Dpf ashing early warning system, method and engineering machinery

Abstract

The application is a divisional application of application No. 202310781550.0, relates to the technical field of engineering machinery, and discloses a DPF ash removal early warning system and method and engineering machinery. The system comprises an engine, a DOC, a DPF, a control unit, a display unit and a differential pressure sensor. The tail of the engine is connected with the DOC and the DPF in sequence. The differential pressure sensor is arranged on the DPF and is used for collecting differential pressure data of the inlet and the outlet of the DPF. The differential pressure sensor and the display unit are respectively in communication connection with the control unit. The engine and the control unit are in mutual communication connection. The application has the beneficial effect that according to the current working condition, the ash content in the DPF is calculated after DPF regeneration, and the remaining working time of the DPF to the ash removal moment is calculated.

Description

[0001] This invention is a divisional application, with the parent application number being 202310781550.0, the application date being June 29, 2023, and the invention title being: A DPF dust removal early warning system, method, and engineering machinery. Technical Field

[0002] This invention relates to the field of engineering machinery technology, specifically to a DPF dust removal early warning system, method, and engineering machinery. Background Technology

[0003] A particulate filter, or DPF for short, is a device installed in the engine exhaust system to reduce particulate matter in the exhaust gas through filtration.

[0004] With the upgrade of non-road diesel mobile machinery emissions from China III to China IV, most construction machinery uses diesel engine aftertreatment systems to meet emission requirements. These aftertreatment systems typically include a DOC (Distillation Oxidation Catalytic Converter) and a DPF (Distillation Processing Filter). The DPF is used to intercept medium-sized particulate matter in the exhaust. As particulate matter accumulates in the DPF, it is burned off through DPF regeneration when it reaches a certain level. DPF regeneration only burns off the combustible particulate matter accumulated inside the DPF; non-combustible ash remains. The ash remaining in the DPF mainly originates from inorganic matter and ash in the engine oil.

[0005] In existing engineering machinery designs, as particulate matter accumulates in the DPF (Discharge Propeller), when it reaches a certain level, it is burned off through DPF regeneration. However, non-combustible ash remains in the DPF. Furthermore, with increasing usage time, the accumulation of non-combustible ash in the DPF necessitates DPF cleaning and maintenance. When the non-combustible ash in the DPF reaches its maximum ash capacity, failure to clean it promptly will lead to frequent DPF regeneration, increasing regeneration fuel consumption; simultaneously, exhaust back pressure will increase, reducing engine efficiency; or a DPF blockage alarm may occur, triggering the engine protection system and affecting engine performance.

[0006] DPF cleaning and maintenance can be performed at fixed intervals or by setting DPF cleaning reminders. However, most DPF cleaning reminders currently only alert the user when the ash content in the DPF has reached its maximum value, which cannot provide early warning. Moreover, at this time, the user must stop the current operation of the construction machinery and wait for professional service personnel to come for cleaning and maintenance. The cleaning operation takes a long time and affects the progress of the project.

[0007] Chinese invention patent CN11636952A discloses a vehicle dust removal control device and method. By adding an oil quality sensor and a fuel quality sensor to the vehicle, a dust removal command is generated to perform dust removal when the inorganic matter integral information reaches a design threshold. However, it cannot calculate the remaining working time of the DPF before the dust removal time to remind the user in advance.

[0008] Chinese invention patent CN104508263A discloses a method, engine, and exhaust aftertreatment system for detecting abnormally frequent diesel particulate filter regeneration, as well as a warning system and method. It compares the soot load estimate based on pressure drop with the soot load estimate based on emissions. If the difference between the soot load estimate based on pressure drop and the soot load estimate based on emissions exceeds a predetermined value, a warning is provided. It addresses the issue of carbon load regeneration but does not calculate the remaining time required for soot removal.

[0009] Under current technology, the combustible carbon load of an engine can generally be burned off by increasing the engine load rate or increasing the exhaust temperature of fuel after injection, allowing for regeneration without stopping the engine. For example, Chinese invention patent CN202210918401 discloses a DPF carbon load prediction method, device, and storage medium based on the XGBOOST algorithm. This patent predicts the engine's future carbon load based on engine condition parameters such as carbon load, oil pressure, cumulative mileage, and cumulative fuel consumption using a DPF carbon load prediction model. However, this patent predicts only the combustible carbon load, not the ash content of combustion. Furthermore, when predicting the carbon load, this patent assumes that the current carbon load is known and does not describe in detail how the current carbon load is calculated. Summary of the Invention

[0010] To address the shortcomings of existing technologies, this invention provides a DPF cleaning early warning system, method, and engineering machinery. Based on the current operating conditions, it can calculate the ash content in the DPF after regeneration, estimate the remaining working time before cleaning, and use other display methods such as whole-machine instruments to remind the user.

[0011] To achieve the above objectives, the present invention provides the following technical solution:

[0012] A DPF (Digital Fluid Filter) cleaning early warning system includes an engine, a DOC (Digital Oxygen Control Unit), a DPF, a control unit, a display unit, and a differential pressure sensor. The rear of the engine is sequentially connected to the DOC and the DPF. The differential pressure sensor is installed on the DPF to collect the differential pressure data between the DPF's inlet and outlet. The differential pressure sensor and the display unit are respectively communicatively connected to the control unit. The engine and the control unit are communicatively connected to each other. The differential pressure sensor transmits the collected differential pressure data to the control unit. The engine transmits the current DPF regeneration status to the control unit. The control unit calculates the remaining DPF cleaning time based on the total fuel consumption and the ash content in the DPF, or the total fuel consumption and differential pressure data, and transmits this time to the display unit for display, reminding the user to choose a convenient time for DPF cleaning.

[0013] In conjunction with the first aspect, the dust removal early warning system of the present invention further includes an SCR, wherein the input terminal of the SCR is connected to the output terminal of the DPF.

[0014] In conjunction with the first aspect, the differential pressure sensor further includes two pressure sensors and a differential amplifier. One pressure sensor is located at the input end of the DPF to measure the inlet pressure of the DPF, and the other pressure sensor is located at the output end of the DPF to measure the outlet pressure of the DPF. The differential amplifier is used to subtract the output signals of the two pressure sensors to obtain the pressure difference data.

[0015] In conjunction with the first aspect, the DPF regeneration state further includes regeneration start, regeneration end, and regeneration in progress, and the control unit obtains the current DPF state from the data transmitted from the engine.

[0016] In conjunction with the first aspect, the dust removal early warning system of the present invention further includes an in-vehicle network terminal and a cloud data platform. The in-vehicle network terminal is communicatively connected to the control unit and the cloud data platform, respectively. The control unit uploads the data it obtains or calculates to the cloud data platform through the in-vehicle network terminal.

[0017] In conjunction with the first aspect, the dust removal early warning system of the present invention further includes an oil level sensor, which is installed on the engine oil pan and used to measure the oil level in the engine oil pan to obtain the oil volume in the engine oil pan; the oil level sensor is communicatively connected to the control unit and transmits the collected oil volume in the engine oil pan to the control unit, the control unit obtains the oil consumption through the oil volume, and then obtains the total fuel consumption through the oil consumption and the fuel-oil ratio.

[0018] Secondly, this invention proposes a DPF dust removal early warning method, comprising the following steps:

[0019] Step 1: Preset the DPF differential pressure calculation model in the control unit, and obtain the theoretical differential pressure P at each time point through the DPF differential pressure calculation model;

[0020] Specifically, the DPF pressure difference calculation model is trained based on the engine state parameters at the moment of the new engine (engine state parameters include engine speed n, engine load rate u, and DPF pressure difference P). The functional relationship between DPF pressure difference and engine speed and engine load rate is trained, i.e., P=f(n, u), and the DPF pressure difference P0 at the initial moment of the new engine is calculated.

[0021] Furthermore, the DPF differential pressure calculation model is a MAP diagram between P and n, u, which can be obtained by calibration on an engine test bench.

[0022] Step 2: Obtain the theoretical DPF pressure difference P at the end of engine regeneration based on the DPF pressure difference calculation model. 后 , will P 后 By comparing the actual DPF pressure difference Pa transmitted from the DPF differential pressure sensor to the control unit, the increase in DPF pressure difference due to internal ash content, ΔP, is obtained: ΔP = Pa - P 后 ;

[0023] Specifically, the control unit calculates the theoretical DPF pressure difference P at the current moment using the DPF pressure difference calculation model based on the engine state parameters after engine regeneration (engine speed n1 after engine regeneration, engine load rate u1 after engine regeneration). 后 =f(n1, u1), and compare it with the actual DPF pressure difference Pa read by the DPF differential pressure sensor 8 at the current moment to calculate the increase in DPF pressure difference due to internal ash content ΔP=Pa- P 后 .

[0024] Step 3: The control unit obtains the total fuel consumption F at the end of engine regeneration, and obtains the functional relationship between the DPF pressure difference increase ΔP and the total fuel consumption F by fitting a large amount of test data;

[0025] Step 4: Based on the preset maximum allowable pressure difference of DPF ΔPmax in the control unit, and based on the functional relationship between the increase in DPF pressure difference ΔP and the total fuel consumption F, obtain the maximum fuel consumption Fmax at ΔPmax.

[0026] Step 5: The control unit reads the average hourly fuel consumption S at the current moment when regeneration ends, and calculates the remaining working time T of the DPF before the ash removal time based on the current total fuel consumption F and the maximum fuel consumption Fmax, T=(Fmax-F) / S;

[0027] Step 6: Display the calculated remaining working time T through the display unit to remind the user to arrange the dust removal reasonably according to the remaining time.

[0028] In conjunction with the second aspect, the dust removal early warning method further includes step 7, which is: the control unit transmits the calculated remaining working time T to the cloud data platform through the vehicle network terminal to perform statistical analysis of the remaining dust removal time of multiple vehicles, so as to coordinate and arrange service personnel to carry out proactive dust removal.

[0029] Furthermore, the DPF differential pressure calculation model in the control unit can also be preset on the cloud data platform, and engine operating data (including total fuel consumption F1, engine speed n, engine load rate u, DPF differential pressure P, working time T, and DPF regeneration status) are forwarded to the cloud data platform through the vehicle network terminal.

[0030] Thirdly, this invention proposes a DPF cleaning early warning method, which uses the aforementioned cleaning early warning system to calculate the remaining working time of the DPF until the cleaning time.

[0031] The control unit has a pre-set calculation model for exhaust flow, which can be calibrated through engine bench testing, as detailed below:

[0032] Q=g(n, u) (1)

[0033] Where Q is the exhaust flow rate, n is the engine speed, and u is the engine load rate.

[0034] In conjunction with the third aspect, the control unit further obtains the ash content M in the current DPF by querying the ash content MAP table built into the control unit based on the pressure difference P read by the pressure difference sensor and the exhaust volume flow rate Q calculated by the exhaust flow rate calculation model formula.

[0035] In conjunction with the third aspect, the control unit further calculates the remaining DPF cleaning time T after the most recent regeneration according to the following formula (2);

[0036] T=(M max -M) / (R S) (2)

[0037] Among them, M max R is the maximum ash capacity of the DPF, and S is a known quantity; R is the ash increase rate; S is the average hourly fuel consumption.

[0038] In conjunction with the third aspect, the control unit further calculates the fuel consumption ΔF between two regenerations based on the total fuel consumption F at the end of each DPF regeneration, where ΔF = total fuel consumption F2 at the end of the most recent regeneration - total fuel consumption F1 at the end of the previous regeneration.

[0039] In conjunction with the third aspect, the control unit further calculates the ash increase rate R based on the fuel consumption ΔF during the two regeneration periods and the ash increase ΔM at the end of the two regeneration periods, where R = ΔM / ΔF; the ash increase rate R represents the amount of ash accumulated in the DPF per unit of fuel consumed.

[0040] In conjunction with the third aspect, the control unit can further calculate the average hourly fuel consumption C of the engine over a certain period of time ΔT after regeneration, where the time interval ΔT can be 3-5 hours; the average hourly fuel consumption C can also be the average hourly fuel consumption between two regenerations.

[0041] Furthermore, the average hourly fuel consumption C can be either the average hourly fuel consumption C1 or the average hourly oil consumption C2. When using fuel consumption to calculate the remaining DPF cleaning time T, the average hourly fuel consumption C1 = fuel consumption within △T / time interval △T. When using oil consumption to calculate the remaining DPF cleaning time T, the average hourly oil consumption C2 = oil consumption within △T / time interval △T.

[0042] In conjunction with the third aspect, the control unit further outputs the calculation result T to the display unit to show the remaining time for DPF cleaning, reminding the user to schedule cleaning and maintenance accordingly. The display unit can be a complete machine instrument or other display device capable of displaying messages.

[0043] In conjunction with the third aspect, the dust removal early warning method of the present invention further includes the following steps:

[0044] Step S1: When the control unit receives the DPF regeneration end status signal, it records the total fuel consumption F1, the running time T1, and the DPF pressure difference P1 at this time. It also calculates the exhaust flow rate Q1 based on the exhaust flow rate calculation model. The control unit then queries the ash content MAP table based on the recorded DPF pressure difference P1 and the calculated exhaust flow rate Q1 to obtain the ash content M1 in the DPF at this time.

[0045] Step S2: When the control unit receives the DPF regeneration end status signal again, it records the total fuel consumption F2, the running time T2, and the DPF pressure difference P2 at this time; and obtains the exhaust flow rate Q2 at this time according to the exhaust flow rate calculation model. The control unit then queries the ash content MAP table based on the recorded DPF pressure difference P2 and the calculated exhaust flow rate Q2 to obtain the ash content M2 in the DPF at this time.

[0046] Step S3: Based on the results recorded in steps S1 and S2, the control unit calculates the following parameters for the two regeneration intervals:

[0047] Fuel consumption △F:

[0048] △F=F2-F1

[0049] Ash content increase △M:

[0050] △M=M2-M1

[0051] The control unit calculates the ash increase rate R based on the fuel consumption ΔF during the two regeneration periods and the ash increase ΔM at the end of the two regeneration periods, where R = ΔM / ΔF.

[0052] Ash content increase rate R:

[0053] R=△M / △F= (M2-M1) / (F2-F1)

[0054] Step S4: Calculate the average hourly fuel consumption C1. Average hourly fuel consumption C1 = fuel consumption within ΔT / time interval ΔT;

[0055] Step S5: Based on the calculation results of steps S3 and S4, the control unit calculates the remaining DPF cleaning time T after the most recent regeneration using the following formula:

[0056] T=(Mmax-M) / (R C1) = (Mmax ​​- M2) / (R) C1)

[0057] Among them, M max The maximum ash holding capacity of the DPF is a known quantity.

[0058] Step S6: The control unit displays the remaining DPF cleaning time T calculated in step S5 through the display unit to remind the user of the remaining DPF cleaning time under the current working conditions.

[0059] In conjunction with the third aspect, the dust removal early warning method further includes step S7, which is: the control unit transmits the calculated remaining working time T to the cloud data platform through the vehicle network terminal to perform statistical analysis of the remaining dust removal time of multiple vehicles, so as to coordinate and arrange service personnel to carry out proactive dust removal.

[0060] Fourthly, this invention proposes a DPF cleaning early warning method, which uses the aforementioned cleaning early warning system to calculate the remaining working time of the DPF before the cleaning time, including the following steps:

[0061] Step 1: When the control unit receives the DPF regeneration end status signal, it records the oil capacity J1, the running time T1, and the DPF pressure difference P1 at this time. Based on the exhaust flow calculation model, it obtains the exhaust flow rate Q1 at this time. Then, based on the recorded DPF pressure difference P1 and the calculated exhaust flow rate Q1, the control unit queries the ash content MAP table to obtain the ash content M1 in the DPF at this time.

[0062] Step II: When the control unit receives the DPF regeneration end status signal again, it records the oil capacity J2, the running time T2, and the DPF pressure difference P2 at this time; and obtains the exhaust flow rate Q2 at this time according to the exhaust flow rate calculation model. The control unit then queries the ash content MAP table based on the recorded DPF pressure difference P2 and the calculated exhaust flow rate Q2 to obtain the ash content M2 in the DPF at this time.

[0063] Step III: Based on the results recorded in Step I and Step II, the control unit calculates the following parameters for the two regeneration intervals:

[0064] Oil consumption △J:

[0065] △J=J2-J1

[0066] Ash content increase △M:

[0067] △M=M2-M1

[0068] Ash content increase rate R:

[0069] R=△M / △J= (M2-M1) / (J2-J1)

[0070] Step IV: Calculate the average hourly oil consumption C2. Average hourly oil consumption C2 = oil consumption within ΔT / time interval ΔT;

[0071] Step V: Based on the calculation results of Steps III and IV, the control unit calculates the remaining DPF cleaning time T after the most recent regeneration using the following formula:

[0072] T=(Mmax-M) / (R C2) = (Mmax ​​- M2) / (R) C2)

[0073] Among them, M max The maximum ash holding capacity of the DPF is a known quantity.

[0074] Step VI: The control unit displays the remaining DPF cleaning time T calculated in Step V through the display unit, reminding the user of the remaining DPF cleaning time under the current working conditions.

[0075] Fifthly, the present invention proposes an engineering machinery, including the aforementioned dust removal early warning system.

[0076] Sixthly, the present invention proposes an engineering machinery, which uses the above-mentioned dust removal early warning method to calculate the ash content in the DPF after DPF regeneration and to estimate the remaining working time of the DPF before the dust removal time.

[0077] Compared with the prior art, the present invention provides a DPF dust removal early warning system, method, and engineering machinery, which have the following beneficial effects:

[0078] (1) The dust removal early warning system of the present invention can calculate the ash content in the DPF after DPF regeneration based on the current working conditions, estimate the remaining working time of the DPF before the dust removal time, and remind the user by using other display methods such as whole machine instruments.

[0079] (2) The dust removal early warning system of the present invention can predict the ash accumulation trend of DPF by using the historical data of engine operating conditions and the current resistance characteristics of DPF without adding additional sensors or other detection instruments, and realize the prediction of the remaining time of DPF dust removal, so as to remind users to choose the appropriate time for dust removal and maintenance.

[0080] (3) With the dust removal early warning system of the present invention, users can choose the idle time of the construction machinery to perform dust removal and maintenance according to the remaining time of DPF dust removal, so as to avoid stopping the excavator for dust removal and maintenance during the operation of the excavator and improve the excavator's attendance rate.

[0081] (4) The dust removal early warning method of the present invention can calculate the ash content in the DPF after DPF regeneration based on the current working conditions, estimate the remaining working time of the DPF before the dust removal time, and remind the user by using other display methods such as whole machine instruments.

[0082] (5) The engineering machinery of the present invention can calculate the ash content in the DPF after DPF regeneration based on the current working conditions, estimate the remaining working time of the DPF before the cleaning time, and remind the user by using other display methods such as whole machine instruments. Attached Figure Description

[0083] Figure 1 This is a schematic diagram of the composition of the dust removal early warning system in Embodiment 1 of the present invention;

[0084] Figure 2 This is a flowchart of the dust removal early warning method according to Embodiment 1 of the present invention;

[0085] Figure 3 This is a schematic diagram of the method for calculating the remaining working time of DPF from the dust removal time in the dust removal early warning method of Embodiment 1 of the present invention;

[0086] Figure 4 This is a schematic diagram of the composition of the dust removal early warning system in Embodiment 2 of the present invention.

[0087] The meanings of the reference numerals in the figure are as follows:

[0088] 1-Engine; 2-DOC; 3-DPF; 4-SCR; 5-Oil level sensor; 6-Control unit; 7-Display unit; 8-Differential pressure sensor; 9-Vehicle networking terminal; 10-Cloud data platform. Detailed Implementation

[0089] 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.

[0090] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may include different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0091] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "upper", "lower", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only used to facilitate the description of the present invention and to simplify the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the scope of protection of the present invention.

[0092] Example 1

[0093] like Figure 1As shown, the dust removal early warning system of the present invention includes an engine 1, a DOC2, a DPF3 control unit 6, a display unit 7, and a differential pressure sensor 8; the rear of the engine 1 is connected to the DOC2 and DPF3 in sequence; the differential pressure sensor 8 is installed on the DPF3 and is used to collect the differential pressure data between the inlet and outlet of the DPF3; the differential pressure sensor 8 and the display unit 7 are respectively communicatively connected to the control unit 6; the engine and the control unit are communicatively connected to each other; the differential pressure sensor is used to transmit the collected differential pressure data to the control unit; the engine 1 transmits the current regeneration status of the DPF3 to the control unit 6; the control unit 6 calculates the remaining dust removal time of the DPF3 based on the total fuel consumption and the ash content in the DPF3 or the total fuel consumption and differential pressure data, and transmits this time to the display unit 7 for display, so as to remind the user to choose a convenient time for DPF dust removal.

[0094] In one specific embodiment of this example, the differential pressure sensor 8 and the display unit 7 can be electrically connected to the control unit 6, or they can communicate via a bus.

[0095] To meet the China IV emission standards for non-road vehicles, all engines equipped with DPF3 are electronically controlled engines. The regeneration status, total fuel consumption, and running time of DPF3 can be broadcast to the outside world through the engine controller.

[0096] DPF3 is used to filter particulate matter and ash in exhaust gas. Particulate matter in the DPF3 can be burned off through DPF3 regeneration. Unburnable ash remains in the DPF3. When the residual ash accumulates to the maximum allowable ash capacity of the DPF3, it needs to be cleaned and maintained to remove the ash and restore its performance. The maximum ash capacity Mmax of the DPF3 is the maximum ash capacity that the DPF3 can hold within the allowable pressure difference after the exhaust gas has passed through the aftertreatment system, under rated engine operating conditions. This capacity can be calibrated using an engine test bench.

[0097] Differential pressure sensor 8 is used to measure the pressure difference generated after exhaust gas flows through DPF3. After DPF3 regeneration, the particulate matter in DPF3 is burned off, leaving only non-combustible ash in DPF3. The relationship between differential pressure, ash content, and exhaust volumetric flow rate can be obtained through bench calibration.

[0098] The control unit 6 calculates the remaining time for DPF3 cleaning based on the total fuel consumption and the amount of ash in DPF3, and displays this time on the display unit 6 to remind the user to choose a convenient time for DPF cleaning.

[0099] In one specific embodiment of this example, the control unit 6 can receive the regeneration status of DPF3 from the engine 1 and determine whether DPF3 is in a state of regeneration start, end, or regeneration in progress.

[0100] In one specific embodiment of this example, the control unit 6 reads the current engine speed n and engine load rate u, and calculates the exhaust volume flow rate according to the preset exhaust flow rate calculation model in the control unit:

[0101] Q=g(n, u) (1)

[0102] Where Q is the exhaust flow rate, n is the engine speed, u is the engine load rate, and Q=g(n, u) is the MAP diagram between Q and n, u. To facilitate the expression of this MAP diagram as a function, it can be obtained through bench testing or the historical operating conditions of the actual vehicle.

[0103] In one specific embodiment of this example, the control unit 6 can read the pressure difference P(P1, P2, ..., P) from the differential pressure sensor 8. i The exhaust volume flow rate Q(Q1,Q2,……,Q) is obtained from the exhaust flow rate calculation model MAP diagram mentioned above. i The ash content M in the current DPF3 is obtained by querying the ash content MAP table built into the control unit 6. The relationship between differential pressure, ash content, and exhaust volumetric flow rate can be obtained through bench calibration. The MAP table is as follows:

[0104] MAP table

[0105]

[0106] In the MAP table, i represents the number of data groups marked in the MAP table.

[0107] The control unit 6 can record the total fuel consumption F at the end of each DPF3 regeneration (it should be noted that in this embodiment, the dust removal early warning system is applicable to electronically controlled diesel engines. Because it is an electronically controlled diesel engine, the control unit 6 can directly obtain and record the total fuel consumption F data.), and calculate the fuel consumption ΔF between two regenerations, where ΔF = the total fuel consumption F2 at the end of the most recent regeneration - the total fuel consumption F1 at the end of the previous regeneration.

[0108] In one specific embodiment of this example, the control unit 6 calculates the ash increase rate R based on the fuel consumption ΔF during the two regeneration periods and the ash increase ΔM at the end of the two regeneration periods (ΔM = M2 - M1, where M2 represents the ash content in the DPF at the end of the most recent regeneration, and M1 represents the ash content in the DPF at the end of the previous regeneration; M1 and M2 are obtained by looking up the MAP table), R = ΔM / ΔF; the ash increase rate R represents the ash content accumulated in the DPF per unit of fuel consumed.

[0109] In one specific embodiment of this invention, the control unit 6 can calculate the average hourly fuel consumption C of engine 1 over a certain period of time ΔT after regeneration. The time interval ΔT can be 3-5 hours; the average hourly fuel consumption C can also be the average hourly fuel consumption between two regenerations. The smaller the range of the time interval ΔT, the better it represents the current diesel consumption rate / oil consumption rate of the entire engine, and the more accurate the calculated remaining cleaning time. Under existing technical conditions, the regeneration cycle of DPF (i.e., T2-T1) is generally more than 8 hours, and can even reach more than 100 hours. When the regeneration cycle of DPF is long (i.e., T2-T1), such as 100 hours, if the average hourly fuel consumption between two regenerations is used, the calculated remaining cleaning time will have a large error. Therefore, the parameter of average hourly fuel consumption C is introduced in the calculation of the remaining cleaning time of this invention.

[0110] In one specific embodiment of this example, the control unit 6 calculates the remaining time T for DPF3 cleaning after the most recent regeneration according to the following formula (2).

[0111] T=(M max -M2) / (R C) (2)

[0112] In one specific embodiment of this example, the control unit 6 outputs the calculation result T to the display unit 7 to display the remaining time for DPF3 cleaning, reminding the user to arrange cleaning and maintenance accordingly. The display unit can be a complete instrument or other display device capable of displaying messages.

[0113] In one specific embodiment of this invention, the dust removal early warning system further includes a selective catalytic reduction device (SCR4), the input of which is connected to the output of the DPF3. The exhaust gas from engine 1 flows sequentially through DOC2, DPF3, and SCR4 before being discharged into the atmosphere. Due to differences in emission control technologies, SCR4 is not mandatory.

[0114] In one specific embodiment of this example, the differential pressure sensor 8 includes two pressure sensors and a differential amplifier. One pressure sensor is set at the input terminal of the DPF3 to measure the inlet pressure of the DPF3, and the other pressure sensor is set at the output terminal of the DPF3 to measure the outlet pressure of the DPF3. The differential amplifier is used to subtract the output signals of the two pressure sensors to obtain the pressure difference data.

[0115] like Figure 2 and Figure 3 As shown, the dust removal early warning method of the present invention includes the following steps:

[0116] Step S1: When the control unit 6 receives the regeneration end status signal of DPF3, it records the total fuel consumption F1, the running time T1, and the pressure difference of DPF P1 at this time.

[0117] According to the exhaust flow calculation model, the exhaust volume flow rate at this time is Q1; the control unit 6 queries the ash content MAP table based on the recorded DPF3 pressure difference P1 and the calculated exhaust volume flow rate Q1, and obtains the ash content in DPF3 at this time as M1.

[0118] Step S2: When the control unit 6 receives the regeneration end status signal of DPF3 again, it records the total fuel consumption F2, the running time T2, and the pressure difference of DPF P2 at this time; it obtains the exhaust volume flow rate Q2 at this time according to the exhaust flow rate calculation model; the control unit queries the ash content MAP table based on the recorded DPF pressure difference P2 and the calculated exhaust flow rate Q2 to obtain the ash content in DPF M2 at this time.

[0119] Step S3: Based on the results recorded in steps S1 and S2, control unit 6 calculates the following parameters for the two regeneration intervals:

[0120] Fuel consumption △F:

[0121] △F=F2-F1 (3)

[0122] Ash content increase △M:

[0123] △M=M2-M1 (4)

[0124] Average hourly fuel consumption (S):

[0125] S=(F2-F1) / (T2-T1) (5)

[0126] Ash content increase rate R:

[0127] R=△M / △F= (M2-M1) / (F2-F1) (6)

[0128] Step S4: Calculate the average hourly fuel consumption C1. Average hourly fuel consumption C1 = fuel consumption within ΔT / time interval ΔT;

[0129] Step S5: The control unit 6 calculates the remaining DPF cleaning time based on the calculation results of steps S3 and S4 and formula (2).

[0130] Step S6: The control unit 6 displays the result calculated in step S5 through the display unit 7, reminding the user of the remaining time for DPF3 cleaning under the current working conditions.

[0131] The engineering machinery of the present invention includes the above-mentioned dust removal early warning system. The above-mentioned dust removal early warning method is used to calculate the ash content in the DPF3 after the DPF3 is regenerated, and to estimate the remaining working time of the DPF3 before the dust removal time.

[0132] Example 2

[0133] The difference between Example 2 and Example 1 is that, compared to Example 1, the dust removal early warning system in Example 2 further includes an in-vehicle network terminal 9 and a cloud data platform 10. The in-vehicle network terminal 9 is communicatively connected to both the control unit 8 and the cloud data platform 10. The control unit 8 can upload the remaining DPF dust removal time for each vehicle to the cloud data platform 10 via the in-vehicle network terminal 9. After the cloud data platform 10 collects the remaining DPF dust removal time for each vehicle, it can perform time distribution statistical analysis based on the remaining DPF dust removal time, rationally arrange service personnel for proactive dust removal, and adjust service resources, such as service personnel and dust removal equipment, because DPF dust removal requires specialized dust removal equipment and has a certain operational difficulty, which ordinary end users cannot complete.

[0134] The dust removal early warning method in Example 2 has an additional step S7, which is parallel to step S6, compared to the dust removal early warning method in Example 1. Step S7 is: transmitting the remaining working time T of DPF3 before the dust removal time to the cloud data platform 10 through the vehicle network terminal, and performing statistical analysis of the remaining dust removal time of multiple vehicles.

[0135] Example 3

[0136] The difference between Example 3 and Examples 1 and 2 is that the dust removal early warning method is different, specifically including the following steps:

[0137] Step 1: The control unit 6 presets a DPF pressure difference calculation model. Based on the engine state parameters (engine speed n, engine load rate u, DPF pressure difference P) at the time of new engine launch, the DPF pressure difference calculation model is trained to obtain the functional relationship between DPF pressure difference and engine speed and engine load rate, i.e., P=f(n, u), and the DPF pressure difference P0 at the initial time of new engine launch is calculated. This calculation model is a MAP diagram between P and n, u. This MAP diagram can also be calibrated using an engine test bench.

[0138] Step 2: The control unit 6 calculates the DPF pressure difference P1=f(n1, u1) at the current moment using the DPF pressure difference calculation model based on the engine state parameters (engine speed n1, engine load rate u1) after the engine regeneration is completed. It then compares the DPF pressure difference Pa read by the DPF pressure difference sensor 8 at the current moment to calculate the increase in DPF pressure difference ΔP=Pa- P1 caused by the internal ash content of the DPF.

[0139] Step 3: The control unit 6 reads the total fuel consumption F after regeneration is completed, and obtains the functional relationship between the increase in DPF pressure difference ΔP and the total fuel consumption F by fitting.

[0140] Step 4: The control unit 6 internally presets the maximum allowable pressure difference of DPF △Pmax. Based on the functional relationship between the increase in DPF pressure difference △P and the total fuel consumption F, the maximum fuel consumption Fmax at △Pmax can be calculated.

[0141] Step 5: The control unit 6 reads the average hourly fuel consumption C1 at the current time of regeneration completion, and calculates the remaining working time T = (Fmax-F) / C1 of the DPF before the ash removal time based on the current total fuel consumption F and the maximum fuel consumption Fmax.

[0142] Step 6: Display the calculated remaining working time T through the display unit to remind the user to arrange the dust removal reasonably according to the remaining time.

[0143] Step 7: The remaining working time T can also be transmitted to the cloud data platform 10 through the vehicle network terminal to perform statistical analysis of the remaining dust removal time of multiple vehicles, so as to coordinate and arrange service personnel to carry out proactive dust removal.

[0144] In one specific embodiment of this invention, the DPF differential pressure calculation model in the control unit 6 can also be preset in the cloud data platform 10. The operating data of the engine 1 (including total fuel consumption F1, engine speed n, engine load rate u, DPF differential pressure P, working time T, and DPF regeneration status) is forwarded to the cloud data platform 10 through the vehicle network terminal 9. In this way, the calculation logic of steps 1 to 6 in the dust removal early warning method proposed in this invention is placed in the control unit or data processor of the cloud data platform 10, so the dust removal early warning system of this invention does not need to include the control unit 6.

[0145] Example 4

[0146] The difference between Example 4 and Examples 1, 2 and 3 is that the dust removal early warning system of the present invention also includes an oil level sensor 5. By setting the oil level sensor 5, the amount of oil consumed can be obtained, and then the total amount of fuel consumed can be obtained. It is suitable for engineering machinery with non-electronic diesel engines.

[0147] like Figure 1 and Figure 4 As shown, the oil level sensor 5 is installed on the oil pan of engine 1 to measure the oil level in the oil pan of engine 1, thereby obtaining the oil capacity in the oil pan of engine 1; the oil level sensor 5 is communicatively connected to the control unit 6, and the oil level sensor transmits the collected oil capacity in the oil pan to the control unit.

[0148] Since the measurement result of the oil level sensor 5 corresponds to the oil volume in the oil pan of engine 1, the oil volume in the oil pan of engine 1 can be obtained through the oil level sensor 5, and the oil consumption can also be obtained. Therefore, the control unit 6 can calculate the oil consumption during the two regeneration intervals and the oil consumption within a specific cycle based on the reading of the oil level sensor 5, and then obtain the total fuel consumption through the oil consumption and the fuel-oil ratio.

[0149] In one specific embodiment of this example, the oil level sensor 5 and the control unit 6 can be electrically connected or communicate via a bus.

[0150] In one specific embodiment of this example, the oil level sensor 5 measures the oil level height, which is directly proportional to the oil volume in the engine oil pan. Therefore, the oil level can be converted into the oil volume according to a certain formula.

[0151] Example 5

[0152] The difference between Example 5 and Example 4 is that, after obtaining the oil consumption through the setting of the oil level sensor 5, it is not necessary to convert the oil consumption into the total fuel consumption through the engine-fuel ratio. Instead, the remaining DPF cleaning time T is directly calculated from the oil consumption. The specific method is as follows:

[0153] Step 1: When the control unit receives the DPF regeneration end status signal, it records the oil capacity J1, the running time T1, and the DPF pressure difference P1 at this time. Based on the exhaust flow calculation model, it obtains the exhaust flow rate Q1 at this time. Then, based on the recorded DPF pressure difference P1 and the calculated exhaust flow rate Q1, the control unit queries the ash content MAP table to obtain the ash content M1 in the DPF at this time.

[0154] Step II: When the control unit receives the DPF regeneration end status signal again, it records the oil capacity J2, the running time T2, and the DPF pressure difference P2 at this time; and obtains the exhaust flow rate Q2 at this time according to the exhaust flow rate calculation model. The control unit then queries the ash content MAP table based on the recorded DPF pressure difference P2 and the calculated exhaust flow rate Q2 to obtain the ash content M2 in the DPF at this time.

[0155] Step III: Based on the results recorded in Step I and Step II, the control unit calculates the following parameters for the two regeneration intervals:

[0156] Oil consumption △J:

[0157] △J=J2-J1

[0158] Ash content increase △M:

[0159] △M=M2-M1

[0160] Ash content increase rate R:

[0161] R=△M / △J= (M2-M1) / (J2-J1)

[0162] Step IV: Calculate the average hourly oil consumption C2; Average hourly oil consumption C2 = Oil consumption within ΔT / Time interval ΔT;

[0163] Step V: Based on the calculation results of Steps III and IV, the control unit calculates the remaining DPF cleaning time T after the most recent regeneration using the following formula:

[0164] T=(Mmax-M) / (R C2) = (Mmax ​​- M2) / (R) C2)

[0165] Among them, M max The maximum ash holding capacity of the DPF is a known quantity.

[0166] Step VI: The control unit displays the remaining DPF cleaning time T calculated in Step V through the display unit, reminding the user of the remaining DPF cleaning time under the current working conditions.

[0167] It should be noted that in this application, relational terms such as "first" and "second" are used merely 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.

[0168] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A DPF dust removal early warning method, characterized in that, Includes the following steps: Step 1: Preset the DPF differential pressure calculation model in the control unit, and obtain the theoretical differential pressure P at each time point through the DPF differential pressure calculation model; Step 2: Obtain the theoretical DPF pressure difference P at the end of engine regeneration based on the DPF pressure difference calculation model. 后 , will P 后 By comparing the actual DPF pressure difference Pa transmitted from the DPF differential pressure sensor to the control unit, the increase in DPF pressure difference due to internal ash content, ΔP, is obtained: ΔP = Pa - P 后 ; Step 3: The control unit obtains the functional relationship between the DPF pressure difference increase ΔP and the total fuel consumption F by fitting the total fuel consumption F based on the total fuel consumption F at the time when the engine regeneration ends. Step 4: The maximum allowable pressure difference of DPF is preset in the control unit, ΔPmax. Based on the functional relationship between the increase in DPF pressure difference ΔP and the total fuel consumption F, the maximum fuel consumption Fmax at ΔPmax is obtained. Step 5: The control unit reads the average hourly fuel consumption C at the current moment when regeneration ends, and calculates the remaining working time T of the DPF before the ash removal time based on the current total fuel consumption F and the maximum fuel consumption Fmax, T=(Fmax-F) / C; Step 6: Display the calculated remaining working time T through the display unit to remind the user to arrange the dust removal reasonably according to the remaining time.

2. The DPF dust removal early warning method according to claim 1, characterized in that: The dust removal early warning method further includes step 7, which is: the control unit transmits the calculated remaining working time T to the cloud data platform through the vehicle network terminal to perform statistical analysis of the remaining dust removal time of multiple vehicles, so as to coordinate and arrange service personnel to carry out proactive dust removal.

3. A DPF dust removal early warning system, characterized in that: The DPF cleaning early warning method according to claim 1 or 2 calculates the remaining working time of the DPF before the cleaning time, including an engine, DOC, DPF, control unit, display unit, and differential pressure sensor; the rear of the engine is connected to the DOC and DPF in sequence; the differential pressure sensor is installed on the DPF to collect the differential pressure data between the DPF inlet and outlet; the differential pressure sensor and the display unit are respectively communicatively connected to the control unit; the engine and the control unit are communicatively connected to each other; the differential pressure sensor is used to transmit the collected differential pressure data to the control unit; the engine transmits the current DPF regeneration status to the control unit; the control unit calculates the remaining time for DPF cleaning based on the total fuel consumption and differential pressure data, and transmits this time to the display unit for display, so as to remind the user to choose a convenient time for DPF cleaning.

4. The DPF dust removal early warning system according to claim 3, characterized in that: It also includes an SCR, the input of which is connected to the output of the DPF.

5. The DPF dust removal early warning system according to claim 3, characterized in that: The differential pressure sensor includes two pressure sensors and a differential amplifier. One pressure sensor is located at the input of the DPF to measure the inlet pressure of the DPF, and the other pressure sensor is located at the output of the DPF to measure the outlet pressure of the DPF. The differential amplifier is used to subtract the output signals of the two pressure sensors to obtain the pressure difference data.

6. The DPF dust removal early warning system according to claim 3, characterized in that: The dust removal early warning system also includes an in-vehicle network terminal and a cloud data platform. The in-vehicle network terminal is connected to the control unit and the cloud data platform respectively. The control unit uploads the data it obtains or calculates to the cloud data platform through the in-vehicle network terminal.

7. The DPF dust removal early warning system according to claim 3, characterized in that: It also includes an oil level sensor, which is installed on the engine oil pan to measure the oil level in the engine oil pan and thus obtain the oil volume in the engine oil pan; the oil level sensor is communicatively connected to the control unit and transmits the collected oil volume in the engine oil pan to the control unit.

8. An engineering machinery, characterized in that: Includes the dust removal early warning system as described in any one of claims 3 to 7.

9. An engineering machinery, characterized in that: The dust removal early warning method described in claim 1 or 2 is used to calculate the dust content in the DPF of the engineering machinery after DPF regeneration, and to estimate the remaining working time of the DPF before the dust removal time.

Images