CN111946435B - Failure control method for temperature sensor of automobile particle catcher - Google Patents
Failure control method for temperature sensor of automobile particle catcher Download PDFInfo
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- CN111946435B CN111946435B CN202010761777.5A CN202010761777A CN111946435B CN 111946435 B CN111946435 B CN 111946435B CN 202010761777 A CN202010761777 A CN 202010761777A CN 111946435 B CN111946435 B CN 111946435B
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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
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
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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
- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
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- 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
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- 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
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/08—Introducing corrections for particular operating conditions for idling
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- 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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
- F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
- F02P5/1502—Digital data processing using one central computing unit
- F02P5/151—Digital data processing using one central computing unit with means for compensating the variation of the characteristics of the engine or of a sensor, e.g. by ageing
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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
- F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
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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
- F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
- F01N2430/06—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by varying fuel-air ratio, e.g. by enriching fuel-air mixture
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
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- 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)
- Theoretical Computer Science (AREA)
- Signal Processing (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The invention discloses a failure control method for a temperature sensor of an automobile particle catcher, which comprises the following steps of entering a failure control mode when detecting the failure of the temperature sensor of the particle catcher, immediately prompting the failure and stopping the active regeneration control of the particle catcher; if the fault is not repaired and the vehicle continuous driving distance is larger than the set driving distance, the accumulated carbon amount of the particle trap is reduced by controlling the operation parameters of the engine; if the fault is repaired and the running time is longer than the set reset time, the accumulated carbon amount of the particle catcher is reset to 0, and the normal control mode is entered. The method can avoid misleading drivers and the risk of burning out the particle catcher when the temperature sensor of the particle catcher has a fault, and simultaneously avoid blockage caused by overhigh accumulated carbon amount, thereby improving the safety of the whole vehicle.
Description
Technical Field
The invention relates to the technical field of automobile control, in particular to a failure control method for a temperature sensor of an automobile particle catcher.
Background
In the six national emission standards, the emission limit of automobile exhaust pollutants is further strengthened, and in order to meet the requirements of particulate matters in automobile exhaust, most of the main engine plants have the technical route that a particle catcher is additionally arranged in an exhaust system and can catch more than 90% of particles in the automobile exhaust. However, the trapped particulate matter will adhere to the trap filter, and as the particulate matter accumulates, the exhaust resistance of the engine will increase, and when the particulate trap becomes severely plugged, the engine exhaust system backpressure will rise, causing engine power economy to deteriorate.
The particle catcher is internally provided with a particle catcher temperature sensor, and the particle catcher temperature is an important index for measuring the accumulated carbon amount in the particle catcher. The higher the temperature is, the better the combustion effect of the particles is, and the lower the accumulated carbon amount is; the regeneration capability of the particles is poor due to the excessively low temperature, and the accumulated carbon content of the particles is high; excessive temperatures can risk burning out the particulate trap. The reading of the temperature of the particle trap is therefore of particular importance in the control of the regeneration of the particulate matter.
Chinese patent CN110925065A discloses an active regeneration grading control method for a particle trap, which can display screen or remind driver of running vehicle at the highest speed for a period of time by voice when detecting that the carbon loading of the trap is too high, and has the action of loosening accelerator pedal to burn out the particles accumulated in the particle trap under the conditions of high temperature and oxygen enrichment. However, the patent does not mention that if the temperature sensor of the particle trap fails, the estimation of the accumulated carbon amount may be wrong, which may result in that the driver is mistakenly reminded that the accumulated carbon amount is too high, so that the driver is panic and the particle trap is burnt out; it may also lead to excessive carbon buildup without timely driver notification, resulting in severe blockage of the particulate trap, increased engine exhaust system backpressure, and deterioration of engine dynamics and economy.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provide a failure control method for a temperature sensor of an automobile particle catcher, which can avoid misleading drivers and the risk of burning out the particle catcher when the temperature sensor of the particle catcher fails, and simultaneously avoid blockage caused by over-high accumulated carbon amount, thereby improving the safety of the whole automobile.
In order to achieve the aim, the invention provides a failure control method for a temperature sensor of an automobile particle catcher, which enters a failure control mode when detecting the failure of the temperature sensor of the particle catcher, firstly immediately prompts the failure and stops the active regeneration control of the particle catcher; if the fault is not repaired and the vehicle continuous driving distance is larger than the set driving distance, the accumulated carbon amount of the particle trap is reduced by controlling the operation parameters of the engine; if the fault is repaired and the running time is longer than the set reset time, resetting the accumulated carbon amount of the particle catcher to 0 and entering a normal control mode;
when the vehicle continuously runs for a distance which is more than the first set distance and less than or equal to the second set distance, the control priorities of increasing the air-fuel ratio, increasing the ignition efficiency, reducing the lowest rotating speed of the engine and reducing the maximum output torque of the engine are sequentially decreased, when the air-fuel ratio is not controlled by other control commands, the air-fuel ratio is preferentially selected to be increased, when the air-fuel ratio is controlled by other control commands and the ignition efficiency is not controlled by other control commands, the ignition efficiency is preferentially selected to be increased, and the lowest rotating speed of the engine and the maximum output torque of the engine are sequentially selected to be reduced according to the rule,
further, active regeneration control of a particulate trap refers to controlling regeneration of particulate matter by actively controlling operating parameters of an engine.
Further, when the vehicle continuous driving distance is larger than the second set driving distance and smaller than or equal to the third set driving distance, the air-fuel ratio is increased, the ignition efficiency is increased, and the maximum output torque of the engine is reduced.
And further, when the vehicle continuous driving distance is larger than the third set driving distance, forcibly entering an idling working condition and prompting the driver.
Further, when the air-fuel ratio is increased, the increased air-fuel ratio is the product of the air-fuel ratio before the increase and an air-fuel ratio correction coefficient, and the air-fuel ratio correction coefficient is obtained by calibrating the real-time rotating speed of the engine and the water temperature of the engine.
Further, when the ignition efficiency is increased, the increased ignition efficiency is the product of the ignition efficiency before the increase and an ignition efficiency correction coefficient, and the ignition efficiency correction coefficient is obtained by calibrating the real-time rotating speed of the engine.
Further, when the minimum rotating speed of the engine is reduced, the reduced minimum rotating speed of the engine is obtained by calibrating the water temperature and the atmospheric pressure of the engine.
Further, the reset time is set to be the product of the basic reset time and the first correction coefficient and the second correction coefficient.
Further, the basic reset time is the time required by the automobile to drive the reset mileage at the reset speed.
Further, the first correction coefficient is obtained through real-time engine speed calibration.
Further, the second correction coefficient is obtained by calibrating the starting water temperature of the engine.
Further, the normal control mode is that when the carbon accumulation amount of the particle catcher is larger than the set carbon accumulation amount, the driver is prompted that the carbon accumulation amount of the particle catcher is too large, and the intermittent high-speed driving is prompted.
The invention has the beneficial effects that: when particulate trap temperature sensor trouble, through suggestion driver and stop particulate trap initiative regeneration control to and control engine operating parameter reduces particulate trap's tired carbon volume, avoid misleading driver and particulate trap risk of burning out, also avoid tired carbon volume too high simultaneously and appear blockking up, improved the security of whole car.
Drawings
FIG. 1 is a flow chart of a control method of the present invention.
Detailed Description
The following detailed description is provided to further explain the claimed embodiments of the present invention in order to make it clear for those skilled in the art to understand the claims. The scope of the invention is not limited to the following specific examples. It is intended that the scope of the invention be determined by those skilled in the art from the following detailed description, which includes claims that are directed to this invention.
As shown in figure 1, a failure control method for a temperature sensor of an automobile particle catcher is characterized in that when a failure of the temperature sensor of the particle catcher is not detected, a normal control mode is entered, when the accumulated carbon amount of the particle catcher is larger than a set accumulated carbon amount, a voice and a vehicle-mounted display screen prompt a driver to indicate that the accumulated carbon amount of the particle catcher is too much, a buzzer continuously rings for 3 seconds, and the words of 'suggestion of driving for 10-20 minutes at a speed higher than 70km/h on an expressway and 5-10 seconds of deceleration of an accelerator pedal are released every 30 seconds' are displayed through the voice or the vehicle-mounted display screen, so that the carbon deposition of the particle catcher can be automatically removed.
When the particle trap temperature sensor is detected to be in fault, such as abnormal phenomena of open circuit of a wire harness, short circuit, temperature blockage of the sensor, jumping and the like, a fault control mode is entered. Firstly, the fault of the temperature sensor is immediately prompted through voice and a vehicle-mounted display screen, and the regeneration of the particulate matters is controlled by actively controlling the running parameters of the engine. The risk that the particle catcher burns out in the particle regeneration process due to abnormal temperature signals is prevented.
If the fault is not repaired and the vehicle continues to run, when the vehicle continues to run for less than 10 kilometers, the carbon accumulation amount of the particle trap is not reduced by controlling engine parameters; when the vehicle continues to travel for a distance of 10-12 kilometers, the air-fuel ratio is increased to reduce the accumulated carbon amount of the particle catcher. Under the condition of simulating urban working conditions on a whole vehicle rack, when the vehicle runs to 10 kilometers when a temperature sensor of the particle catcher fails, the accumulated carbon quantity of the particle catcher meets the condition of a particle regeneration control request; when the vehicle travels to 12 kilometers, the condition of the highest-level particulate matter regeneration control request is met. The air-fuel ratio is increased, the fuel is more fully combusted, and the influence on the dynamic property is small. The air-fuel ratio after the increase is the product of the air-fuel ratio before the increase and the air-fuel ratio correction coefficient, and the air-fuel ratio correction coefficient is obtained by calibrating the real-time rotating speed of the engine and the water temperature of the engine, which is detailed in table 1.
TABLE 1 air-fuel ratio correction factor, engine real-time speed, and engine water temperature
When other control commands request to control the air-fuel ratio, the risk of increasing the accumulated carbon amount is reduced by increasing the ignition efficiency, and the influence of adjusting the ignition efficiency on the increase of the accumulated carbon is smaller than that of adjusting the lowest rotating speed of the engine. The ignition efficiency after the increase is the product of the ignition efficiency before the increase and the ignition efficiency correction coefficient, which is obtained by calibrating the real-time rotating speed of the engine, as detailed in table 2.
TABLE 2 correlation between ignition efficiency correction factor and real-time engine speed
When there is another control command requesting control of the air-fuel ratio and the ignition efficiency, the risk of an increase in the accumulated carbon amount is reduced by lowering the engine minimum rotation speed. The reduced lowest engine speed is obtained by calibrating the engine water temperature and the atmospheric pressure, which are detailed in table 3. Because the engine water temperature can influence the engine combustion efficiency, the atmospheric pressure can influence the air rarefied degree, the lower the engine water temperature, when the atmospheric pressure is lower, need to improve engine speed, just can maintain engine operation, otherwise the engine can appear the rotational speed shake, the phenomenon of flameout even.
TABLE 3 corresponding relationship between the lowest rotation speed of the engine and the water temperature and atmospheric pressure of the engine
When other control commands request to control the air-fuel ratio, the ignition efficiency and the lowest rotating speed of the engine, the risk of increasing the accumulated carbon amount is reduced by reducing the maximum output torque of the engine, and the maximum output torque of the engine is reduced to 80 percent of the original output torque.
When the vehicle continuously runs for a mileage of 12-15 kilometers, the air-fuel ratio is increased, the ignition efficiency is increased, and the maximum output torque of the engine is reduced. The increased air-fuel ratio and the ignition efficiency are calibrated by tables 1 and 2, respectively. And to alert the driver that the dynamics are further reduced to reduce the risk of the particle trap burning out. Under the condition of simulating urban working conditions on a whole vehicle rack, when the vehicle driving mileage reaches 15 kilometers when a particle trap temperature sensor does not break down, the particle trap burning-out risk exceeds the standard or the exhaust back pressure exceeds the standard, so that the vehicle shakes.
When the vehicle continuously runs for more than 15 kilometers, the vehicle is forced to enter an idling condition and prompts a driver to further weaken the dynamic property so as to reduce the risk of burning out the particle catcher. At this time, the accelerator opening control of the engine is disabled, and the maximum output torque of the engine is further reduced.
If the trouble of particle catcher temperature sensor has been repaired, then when the travel time after the restoration is greater than and sets for the reset time, particle catcher's carbon accumulation volume resets and is 0, get into normal control mode, when particle catcher's carbon accumulation volume is greater than and sets for carbon accumulation volume, through pronunciation and on-vehicle display screen suggestion driver "particle catcher's carbon accumulation volume is too much", and bee calling organ lasts and rings for 3 seconds, and show "suggestion through pronunciation or on-vehicle display screen and travel 10 ~ 20 minutes at the speed of a motor vehicle with being higher than 70km/h on the expressway, loosen the word of accelerator pedal deceleration 5 ~ 10 seconds" every 30 seconds, can automatic clear particulate catcher's carbon deposit like this.
In this embodiment, the reset time is set to be the product of the basic reset time and the first correction coefficient and the second correction coefficient. The basic reset time is the time required for the automobile to travel 5 km under 70 km/h.
In this embodiment, the first correction coefficient is obtained by calibrating the real-time rotation speed of the engine, which is detailed in table 4. The smaller the real-time engine speed is, the longer the reset time is required for carbon cleaning, so the larger the first correction coefficient is.
TABLE 4 correspondence between first correction factor and engine speed difference
| Engine real-time speed (rpm) | 10 | 30 | 50 | 70 | 90 | 100 |
| First correction coefficient | 1.3 | 1.1 | 1.05 | 1 | 0.98 | 0.8 |
In this embodiment, the second correction factor is obtained by calibrating the engine starting water temperature, which is detailed in table 5. The lower the temperature of the engine starting water is, the poorer the combustion effect is, the more the accumulated carbon amount is, and the longer the reset time is required for carbon cleaning.
Table 5 correspondence relationship between the second correction coefficient and the engine starting water temperature.
| Engine starting Water temperature (DEG C) | -30 | -20 | -15 | -10 | 0 | 20 |
| Second correction coefficient | 1.2 | 1.17 | 1.14 | 1.12 | 1.08 | 1 |
Claims (12)
1. A failure control method for a temperature sensor of an automobile particle catcher is characterized by comprising the following steps: when the fault of the temperature sensor of the particle catcher is detected, entering a fault control mode, firstly immediately prompting the fault and stopping the active regeneration control of the particle catcher; if the fault is not repaired and the vehicle continuous driving distance is larger than the set driving distance, the accumulated carbon amount of the particle trap is reduced by controlling the operation parameters of the engine; if the fault is repaired and the running time is longer than the set reset time, resetting the accumulated carbon amount of the particle catcher to 0 and entering a normal control mode;
when the vehicle continuously travels a distance greater than the first set travel distance and less than or equal to the second set travel distance, the control priorities of increasing the air-fuel ratio, increasing the ignition efficiency, reducing the lowest rotation speed of the engine and reducing the maximum output torque of the engine are sequentially decreased, when no other control instruction is used for controlling the air-fuel ratio, the air-fuel ratio is preferentially selected to be increased, when other control instructions are used for controlling the air-fuel ratio and no other control instruction is used for controlling the ignition efficiency, the ignition efficiency is preferentially selected to be increased, and the lowest rotation speed of the engine and the maximum output torque of the engine are sequentially selected to be reduced according to the rule.
2. The method for controlling the failure of the temperature sensor of the automobile particle catcher as claimed in claim 1, wherein: active regeneration control of a particulate trap controls regeneration of particulate matter by actively controlling operating parameters of the engine.
3. The method for controlling the failure of the temperature sensor of the automobile particle catcher as claimed in claim 1, wherein: and when the vehicle continuous driving distance is larger than the second set driving distance and is smaller than or equal to the third set driving distance, simultaneously increasing the air-fuel ratio, increasing the ignition efficiency and reducing the maximum output torque of the engine.
4. The method for controlling the failure of the temperature sensor of the automobile particle catcher as claimed in claim 1, wherein: and when the vehicle continuous driving mileage is larger than the third set driving mileage, forcibly entering the idling working condition and prompting the driver.
5. The method for controlling the failure of the temperature sensor of the automobile particulate trap according to any one of claims 3, wherein: when the air-fuel ratio is increased, the increased air-fuel ratio is the product of the air-fuel ratio before the increase and an air-fuel ratio correction coefficient, and the air-fuel ratio correction coefficient is obtained by calibrating the real-time rotating speed of the engine and the water temperature of the engine.
6. The method for controlling the failure of the temperature sensor of the automobile particulate trap according to any one of claims 3, wherein: when the ignition efficiency is increased, the increased ignition efficiency is the product of the ignition efficiency before the increase and an ignition efficiency correction coefficient, and the ignition efficiency correction coefficient is obtained by calibrating the real-time rotating speed of the engine.
7. The method for controlling the failure of the temperature sensor of the automobile particle catcher as claimed in claim 1, wherein: and when the lowest rotating speed of the engine is reduced, the reduced lowest rotating speed of the engine is obtained by calibrating the water temperature and the atmospheric pressure of the engine.
8. The method for controlling the failure of the temperature sensor of the automobile particle catcher as claimed in claim 1, wherein: the reset time is set as the product of the basic reset time and the first correction coefficient and the second correction coefficient.
9. The method for controlling the failure of the temperature sensor of the automobile particle catcher as claimed in claim 8, wherein: the basic reset time is the time required by the automobile to drive the reset mileage at the reset speed.
10. The method for controlling the failure of the temperature sensor of the automobile particle catcher as claimed in claim 8, wherein: the first correction coefficient is obtained by calibrating the real-time rotating speed of the engine.
11. The method for controlling the failure of the temperature sensor of the automobile particle catcher as claimed in claim 8, wherein: and the second correction coefficient is obtained by calibrating the starting water temperature of the engine.
12. The method for controlling the failure of the temperature sensor of the automobile particle catcher as claimed in claim 1, wherein: the normal control mode is that when the carbon accumulation amount of the particle trap is larger than the set carbon accumulation amount, the carbon accumulation amount of the particle trap is prompted to be too much by a driver, and the intermittent high-speed driving is prompted to be carried out.
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| CN110735697A (en) * | 2019-12-20 | 2020-01-31 | 潍柴动力股份有限公司 | method, system and engine for controlling DPF regeneration |
| CN111322143A (en) * | 2020-02-26 | 2020-06-23 | 潍柴动力股份有限公司 | Diagnosis method of diesel engine particle trap, cloud server and vehicle-mounted terminal |
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