CN111042943A

CN111042943A - Protection method for particulate matter trap DPF and vehicle

Info

Publication number: CN111042943A
Application number: CN201911362752.1A
Authority: CN
Inventors: 李丽丽; 赵志军; 韩金辉
Original assignee: Weichai Power Co Ltd
Current assignee: Weichai Power Co Ltd
Priority date: 2019-12-26
Filing date: 2019-12-26
Publication date: 2020-04-21

Abstract

The embodiment of the invention provides a protection method of a particulate matter catcher DPF and a vehicle, wherein the current state of the DPF is detected through an ECU; if the DPF is currently in a regeneration state, determining whether the vehicle is about to perform a parking operation; if it is determined that the vehicle is about to perform a parking operation, the ECU controls the DPF to interrupt a regeneration operation and controls the engine to rotate so that gas heat generated when the DPF is in a regeneration state is dissipated as the engine rotates. The DPF is controlled to interrupt the regeneration operation, so that new heat can not be generated, and the engine is controlled to execute the rotation operation, so that the gas heat generated when the DPF is in the regeneration state is dissipated along with the flow of exhaust gas generated by the rotation of the engine, the temperature in the DPF is reduced, and the DPF is protected.

Description

Protection method for particulate matter trap DPF and vehicle

Technical Field

The invention relates to the technical field of vehicle engine control, in particular to a method for protecting a particulate matter trap DPF and a vehicle.

Background

With the upgrading of the Diesel engine emission technology, a Particulate matter trap (DPF) technology is adopted, most of PM Particulate matters such as carbon smoke and the like in tail gas can be filtered, the PM emission is effectively reduced, and the requirements of the national six-emission regulation are met. However, as the running time of the engine increases, the soot accumulation weight in the DPF also increases, so that the exhaust back pressure is increased, and the dynamic property and the fuel economy of the engine are affected, and therefore, when the soot accumulation weight reaches a certain amount, the soot accumulation weight needs to be periodically regenerated.

In the DPF regeneration process, the temperature of the DPF is high, and the trapped particulate matters are removed by high-temperature oxidation combustion so as to recover the filtering function of the DPF. Among the prior art, the in-process that DPF regenerates, carbon particulate matter oxygen boosting burning emits a large amount of heats, if the in-process vehicle that regenerates needs to park, the engine will just get back to the idle speed or stop motion, then exhaust flow can reduce, leads to the heat dissipation capacity little for DPF inside temperature sharply rises, can make DPF damage seriously.

Disclosure of Invention

The embodiment of the invention provides a method for protecting a DPF of a particulate matter catcher and a vehicle, which can reduce the temperature inside the DPF and realize the protection of the DPF.

In a first aspect, an embodiment of the present invention provides a method for protecting a DPF of a particulate matter trap, which is applied to a vehicle including an Electronic Control Unit (ECU), the DPF, and an engine, and the method includes:

the ECU detects a current state of the DPF;

if the DPF is currently in a regeneration state, the ECU determines whether the vehicle is about to perform a parking operation;

if it is determined that the vehicle is about to perform a parking operation, the ECU controls the DPF to interrupt a regeneration operation and controls the engine to rotate so that gas heat generated when the DPF is in a regeneration state is dissipated as the engine rotates.

Optionally, the controlling the engine to rotate comprises:

the ECU controls the engine to rotate at a preset rotating speed; the preset rotating speed is greater than the speed of the engine at idle speed and less than the limit rotating speed of the engine.

Optionally, the vehicle comprises an electric machine, the method further comprising:

when the engine is in a rotating state, the engine drives the motor to rotate, so that gas heat generated when the DPF is in a regeneration state is dissipated along with the rotation of the engine and the motor.

Optionally, the vehicle comprises a battery, the method further comprising:

when the motor is in a rotating state, the motor inputs electric energy to the battery; wherein the electric energy is obtained by converting kinetic energy generated by the rotation of the motor.

Optionally, the method further comprises:

if it is determined that the vehicle continues to normally run, the ECU controls the DPF to continue to perform a regeneration operation.

In a second aspect, an embodiment of the present invention provides a vehicle, including:

an electronic control unit ECU for detecting the current state of the DPF;

if the DPF is currently in a regeneration state, the ECU is also used for determining whether the vehicle needs to execute a parking operation;

and if the vehicle is determined to be about to perform the parking operation, the ECU is also used for controlling the DPF to interrupt the regeneration operation and controlling the engine to rotate so that the gas heat generated when the DPF is in the regeneration state is dissipated along with the rotation of the engine.

Optionally, the ECU is specifically configured to control the engine to rotate at a preset rotation speed; the preset rotating speed is greater than the speed of the engine at idle speed and less than the limit rotating speed of the engine.

Optionally, the vehicle comprises an electric machine;

when the engine is in a rotating state, the engine is used for driving the motor to rotate, so that gas heat generated when the DPF is in a regeneration state is dissipated along with the rotation of the engine and the motor.

Optionally, the vehicle comprises a battery;

when the motor is in a rotating state, the motor is also used for inputting electric energy to the battery; wherein, the electric energy is obtained by converting kinetic energy generated by the motor for rotating.

Alternatively, the ECU is further configured to control the DPF to continue to perform the regeneration operation if it is determined that the vehicle continues to normally run.

The embodiment provides a protection method of a particulate matter trap DPF, which detects the current state of the DPF through an ECU; if the DPF is currently in a regeneration state, determining whether the vehicle is about to perform a parking operation; if it is determined that the vehicle is about to perform a parking operation, the ECU controls the DPF to interrupt a regeneration operation and controls the engine to rotate so that gas heat generated when the DPF is in a regeneration state is dissipated as the engine rotates. The DPF is controlled to interrupt the regeneration operation, so that new heat can not be generated, and the engine is controlled to execute the rotation operation, so that the gas heat generated when the DPF is in the regeneration state is dissipated along with the flow of exhaust gas generated by the rotation of the engine, the temperature in the DPF is reduced, and the DPF is protected.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and together with the description, serve to explain the principles of the disclosure.

FIG. 1 is a flow chart of a method for protecting a particulate trap DPF according to an embodiment of the present invention;

FIG. 2 is a flow chart of another method for protecting a particulate trap DPF provided by an embodiment of the present invention;

FIG. 3 is a schematic structural diagram of a vehicle according to an embodiment of the present invention;

fig. 4 is a schematic structural diagram of another vehicle according to an embodiment of the present invention.

With the foregoing drawings in mind, certain embodiments of the disclosure have been shown and described in more detail below. These drawings and written description are not intended to limit the scope of the disclosed concepts in any way, but rather to illustrate the concepts of the disclosure to those skilled in the art by reference to specific embodiments.

Detailed Description

Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the exemplary embodiments below are not intended to represent all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present disclosure, as detailed in the appended claims.

In the embodiments of the present invention, "at least one" means one or more, "a plurality" means two or more. "and/or" describes the association relationship of the associated objects, meaning that there may be three relationships, e.g., a and/or B, which may mean: a exists alone, A and B exist simultaneously, and B exists alone, wherein A and B can be singular or plural. In the description of the present invention, the character "/" generally indicates that the former and latter associated objects are in an "or" relationship.

The terms "first," "second," "third," "fourth," and the like in the description and in the claims, and in the above-described drawings, if any, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used are interchangeable under appropriate circumstances such that the embodiments of the invention described herein are, for example, capable of operation in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

Before describing the technical solutions provided by the embodiments of the present invention in detail, a few terms related to the embodiments of the present invention will be described.

The electronic control unit ECU, also called "traveling computer", "vehicle computer", etc., is a special microcomputer controller for the vehicle in terms of usage, and is used to monitor various states of the vehicle operation and control the normal operation of each part on the vehicle to maintain the normal running of the entire vehicle.

The particulate trap DPF is a ceramic filter installed in an exhaust system of a diesel engine, which traps particulate emission materials before they enter the atmosphere, and then oxidizes the trapped particulates, so that the particulate trap is regenerated to restore the filtering function of the particulate trap DPF.

The following describes embodiments of the present invention with reference to the drawings.

The first embodiment is as follows:

fig. 1 is a flowchart of a method for protecting a DPF of a particulate matter trap according to an embodiment of the present invention, where the method for protecting a DPF of a particulate matter trap is applied to a vehicle, for example, a vehicle using a pure diesel engine power system. The vehicle comprises an electronic control unit ECU, a DPF and an engine, and as shown in FIG. 1, the DPF protection method comprises the following steps:

s101: the ECU detects the current state of the DPF.

Normally, the ECU detects the current state of the DPF by an electronic control unit ECU of the vehicle, i.e., the ECU compares and calculates the current state of the DPF by a signal transmitted from a sensor, and the comparison and calculation result is used to determine whether the DPF is currently being regenerated. The DPF regeneration comprises two methods, namely active regeneration and passive regeneration, wherein the active regeneration refers to that the internal temperature of the DPF is increased by using external energy to ensure that particles are ignited and combusted; passive regeneration refers to the use of fuel additives or catalysts to lower the ignition temperature of the particulates so that the particulates can ignite and burn at normal engine exhaust temperatures.

S102: if the DPF is currently in a regeneration state, the ECU determines whether the vehicle is about to perform a parking operation.

For example, if the ECU determines that the DPF is currently being regenerated, a large amount of heat is generated, causing the internal temperature of the DPF to be high, and a sufficient exhaust gas flow rate, which is generated by the engine of the vehicle during operation of the vehicle, is required to remove heat from the aftertreatment system, and if the engine is not operating, a sufficient exhaust gas flow rate cannot be generated, so that it is determined whether the vehicle is about to perform a parking operation, that is, whether the engine stops rotating or the rotational speed is reduced, during the regeneration. The stop operation to be executed means that the current rotation speed of the engine of the vehicle is fast, for example, the rotation speed of the engine can reach 1000r/min-2000r/min, when the stop operation is to be executed, the engine becomes idle or stops rotating gradually, for example, the rotation speed of the engine at idle is reduced to 700r/min, or the engine stops rotating, and the vehicle stops running by gradually reducing the vehicle running speed from fast speed to zero.

S103: if it is determined that the vehicle is about to perform a parking operation, the ECU controls the DPF to interrupt a regeneration operation and controls the engine to rotate so that gas heat generated when the DPF is in a regeneration state is dissipated as the engine rotates.

For example, when the ECU controls the engine to rotate, the engine may be controlled to rotate at a preset rotation speed. The preset rotating speed is greater than the speed of the engine in idling and less than the limit rotating speed of the engine. Where idling means that the engine keeps rotating at a lower speed.

It will be appreciated that the ECU controls the engine to rotate at a predetermined speed which is greater than the speed at which the engine is idling, with the aim of: the engine keeps rotating at a lower speed at idle speed, the amount of exhaust gas generated is reduced, therefore, the engine needs to be controlled by the ECU to perform rotating operation at a rotating speed greater than that at idle speed to generate more exhaust gas, for example, if the speed of the engine at idle speed is 700r/min, the engine is controlled by the ECU to perform rotating operation at a rotating speed of 1000 r/min; the preset rotating speed is less than the limit rotating speed of the engine, and the purpose is as follows: the rotation speed of the engine is controlled to be less than the limit rotation speed, otherwise the engine is damaged because the rotation speed of the engine is high.

For example, if the ECU determines that the vehicle will perform a parking operation, the engine will be idling or stopped, the generated exhaust gas flow rate will be reduced, and the heat generated during the regeneration of the DPF will not be dissipated, so the ECU controls the DPF to interrupt the regeneration operation so that no more new heat will be generated. The method can be implemented by taking a possible implementation example of dissipating the gas heat generated when the DPF is in a regeneration state, that is, dissipating the gas heat generated when the DPF is in the regeneration state, controlling the engine to perform a rotation operation by the ECU so that the gas heat generated when the DPF is in the regeneration state is dissipated along with the flow of the exhaust gas generated by the rotation of the engine. In the protection method of the particulate matter trap DPF provided by the embodiment, the current state of the DPF is detected through the ECU; if the DPF is currently in a regeneration state, determining whether the vehicle is about to perform a parking operation; if it is determined that the vehicle is about to perform a parking operation, the ECU controls the DPF to interrupt a regeneration operation and controls the engine to rotate so that gas heat generated when the DPF is in a regeneration state is dissipated as the engine rotates. The DPF is controlled to interrupt the regeneration operation, so that new heat can not be generated, and the engine is controlled to execute the rotation operation, so that the gas heat generated when the DPF is in the regeneration state is dissipated along with the flow of exhaust gas generated by the rotation of the engine, the temperature in the DPF is reduced, and the DPF is protected.

Based on the embodiment shown in fig. 1, it can be seen that in the embodiment of the present application, in order to reduce the temperature inside the DPF and achieve protection of the DPF, if it is determined that the vehicle is about to perform a parking operation, the ECU controls the DPF to interrupt the regeneration operation and controls the engine to rotate so that the heat of gas generated when the DPF is in the regeneration state is dissipated as the engine rotates. Of course, in order to rapidly reduce the gas heat generated when the DPF is in the regeneration state, the motor of the vehicle may be controlled to rotate, so that the gas heat generated when the DPF is in the regeneration state is dissipated along with the rotation of the engine and the motor, and the detailed scheme may be described by the following second embodiment.

Example two:

fig. 2 is a flowchart of another protection method for a DPF of a particulate matter trap according to an embodiment of the present invention, where the embodiment is applied to a vehicle, the vehicle further includes an electric machine, for example, as shown in fig. 2, the protection method for the DPF may further include:

s201, detecting the current state of the DPF by the ECU

S202, if the DPF is in a regeneration state currently, the ECU determines whether the vehicle is about to execute a parking operation.

It should be noted that descriptions in S201 to S202 in this embodiment are similar to the descriptions in S101 to S102, and refer to the relevant descriptions in S101 to S102, and here, the embodiments of this application are not described again.

S203: if the vehicle is determined to be about to execute the parking operation, the ECU controls the DPF to interrupt the regeneration operation and controls the engine to rotate, and when the engine is in a rotating state, the engine drives the motor to rotate so that the gas heat generated when the DPF is in a regeneration state is dissipated along with the rotation of the engine and the motor.

It will be appreciated that the ECU controls the engine to rotate at a predetermined speed which is greater than the speed at which the engine is idling, with the aim of: idling means that the engine keeps rotating at a low speed and the amount of exhaust gas generated is reduced, and therefore, it is necessary for the ECU to control the engine to perform a rotating operation at a rotation speed greater than that at idling, for example, if the engine is at idling speed of 700r/min, the ECU controls the engine to perform a rotating operation at 1000 r/min; the preset rotating speed is larger than the idling speed of the engine, and the purpose is as follows: the engine speed is controlled not to exceed a limit speed, otherwise the engine may be damaged.

When the ECU controls the engine, the engine is in a rotating state, and the engine drives the motor to rotate, so that the gas heat generated when the DPF is in a regeneration state is dissipated along with the rotation of the engine and the motor, thereby realizing the regeneration of the DPF in a regeneration state

Alternatively, based on the above-mentioned embodiment shown in fig. 2, since the rotation of the engine generates exhaust gas, and the mechanical energy corresponding to the energy of the exhaust gas can drive the motor to rotate, so that the motor generates electric energy, in order to store the electric energy generated by the motor, the vehicle further needs to include a battery, which is used to store the electric energy, and when the motor is in a rotating state, the motor rotates to generate kinetic energy, and the kinetic energy is converted into electric energy to be input to the battery, so that the kinetic energy generated by the motor is not wasted, and the energy conversion is realized.

Alternatively, on the basis of any of the above embodiments, the vehicle may be in a normal running state all the time when the DPF is in a regeneration state, and there is no need to perform a stop operation, and the ECU controls the DPF to continue to perform the regeneration operation.

In the protection method of the particulate matter trap DPF provided by the embodiment, the current state of the DPF is detected through the ECU; if the DPF is currently in a regeneration state, determining whether the vehicle immediately executes a parking operation; if the vehicle is determined to be about to execute the parking operation, the ECU controls the DPF to interrupt the regeneration operation and controls the engine to rotate at a preset rotating speed, when the engine is in a rotating state, the engine drives the motor to rotate, so that gas heat generated when the DPF is in a regeneration state is dissipated along with the rotation of the engine and the motor, and meanwhile, when the engine is in a rotating state, the motor inputs electric energy to the battery; if it is determined that the vehicle continues to normally run, the ECU controls the DPF to continue the regeneration operation. When the vehicle is about to execute the parking operation, the ECU controls the DPF to interrupt the regeneration operation so that new heat can not be generated, and controls the engine to rotate at a preset rotating speed, when the engine is in a rotating state, the engine drives the motor to rotate so that gas heat generated when the DPF is in the regeneration state is dissipated along with the rotation of the engine and the motor, the temperature inside the DPF is reduced, the DPF is protected, meanwhile, when the engine is in the rotating state, the engine drives the motor to rotate so that the motor generates electric energy, the motor inputs the electric energy to the battery, the energy transfer is realized, and the energy waste is avoided.

Example three:

fig. 3 is a schematic structural diagram of a vehicle according to an embodiment of the present invention, and as shown in fig. 3, a vehicle 30 according to this embodiment includes: an electronic control unit ECU301, a particulate matter trap DPF302, and an engine 303.

An electronic control unit ECU301 for detecting the current state of the DPF 302.

If the DPF302 is currently in a regeneration state, the ECU301 is also used to determine whether the vehicle needs to perform a parking operation.

If it is determined that the vehicle 30 is to perform the parking operation, the ECU301 is also configured to control the DPF302 to interrupt the regeneration operation and to control the engine 303 to rotate so that the gas heat generated when the DPF is in the regeneration state is dissipated as the engine 303 rotates.

Optionally, the ECU301 is specifically configured to control the engine 303 to rotate at a preset rotation speed; the preset rotation speed is greater than the speed of the engine 303 at idle speed and less than the limit rotation speed of the engine 303.

Optionally, the vehicle 30 includes a motor 304, for example, please refer to fig. 4, and fig. 4 is a schematic structural diagram of another vehicle according to an embodiment of the present invention.

When the engine 303 is in a rotating state, the engine 303 is used for driving the motor 304 to rotate, so that gas heat generated when the DPF302 is in a regeneration state is dissipated along with the rotation of the engine 303 and the motor 304.

Optionally, the vehicle 30 includes a battery 305, and when the motor 304 is in a rotating state, the motor 304 is further configured to input electric energy to the battery 305; wherein the electric energy is converted from kinetic energy generated by the motor 304 for rotation.

Alternatively, if it is determined that the vehicle 30 continues to run normally, the ECU301 is further configured to control the DPF302 to continue to perform the regeneration operation, although the DPF302 may generate a large amount of heat, the vehicle 30 does not perform the parking operation, the engine 303 may rotate normally, and the motor 304 may be driven to rotate to generate a large amount of exhaust gas, so that the heat in the DPF302 may be dissipated from the exhaust gas generated by the rotation of the engine 303 and the motor 304, and the internal temperature of the DPF302 may be prevented from being increased and damaged.

The vehicle 30 shown in this embodiment can execute the technical solution of the method for protecting a DPF of a particulate matter trap in any of the embodiments shown in the above drawings, and the implementation principle and the beneficial effects thereof are similar to those of the method for protecting a DPF of a particulate matter trap, and are not described herein again.

In the several embodiments provided in the present invention, it should be understood that the disclosed vehicle and method may be implemented in other ways. For example, the above-described vehicle embodiments are merely illustrative, and for example, a division of a unit is merely a logical division, and an actual implementation may have another division, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.

Units described as separate parts may or may not be physically separate, and parts shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment. In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, or in a form of hardware plus a software functional unit.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for protecting a particulate matter trap DPF, applied to a vehicle including an electronic control unit ECU, the DPF, and an engine, the method comprising:

the ECU detects a current state of the DPF;

2. The method of claim 1, wherein said controlling said engine to rotate comprises:

3. The method of claim 1, wherein the vehicle includes an electric machine, the method further comprising:

4. The method of claim 3, wherein the vehicle includes a battery, the method further comprising:

5. The method of claim 1, further comprising:

6. A vehicle, characterized by comprising:

an electronic control unit ECU for detecting the current state of the DPF;

7. The vehicle of claim 6,

the ECU is specifically used for controlling the engine to rotate at a preset rotating speed; the preset rotating speed is greater than the speed of the engine at idle speed and less than the limit rotating speed of the engine.

8. The vehicle of claim 6, characterized in that the vehicle comprises an electric machine;

9. The vehicle of claim 8, characterized in that the vehicle comprises a battery;

10. The vehicle of claim 6, wherein the ECU is further configured to control the DPF to continue to perform a regeneration operation if it is determined that the vehicle continues to travel normally.