 505 via the second branch pipe 511. The control unit 325 can then control the switching valve of the metering unit 303 to open the diesel fuel flow, so that the second diesel fuel, as indicated by arrow G, is introduced from the second branch pipe 511 into the metering unit 303, and subsequently flows into the injection unit 305 via the metal rigid pipe 323 between the metering unit 303 and the injection unit 305. When it is determined that the second fuel pump 515 is deactivated, it can be determined that the engine fuel supply system 500 is drawing the second diesel fuel from the second fuel tank 503 into the main fuel line 505. If no second diesel fuel is drawn from the second fuel tank 503, and therefore no second diesel fuel is in the second branch pipe 511 (in this case, the engine fuel supply system 500 disables the second fuel pump 515), the control unit 325 can control the second fuel pump 515 to start, drawing the second diesel fuel from the second fuel tank 503 via the second branch pipe 511, and control the switching valve of the metering unit 303 to open the diesel fuel flow, introducing the second diesel fuel into the metering unit 303 as indicated by arrow G, and then allowing the second diesel fuel to flow into the injection unit 305 through the metal rigid pipe 323 between the metering unit 303 and the injection unit 305. The injection unit 305 receives the second diesel fuel from the metering unit 303 and injects it into the exhaust pipe of the exhaust aftertreatment system 400 to aid in the active regeneration of the DPF.

[0114] When active DPF regeneration is completed after a certain period (e.g., 15 minutes or longer or shorter), or upon receiving a command to exit DPF (which may originate from the driver of the diesel vehicle, such as by depressing the clutch pedal), control unit 325 controls the switching valve of metering unit 303 to cut off diesel flow, thereby stopping the injection of second diesel fuel. At this time, second diesel fuel remains in the line between metering unit 103 and injection unit 105. This ensures that the lower-temperature resistant second diesel fuel is always supplied to hydrocarbon injection system 300, thus ensuring that the lower-temperature resistant second diesel fuel always remains in the line between metering unit 303 and injection unit 305 after the switching valve of metering unit 103 cuts off diesel flow when active DPF regeneration is exited. This prevents diesel fuel from waxing and clogging the metal rigid pipe 323 between metering unit 303 and injection unit 305.

[0115] As described above, the control unit 325 of the hydrocarbon injection system 300 can control the second fuel pump 515 in response to a DPF regeneration request, taking precedence over the engine fuel supply system 500's control of the second fuel pump 515. In other words, when responding to a DPF regeneration request, the control unit 125 of the hydrocarbon injection system 100 can have a higher priority in controlling the second fuel pump 515 than the engine fuel supply system. For example, if the engine fuel supply system 500 deactivates the second fuel pump 515, the control unit 325 of the hydrocarbon injection system 300 can control the second fuel pump 515 to start in response to a DPF request. This allows the control unit 325 of the hydrocarbon injection system 300 to control the fuel supply unit 301 to supply a second diesel fuel to the hydrocarbon injection system 300 in response to a DPF regeneration request, without being affected by the original control of the engine fuel supply system 500. Furthermore, since the hydrocarbon injection system 300 can share some components and pipelines with the engine fuel supply system 500 of the diesel vehicle on which the hydrocarbon injection system 300 is installed, some redundant components and pipelines are eliminated, reducing the complexity of the diesel vehicle's pipelines.

[0116] It should be understood that the terms “first” and “second” are used only to distinguish one element or component from another, but these elements and / or components should not be limited by such terms.

[0117] The present application has been described in detail above with reference to specific embodiments. Obviously, the above description and the embodiments shown in the accompanying drawings should be understood as exemplary and not as limiting the present application. Those skilled in the art can make various modifications or alterations without departing from the spirit of the present application, and such modifications or alterations do not depart from the scope of the present application.

Claims

1. A hydrocarbon injection system (100) for use in an exhaust aftertreatment system of a diesel vehicle, said hydrocarbon injection system (100) comprising: A fuel supply unit (101) is used to supply diesel fuel to the hydrocarbon injection system (100); Metering unit (103) for cutting off and starting diesel flow and measuring diesel injection quantity. An injection unit (105) for receiving diesel fuel from the metering unit (103) and injecting it into the exhaust aftertreatment system. Geographic location determination unit (127) for determining the geographic area where the hydrocarbon injection system (100) is located. as well as A control unit (125) is configured to, in response to a DPF regeneration request, control the fuel supply unit (101) to selectively supply at least one of a first diesel fuel and a second diesel fuel to the hydrocarbon injection system (100), at least according to the geographical region in which the second diesel fuel has a lower pour point than the first diesel fuel, wherein: When the lowest temperature in the geographic area would cause the first diesel fuel to solidify but not the second diesel fuel, the control unit (125) responds to the DPF regeneration request by controlling the fuel supply unit (101) to ensure that the second diesel fuel remains in the pipeline between the metering unit (103) and the injection unit (105) after the metering unit (103) cuts off the diesel fuel flow when the hydrocarbon injection system (100) exits DPF regeneration.

2. The hydrocarbon injection system (100) of claim 1, wherein, The hydrocarbon injection system (100) further includes a storage unit (129) that stores data for determining whether the lowest temperature in the geographic area is sufficient to solidify the first diesel fuel and the second diesel fuel into wax. The control unit (125) is configured to control the fuel supply unit (101) based on the geographic area and the data.

3. The hydrocarbon injection system (100) of claim 1, wherein, When it is determined that the temperature of the geographical area will not cause the first diesel fuel to solidify, the control unit (125) controls the fuel supply unit (101) to supply the first diesel fuel only to the hydrocarbon injection system (100) in response to the DPF regeneration request.

4. The hydrocarbon injection system (100) according to any one of claims 1 to 3, characterized in that When it is determined that the temperature in the geographical area will cause the first diesel fuel to solidify but not the second diesel fuel, the control unit (125) controls the fuel supply unit (101) in response to the DPF regeneration request: (i) Supplying the second diesel fuel only to the hydrocarbon injection system (100); or (ii) First supply the first diesel fuel to the hydrocarbon injection system (100), and then switch to supply the second diesel fuel to the hydrocarbon injection system (100); This ensures that when the hydrocarbon injection system (100) exits DPF regeneration, only the second diesel fuel remains in the pipeline between the metering unit (103) and the injection unit (105) after the diesel fuel flow is cut off by the metering unit (103).

5. The hydrocarbon injection system (100) according to any one of claims 1 to 3, characterized in that The engine fuel supply system of the diesel vehicle equipped with the hydrocarbon injection system (100) includes: Includes a first oil tank (107) and a first branch pipe (113) extending into the first oil tank (107); Includes a second oil tank (109) and a second branch pipe (115) extending into the second oil tank (109); A main pipe (111), configured to selectively communicate with either the first branch or the second branch via a switching valve (112); and An oil pump (117) is used to draw diesel fuel from the first oil tank (107) or the second oil tank (109) into the main pipe (111). The fuel supply unit (101) of the hydrocarbon injection system (100) shares the first branch, the second branch, the main pipe (111), the switching valve (112), and the fuel pump (117) with the engine fuel supply system. The first diesel fuel is stored in the first fuel tank (107), and the second diesel fuel is stored in the second fuel tank (109). The control unit (125) of the hydrocarbon injection system (100) is configured to control the switching valve (112) and the fuel pump (117) in response to a DPF regeneration request. The control unit (125)’s control of the switching valve (112) and the fuel pump (117) in response to the DPF regeneration request overrides the engine fuel supply system’s control of the switching valve (112) and the fuel pump (117).

6. A method for controlling a hydrocarbon injection system (100), the hydrocarbon injection system (100) comprising a fuel supply unit (101) for supplying diesel fuel to the hydrocarbon injection system (100), a metering unit (103) for cutting off and starting the diesel fuel flow and metering the amount of diesel fuel injected, and an injection unit (105) for receiving diesel fuel from the metering unit (103) and injecting it, the method comprising: The geographical area where the hydrocarbon injection system (100) is located is determined by the geographical location determination unit (127); as well as In response to a DPF regeneration request, the fuel supply unit (101) is controlled to selectively supply at least one of a first diesel fuel and a second diesel fuel to the hydrocarbon injection system (100), at least according to the geographical region in which the second diesel fuel has a lower pour point than the first diesel fuel, wherein: When the lowest temperature in the geographic area would cause the first diesel fuel to solidify but not the second diesel fuel, in response to a DPF regeneration request, the fuel supply unit (101) is controlled to ensure that the second diesel fuel remains in the pipeline between the metering unit (103) and the injection unit (105) after the diesel fuel flow is cut off by the metering unit (103) when the hydrocarbon injection system (100) exits DPF regeneration.

7. The method of claim 6, wherein, The method further includes acquiring data to determine whether the temperature of the geographic area where the hydrocarbon injection system (100) is located is sufficient to cause the first diesel fuel and the second diesel fuel to solidify into wax, and controlling the fuel supply unit (101) based on the geographic area and the data.

8. The method according to claim 6, characterized in that, The method further includes: When it is determined that the temperature in the geographical area will not cause the first diesel fuel to solidify, the fuel supply unit (101) is controlled to supply the first diesel fuel only to the hydrocarbon injection system (100) in response to the DPF regeneration request.

9. The method according to any one of claims 6 to 8, characterized in that, When it is determined that the temperature of the geographical area will cause the first diesel fuel to solidify but not the second diesel fuel, the fuel supply unit (101) is controlled in response to a DPF regeneration request: (i) Supplying the second diesel fuel only to the hydrocarbon injection system (100); or (ii) First supply the first diesel fuel to the hydrocarbon injection system (100), and then switch to supply the second diesel fuel to the hydrocarbon injection system (100); This ensures that when the hydrocarbon injection system (100) exits DPF regeneration, only the second diesel fuel remains in the pipeline between the metering unit (103) and the injection unit (105) after the diesel fuel flow is cut off by the metering unit (103).

10. The method according to any one of claims 6 to 8, characterized in that, The engine fuel supply system of the diesel vehicle equipped with the hydrocarbon injection system (100) includes: Includes a first oil tank (107) and a first branch pipe (113) extending into the first oil tank (107); Includes a second oil tank (109) and a second branch pipe (115) extending into the second oil tank (109); A main pipe (111), configured to selectively communicate with either the first branch or the second branch via a switching valve (112); and An oil pump (117) is used to draw diesel fuel from the first oil tank (107) or the second oil tank (109) into the main pipe (111). The fuel supply unit (101) of the hydrocarbon injection system (100) shares the first branch line, the second branch line, the main pipe (111), the switching valve (112), and the fuel pump (117) with the engine fuel supply system. The first diesel fuel is stored in the first fuel tank (107), and the second diesel fuel is stored in the second fuel tank (109). The method further includes controlling the switching valve (112) and the fuel pump (117) in response to a DPF regeneration request, wherein the control of the switching valve (112) and the fuel pump (117) in response to the DPF regeneration request overrides the control of the engine fuel supply system over the switching valve (112) and the fuel pump (117).

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