Crane DPF running regeneration self-adaptive control method and crane

Abstract

The invention discloses a crane DPF running regeneration self-adaptive control method and a crane, and relates to the technical field of engine aftertreatment. The crane comprises an engine, a hoisting system and a DPF, the DPF is arranged on an exhaust pipeline of the engine, and the crane DPF driving regeneration self-adaptive control method comprises the following steps that when the DPF driving regeneration entering condition is met, the engine is controlled to execute an auxiliary braking mode, so that the crane meets the idle torque requirement of the hoisting system when waiting for the working condition, and the DPF is started; or on the premise that the output torque requirement of the hoisting system is met under the hoisting working condition, the upstream exhaust temperature T of the DPF is increased. And when the upstream exhaust temperature T of the DPF reaches T1, the DPF is controlled to enter running regeneration, and T1 is the lowest temperature needed by running regeneration of the DPF. According to the crane DPF running regeneration self-adaptive control method, the parking regeneration occurrence frequency is reduced, the shutdown waiting time of the crane is shortened, and the operation efficiency of the crane is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of engine after-treatment, and in particular to a crane DPF driving regeneration adaptive control method and a crane. Background Art

[0002] Crane operating conditions are characterized by intermittent operation, meaning that a single cycle includes multiple operations such as waiting, retrieving, transporting, and unloading. Waiting conditions account for approximately 50% of these cycles, and during these conditions, engine speeds are typically below 800 rpm, resulting in low engine loads and exhaust temperatures below 200°C.

[0003] The engine aftertreatment system processes exhaust gases before discharging them into the atmosphere. During crane operations, such as when the crane is waiting or hoisting with a light load, soot accumulates in the DPF (Diesel Particulate Filter) and cannot be automatically eliminated. Over time, soot accumulation in the DPF reaches a certain level, triggering parked regeneration. This requires the crane to completely stop operating, increase the engine speed and load to raise the exhaust temperature. When the exhaust temperature rises above 500°C to 600°C, the accumulated soot in the DPF is oxidized and burned away. However, a complete parked regeneration process typically takes 30 to 40 minutes, during which time the crane cannot perform any lifting or other operations, severely impacting crane efficiency. Summary of the Invention

[0004] The object of the present invention is to provide a crane DPF driving regeneration adaptive control method and a crane, so as to reduce the frequency of parking regeneration, shorten the downtime waiting time of the crane, and improve the operation efficiency of the crane.

[0005] To achieve this object, the present invention adopts the following technical solutions:

[0006] A crane DPF driving regeneration adaptive control method is disclosed. The crane includes an engine, a hoisting system, and a DPF. The DPF is provided in an exhaust pipe of the engine. The crane DPF driving regeneration adaptive control method includes the following steps:

[0007] When the DPF driving regeneration entry condition is met, the engine is controlled to execute the auxiliary braking mode, so that the crane meets the idle torque requirement of the hoisting system in the waiting state, or meets the output torque requirement of the hoisting system in the hoisting state, thereby increasing the exhaust temperature T upstream of the DPF;

[0008] When the exhaust gas temperature T upstream of the DPF reaches T1, the DPF is controlled to enter the driving regeneration mode, wherein T1 is the minimum temperature required for the DPF driving regeneration mode.

[0009] As an optional solution to the crane DPF driving regeneration adaptive control method, the auxiliary braking mode control method includes the following steps:

[0010] Calculate the required number of working cylinders and the required number of brake cylinders;

[0011] Based on the calculation results, the engine cylinder state is controlled, and some cylinders are controlled to be in a working state to meet the idle torque requirement or output torque requirement of the lifting system; some cylinders are controlled to be in a braking state so that the exhaust temperature T upstream of the DPF meets the temperature T1 required for DPF driving regeneration, wherein the cylinders in the braking state generate negative work to increase the exhaust temperature.

[0012] As an optional solution to the crane DPF driving regeneration adaptive control method, the method for calculating the required number of working cylinders and the required number of brake cylinders includes:

[0013] When the cylinder allocation conditions are met, the following steps are performed:

[0014] Calculate the required number of working cylinders based on the idle torque requirement or output torque requirement of the lifting system, the total torque of the braking load, and the output torque of a single cylinder;

[0015] The required number of brake cylinders is calculated based on the difference between the exhaust gas temperature T upstream of the DPF and the minimum temperature T1 required for DPF regeneration during driving.

[0016] As an optional solution of the crane DPF driving regeneration adaptive control method, the cylinder allocation condition is: the DPF upstream exhaust temperature T<T1, and the duration is ≥t1, where t1=15min~25min;

[0017] When the above conditions are not met, the engine is controlled to exit the auxiliary braking mode.

[0018] As an optional solution of the crane DPF driving regeneration adaptive control method, if the sum of the calculated number of working cylinders and the number of braking cylinders is equal to the total number of cylinders, the calculated result is used for execution;

[0019] If the sum of the calculated number of working cylinders and the number of brake cylinders is greater than the total number of cylinders, the number of working cylinders will be met first, and the number of brake cylinders will be the remaining number of cylinders;

[0020] If the calculated sum of the number of working cylinders and the number of brake cylinders is less than the total number of cylinders, the remaining cylinders after satisfying the number of working cylinders and the number of brake cylinders enter the idle state.

[0021] As an optional solution of the crane DPF driving regeneration adaptive control method, the following steps are further included after the step of controlling the engine cylinder state based on the calculation result:

[0022] Obtaining the output torque N of the engine, the exhaust temperature T upstream of the DPF, and the engine speed fluctuation value ΔV;

[0023] Whether to adjust the number of brake cylinders and / or the number of power cylinders is determined according to the output torque N of the engine, the exhaust temperature T upstream of the DPF, and the engine speed fluctuation value ΔV.

[0024] As an optional solution to the crane DPF driving regeneration adaptive control method, the method for determining whether to adjust the number of the brake cylinders and / or the number of the working cylinders is:

[0025] The output torque of the engine N≥N1, where N1 is the maximum required torque of the hoisting system at the current speed;

[0026] After controlling the engine cylinder state for a preset time based on the calculation result, the DPF upstream exhaust temperature T≥T1, and the duration is ≥t1, where t1=15min~25min;

[0027] The engine speed fluctuation value ΔV≤ΔV1, wherein ΔV1 is a set maximum fluctuation value;

[0028] When any of the above conditions is not met, it is necessary to dynamically adjust the number of the working cylinders and / or the brake cylinders.

[0029] As an optional solution to the crane DPF driving regeneration adaptive control method, the method for adjusting the number of the working cylinders and / or the brake cylinders is:

[0030] If the exhaust gas temperature upstream of the DPF is less than T1, the number of brake cylinders is increased, or the current state is maintained, and an alarm is triggered;

[0031] If the output torque N of the engine is less than N1, or the speed fluctuation value ΔV of the engine is greater than ΔV1, the number of the working cylinders is increased.

[0032] As an optional solution of the crane DPF driving regeneration adaptive control method, the DPF driving regeneration entry condition is:

[0033] The crane is in the process of loading operation;

[0034] The engine speed V≥V1, where V1 is the minimum speed that satisfies driving regeneration;

[0035] The carbon load C of the DPF is between the driving regeneration carbon load threshold and the parking regeneration carbon load threshold;

[0036] The engine output torque N≤N2 and the duration is ≥t2, where N2 is the upper limit of the engine output torque that allows the brake cylinder to be opened, and t2 = 3min to 5min;

[0037] When the above conditions are met simultaneously, the engine is controlled to execute the auxiliary braking mode.

[0038] As an optional solution of the crane DPF driving regeneration adaptive control method, the vehicle boarding operation is triggered by switching the remote throttle to the vehicle boarding throttle signal.

[0039] A crane comprising:

[0040] engine;

[0041] A hoisting system, wherein the engine provides power for the hoisting system;

[0042] a DPF, provided in the exhaust pipe of the engine, for capturing carbon particles in the exhaust gas of the engine;

[0043] Wherein, the DPF is configured to perform regeneration by executing the crane DPF driving regeneration adaptive control method as described in any of the above schemes.

[0044] Beneficial effects of the present invention:

[0045] The present invention provides a crane DPF driving regeneration adaptive control method that utilizes the engine's ability to increase exhaust temperature in auxiliary braking mode. When the conditions for DPF driving regeneration are met, the engine is controlled to execute auxiliary braking mode, thereby increasing the DPF upstream exhaust temperature T while meeting the hoisting system's idle speed requirements during the crane's waiting state, or while meeting the hoisting system's output torque requirements during the hoisting state. When the DPF upstream exhaust temperature T reaches the minimum temperature T1 required for DPF driving regeneration, the DPF automatically enters driving regeneration. This crane DPF driving regeneration adaptive control method dynamically matches the hoisting system's torque requirements, enabling real-time DPF soot removal during both waiting and hoisting conditions during loading operations. This reduces the frequency of parking regeneration, shortens crane downtime, and improves crane operating efficiency.

[0046] The crane provided herein comprises an engine, a hoisting system, and a DPF. The engine provides power for the hoisting system. The DPF is located in the engine's exhaust line and is used to capture carbon particles in the engine's exhaust. The DPF is configured to regenerate using the aforementioned crane DPF driving regeneration adaptive control method. This method enables the crane to autonomously control the DPF to regenerate while driving, both during waiting conditions during loading operations and during hoisting operations, provided that the hoisting system's idle torque requirements or output torque requirements are met. This reduces the frequency of parking regeneration, shortens crane downtime, and improves crane operating efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 This is a flow chart of a crane DPF driving regeneration adaptive control method provided by an embodiment of the present invention;

[0048] Figure 2 This is a flow chart of a control method for an auxiliary braking mode provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0049] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to explain the present invention, but are not to be construed as limiting the present invention.

[0050] In the description of the present invention, it should be noted that the terms "center," "up," "down," "left," "right," "vertical," "horizontal," "inside," and "outside" and the like, indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate the description of the present invention and simplify the description. They are not intended to indicate or imply that the devices or components referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "first position" and "second position" refer to two different positions.

[0051] Unless otherwise expressly specified or limited, the terms "mounted," "connected," "connect," and "fixed" should be interpreted broadly. For example, they may refer to fixed or removable connections; mechanical or electrical connections; direct or indirect connections through an intermediary; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of these terms in the present invention based on specific circumstances.

[0052] Unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first feature being in direct contact with the second feature, or may include the first feature being in contact with the second feature through another feature between them instead of being in direct contact. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0053] The technical solution of the present invention will be further described below with reference to the accompanying drawings and through specific implementation methods.

[0054] A crane is a device that lifts heavy objects vertically and moves them horizontally. Common types include truck cranes, crawler cranes, and tire cranes.

[0055] The crane consists of a diesel engine, a hoisting system, and an engine aftertreatment system. The hoisting system's hydraulic drive system includes a hydraulic pump, and the engine aftertreatment system includes a DPF installed in the engine's exhaust line. During loading operations, the engine drives the hydraulic pump to generate high-pressure oil, controlling the hoisting system's hoisting, luffing, and telescopic boom movements, completing an intermittent operating cycle (waiting, retrieving, transporting, and unloading).

[0056] To meet emissions regulations, all engines are equipped with a DPF to capture carbon particles in exhaust. As carbon particles accumulate, engine exhaust back pressure increases, performance decreases, and fuel consumption increases. Regeneration is necessary to remove soot from the DPF to maintain system efficiency.

[0057] DPF regeneration is a chemical reaction in which carbon particles in the DPF react with oxygen, nitrogen oxides, and nitrogen dioxide (NO2) in the engine exhaust at different temperatures, eliminating the carbon particles from the DPF. DPF regeneration can be passive or active. Active DPF regeneration is divided into driving regeneration and parked regeneration. Driving regeneration requires no human intervention and is automatically triggered during operation, without interrupting the operation. Parked regeneration requires the engine to be shut down and manually initiated, forcing the exhaust temperature to above 500°C to 600°C. Waiting conditions account for up to 50% of crane loading operations. During these waiting conditions, engine speeds typically fall below 800 rpm, resulting in low engine loads and exhaust temperatures below 200°C. Under these conditions, the DPF is in a state of pure soot accumulation and lacks self-cleaning capabilities. When DPF soot accumulates to the parked regeneration threshold, the system triggers parked regeneration. A single parked regeneration cycle takes 30 to 40 minutes to complete, during which time the crane cannot perform any lifting or other operations, severely impacting crane efficiency.

[0058] In view of the fact that cranes have a high proportion of low-speed and low-load operating conditions and a high frequency of parking regeneration, this embodiment provides a crane DPF driving regeneration adaptive control method. The vehicle does not need to add a new pressure sensor or electronic control system. The engine ECU monitors the action of the lifting system in real time to obtain the lifting system's requirements for engine speed and torque. During crane loading operations, low-speed and low-load conditions can also meet the conditions for entering driving regeneration, reducing the frequency of parking regeneration; greatly reducing the crane's downtime waiting time and improving operating efficiency.

[0059] When the engine activates auxiliary braking, fuel injection into the cylinder ceases. As the piston approaches top dead center during the compression stroke, the exhaust valve opens, releasing the work performed by the engine in compressing the air in the cylinder into the exhaust system. During the expansion stroke, the exhaust valve closes, and the piston's downward movement, like a vacuum, generates negative work, increasing the engine load and, in turn, the exhaust temperature. Furthermore, when the engine activates auxiliary braking, fuel to the auxiliary braking cylinder is cut off, and the regeneration process barely increases fuel consumption. This results in lower fuel consumption compared to the forced fuel injection temperature increase associated with parking regeneration.

[0060] like Figure 1 As shown, this embodiment provides a crane DPF driving regeneration adaptive control method, including the following steps:

[0061] S10. When the DPF driving regeneration entry conditions are met, the engine is controlled to execute the auxiliary braking mode to increase the exhaust temperature T upstream of the DPF while the crane meets the idle torque requirement of the hoisting system in the waiting state, or meets the output torque requirement of the hoisting system in the hoisting state.

[0062] During crane loading operations, when the DPF driving regeneration entry conditions are met, driving regeneration is automatically triggered without the need to stop for parking regeneration, thus reducing the crane's downtime and waiting time.

[0063] In one embodiment, the DPF regeneration entry condition must simultaneously meet the following conditions:

[0064] (1) The crane is in the process of loading.

[0065] When the crane is in loading operation, the hoisting system will enter a waiting condition before picking up materials or after unloading. In the waiting condition or the hoisting condition with a light load on the hoisting system, the engine speed and load are low, and the carbon soot in the DPF is in a pure accumulation stage, which may accumulate to the parking regeneration threshold to trigger parking regeneration. In order to reduce the frequency of parking regeneration, shorten downtime and improve operating efficiency, it is necessary to enter DPF driving regeneration before entering parking regeneration to eliminate the carbon soot in the DPF.

[0066] Specifically, the method for identifying the on-board operation is: the on-board operation is triggered by switching the remote throttle to the on-board throttle signal.

[0067] When the engine ECU receives the switching signal of the remote throttle switch through the CAN bus and recognizes the signal that the crane's loading throttle is turned on, it determines that the crane has entered the loading operation.

[0068] (2) The engine speed V ≥ V1, where V1 is the minimum speed required for driving regeneration.

[0069] The engine ECU obtains engine speed. When the engine speed V ≥ the minimum speed V1 required for on-road regeneration, this is the minimum speed required to maintain the exhaust flow and temperature required for DPF regeneration. Furthermore, when the engine speed V ≥ V1 for a certain period of time, the exhaust temperature is stably transferred to the DPF, ensuring a stable temperature field during DPF regeneration.

[0070] (3) The carbon load C of the DPF is between the driving regeneration carbon load threshold and the parking regeneration carbon load threshold.

[0071] The DPF's carbon load refers to the accumulation of carbon particulate matter within the DPF and serves as a key indicator of DPF operating status and regeneration requirements. During crane loading operations, the DPF's carbon load must be monitored in real time and transmitted to the engine ECU. This is calculated by measuring the exhaust pressure differential before and after the DPF and combining it with exhaust flow and temperature parameters.

[0072] The carbon load C of the DPF is greater than the driving regeneration carbon load threshold and less than the parking regeneration carbon load threshold to ensure the feasibility of driving regeneration while avoiding triggering DPF parking regeneration.

[0073] (4) The engine output torque N≤N2 and the duration is ≥t2, where N2 is the upper limit of the engine output torque allowed to open the brake cylinder, and t2 = 3min~5min.

[0074] When the engine is in auxiliary braking, part of its effective output power is used to drive the braking system (such as the exhaust butterfly valve, the blow-off brake or the compression-release brake, etc.) instead of outputting driving power to the outside. This results in a reduction in the effective output power of the engine that can be used to drive the lifting system. If forced to start during a period of high torque demand, it may cause the lifting action to become unstable and cause speed fluctuations. Before controlling the engine to execute the auxiliary braking mode, it is necessary to confirm that the current engine output torque can open at least one brake cylinder to increase the exhaust temperature T upstream of the DPF while meeting the output torque of the lifting system, and the duration is ≥t2, and short-term torque fluctuations are filtered. The DPF driving regeneration is only allowed to start when the engine is stable in a low-load state, ensuring that the exhaust temperature T upstream of the DPF can be increased when entering the DPF driving regeneration. In addition, instantaneous low torque cannot establish a stable temperature field. Frequent starting and stopping of the DPF driving regeneration will result in incomplete oxidation of DPF carbon deposits. Therefore, it is necessary to ensure that the internal temperature of the DPF is evenly transferred to above the minimum temperature T1 required for DPF regeneration.

[0075] N2 is obtained using a table lookup or real-time calculation method. The specific method for obtaining N2 using the table lookup method is as follows: query a pre-calibrated map, with the input parameters including engine speed, hoisting required torque, and accessory load, and the output value being N2. The map is calibrated using the formula: N2 = hoisting system required torque × safety factor - single brake cylinder load torque. The safety factor is greater than 1 and is determined through calibration to cover uncertainties such as dynamic response and friction changes, ensuring reliable hoisting operations. The brake bench test measures the single brake cylinder load torque at different engine speeds to obtain a brake consumption model, which is pre-stored in the engine ECU. The single brake cylinder load torque is obtained based on the current speed and operating parameters using the pre-stored brake consumption model.

[0076] The specific method of using the real-time calculation method is: according to the formula N2 = required torque of the lifting system × safety factor - single brake cylinder load torque, the required torque of the lifting system is calculated in real time, and the single brake cylinder load torque is obtained in real time, and then substituted into the above formula to obtain it.

[0077] Exemplarily, N2=100N, t2=3min~5min.

[0078] The control logic of the above entry conditions is: when the output torque N of the engine is ≤ N2 and the duration is ≥ t2, the brake cylinder is allowed to be opened; otherwise, the brake cylinder is prohibited from being opened.

[0079] S20. When the exhaust gas temperature T upstream of the DPF reaches T1, the DPF is controlled to enter driving regeneration; wherein T1 is the minimum temperature required for driving regeneration of the DPF.

[0080] When the engine enters auxiliary braking mode, fuel injection ceases in the braking cylinder. As the piston approaches top dead center during the compression stroke, the exhaust valve opens, releasing the work performed by the engine in compressing the air in the cylinder into the exhaust system. During the expansion stroke, the exhaust valve closes, and the piston's downward motion, like a vacuum, generates negative work, increasing the engine load and, in turn, the exhaust temperature. When the exhaust temperature upstream of the DPF reaches the minimum temperature T1 required for DPF regeneration while driving, the DPF automatically enters regeneration while driving.

[0081] A temperature sensor is installed upstream of the DPF. The temperature detected by the temperature sensor will be sent to the engine ECU in real time. That is, the engine ECU controls the DPF to enter driving regeneration based on the obtained real-time exhaust temperature upstream of the DPF.

[0082] In one embodiment, if Figure 2 As shown, the control method of the auxiliary braking mode includes the following steps:

[0083] S11. Calculate the required number of working cylinders and the required number of brake cylinders.

[0084] S12. Based on the calculation results, the engine cylinder states are controlled, with some cylinders being in a working state to meet the idle torque or output torque requirements of the hoisting system. Some cylinders are also controlled to be in a braking state to ensure that the exhaust temperature T upstream of the DPF meets the required temperature T1 for DPF regeneration during driving. Cylinders in the braking state generate negative work to increase the exhaust temperature.

[0085] The engine includes multiple cylinders, exemplarily six or eight cylinders. When the engine is in auxiliary braking mode, some cylinders are in a working state, providing power for the lifting system and meeting its lifting requirements. While meeting the idle torque or output torque requirements of the lifting system, other cylinders are in a braking state to raise the exhaust temperature upstream of the DPF to meet the temperature required for DPF regeneration while driving. This allows carbon particles in the DPF to chemically react with the engine exhaust, eliminating them and reducing the frequency of triggering parking regeneration.

[0086] Specifically, the method for calculating the required number of working cylinders and the required number of brake cylinders includes: when the cylinder allocation conditions are met, performing the following steps: calculating the required number of working cylinders based on the idle torque requirement or output torque requirement of the lifting system, the total torque of the braking load and the single-cylinder output torque; calculating the required number of brake cylinders based on the difference between the DPF upstream exhaust temperature T and the minimum temperature T1 required for DPF driving regeneration.

[0087] When the engine executes the auxiliary braking mode, the required number of working cylinders and braking cylinders is first calculated, and then the engine cylinder status is controlled according to the calculation results to ensure that the driving regeneration is entered before the DPF enters the parking regeneration, while meeting the idle torque requirement or output torque requirement of the lifting system, and to remove the carbon particles in the DPF.

[0088] Specifically, when the hoisting system is unloaded and in a waiting state, the engine needs to maintain a stable idle operation. The idle torque requirement is the sum of the basic idle torque and the accessory load torque. Among them, the basic idle torque is the minimum torque to maintain the engine idling (no accessories, no brakes), which is used to overcome internal friction and pumping losses. The method for obtaining the basic idle torque is: calibrate the basic idle torque and coolant temperature mapping table through bench testing, and pre-store it in the engine ECU. The coolant temperature sensor used to detect the coolant temperature collects the coolant temperature in real time and sends it to the engine ECU. The engine ECU obtains the current basic idle torque based on the obtained coolant temperature. The accessory load torque is the torque consumption of driving accessories such as air-conditioning compressors, generators and hydraulic pumps. A torque sensor can be installed on the accessory drive shaft to measure and obtain it in real time.

[0089] The output torque of the lifting system is determined by the load of the hydraulic pump. The load of the hydraulic pump is calculated based on the working pressure of the hydraulic pump, the displacement of the hydraulic pump and the mechanical efficiency of the engine to the hydraulic pump. The working pressure of the hydraulic pump is collected in real time by the pressure sensor and sent to the engine ECU. The displacement of the hydraulic pump is obtained by looking up the table based on the opening of the pump control handle. The mechanical efficiency of the engine to the hydraulic pump is pre-stored in the engine ECU. For example, the mechanical efficiency of the engine to the hydraulic pump is 0.85 to 0.92. The engine ECU then calculates the output torque requirement of the lifting system based on the above-mentioned parameters obtained and the pre-stored calculation formula for the load of the hydraulic pump. The calculation formula for the load of the hydraulic pump is a prior art and will not be repeated here.

[0090] The total braking load torque is determined by: determining the single brake cylinder load torque based on the brake consumption model pre-stored in the engine ECU and the current speed; multiplying the single brake cylinder load torque by the number of currently activated brake cylinders to obtain the total braking load torque.

[0091] The number of working cylinders is calculated by calibrating the torque output capacity of a single cylinder. The calibration method is as follows: a mapping table of single-cylinder output torque and speed is obtained through test data. The mapping table of single-cylinder output torque and speed is then pre-stored in the engine ECU. The engine ECU then retrieves the single-cylinder output torque based on the real-time speed. Finally, the theoretical number of working cylinders is calculated based on the calculated lifting system output torque requirement, the total braking load torque, and the single-cylinder output torque. For example, taking the lifting system in the lifting condition as an example: Theoretical number of working cylinders = (lifting system output torque requirement + total braking load torque) / single-cylinder output torque. The calculated theoretical number of working cylinders is then subjected to boundary processing and rounding. If the theoretical final number of working cylinders is greater than the total number of cylinders, the final number of working cylinders is the total number of cylinders. The final number of working cylinders is the smallest integer not less than the theoretical number of working cylinders and does not exceed the total number of cylinders.

[0092] The calculation method for the number of brake cylinders is as follows: based on the test, a mapping table is established between the difference between the exhaust temperature upstream of the DPF and the minimum temperature required for DPF regeneration during driving and the number of brake cylinders. Then, the corresponding number of brake cylinders is obtained by looking up the table based on the calculated temperature difference.

[0093] Furthermore, the cylinder allocation condition is: the real-time exhaust temperature upstream of the DPF, T, is less than T1 and lasts for a duration ≥ t1, where t1 = 15 to 25 minutes. If these conditions are not met, the engine is controlled to exit auxiliary braking mode. When assigning cylinders, it is necessary to determine if the exhaust temperature upstream of the DPF, T, is continuously low, in which case active intervention to increase the temperature is required.

[0094] Exemplarily, T1 = 200°C to 250°C, t1 = 20 min.

[0095] If the calculated sum of the number of working cylinders and the number of braking cylinders is equal to the total number of cylinders, the calculation result is executed to maximize the regeneration efficiency.

[0096] If the calculated sum of the number of working cylinders and the number of brake cylinders is greater than the total number of cylinders, the demand for the number of working cylinders will be met first, and the number of brake cylinders will be the remaining number of cylinders; priority will be given to ensuring operational safety, sacrificing some temperature rise capacity, and slowly waiting for the exhaust temperature T upstream of the DPF to rise to T1.

[0097] If the sum of the calculated number of working cylinders and the number of braking cylinders is less than the total number of cylinders, the remaining cylinders after the number of working cylinders and the number of braking cylinders are met enter the idle state. The cylinders in the idle state do not spray fuel or brake, and the power adjustment margin is retained to cope with sudden load, or the temperature adjustment margin is retained to cope with the exhaust temperature upstream of the DPF failing to reach T1, while avoiding excessive temperature increase and damage to the DPF.

[0098] Since the number of working cylinders directly determines the power output capacity, an insufficient number will cause the load to fall and the hydraulic system to lose pressure, affecting the safety of crane operations. Therefore, in the process of adaptive control of the crane's DPF regeneration during driving, a safe and efficient dual-objective optimization is established by combining the working cylinder priority principle and the remaining distribution mechanism.

[0099] S13 , obtaining the engine output torque N, the DPF upstream exhaust temperature T, and the engine speed fluctuation value ΔV.

[0100] S14. Determine whether to adjust the number of brake cylinders and / or working cylinders based on the engine output torque N, the DPF upstream exhaust temperature T, and the engine speed fluctuation value ΔV. If so, execute S15; if not, execute S20.

[0101] In one embodiment, the method for determining whether to adjust the number of brake cylinders and / or the number of working cylinders is:

[0102] The output torque N of the engine is greater than or equal to N1, where N1 is the maximum required torque of the hydraulic pump at the current speed.

[0103] After the engine cylinder state is controlled for a preset time based on the calculation results, the exhaust temperature upstream of the DPF is T≥T1, and the duration is ≥t1, where t1=15min~25min.

[0104] The engine speed fluctuation value ΔV≤ΔV1, where ΔV1 is the set maximum fluctuation value.

[0105] When any of the above conditions is not met, it is necessary to dynamically adjust the number of working cylinders and / or brake cylinders.

[0106] S15. The method for adjusting the number of working cylinders and / or brake cylinders is as follows:

[0107] If the exhaust temperature T upstream of the DPF is less than T1, the number of brake cylinders is increased, or the current state is maintained, and an alarm is triggered.

[0108] According to the DPF upstream exhaust temperature T obtained by the engine ECU, it is determined whether the DPF upstream exhaust temperature T reaches the minimum temperature T1 required for DPF driving regeneration. If not, it means that the number of brake cylinders is insufficient. If there are idle cylinders, the number of brake cylinders can be increased to make the DPF upstream exhaust temperature reach T1, so that the DPF can enter driving regeneration; if there are no idle cylinders, the current state is maintained and an alarm is triggered to remind the operator that the DPF upstream exhaust temperature T cannot reach the minimum temperature T1 required for DPF driving regeneration under the current working conditions. When the DPF carbon load reaches the parking regeneration carbon load threshold, the crane will enter parking regeneration.

[0109] If the output torque N of the engine is less than N1, or the speed fluctuation value ΔV of the engine is greater than ΔV1, the number of working cylinders is increased.

[0110] The engine ECU obtains the engine's output torque N and engine speed fluctuation value ΔV. If the engine's output torque N is less than N1, it indicates that the engine's output torque does not meet the lifting system's torque requirements. Therefore, the number of working cylinders needs to be increased to prioritize the lifting system's torque requirements. If there are idle cylinders, they can be added as working cylinders. If there are no idle cylinders, working cylinders can be increased by reducing the number of brake cylinders.

[0111] If the engine's output torque N ≥ N1, it indicates that the engine's output torque N meets the required torque of the lifting system. When the engine's output torque N ≥ N1, if the torque margin is large, the engine speed fluctuation is small. If the torque margin is small, the engine speed fluctuation is large. If the engine speed fluctuation value ΔV > ΔV1, it indicates that the lifting system is unstable, which may pose a serious safety hazard. At this time, if there are idle cylinders, they can be added as working cylinders. If there are no idle cylinders, the number of working cylinders can be increased by reducing the number of brake cylinders.

[0112] Illustratively, ΔV1 = 80 r / min to 120 r / min.

[0113] After adjusting the number of working cylinders and / or brake cylinders, the process returns to S14 until there is no need to adjust the number of brake cylinders and / or working cylinders. When the exhaust temperature T upstream of the DPF reaches T1, the DPF is controlled to automatically enter driving regeneration.

[0114] This embodiment provides an adaptive control method for crane DPF regeneration during driving, leveraging the engine's ability to increase exhaust temperature in auxiliary braking mode. When the conditions for DPF regeneration are met, the engine is controlled to engage auxiliary braking mode, raising the exhaust temperature upstream of the DPF while meeting the hoisting system's idle torque requirements during waiting conditions and the hoisting system's output torque requirements during hoisting conditions. When the DPF's upstream exhaust temperature T reaches the minimum temperature T1 required for DPF regeneration during driving, the DPF automatically enters regeneration during driving. By dynamically matching the hoisting system's torque requirements, this adaptive control method achieves real-time DPF soot removal during both waiting and hoisting conditions during crane loading operations, reducing the frequency of parked regeneration, shortening crane downtime, and improving crane operating efficiency.

[0115] This embodiment also provides a crane comprising an engine, a hoisting system, and a DPF. The engine provides power for the hoisting system. The DPF is located in the engine's exhaust line and is used to capture carbon particles in the engine's exhaust. The DPF is configured to regenerate using the aforementioned crane DPF driving regeneration adaptive control method. This allows the crane to autonomously control the DPF to regenerate while driving, both during waiting conditions during loading operations and during hoisting operations, while meeting the hoisting system's idle torque and output torque requirements. This reduces the frequency of parking regeneration, shortens crane downtime, and improves crane operating efficiency.

[0116] The above contents are only preferred embodiments of the present invention. For ordinary technicians in this field, according to the concept of the present invention, there may be changes in the specific implementation methods and application scopes. The contents of this specification should not be understood as limiting the present invention.

Claims

1. A crane DPF driving regeneration adaptive control method, wherein the crane comprises an engine, a hoisting system, and a DPF, wherein the DPF is provided in the exhaust pipe of the engine, characterized in that: The crane DPF driving regeneration adaptive control method comprises the following steps: When the DPF driving regeneration entry condition is met, the engine is controlled to execute the auxiliary braking mode, so that the crane meets the idle torque requirement of the hoisting system in the waiting state, or meets the output torque requirement of the hoisting system in the hoisting state, thereby increasing the exhaust temperature T upstream of the DPF; When the exhaust gas temperature T upstream of the DPF reaches T1, the DPF is controlled to enter the driving regeneration mode, wherein T1 is the minimum temperature required for the DPF driving regeneration mode.

2. The crane DPF driving regeneration adaptive control method according to claim 1 is characterized in that: The control method of the auxiliary braking mode comprises the following steps: Calculate the required number of working cylinders and the required number of brake cylinders; Based on the calculation results, the engine cylinder state is controlled, and some cylinders are controlled to be in a working state to meet the idle torque requirement or output torque requirement of the lifting system; some cylinders are controlled to be in a braking state so that the exhaust temperature T upstream of the DPF meets the temperature T1 required for DPF driving regeneration, wherein the cylinders in the braking state generate negative work to increase the exhaust temperature.

3. The crane DPF driving regeneration adaptive control method according to claim 2 is characterized in that: Methods for calculating the required number of working cylinders and the required number of brake cylinders include: When the cylinder allocation conditions are met, the following steps are performed: Calculate the required number of working cylinders based on the idle torque requirement or output torque requirement of the lifting system, the total torque of the braking load, and the output torque of a single cylinder; The required number of brake cylinders is calculated based on the difference between the exhaust gas temperature T upstream of the DPF and the minimum temperature T1 required for DPF regeneration during driving.

4. The crane DPF driving regeneration adaptive control method according to claim 3 is characterized in that: The cylinder allocation condition is: the exhaust gas temperature upstream of the DPF is T<T1, and the duration is ≥t1, where t1=15min-25min; When the above conditions are not met, the engine is controlled to exit the auxiliary braking mode.

5. The crane DPF driving regeneration adaptive control method according to claim 3 is characterized in that: If the sum of the calculated number of working cylinders and the number of brake cylinders is equal to the total number of cylinders, the calculation result will be used; If the sum of the calculated number of working cylinders and the number of brake cylinders is greater than the total number of cylinders, the number of working cylinders will be met first, and the number of brake cylinders will be the remaining number of cylinders; If the calculated sum of the number of working cylinders and the number of brake cylinders is less than the total number of cylinders, the remaining cylinders after satisfying the number of working cylinders and the number of brake cylinders enter the idle state.

6. The crane DPF driving regeneration adaptive control method according to claim 3 is characterized in that: After the step of controlling the engine cylinder state based on the calculation result, the following steps are also included: Obtaining the output torque N of the engine, the exhaust temperature T upstream of the DPF, and the engine speed fluctuation value ΔV; Whether to adjust the number of brake cylinders and / or the number of power cylinders is determined according to the output torque N of the engine, the exhaust temperature T upstream of the DPF, and the engine speed fluctuation value ΔV.

7. The crane DPF driving regeneration adaptive control method according to claim 6 is characterized in that: The method for determining whether to adjust the number of the brake cylinders and / or the number of the working cylinders is: The output torque of the engine N≥N1, where N1 is the maximum required torque of the hoisting system at the current speed; After controlling the engine cylinder state for a preset time based on the calculation result, the DPF upstream exhaust temperature T≥T1, and the duration is ≥t1, where t1=15min~25min; The engine speed fluctuation value ΔV≤ΔV1, wherein ΔV1 is a set maximum fluctuation value; When any of the above conditions is not met, it is necessary to dynamically adjust the number of the working cylinders and / or the brake cylinders.

8. The crane DPF driving regeneration adaptive control method according to claim 7 is characterized in that: The method for adjusting the number of the working cylinders and / or the brake cylinders is as follows: If the exhaust gas temperature upstream of the DPF is less than T1, the number of brake cylinders is increased, or the current state is maintained, and an alarm is triggered; If the output torque N of the engine is less than N1, or the speed fluctuation value ΔV of the engine is greater than ΔV1, the number of the working cylinders is increased.

9. The crane DPF driving regeneration adaptive control method according to any one of claims 1 to 8, characterized in that: The DPF driving regeneration entry conditions are: The crane is in the process of loading operation; The engine speed V≥V1, where V1 is the minimum speed that satisfies driving regeneration; The carbon load C of the DPF is between the driving regeneration carbon load threshold and the parking regeneration carbon load threshold; The engine output torque N≤N2 and the duration is ≥t2, where N2 is the upper limit of the engine output torque allowed to open the brake cylinder, and t2 = 3min to 5min; When the above conditions are met simultaneously, the engine is controlled to execute the auxiliary braking mode.

10. The crane DPF driving regeneration adaptive control method according to claim 9, characterized in that: The boarding operation is triggered by switching the remote throttle to the boarding throttle signal.

11. A crane, characterized in that: include: engine; A hoisting system, wherein the engine provides power for the hoisting system; a DPF, provided in the exhaust pipe of the engine, for capturing carbon particles in the exhaust gas of the engine; Wherein, the DPF is configured to execute the crane DPF driving regeneration adaptive control method according to any one of claims 1 to 10 for regeneration.

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