CN111577425B - Vehicle control method - Google Patents

Vehicle control method Download PDF

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Publication number
CN111577425B
CN111577425B CN202010476123.8A CN202010476123A CN111577425B CN 111577425 B CN111577425 B CN 111577425B CN 202010476123 A CN202010476123 A CN 202010476123A CN 111577425 B CN111577425 B CN 111577425B
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China
Prior art keywords
vehicle
preset
dpf
temperature
upstream
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CN202010476123.8A
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CN111577425A (en
Inventor
浦路
王兴元
李静静
项秀梅
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Weichai Power Co Ltd
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Weichai Power Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/405—Multiple injections with post injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
    • F01N2900/1404—Exhaust gas temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0222—Exhaust gas temperature
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

The embodiment of the application discloses a vehicle control method, if the mode of travel of vehicle is regeneration mode, judge whether the temperature of the DPF upstream and the temperature of DOC upstream of vehicle satisfy first preset condition, if the difference of the temperature of DPF upstream and the target temperature of DPF upstream is in presetting the temperature range, and the temperature of DOC upstream is greater than the temperature of DPF upstream, reduce the fuel injection quantity of the preset post-injection component of vehicle to reduce the consumption of fuel, and increase the aperture of the choke valve of vehicle, in order to improve the air input and reduce the pump loss, and then reduced the fuel consumption and the power loss of the vehicle that uses this vehicle control method.

Description

Vehicle control method
Technical Field
The application relates to the technical field of vehicle control, in particular to a vehicle control method.
Background
The driving regeneration is one of active vehicle driving regeneration, and specifically, the temperature of the upstream of a DOC (i.e., a Diesel Oxidation Catalyst) is increased by a throttle valve, meanwhile, HC (i.e., Hydrocarbon) sprayed by a vehicle is oxidized in the DOC to release heat by opening a rear injection element 2, and the temperature of the upstream of a DPF (i.e., Diesel particulate filters) is increased to accelerate the Oxidation reaction rate of NOx and Soot (i.e., Soot), so that adsorbed particles in the DPF are removed. At present, the problems of large fuel consumption and power loss can occur in the running process of a vehicle provided with a DOC.
Disclosure of Invention
In order to solve the technical problem, an embodiment of the present application provides a vehicle control method to reduce fuel consumption and reduce power loss.
In order to solve the above problem, the embodiment of the present application provides the following technical solutions:
a vehicle control method comprising:
if the running mode of the vehicle is a regeneration mode, judging whether the temperature of the upstream of the DPF and the temperature of the upstream of the DOC of the vehicle meet a first preset condition or not;
if the temperature upstream of the DPF and the temperature upstream of the DOC of the vehicle meet a first preset condition, reducing the fuel injection quantity of a preset post-injection element of the vehicle and increasing the opening degree of a throttle valve of the vehicle, wherein the preset post-injection element of the vehicle is used for injecting hydrocarbon again when an engine of the vehicle is in an expansion power stroke so as to increase the exhaust gas temperature of the vehicle through heat release of combustion again;
wherein the first preset condition includes that a difference between a temperature upstream of the DPF and a target temperature upstream of the DPF is within a preset temperature range, and the temperature upstream of the DOC is greater than the temperature upstream of the DPF.
Optionally, the first preset condition includes that a difference value between the temperature upstream of the DPF and the target temperature upstream of the DPF is within a preset temperature range and the temperature upstream of the DOC is greater than the temperature upstream of the DPF while satisfying a first preset time, wherein the first preset time is greater than 0 s.
Optionally, the first preset time is not less than 0.5 s.
Optionally, the preset temperature range is 0-0.1T, and T represents a target temperature at the upstream of the DPF.
Optionally, the first preset condition further includes: the rate of change of temperature upstream of the DPF is less than a preset value.
Optionally, the reducing the oil injection amount of the preset post-injection element of the vehicle and increasing the opening of the throttle valve of the vehicle include:
and reducing the oil injection quantity of the preset rear injection element of the vehicle to zero, and increasing the opening of a throttle valve of the vehicle to the maximum.
Optionally, reducing the fuel injection amount of the preset vehicle post-injection element to zero, and increasing the opening of the throttle valve of the vehicle to the maximum includes:
reducing the oil injection quantity of a preset post-injection element of the vehicle at a first rate until the oil injection quantity of the preset post-injection element is zero;
increasing an opening of a throttle valve of the vehicle at a second rate until the opening of the throttle valve reaches a maximum.
Optionally, the vehicle control method further includes:
after the oil injection quantity of the vehicle preset post-injection element is reduced and the opening of a throttle valve of the vehicle is increased, if the temperature of the upstream of the DPF and the temperature of the upstream of the DOC of the vehicle meet a second preset condition, the oil injection quantity of the vehicle preset post-injection element is increased and the opening of the throttle valve of the vehicle is reduced;
wherein the second preset condition comprises: the temperature upstream of the DOC is less than the temperature upstream of the DPF and a difference between the temperature upstream of the DPF and the target temperature upstream of the DPF exceeds at least one of the preset temperature ranges.
Optionally, the second preset condition includes: the temperature upstream of the DOC is less than at least one of the temperature upstream of the DPF for a second preset time and a difference between the temperature upstream of the DPF and the target temperature upstream of the DPF exceeds the preset temperature range for a third preset time.
Optionally, the increasing the oil injection amount of the preset post-injection element of the vehicle, and the decreasing the opening of the throttle valve of the vehicle includes:
increasing the oil injection quantity of a preset post-injection element of the vehicle at a third speed until the oil injection quantity of the preset post-injection element reaches the maximum;
reducing the opening of the throttle valve of the vehicle at a fourth rate until the opening of the throttle valve reaches a minimum.
Optionally, the first rate is the same as the third rate, and the second rate is the same as the fourth rate.
Compared with the prior art, the technical scheme has the following advantages:
in the vehicle control method provided by the embodiment of the application, if the running mode of the vehicle is a regeneration mode, whether the temperature of the upstream of the DPF and the temperature of the upstream of the DOC of the vehicle meet a first preset condition or not is judged, if the difference value between the temperature of the upstream of the DPF and the target temperature of the upstream of the DPF is within a preset temperature range, and the temperature of the upstream of the DOC is greater than the temperature of the upstream of the DPF, the fuel injection quantity of a preset post-injection element of the vehicle is reduced to reduce the fuel consumption, and the opening degree of a throttle valve of the vehicle is increased to improve the air inflow to reduce the pumping loss, so that the fuel consumption and the power loss of the vehicle applying the vehicle control method are reduced.
Moreover, in the control method provided by the embodiment of the application, if the running mode of the vehicle is the regeneration mode, and the temperature of the upstream of the DPF and the temperature of the upstream of the DOC of the vehicle meet the first preset condition, the opening degree of the throttle valve of the vehicle is increased while the fuel injection quantity of the preset post-injection element of the vehicle is reduced, so that the air intake quantity can be increased, fuel and gas are fully mixed and combusted, the power loss is reduced, and the condition of fuel deterioration is reduced.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
Fig. 1 is a road spectrum diagram of a loader in a driving regeneration mode in a plateau environment during operation.
FIG. 2 is a schematic flow chart of a vehicle control method according to an embodiment of the present application;
FIG. 3 is a schematic flow chart diagram of a vehicle control method according to another embodiment of the present application;
FIG. 4 is a schematic flow chart diagram of a vehicle control method according to another embodiment of the present application;
FIG. 5 is a schematic flow chart diagram of a vehicle control method according to another embodiment of the present application;
fig. 6 is a schematic control logic diagram of a vehicle control method according to an embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application, but the present application may be practiced in other ways than those described herein, and it will be apparent to those of ordinary skill in the art that the present application is not limited to the specific embodiments disclosed below.
As described in the background section, currently, a vehicle equipped with a DOC has problems of large fuel consumption and power loss during running.
As shown in fig. 1, when the vehicle is operated in a certain condition in a plateau test, when the engine is in a driving regeneration mode, the temperature upstream of the DPF (i.e., the temperature before the DPF) is stable and reaches the target temperature upstream of the DPF (i.e., the target temperature before the DPF), and the temperature upstream of the DOC (i.e., the temperature before the DOC) may greatly exceed the temperature upstream of the DPF. In this case, if the operating condition is not changed and the engine of the vehicle is changed from the regeneration mode to the normal mode, the temperature upstream of the DPF can still meet the temperature requirement during regeneration due to the higher exhaust temperature upstream of the DOC.
The inventor researches and discovers that the reason is that the high altitude environment air is lean, so that fuel oil is not sufficiently combusted, the combustion lag period is delayed, and the exhaust temperature upstream of the DOC is high. In the current strategy, the opening degree of a throttle valve (namely an air inlet throttle valve) is subjected to PID (proportion integration differentiation) adjustment based on air inlet pressure deviation or air inlet flow deviation, and the post-injection 2 is injected based on the running condition of the whole vehicle. However, due to the diversity of working conditions, the correction of the three high points of the post-injection 2 is not easy to calibrate, so that even if the temperature of the DOC upstream exceeds the temperature of the DPF upstream, the throttle valve and the post-injection 2 still act, extra fuel consumption is increased, and pumping loss is large due to the small opening degree of the throttle valve, so that the air suction resistance is increased, extra useless work is increased, and unnecessary power loss is increased. In addition, under the driving regeneration mode, the opening degree of the throttle valve is small, so that the air inflow of the cylinder is small, fuel oil is not sufficiently combusted, and unnecessary fuel oil consumption and power loss are increased.
Based on this, the embodiment of the present application provides a vehicle control method, as shown in fig. 2, including the steps of:
s100: if the running mode of the vehicle is a regeneration mode, judging whether the temperature of the DPF upstream and the temperature of the DOC upstream of the vehicle meet a first preset condition or not;
s200: if the temperature upstream of the DPF and the temperature upstream of the DOC of the vehicle meet a first preset condition, reducing the fuel injection quantity of a preset post-injection element of the vehicle and increasing the opening degree of a throttle valve of the vehicle, wherein the preset post-injection element of the vehicle is used for injecting hydrocarbon again when an engine of the vehicle is in an expansion power stroke so as to increase the temperature of exhaust gas of the vehicle through heat release after combustion, namely a post-injection element 2 of the vehicle, namely the post-injection element 2 for the vehicle;
wherein the first preset condition includes that a difference between a temperature upstream of the DPF and a target temperature upstream of the DPF is within a preset temperature range, and the temperature upstream of the DOC is greater than the temperature upstream of the DPF.
The regeneration mode described in the embodiments of the present application is a drive regeneration mode. Moreover, the vehicle mentioned in the present application comprises not only the post-injection element 2, but also the main injection element and the post-injection element 1, wherein the injection phase of the post-injection element 2 is located after the injection phase of the main injection element and before the injection phase of the post-injection element 1, and since this part is prior art, the detailed description thereof is omitted.
It should be further noted that the throttle valve in the embodiment of the present application is an intake throttle valve, and a range of an opening degree of the throttle valve is 0% to 90%, including an end point value, where when the opening degree of the throttle valve is 90%, the throttle valve is fully opened, that is, air is not blocked from entering the cylinder, and when the opening degree of the throttle valve is 0%, the throttle valve is fully closed, that is, air cannot enter the cylinder. It should be noted that, in the regeneration mode, the amount of air entering the cylinder can be reduced by controlling the opening of the throttle valve, and the combustion stagnation period can be prolonged, so that the exhaust temperature energy at the upstream of the DOC is improved, and the thermal management function is realized.
Optionally, in an embodiment of the present application, the vehicle is a loader, which is not limited in this respect, and in other embodiments of the present application, the vehicle may also be another type of vehicle, as the case may be.
In the vehicle control method provided by the embodiment of the application, if the running mode of the vehicle is a regeneration mode, whether the temperature of the upstream of the DPF and the temperature of the upstream of the DOC of the vehicle meet a first preset condition or not is judged, if the difference value between the temperature of the upstream of the DPF and the target temperature of the upstream of the DPF is within a preset temperature range, and the temperature of the upstream of the DOC is greater than the temperature of the upstream of the DPF, the fuel injection quantity of a preset post-injection element of the vehicle is reduced to reduce the fuel consumption, and the opening degree of a throttle valve of the vehicle is increased to improve the air intake quantity and reduce the pumping loss, so that the fuel consumption and the power loss of the vehicle applying the vehicle control method are reduced.
Moreover, in the control method provided by the embodiment of the application, if the running mode of the vehicle is the regeneration mode, and the temperature of the upstream of the DPF and the temperature of the upstream of the DOC of the vehicle meet the first preset condition, the opening degree of the throttle valve of the vehicle is increased while the fuel injection quantity of the preset post-injection element of the vehicle is reduced, so that the air intake quantity can be increased, fuel and gas are fully mixed and combusted, the power loss is reduced, and the condition of fuel deterioration is reduced.
On the basis of the above embodiment, in one embodiment of the present application, if the temperature upstream of the DPF and the temperature upstream of the DOC of the vehicle do not satisfy the first preset condition, the fuel injection amount of the preset post-injection element of the vehicle and the opening degree of the throttle valve of the vehicle are maintained at present.
On the basis of the above embodiment, in an embodiment of the present application, the first preset condition includes that a difference value between the temperature upstream of the DPF and the target temperature upstream of the DPF is within a preset temperature range and that the temperature upstream of the DOC is greater than the temperature upstream of the DPF while satisfying a first preset time, where the first preset time is greater than 0s, so as to reduce a probability that the vehicle control method is executed when the temperature upstream of the DOC is accidentally greater than the temperature upstream of the DPF or when the difference value between the temperature upstream of the DPF and the target temperature upstream of the DPF is accidentally located within the preset temperature range, resulting in an excessively frequent control operation and an occurrence of a misjudgment.
Optionally, in an embodiment of the present application, the first preset time is not less than 0.5s, specifically, in an embodiment of the present application, a value range of the first preset time is 0.5s to 10s, which includes an endpoint value, but the present application does not limit this, which is determined as the case may be.
On the basis of any of the above embodiments, in an embodiment of the present application, the preset temperature range is 0 to 0.1T, including a right endpoint value, where T represents a target temperature upstream of the DPF. The target temperature upstream of the DPF is a temperature of the DPF when the reaction efficiency of N, O, C in the exhaust gas is the highest when the vehicle is in the regeneration mode.
As shown in fig. 3, on the basis of any one of the above embodiments, in an embodiment of the present application, the first preset condition further includes: the change rate of the temperature at the upstream of the DPF is smaller than a preset value, so that the vehicle control method provided by the embodiment of the application is executed only when the change rate of the temperature at the upstream of the DPF is smaller than the preset value (namely, the change rate is stable) and the engine mode is in the regeneration mode, and misjudgment caused by the phenomenon that the temperature at the upstream of the DOC is larger than the temperature at the upstream of the DPF when the vehicle is just started is prevented. The rate of change of the temperature upstream of the DPF is a value obtained by deriving the temperature upstream of the DPF with respect to time. Specifically, in one embodiment of the present application, the temperature upstream of the DPF is derived over time to a value less than 5 to ensure that the temperature upstream of the DPF is in a steady state.
It should be noted that, continuing with fig. 3, in the above-described embodiment of the present application, the vehicle control method may respectively determine whether a difference between the temperature upstream of the DPF and the target temperature upstream of the DPF is within a preset temperature range, whether the temperature upstream of the DOC is greater than the temperature upstream of the DPF, and whether the rate of change of the temperature upstream of the DPF is less than a preset value. In another embodiment of the present application, the vehicle control method may further sequentially determine whether a change rate of the temperature upstream of the DPF is smaller than a preset value, whether a difference between the temperature upstream of the DPF and a target temperature upstream of the DPF is within a preset temperature range, and whether the temperature upstream of the DOC is larger than the temperature upstream of the DPF.
As shown in fig. 4, in another embodiment of the present application, if the running mode of the vehicle is a regeneration mode, determining whether the temperature upstream of the DPF and the temperature upstream of the DOC of the vehicle satisfy a first preset condition includes: if the running mode of the vehicle is a regeneration mode and the change rate of the temperature of the upper stream of the DPF is smaller than a preset value, judging whether the temperature of the upper stream of the DPF of the vehicle and the temperature of the upper stream of the DOC meet a first preset condition or not, namely judging whether the temperature of the upper stream of the DPF of the vehicle and the temperature of the upper stream of the DOC meet the first preset condition or not after the running mode of the vehicle is the regeneration mode and the temperature of the upper stream of the DPF tends to be stable.
On the basis of any one of the foregoing embodiments, in an embodiment of the present application, the reducing an oil injection amount of a preset post-injection element of the vehicle, and increasing an opening degree of a throttle valve of the vehicle includes:
the fuel injection quantity of the preset rear injection element of the vehicle is reduced to zero, so that the fuel oil consumption is reduced to the maximum extent, the opening of a throttle valve of the vehicle is increased to the maximum extent, the air input is improved to the maximum extent, the pumping loss is reduced, the air suction resistance can be reduced, the idle work is reduced, the power performance is improved, the fuel oil and the gas can be fully mixed and combusted, and the situation of fuel oil deterioration can be reduced while the power performance is improved.
On the basis of any one of the embodiments, in an embodiment of the present application, reducing the fuel injection amount of the preset post-injection element of the vehicle to zero, and increasing the opening degree of the throttle valve of the vehicle to the maximum includes:
reducing the oil injection quantity of a preset post-injection element of the vehicle at a first rate until the oil injection quantity of the preset post-injection element is zero, so that the process of reducing the oil injection quantity of the preset post-injection element from a first initial value to zero is relatively smooth, and the driving experience of a driver is improved;
and increasing the opening degree of a throttle valve of the vehicle at a second speed until the opening degree of the throttle valve reaches the maximum, so that the opening degree of the throttle valve is smoothly opened from a second initial value to the maximum, and the driving experience of a driver is improved.
In the embodiment of the present application, the first initial value and the second initial value may be selected such that the fuel injection amount of the post injection 2 and the opening degree of the throttle valve are equal to or less than a predetermined value before the temperature upstream of the DPF and the temperature upstream of the DOC of the vehicle satisfy the first predetermined condition when the running mode of the vehicle is the regeneration mode.
It should be noted that, in the above vehicle control method, after reducing the fuel injection amount of the preset post-injection element of the vehicle and increasing the opening degree of the throttle valve of the vehicle for a certain period of time, there may be a case where the temperature upstream of the DOC is continuously lower than the temperature upstream of the DPF or/and the difference between the temperature upstream of the DPF and the target temperature upstream of the DPF is not within the preset temperature range for a long time, or there may be no case where the temperature upstream of the DOC is continuously lower than the temperature upstream of the DPF or/and the difference between the temperature upstream of the DPF and the target temperature upstream of the DPF is not within the preset temperature range for a long time.
Therefore, on the basis of the above embodiment, in an embodiment of the present application, the method further includes: if the oil injection quantity of the vehicle preset post-injection element is reduced, and after the opening degree of a throttle valve of the vehicle is increased, the temperature of the upper stream of the DPF and the temperature of the upper stream of the DOC of the vehicle still meet a first preset condition, the oil injection quantity of the vehicle preset post-injection element and the opening degree of the throttle valve of the vehicle are maintained.
It should be noted that, if the temperature upstream of the DOC is continuously lower than the temperature upstream of the DPF or/and the difference between the temperature upstream of the DPF and the target temperature upstream of the DPF is not within the preset temperature range for a long time, at this time, if the current oil injection amount of the post-injection element and the current opening degree of the throttle valve are continuously maintained, the temperature upstream of the DPF may be too low, and the regeneration effect is not good.
Therefore, on the basis of any one of the embodiments described above, in one embodiment of the present application, as shown in fig. 5, the vehicle control method further includes:
after the oil injection quantity of the vehicle preset post-injection element is reduced and the opening of a throttle valve of the vehicle is increased, if the temperature of the upper stream of the DPF and the temperature of the upper stream of the DOC of the vehicle meet a second preset condition, the oil injection quantity of the vehicle preset post-injection element is increased and the opening of the throttle valve of the vehicle is reduced, namely the preset post-injection element and the throttle valve are enabled again to ensure the driving regeneration effect, so that the regeneration effect can be prevented from being influenced when the temperature of the upper stream of the DPF cannot meet the target temperature during regeneration.
On the basis of the foregoing embodiment, in an embodiment of the present application, the second preset condition includes: the temperature upstream of the DOC is less than the temperature upstream of the DPF and the difference between the temperature upstream of the DPF and the target temperature upstream of the DPF exceeds at least one of the preset temperature ranges, that is, whether the temperature upstream of the DOC is less than the temperature upstream of the DPF but the difference between the temperature upstream of the DPF and the target temperature upstream of the DPF is within the preset temperature range, or the temperature upstream of the DOC is not less than the temperature upstream of the DPF, but the difference value between the temperature upstream of the DPF and the target temperature upstream of the DPF exceeds the preset temperature range, or the temperature upstream of the DOC is less than the temperature upstream of the DPF, and the difference value between the temperature upstream of the DPF and the target temperature upstream of the DPF exceeds the preset temperature range, the fuel injection quantity of a preset post-injection element of the vehicle is increased, and the opening degree of a throttle valve of the vehicle is reduced.
On the basis of the foregoing embodiment, in an embodiment of the present application, the second preset condition includes: the temperature of the DOC upstream is smaller than one of the second preset time of the temperature of the DPF upstream and the third preset time of the difference value of the temperature of the DPF upstream and the target temperature of the DPF upstream exceeding the preset temperature range, so that the vehicle control method is executed when the temperature of the DOC upstream is accidentally smaller than the temperature of the DPF upstream or the difference value of the temperature of the DPF upstream and the target temperature of the DPF upstream accidentally exceeds the preset temperature range, and the problems of too frequent control operation and the probability of misjudgment are caused. However, the present application is not limited thereto, as the case may be.
On the basis of the foregoing embodiments, in one embodiment of the present application, the second preset time and the third preset time may be the same, but the present application does not limit this, and in another embodiment of the present application, the second preset time and the third preset time may also be different, as the case may be.
Specifically, in an embodiment of the present application, if the second preset time and the third preset time are the same, in the second preset time, if the temperature upstream of the DOC is lower than the temperature upstream of the DPF, the operation of increasing the fuel injection amount of the preset post-injection element of the vehicle and decreasing the opening of the throttle valve of the vehicle is triggered by the second preset time, and if the difference between the target temperatures upstream of the DPF exceeds the preset temperature range, the operation of increasing the fuel injection amount of the preset post-injection element of the vehicle and decreasing the opening of the throttle valve of the vehicle is triggered by the second preset time.
On the basis of the foregoing embodiment, in an embodiment of the present application, the second preset time is greater than 0s, optionally, in an embodiment of the present application, the second preset time is not less than 0.5s, specifically, in an embodiment of the present application, a value range of the second preset time is 0.5s to 10s, inclusive.
On the basis of the foregoing embodiment, in an embodiment of the present application, the third preset time is not less than 0s, optionally, in an embodiment of the present application, the third preset time is not less than 0.5s, specifically, in an embodiment of the present application, a value range of the third preset time is 0.5s to 10s, inclusive.
It should be noted that, since the difference between the temperature upstream of the DPF and the target temperature upstream of the DPF directly affects the regeneration effect of the vehicle, in another embodiment of the present application, the second preset time and the third preset time are different, and the third preset time is less than the second preset time, so as to increase the judgment level of the difference between the temperature upstream of the DPF and the target temperature upstream of the DPF, and avoid the poor regeneration effect caused by the too low temperature upstream of the DPF.
On the basis of any one of the foregoing embodiments, in an embodiment of the present application, the increasing the fuel injection amount of the preset post-injection element of the vehicle, and the decreasing the opening degree of the throttle valve of the vehicle includes:
increasing the oil injection quantity of a preset post-injection element of the vehicle at a third rate until the oil injection quantity of the preset post-injection element reaches the maximum value, so that the process of increasing the oil injection quantity of the preset post-injection element from a third initial value to the maximum value is relatively smooth, and the driving experience of a driver is improved;
and reducing the opening degree of the throttle valve of the vehicle at a fourth speed until the opening degree of the throttle valve reaches the minimum, so that the process that the opening degree of the throttle valve is reduced to the minimum from a fourth initial value is smoother, and the driving experience of a driver is improved.
In the embodiment of the present application, the first rate and the third rate may be the same or different, and the second rate and the fourth rate may be the same or different. Preferably, in an embodiment of the present application, the first rate and the third rate are the same, and the second rate and the fourth rate are the same.
It should be noted that, in an embodiment of the present application, when the running mode of the vehicle is the regeneration mode, the third initial value and the fourth initial value are the fuel injection amount of the post-injection 2 and the opening degree of the throttle valve before the temperature upstream of the DPF and the temperature upstream of the DOC of the vehicle satisfy the first preset condition, which is not limited in this application.
The vehicle control method is described below with reference to a specific embodiment, as shown in fig. 6.
In the embodiment of the present application, it is first determined whether the current driving mode of the vehicle and the DPF temperature of the vehicle are stable, wherein the current driving mode of the vehicle is the current operating mode of the engine, as shown in the block diagram 10 of fig. 6, comparing whether the current mode of the vehicle is the engine operating mode, if the current mode of the vehicle is a regeneration mode and the rate of change of the temperature upstream of the DPF (i.e., instantaneous rate of change, DT for short) is less than a preset value, determining that the current driving mode of the vehicle and the temperature of the DPF of the vehicle remain stable, continuously determining whether the temperature upstream of the DPF of the vehicle and the temperature upstream of the DOC satisfy a first preset condition, if the first preset condition is met, the fuel injection quantity of a preset post-injection element of the vehicle is reduced, and the opening degree of a throttle valve of the vehicle is increased, as shown in a block diagram 20 in fig. 6.
Specifically, when determining whether the temperature upstream of the DPF and the temperature upstream of the DOC of the vehicle satisfy a first condition, if the first condition is satisfied, decreasing the amount of fuel injected by a preset post-injection element of the vehicle, and increasing the opening degree of a throttle valve of the vehicle, it is first determined whether the temperature upstream of the DOC is greater than the temperature upstream of the DPF and whether a difference x between the temperature upstream of the DPF and a target temperature upstream of the DPF is not less than a and not greater than B, as shown in a block diagram 21 in fig. 6.
If the temperature upstream of the DOC is greater than the temperature upstream of the DPF, and the difference x between the temperature upstream of the DPF and the target temperature upstream of the DPF is not less than A and not greater than B, where the values of a and B may be scaled, as shown in block 22 of fig. 6, then delayed by a first predetermined time, if the difference between the temperature upstream of the DPF and the target temperature upstream of the DPF is always within a preset temperature range and the temperature upstream of the DOC is always greater than the temperature upstream of the DPF for a first preset time, that is, if the difference between the temperature upstream of the DPF and the target temperature upstream of the DPF is within a preset temperature range and the temperature upstream of the DOC is greater than the temperature upstream of the DPF while satisfying a first preset time, the first preset time is calibrated, as shown in block 23 in fig. 6, so that the control signal jumps from an initial low potential to a final high potential.
When the control signal jumps from the initial low potential to the final high potential in the block diagram 23 in fig. 6, the fuel injection amount of the preset post-injection element of the vehicle is decreased, and the opening of the throttle valve of the vehicle is increased, specifically, the fuel injection amount of the preset post-injection element of the vehicle is decreased at a first rate until the fuel injection amount of the preset post-injection element is zero, and the opening of the throttle valve of the vehicle is increased at a second rate until the opening of the throttle valve reaches the maximum.
It should be noted that, in the process of reducing the fuel injection quantity of the preset post-injection element of the vehicle at a first rate until the fuel injection quantity of the preset post-injection element is zero, and increasing the opening of the throttle valve of the vehicle at a second rate until the opening of the throttle valve reaches the maximum, the fuel injection quantity of the preset post-injection element of the vehicle is reduced to zero, and the opening of the throttle valve of the vehicle is increased at a second rate until the opening of the throttle valve reaches the maximum, theEach parameter (including reducing the fuel injection quantity of a preset post-injection element of the vehicle at a first rate until the fuel injection quantity of the preset post-injection element is zero, and increasing the opening of a throttle valve of the vehicle at a second rate until the actual throttle valve opening and the fuel injection quantity of the preset post-injection element at different time points in the process of maximizing the opening of the throttle valve) Actr (r ═ a)1％，qPOI2＝b1mg/hub) is determined from the original initial value Raw (r ═ a)0％，qPOI2＝b0mg/hub) to the values Replace (r 90%, qPOI 20 mg/hub), respectively, according to the slope RAMP (i.e. the corresponding rate) of the corresponding parameter, wherein a is obtained0≤a1≤90％，0≤b1≤b0And a is a0And > 0%, as shown in block 23 and block 24 in FIG. 6.
For example, the throttle opening of the vehicle is set to an original initial value Raw (r ═ a)0%) of the vehicle, increasing the opening of the throttle valve of the vehicle at the second rate until the opening of the throttle valve reaches the maximum, i.e., replacement value Replace (r ═ 90%), as shown in block 251 of block 25, presetting the fuel injection quantity of the post-injection element from the original initial value Raw (qPOI2 ═ b)0mg/hub) of the vehicle, reducing the fuel injection amount of the preset post-injection element of the vehicle at a first rate until the fuel injection amount of the preset post-injection element is zero, namely Replace (qPOI2 ═ 0mg/hub), as shown in a block 252 in a block 25.
After the fuel injection quantity of the vehicle preset post-injection element is reduced and the opening of the throttle valve of the vehicle is increased, if the temperature of the upstream of the DPF and the temperature of the upstream of the DOC of the vehicle still meet a first preset condition, the fuel injection quantity of the vehicle preset post-injection element and the opening of the throttle valve of the vehicle are maintained, and specifically, the fuel injection quantity of the vehicle preset post-injection element and the opening of the throttle valve of the vehicle are still replaced (r is 90%, and qPOI2 is 0 mg/hub).
Delaying a second preset time if the temperature upstream of the DOC is detected to be lower than the temperature upstream of the DPF, and if the temperature upstream of the DOC is always lower than the temperature upstream of the DPF within the second preset time, that is, the temperature upstream of the DOC is lower than the temperature upstream of the DPF for the second preset time, wherein the second preset time can be calibrated, as shown in a block diagram 23 of fig. 6, so that the control signal is jumped from the final high potential to the initial low potential.
Delaying a third preset time if the difference between the detected temperature upstream of the DPF and the target temperature upstream of the DPF is smaller than A or larger than B, and if the difference between the detected temperature upstream of the DPF and the target temperature upstream of the DPF is always smaller than A or larger than B within the third preset time, wherein the third preset time can be calibrated, as shown in a block diagram 23 of FIG. 6, so that the control signal is also jumped from the final high potential to the initial low potential.
Delaying a third preset time if the temperature upstream of the DOC is detected to be less than the temperature upstream of the DPF and the difference between the temperature upstream of the DPF and the target temperature upstream of the DPF is less than a or greater than B, and if the difference between the temperature upstream of the DPF and the target temperature upstream of the DPF is always less than a or greater than B within the third preset time, wherein the third preset time can be calibrated, as shown in a block 23 in fig. 6, and further causing the control signal to jump from a final high potential to an initial low potential.
When the control signal jumps from the final high potential to the initial low potential in the block diagram 23 in fig. 6, the fuel injection amount of the preset post-injection element of the vehicle is increased, and the opening of the throttle valve of the vehicle is decreased, specifically, the fuel injection amount of the preset post-injection element of the vehicle is increased at the third rate until the fuel injection amount of the preset post-injection element reaches the maximum, and the opening of the throttle valve of the vehicle is decreased at the fourth rate until the opening of the throttle valve reaches the minimum.
It should be noted that, in the process of increasing the fuel injection amount of the preset post-injection element of the vehicle at the third rate until the fuel injection amount of the preset post-injection element reaches the maximum, and decreasing the opening of the throttle valve of the vehicle at the fourth rate until the opening of the throttle valve reaches the minimum, the parameters at different time points under the same operating condition (including increasing the fuel injection amount of the preset post-injection element of the vehicle at the third rate) are differentThe fuel injection amount is adjusted until the fuel injection amount of the preset post-injection element reaches the maximum, the opening of a throttle valve of the vehicle is reduced at a fourth speed, and in the process of minimizing the opening of the throttle valve, the actual throttle valve opening and the fuel injection amount of the preset post-injection element at different time points (r ═ a) Actr1％，qPOI2＝b1mg/hub) is set from each of the replacement values Replace (r is 90%, qPOI2 is 0mg/hub) to an initial value Raw (r is a rate corresponding to the slope RAMP of the corresponding parameter) respectively0％，qPOI2＝b0mg/hub) in which a0≤a1≤90％，0≤b1≤b0And a is a0And > 0%, as shown in block 23 and block 24 in FIG. 6.
For example, the fuel injection quantity of the preset post-injection element of the vehicle is increased by a substitute value Replace (qPOI2 ═ 0mg/hub) at a third rate until the fuel injection quantity of the preset post-injection element reaches a maximum value, namely, an initial value Raw (qPOI2 ═ b)0mg/hub), the opening degree of the throttle valve of the vehicle is reduced by a substitute value Replace (r ═ 90%) at a fourth rate until the opening degree of the throttle valve reaches a minimum, that is, an initial value Raw (r ═ a)0％)。
In summary, in the vehicle control method provided in the embodiment of the present application, if the driving mode of the vehicle is the regeneration mode, it is determined whether the temperature upstream of the DPF and the temperature upstream of the DOC of the vehicle satisfy a first preset condition, and if the difference between the temperature upstream of the DPF and the target temperature upstream of the DPF is within a preset temperature range and the temperature upstream of the DOC is greater than the temperature upstream of the DPF, the fuel injection amount of the preset post-injection element of the vehicle is reduced to reduce the fuel consumption, and the opening of the throttle valve of the vehicle is increased to increase the air intake amount, so that the fuel and the gas are sufficiently mixed and combusted to reduce the pumping loss, thereby not only reducing the fuel consumption and the power loss of the vehicle to which the vehicle control method is applied, but also reducing the occurrence of the fuel deterioration.
Moreover, in the vehicle control method provided by the embodiment of the application, after the fuel injection quantity of the preset post-injection element of the vehicle is reduced and the opening of the throttle valve of the vehicle is increased, the temperature in front of the DPF can still meet the temperature requirement during regeneration under the conditions that the engine is in a driving regeneration mode, the working condition load is large and the exhaust temperature of the DOC is high, that is, the regeneration requirement can be met without holding down the throttle valve and opening the first preset post-injection fuel consumption, so that the purposes of reducing and improving the dynamic property are achieved.
In addition, in the vehicle control method provided by the embodiment of the application, when the temperature of the upstream of the DPF cannot meet the regeneration requirement of the vehicle due to the alternative value obtained by increasing the throttle opening and decreasing the fuel injection amount of the preset post-injection element, the vehicle control method can also switch the throttle opening and the alternative value of the preset post-injection element to the initial values in time to meet the regeneration requirement of the vehicle, so that the influence of the too low temperature of the upstream of the DPF on the regeneration effect of the vehicle can be prevented.
All parts in the specification are described in a mode of combining parallel and progressive, each part is mainly described to be different from other parts, and the same and similar parts among all parts can be referred to each other.
In the above description of the disclosed embodiments, features described in various embodiments in this specification can be substituted for or combined with each other to enable those skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (11)

1. A vehicle control method characterized by comprising:
if the running mode of the vehicle is a regeneration mode, judging whether the temperature of the upstream of the DPF and the temperature of the upstream of the DOC of the vehicle meet a first preset condition or not;
if the temperature upstream of the DPF and the temperature upstream of the DOC of the vehicle meet a first preset condition, reducing the fuel injection quantity of a preset post-injection element of the vehicle and increasing the opening degree of a throttle valve of the vehicle, wherein the preset post-injection element of the vehicle is used for injecting hydrocarbon again when an engine of the vehicle is in an expansion power stroke so as to increase the exhaust gas temperature of the vehicle through heat release of combustion again;
wherein the first preset condition includes that a difference between a temperature upstream of the DPF and a target temperature upstream of the DPF is within a preset temperature range, and the temperature upstream of the DOC is greater than the temperature upstream of the DPF.
2. The vehicle control method according to claim 1, characterized in that the first preset condition includes that a difference value between the temperature upstream of the DPF and the target temperature upstream of the DPF is within a preset temperature range and the temperature upstream of the DOC is greater than the temperature upstream of the DPF while satisfying a first preset time, wherein the first preset time is greater than 0 s.
3. The vehicle control method according to claim 2, characterized in that the first preset time is not less than 0.5 s.
4. The vehicle control method according to claim 1, wherein the preset temperature range is 0 to 0.1T, where T represents a target temperature upstream of the DPF.
5. The vehicle control method according to claim 1, characterized in that the first preset condition further includes: the rate of change of temperature upstream of the DPF is less than a preset value.
6. The vehicle control method according to claim 1, wherein the reducing the fuel injection amount of the vehicle preset post-injection element and increasing the opening of a throttle valve of the vehicle include:
and reducing the oil injection quantity of the preset rear injection element of the vehicle to zero, and increasing the opening of a throttle valve of the vehicle to the maximum.
7. The vehicle control method according to claim 6, characterized in that reducing the fuel injection amount of the preset post-injection element of the vehicle to zero and increasing the opening degree of a throttle valve of the vehicle to the maximum comprises:
reducing the oil injection quantity of a preset post-injection element of the vehicle at a first rate until the oil injection quantity of the preset post-injection element is zero;
increasing an opening of a throttle valve of the vehicle at a second rate until the opening of the throttle valve reaches a maximum.
8. The vehicle control method according to any one of claims 1 to 7, characterized by further comprising:
after the oil injection quantity of the vehicle preset post-injection element is reduced and the opening of a throttle valve of the vehicle is increased, if the temperature of the upstream of the DPF and the temperature of the upstream of the DOC of the vehicle meet a second preset condition, the oil injection quantity of the vehicle preset post-injection element is increased and the opening of the throttle valve of the vehicle is reduced;
wherein the second preset condition comprises: the temperature upstream of the DOC is less than the temperature upstream of the DPF and a difference between the temperature upstream of the DPF and the target temperature upstream of the DPF exceeds at least one of the preset temperature ranges.
9. The vehicle control method according to claim 8, characterized in that the second preset condition includes: the temperature upstream of the DOC is less than at least one of the temperature upstream of the DPF for a second preset time and a difference between the temperature upstream of the DPF and the target temperature upstream of the DPF exceeds the preset temperature range for a third preset time.
10. The vehicle control method according to claim 8, wherein the increasing the amount of fuel injected by the vehicle preset post-injection element and the decreasing the opening of the throttle valve of the vehicle include:
increasing the oil injection quantity of a preset post-injection element of the vehicle at a third speed until the oil injection quantity of the preset post-injection element reaches the maximum;
reducing the opening of the throttle valve of the vehicle at a fourth rate until the opening of the throttle valve reaches a minimum.
11. The vehicle control method according to claim 10, characterized in that the first rate and the third rate are the same, and the second rate and the fourth rate are the same;
the first speed is the speed of reducing the oil injection quantity of a preset post-injection element of the vehicle until the oil injection quantity of the preset post-injection element is zero;
the second rate is a rate at which the vehicle increases the opening of the throttle valve until the opening of the throttle valve reaches a maximum.
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CN110067618A (en) * 2019-03-13 2019-07-30 江苏大学 A kind of the dpf regeneration device and its delivery temperature rising strategy of the mixing of two-phase flow medium
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CN103016118A (en) * 2012-12-27 2013-04-03 潍柴动力股份有限公司 Control method and device for preventing regeneration and sintering of particle catcher
CN107109996A (en) * 2014-12-09 2017-08-29 Fpt工业股份公司 Regeneration method and system for managing particulate filter
WO2020031893A1 (en) * 2018-08-08 2020-02-13 三菱重工エンジン＆ターボチャージャ株式会社 Control device, exhaust gas purification system, and control method
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