A dual spray system regeneration control method, device, equipment and traffic equipment

Abstract

This invention provides a regeneration control method, device, equipment, and traffic equipment for a dual-injection system. In the above solution, when the carbon load does not meet the active regeneration conditions, the carbon load of the compactly coupled selective catalytic converter is detected to determine whether it has reached a preset first calibration limit. When the first calibration limit is reached, the engine exhaust temperature is controlled to rise to a set temperature to actively clean the carbon particles in the compactly coupled selective catalytic converter and reduce the carbon load of the compactly coupled selective catalytic converter. This prevents the problem of excessive carbon load in the compactly coupled selective catalytic converter causing a large amount of heat to be generated by the oxidation reaction of a large amount of carbon deposits in the compactly coupled selective catalytic converter under high engine load, which could damage the compactly coupled selective catalytic converter.

Description

Technical Field

[0001] This invention relates to the field of engine technology, and more specifically to a regeneration control method, device, equipment, and transportation equipment for a dual-injection system. Background Technology

[0002] To reduce vehicle exhaust pollution, some vehicles are now equipped with dual-injection systems. Dual-injection systems are a viable technological approach, and their structure is as follows: Figure 1 As shown in the diagram. Compared to a single-injection system consisting of a Diesel Oxidation Catalyst (DOC) + Diesel Particulate Filter (DPF) + SCR, the dual-injection system adds a Close Couple Selective Catalytic Reduction (ccSCR) and a urea injector. Since the cCSCR is at the front of the entire aftertreatment system, some carbon deposits in the exhaust will be deposited in the cCSCR, while the remaining carbon deposits are captured by the DPF. Once the carbon deposits in the DPF reach a certain level, active regeneration is required to remove them. Before triggering active regeneration, it is necessary to determine whether there are excessive carbon deposits in the cCSCR to prevent damage at high temperatures. Furthermore, even without triggering active regeneration, the engine under high load may still cause the carbon deposit oxidation reaction in the cCSCR to generate high temperatures, potentially damaging the cCSCR. Summary of the Invention

[0003] In view of this, embodiments of the present invention provide a method, apparatus, equipment, and traffic equipment for regeneration control of a dual-jet system to prevent damage to the ccSCR due to the high temperature generated by the carbon deposit oxidation reaction.

[0004] To achieve the above objectives, the embodiments of the present invention provide the following technical solutions:

[0005] A regeneration control method for a dual-jet system includes:

[0006] The carbon loading of the particulate matter trap is obtained and denoted as the first carbon loading.

[0007] The carbon loading of the compactly coupled selective catalytic reducer is obtained and denoted as the second carbon loading.

[0008] Determine whether the first carbon loading is less than the active regeneration trigger value;

[0009] When the first carbon load is less than the active regeneration trigger value and the second carbon load is greater than the first calibration limit, the engine exhaust temperature is controlled to rise to the set temperature.

[0010] Optionally, in the above-mentioned dual-injection system regeneration control method, controlling the engine exhaust temperature to rise to a set temperature includes:

[0011] Control the engine to reduce the intake air volume in order to increase the engine exhaust temperature to the set temperature.

[0012] Optionally, in the above dual-injection system regeneration control method, when the first carbon load is not less than the active regeneration trigger value and the second carbon load is greater than the second calibration limit value, the engine exhaust temperature is controlled to be increased to the set temperature.

[0013] The second calibration limit is lower than the first calibration limit.

[0014] Optionally, in the above-mentioned dual-injection system regeneration control method, when controlling the engine exhaust temperature to rise to the set temperature, the method further includes:

[0015] Generate a control signal to suppress the regeneration of the particulate matter trap;

[0016] Generate a control signal to suppress the injection of hydrocarbons from the nozzle.

[0017] Optionally, in the above-mentioned dual-jet system regeneration control method, obtaining the carbon loading of the particulate matter trap includes:

[0018] Obtain the engine speed and the pressure difference across the particulate matter filter;

[0019] Based on the first preset mapping relationship, the carbon load of the particulate filter is determined to match the engine speed and the pressure difference across the particulate filter. The first preset mapping relationship is used to store the mapping relationship between the carbon load of the particulate filter and the engine speed and the pressure difference across the particulate filter.

[0020] Optionally, in the above-mentioned dual-injection system regeneration control method, obtaining the carbon loading of the compactly coupled selective catalytic reducer includes:

[0021] Obtain the engine speed and the pressure difference across the compactly coupled selective catalytic reduction unit;

[0022] The carbon loading of the compactly coupled selective catalytic reducer is determined based on the second preset mapping relationship, which matches the engine speed and the pressure difference across the compactly coupled selective catalytic reducer. The second preset mapping relationship is used to store the mapping relationship between the carbon loading of the compactly coupled selective catalytic reducer and the engine speed and the pressure difference across the compactly coupled selective catalytic reducer.

[0023] Optionally, in the above-mentioned dual-injection system regeneration control method, obtaining the pressure difference across the compactly coupled selective catalytic reducer includes:

[0024] The pressure values ​​at the front of the compactly coupled selective catalytic reduction unit, the pressure values ​​at both ends of the diesel oxidation catalyst, the pressure difference between the two ends of the particulate matter trap, and the pressure values ​​at both ends of the downflow selective catalytic reduction unit are obtained.

[0025] The pressure difference across the compactly coupled selective catalytic reducer is calculated based on the pressure values ​​at the front of the compactly coupled selective catalytic reducer, the pressure values ​​at both ends of the diesel oxidation catalyst, the pressure difference across the particulate matter trap, and the pressure values ​​at both ends of the downflow selective catalytic reducer.

[0026] A dual-jet system regeneration control device, comprising:

[0027] The carbon loading calculation unit is used to obtain the carbon loading of the particulate matter trap, denoted as the first carbon loading, and to obtain the carbon loading of the compactly coupled selective catalytic reducer, denoted as the second carbon loading.

[0028] The first judgment unit is used to determine whether the first carbon loading is less than the active regeneration trigger value;

[0029] The second judgment unit is used to determine whether the second carbon load is greater than the first calibration limit when the first carbon load is less than the active regeneration trigger value.

[0030] The exhaust temperature control unit is used to control the engine exhaust temperature to rise to a set temperature when the first carbon load is less than the active regeneration trigger value and the second carbon load is greater than the first calibration limit value.

[0031] A dual-jet system regeneration control device, comprising:

[0032] Memory and processor;

[0033] The memory is used to store programs;

[0034] The processor is used to execute the program to implement each step of the dual-jet system regeneration control method described above.

[0035] A type of transportation equipment that uses the aforementioned dual-jet system regeneration control device.

[0036] Based on the above technical solution, the solution provided in this embodiment of the invention detects the carbon load of the compactly coupled selective catalytic converter (CCP) when the carbon load does not meet the active regeneration conditions, and determines whether it has reached a preset first calibration limit. When the first calibration limit is reached, the engine exhaust temperature is controlled to rise to a set temperature, actively cleaning carbon particles in the CCP, reducing the carbon load of the CCP, thereby preventing the problem of excessive carbon load in the CCP caused by the oxidation reaction of a large amount of carbon deposits in the CCP under high engine load, which generates a large amount of heat and damages the CCP. Compared with existing solutions, this solution provides a timely and active cleaning method for carbon deposits in the CCP, keeping the carbon deposits in the CCP at a low level. Even under high engine load, the oxidation reaction of a small amount of carbon deposits in the CCP will not generate excessive heat, improving the service life and reliability of the CCP. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0038] Figure 1 This is a schematic flowchart of a dual-jet system regeneration control method disclosed in an embodiment of this application;

[0039] Figure 2 This is a schematic flowchart of a regeneration control method for a dual-jet system disclosed in another embodiment of this application;

[0040] Figure 3 This is a schematic flowchart of a regeneration control method for a dual-jet system disclosed in another embodiment of this application;

[0041] Figure 4 This is a schematic flowchart of a regeneration control method for a dual-jet system disclosed in another embodiment of this application;

[0042] Figure 5 This is a schematic diagram of the structure of a dual-jet system regeneration control device disclosed in an embodiment of this application;

[0043] Figure 6 This is a schematic diagram of the structure of a dual-jet system regeneration control device disclosed in an embodiment of this application. Detailed Implementation

[0044] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0045] To prevent damage to the CCSCR due to high temperatures generated by carbon deposit oxidation, this invention proposes a dual-injection system regeneration control method. This method detects the carbon load within the CCSCR. When the carbon load in the CCSCR reaches a pre-calibrated value, the engine exhaust temperature is increased to a set temperature, causing the carbon deposits in the CCSCR to oxidize and burn. By setting the pre-calibrated value, the heat generated during the oxidation and combustion of carbon deposits in the CCSCR can be controlled, thereby preventing damage to the CCSCR due to high temperatures during the oxidation and combustion of carbon deposits.

[0046] See Figure 2 The dual-jet system regeneration control method disclosed in this application may include:

[0047] Step S101: Obtain the carbon loading of the particulate matter trap, denoted as the first carbon loading.

[0048] Carbon load refers to the weight of carbon particles in the carrier divided by the carrier volume. In the engine system, the aftertreatment assembly is used either from a brand new state or after all carbon deposits in the CCSCR and DPF have been regenerated and cleared. Pressure sensor P1 measures the pressure value before the CCSCR, while differential pressure sensor ΔP_DPF measures the pressure difference across the DPF. ΔP_DPF is a component of P1. During engine operation, the ECU needs to monitor engine speed, fuel injection quantity, P1, ΔP, and carbon load calculations in real time, as well as control the active regeneration process.

[0049] In this scheme, when obtaining the first carbon load, the engine speed and the pressure difference across the particulate filter can be obtained first. Based on a first preset mapping relationship, the carbon load of the particulate filter that matches the engine speed and the pressure difference across the particulate filter is determined. The first preset mapping relationship is used to store the mapping relationship between the carbon load of the particulate filter and the engine speed and the pressure difference across the particulate filter. Specifically:

[0050] In the automotive electronic control unit (hereinafter referred to as ECU), the relationship between engine speed, ΔP_DPF and DPF carbon load is pre-calibrated as map_sootDPF. map_sootDPF is used to characterize the correspondence between engine speed and ΔP_DPF and DPF carbon load. After the ECU obtains the engine speed and ΔP_DPF corresponding to the current operating point, the DPF carbon load can be obtained by querying the map_sootDPF. Here, for ease of description, the map_sootDPF is referred to as the first preset mapping relationship.

[0051] Step S102: Obtain the carbon loading of the compactly coupled selective catalytic reducer, denoted as the second carbon loading.

[0052] When calculating the second carbon loading, the engine speed and the pressure difference across the compactly coupled selective catalytic reduction (CCR) can be obtained first. Then, based on a second preset mapping relationship, the carbon loading of the CCR that matches the engine speed and the pressure difference across the CCR can be determined. The second preset mapping relationship stores the mapping relationship between the carbon loading of the CCR and the engine speed and the pressure difference across the CCR. When calculating the pressure difference across the CCR, the pressure values ​​at the front of the CCR, the diesel oxidation catalyst, the particulate matter trap, and the downstream selective catalytic reduction can be obtained first. Then, the pressure difference across the CCR is calculated based on these parameters. Specifically, the above process may include:

[0053] The relationship between engine speed, ΔP_ccSCR, and ccSCR carbon loading is pre-calibrated in the ECU as map_sootCC. That is, map_sootCC is used to characterize the correspondence between engine speed and ΔP_ccSCR and ccSCR carbon loading. After the ECU obtains the engine speed and ΔP_ccSCR corresponding to the current operating point, the ccSCR carbon loading can be obtained by querying map_sootCC. Here, for ease of description, map_sootCC is referred to as the second preset mapping relationship.

[0054] Currently, there is no dedicated sensor for detecting ΔP_ccSCR in the existing equipment. Adding a dedicated sensor for detecting ΔP_ccSCR would undoubtedly increase engine costs. Therefore, this solution calculates ΔP_ccSCR in the following way:

[0055] In the ECU, the map_DOC of the pressure difference △P_DOC across the DOC is pre-calibrated. The map_DOC is used to characterize the mapping relationship between engine speed and fuel injection quantity and △P_DOC. After the ECU knows the engine speed and fuel injection quantity at the current operating point, the corresponding △P_DOC can be obtained by querying the map_DOC.

[0056] In the ECU, the map_ufSCR of the pressure difference △P_ufSCR across the ufSCR is pre-calibrated. The map_ufSCR is used to characterize the mapping relationship between engine speed and fuel injection quantity and △P_ufSCR. After the ECU knows the engine speed and fuel injection quantity at the current operating point, the corresponding △P_ufSCR can be obtained by querying map_ufSCR.

[0057] If the pressure difference across the ccSCR is ΔP_ccSCR, then P1 = ΔP_ccSCR + ΔP_DOC + ΔP_DPF + ΔP_ufSCR, and ΔP_ccSCR = P1 - ΔP_DOC - ΔP_DPF - ΔP_ufSCR.

[0058] Step S103: Determine whether the first carbon loading is less than the active regeneration trigger value.

[0059] Active regeneration: Active regeneration is triggered when the carbon load reaches the active regeneration trigger value. During active regeneration, the engine injects diesel fuel through in-cylinder or tailpipe injection. The diesel fuel oxidizes and releases heat in the DOC (Diesel Oxide Gas), increasing the exhaust temperature and oxidizing and burning away the carbon deposits. In this step, it is necessary to determine beforehand whether the first carbon load is less than the active regeneration trigger value. Based on the comparison between the first carbon load and the active regeneration trigger value, different corresponding actions will be triggered.

[0060] Step S104: When the first carbon load is less than the active regeneration trigger value, determine whether the second carbon load is greater than the first calibration limit.

[0061] In this step, when the first carbon load is less than the active regeneration trigger value, the DPF does not need to perform active regeneration. At this point, it is further determined whether the second carbon load is greater than the first calibration limit. The first calibration limit is a pre-calibrated value, its magnitude determined based on the extreme high-temperature resistance of the CCSCR. The stronger the extreme high-temperature resistance of the CCSCR, the larger the corresponding first calibration limit, and vice versa. The lower the first calibration limit, the less heat is generated by the oxidation and combustion of carbon deposits in the CCSCR when the engine exhaust temperature is raised to the set temperature, resulting in a lower CCSCR temperature.

[0062] In this scheme, when the second carbon loading is detected to be greater than the first calibration limit, it indicates that the carbon particles in the ccSCR need to be cleaned. At this time, step S105 is executed.

[0063] In the above embodiments, when the first carbon load is less than the active regeneration trigger value, if the second carbon load is less than the first calibration limit, it indicates that the amount of carbon deposit in the cCSCR is still in a low state, and there is no need to clean the carbon deposit in the cCSCR.

[0064] Step S105: Control the engine exhaust temperature to rise to the set temperature.

[0065] In this step, when the first carbon load is detected to be less than the active regeneration trigger value and the second carbon load is greater than the first calibration limit value, the engine exhaust temperature is controlled to be increased to the set temperature. After the exhaust temperature reaches the set temperature, the carbon deposits in the CCSCR will be oxidized and burned, thereby clearing the carbon deposits in the CCSCR and reducing the carbon load of the CCSCR. The value of the set temperature can be selected according to the design requirements, as long as it can ensure that the carbon deposits in the CCSCR are oxidized and burned.

[0066] In this solution, when the carbon load does not meet the active regeneration conditions, the carbon load of the compactly coupled selective catalytic converter (CCP) is detected to determine if it has reached a preset first calibration limit. When the first calibration limit is reached, the engine exhaust temperature is controlled to rise to a set temperature, actively cleaning carbon particles from the CCP and reducing its carbon load. This prevents excessive carbon load from causing the oxidation of large amounts of carbon deposits in the CCP under high engine load, which would generate excessive heat and damage the CCP. Compared to existing solutions, this solution provides a timely and active cleaning method for carbon deposits in the CCP, keeping them at a low level. Even under high engine load, the oxidation of small amounts of carbon deposits in the CCP will not generate excessive heat, improving the CCP's service life and reliability.

[0067] In the technical solution disclosed in this embodiment, when controlling the engine exhaust temperature to rise to the set temperature, a suitable engine exhaust temperature adjustment scheme can be selected according to the requirements. For example, in this scheme, the engine exhaust temperature can be raised to the set temperature by reducing the engine intake air volume, so that the carbon deposits in the CCSCR can be oxidized and burned.

[0068] Furthermore, in addition to cleaning the carbon deposits in the cCSCR when the first carbon load is less than the active regeneration trigger value, this solution can also clean the carbon deposits in the cCSCR when the first carbon load is not less than the active regeneration trigger value.

[0069] See Figure 3 When the first carbon loading is not less than the active regeneration trigger value, step S201 is executed;

[0070] Step S201: Determine whether the second carbon loading is greater than the second calibration limit;

[0071] When the second carbon load is greater than the second calibration limit, step S105 is executed to control the engine exhaust temperature to rise to the set temperature.

[0072] The second calibration limit is lower than the first calibration limit. The reason for setting the second calibration limit lower than the first calibration limit is primarily due to the fact that after hydrocarbon (HC) injection during active regeneration, some HC remains in the cCSCR. This residual HC can accelerate the exothermic oxidation of carbon deposits in the cCSCR. The exothermic oxidation of carbon deposits in the cCSCR rapidly increases the cCSCR temperature, making it higher than the cCSCR temperature without HC. Therefore, in this embodiment, the second calibration limit needs to be set lower than the first calibration limit.

[0073] In this embodiment, the mechanisms of carbon deposit regeneration and active regeneration in the CCSCR are different, and the two cannot be performed simultaneously. However, in this solution, they can be performed sequentially. Specifically, the carbon deposits in the CCSCR can be cleaned first, followed by active regeneration. See the above solution for details. Figure 4 To prevent active regeneration when the engine exhaust temperature is raised to the set temperature, the above method also includes:

[0074] Step S301: Generate a control signal for suppressing the regeneration of the particulate matter trap; generate a control signal for suppressing the injection of hydrocarbons by the nozzle.

[0075] After generating the control signal to suppress the regeneration of the particulate filter and the control signal to suppress the injection of hydrocarbons by the nozzle, the active regeneration operation of the engine is blocked. At this time, only the carbon deposit regeneration of the CCSCR is performed. After the carbon deposit regeneration of the CCSCR is completed, the engine is controlled to perform active regeneration operation again.

[0076] This embodiment discloses a dual-jet system regeneration control device. For the specific working content of each unit in the device, please refer to the above method embodiment.

[0077] The following describes the dual-spray system regeneration control device provided in the embodiments of the present invention. The dual-spray system regeneration control device described below can be referred to in correspondence with the dual-spray system regeneration control method described above.

[0078] See Figure 5 The dual-jet system regeneration control device may include:

[0079] The carbon loading calculation unit 10, which corresponds to steps S101 and S102 in the above method, is used to obtain the carbon loading of the particulate matter trap, denoted as the first carbon loading, and to obtain the carbon loading of the compactly coupled selective catalytic reducer, denoted as the second carbon loading.

[0080] The first judgment unit 20 is used to determine whether the first carbon loading is less than the active regeneration trigger value;

[0081] The second judgment unit 30 is used to determine whether the second carbon load is greater than the first calibration limit when the first carbon load is less than the active regeneration trigger value.

[0082] The exhaust temperature control unit 40, which corresponds to step S105 in the above method, is used to control the engine exhaust temperature to rise to the set temperature when the first carbon load is less than the active regeneration trigger value and the second carbon load is greater than the first calibration limit value.

[0083] Corresponding to the above method, the second judgment unit 30 is also used to determine whether the second carbon load is greater than the second calibration limit when the first carbon load is not less than the active regeneration trigger value.

[0084] The exhaust temperature control unit 40 is also used to control the engine exhaust temperature to rise to a set temperature when the first carbon load is not less than the active regeneration trigger value and the second carbon load is greater than the second calibration limit value.

[0085] Figure 6 This is a hardware structure diagram of the dual-injection system regeneration control device provided in an embodiment of the present invention. This dual-injection system regeneration control device can be integrated into the engine control system. (See also...) Figure 6 As shown, it may include: at least one processor 100, at least one communication interface 200, at least one memory 300 and at least one communication bus 400;

[0086] In this embodiment of the invention, the number of processor 100, communication interface 200, memory 300, and communication bus 400 is at least one, and the processor 100, communication interface 200, and memory 300 communicate with each other through communication bus 400; obviously, Figure 6 The communication connections shown for the processor 100, communication interface 200, memory 300, and communication bus 400 are optional.

[0087] Optionally, the communication interface 200 can be an interface of a communication module, such as the interface of a GSM module;

[0088] Processor 100 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the present invention.

[0089] The memory 300 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0090] Specifically, the processor 100 is used to execute the various steps disclosed in any of the above embodiments of the dual-jet system regeneration control method of this application. For example, the processor 100 is used to perform the following actions:

[0091] The carbon loading of the particulate matter trap is obtained and denoted as the first carbon loading.

[0092] The carbon loading of the compactly coupled selective catalytic reducer is obtained and denoted as the second carbon loading.

[0093] Determine whether the first carbon loading is less than the active regeneration trigger value;

[0094] When the first carbon load is less than the active regeneration trigger value and the second carbon load is greater than the first calibration limit, the engine exhaust temperature is controlled to rise to the set temperature.

[0095] Corresponding to the above method, the processor 100 is also used to perform the following actions: when the first carbon load is not less than the active regeneration trigger value and the second carbon load is greater than the second calibration limit, the engine exhaust temperature is controlled to rise to the set temperature; the second calibration limit is lower than the first calibration limit.

[0096] Corresponding to the above-mentioned equipment, this application also discloses a transportation device that applies the dual-jet system regeneration control device described in any one of the above-mentioned claims. For example, the transportation device can be a power device such as a car or a ship.

[0097] For ease of description, the above system is described by dividing it into various modules based on their functions. Of course, in implementing this invention, the functions of each module can be implemented in one or more software and / or hardware components.

[0098] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for system or system embodiments, since they are basically similar to method embodiments, the description is relatively simple, and relevant parts can be referred to the descriptions in the method embodiments. The systems and system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0099] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0100] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software module executed by a processor, or a combination of both. The software module can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0101] It should also be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0102] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A regeneration control method for a dual-jet system, characterized in that, include: The carbon loading of the particulate matter trap is obtained and denoted as the first carbon loading. The carbon loading of the compactly coupled selective catalytic reducer is obtained and denoted as the second carbon loading. Determine whether the first carbon loading is less than the active regeneration trigger value; When the first carbon load is less than the active regeneration trigger value and the second carbon load is greater than the first calibration limit, the engine exhaust temperature is controlled to rise to the set temperature. When the first carbon load is not less than the active regeneration trigger value and the second carbon load is greater than the second calibration limit, the engine exhaust temperature is controlled to be increased to the set temperature. The second calibration limit is lower than the first calibration limit.

2. The regeneration control method for a dual-jet system according to claim 1, characterized in that, Controlling the engine exhaust temperature to rise to a set temperature includes: Control the engine to reduce the intake air volume in order to increase the engine exhaust temperature to the set temperature.

3. The regeneration control method for a dual-jet system according to claim 1, characterized in that, When controlling the engine exhaust temperature to rise to the set temperature, the method also includes: Generate a control signal to suppress the regeneration of the particulate matter trap; Generate a control signal to suppress the injection of hydrocarbons from the nozzle.

4. The regeneration control method for a dual-jet system according to claim 1, characterized in that, The method of obtaining the carbon loading of the particulate matter trap includes: Obtain the engine speed and the pressure difference across the particulate matter filter; Based on the first preset mapping relationship, the carbon load of the particulate filter is determined to match the engine speed and the pressure difference across the particulate filter. The first preset mapping relationship is used to store the mapping relationship between the carbon load of the particulate filter and the engine speed and the pressure difference across the particulate filter.

5. The regeneration control method for a dual-jet system according to claim 1, characterized in that, Obtaining the carbon loading of a compactly coupled selective catalytic reducer includes: Obtain the engine speed and the pressure difference across the compactly coupled selective catalytic reduction unit; The carbon loading of the compactly coupled selective catalytic reducer is determined based on the second preset mapping relationship, which matches the engine speed and the pressure difference across the compactly coupled selective catalytic reducer. The second preset mapping relationship is used to store the mapping relationship between the carbon loading of the compactly coupled selective catalytic reducer and the engine speed and the pressure difference across the compactly coupled selective catalytic reducer.

6. The regeneration control method for a dual-jet system according to claim 1, characterized in that, Obtain the pressure difference across the compactly coupled selective catalytic reducer, including: The pressure values ​​at the front of the compactly coupled selective catalytic reduction unit, the pressure values ​​at both ends of the diesel oxidation catalyst, the pressure difference between the two ends of the particulate matter trap, and the pressure values ​​at both ends of the downflow selective catalytic reduction unit are obtained. The pressure difference across the compactly coupled selective catalytic reducer is calculated based on the pressure values ​​at the front of the compactly coupled selective catalytic reducer, the pressure values ​​at both ends of the diesel oxidation catalyst, the pressure difference across the particulate matter trap, and the pressure values ​​at both ends of the downflow selective catalytic reducer.

7. A regeneration control device for a dual-jet system, characterized in that, include: The carbon loading calculation unit is used to obtain the carbon loading of the particulate matter trap, denoted as the first carbon loading, and to obtain the carbon loading of the compactly coupled selective catalytic reducer, denoted as the second carbon loading. The first judgment unit is used to determine whether the first carbon loading is less than the active regeneration trigger value; The second judgment unit is used to determine whether the second carbon load is greater than the first calibration limit when the first carbon load is less than the active regeneration trigger value. The exhaust temperature control unit is used to control the engine exhaust temperature to rise to a set temperature when the first carbon load is less than the active regeneration trigger value and the second carbon load is greater than the first calibration limit value. The second determination unit is further configured to determine whether the second carbon load is greater than the second calibration limit when the first carbon load is not less than the active regeneration trigger value; The exhaust temperature control unit is further configured to control the engine exhaust temperature to a set temperature when the first carbon load is not less than the active regeneration trigger value and the second carbon load is greater than the second calibration limit; the second calibration limit is lower than the first calibration limit.

8. A dual-spray system regeneration control device, characterized in that, include: Memory and processor; The memory is used to store programs; The processor is used to execute the program to implement each step of the dual-jet system regeneration control method as described in any one of claims 1-6.

9. A transportation device, characterized in that, The application includes the dual-jet system regeneration control device as described in claim 8.

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