CN112267931A - Regeneration control method and regeneration control system for vehicle - Google Patents
Regeneration control method and regeneration control system for vehicle Download PDFInfo
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- CN112267931A CN112267931A CN202011158942.4A CN202011158942A CN112267931A CN 112267931 A CN112267931 A CN 112267931A CN 202011158942 A CN202011158942 A CN 202011158942A CN 112267931 A CN112267931 A CN 112267931A
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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
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P5/00—Pumping cooling-air or liquid coolants
- F01P5/02—Pumping cooling-air; Arrangements of cooling-air pumps, e.g. fans or blowers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P7/00—Controlling of coolant flow
- F01P7/02—Controlling of coolant flow the coolant being cooling-air
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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
- F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
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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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- 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)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The invention provides a regeneration control method and a regeneration control system of a vehicle, and belongs to the field of vehicle control. The regeneration control method for a vehicle of the present invention includes: after parking regeneration is finished, calibrating an initial value of carbon loading to be a first threshold value higher than a test empirical value, wherein the test empirical value is obtained by calibrating an actual road parking regeneration test of the vehicle; and the vehicle takes the first threshold value as an initial value to accumulate the carbon load again. The invention also provides a parking regeneration control system for executing the regeneration control method of the vehicle. The regeneration control method and the regeneration control system for the vehicle can ensure that the carbon loading capacity of the model is larger than the actual carbon loading capacity after the particle trap is parked and regenerated, and avoid the problem of over standard discharge caused by burning out the particle trap under the oil-break working condition due to inaccurate carbon loading capacity model.
Description
Technical Field
The invention belongs to the field of vehicle control, and particularly relates to a regeneration control method and a regeneration control system for a vehicle.
Background
Particulate matter emissions from gasoline or diesel engines are one of the pollutants that need to be controlled in automotive emissions. Especially for direct injection engines, the amount of particulate matter discharged per cycle is ten times that of a port injection engine. The sixth phase of emissions regulations in China bring the quality and quantity of particulate matter into the control and regulation scope, and in order to reduce the amount of particulate matter discharged, it is necessary to introduce a particulate trap from the perspective of exhaust after-treatment, such as a gasoline particulate trap GPF (gasoline particulate filter) or a diesel particulate trap DPF (diesel particulate filter). After the particle catcher is installed in a vehicle exhaust system, in the using process of a vehicle, about 90% of carbon particle emissions can be caught by the particle catcher, a regeneration procedure can be started when carbon particles caught by the particle catcher reach a certain threshold value, and the procedure enables carbon particles to be oxidized and combusted at high temperature in a mode of improving exhaust temperature and reducing the air-fuel ratio, so that the aim of emptying carbon in the particle catcher is fulfilled. Meanwhile, in order to prevent the problems of too high regeneration frequency, low regeneration efficiency, no regeneration for a long time and the like, a parking regeneration function is developed so as to more effectively complete the regeneration of the particle catcher.
The existing control scheme strategy: the method comprises the steps of increasing exhaust temperature and exhaust oxygen content by adjusting idle speed, idle ignition angle and idle target air-fuel ratio of an engine to enable carbon in the particle trap to be combusted, setting target regeneration time, and initializing carbon loading capacity of a particle trap model after regeneration is finished.
At present, a strategy vehicle controller cannot distinguish normal driving regeneration and parking regeneration, and an initialization value is the same value. This solution does not accurately reflect the real carbon load after normal drive and park regeneration, thereby causing the risk of over-burning in the next regeneration process.
Disclosure of Invention
An object of the first aspect of the present invention is to provide a regeneration control method for a vehicle, which can avoid the problem of excessive emissions caused by burning out a particulate trap under a fuel cut condition due to inaccurate carbon loading model.
It is a further object of the present invention to meet the cooling requirements of the engine during normal vehicle operation and during park regeneration.
It is an object of the second aspect of the invention to provide a control system for performing the above-described regeneration control method.
In particular, the present invention provides a regeneration control method of a vehicle, including:
after parking regeneration is finished, calibrating an initial value of carbon loading to be a first threshold value higher than a test empirical value, wherein the test empirical value is obtained by calibrating an actual road parking regeneration test of the vehicle;
and the vehicle takes the first threshold value as an initial value to accumulate the carbon load again.
Optionally, before the step of calibrating the initial value of the carbon loading to be higher than the first threshold of the experimental empirical value after the parking regeneration is finished, the method further includes:
calculating the carbon loading of the current model according to a preset carbon loading model;
triggering normal driving regeneration when the carbon loading of the model exceeds a second threshold;
triggering a park regeneration when the model carbon load exceeds a third threshold.
Optionally, after the step of triggering parking regeneration when the model carbon load exceeds a third threshold, the method comprises:
controlling the idle speed of an engine of the vehicle to be increased to a target speed and controlling the ignition angle of the engine to be delayed to the target ignition angle when the vehicle is parked so as to increase the exhaust temperature of the engine;
controlling the air-fuel ratio of the engine to be activated to a target air-fuel ratio when the exhaust temperature of the engine reaches a target temperature;
stopping the parking regeneration when the time of the parking regeneration reaches a preset time.
Optionally, the preset time is set according to regeneration efficiency.
Optionally, the step of triggering normal driving regeneration when the model carbon load exceeds a second threshold value comprises:
and stopping the normal driving regeneration when the real-time model carbon load is smaller than a fourth threshold value.
Optionally, before the step of calibrating the initial value of the carbon loading to be higher than the first threshold of the experimental empirical value after the parking regeneration is finished, the method further includes:
collecting the inlet temperature of the particle catcher after the parking regeneration is started;
when the inlet temperature reaches an opening threshold value, acquiring the cooling requirement of the engine during parking regeneration according to the inlet temperature;
and controlling the parking regeneration fan to operate according to the engine cooling demand during parking regeneration and other cooling demands of the vehicle.
Optionally, the step of obtaining a cooling demand of the engine during the parking regeneration according to the inlet temperature comprises:
and inquiring a pre-calibrated parking regeneration cooling demand calibration curve according to the inlet temperature to obtain the cooling demand of the engine during parking regeneration.
Optionally, the other cooling needs include engine water temperature and transmission cooling needs, engine on-time cooling needs, air conditioning compressor cooling needs, and heat dissipation needs calculated from water temperature, ambient temperature, and vehicle speed.
Optionally, after the step of controlling the operation of the parking regeneration fan according to the engine cooling demand during parking regeneration and other cooling demands of the vehicle, the method further comprises:
turning off the park regeneration fan when the inlet temperature is below an off threshold.
In particular, the invention also provides a regeneration control system of a vehicle, which comprises a memory and a processor, wherein the memory stores a control program, and the control program is used for realizing the regeneration control method of the vehicle according to any one of the above items when being executed by the processor.
The initial value of the carbon loading capacity after parking regeneration is recalibrated, so that the method is different from normal driving regeneration. And the initial value of the carbon loading capacity after parking regeneration is set to be a first threshold value higher than the experimental experience value, so that the carbon loading capacity of the model after parking regeneration of the particle trap is ensured to be larger than the actual carbon loading capacity, the problem that the particle trap is burnt out under the oil-cut working condition due to inaccurate carbon loading capacity model to cause standard exceeding of the emission is avoided, and the particulate matter emission is ensured to meet the regulation requirements.
Furthermore, the method can be applied to independent calibration of different power assemblies, so that the problem that the carbon loading of the model after parking regeneration is larger than the actual carbon loading is fundamentally solved.
Furthermore, based on the particularity of parking regeneration, one path of parking regeneration cooling requirements is added to a control strategy, the cooling requirements of an engine during parking regeneration are considered when a parking regeneration fan is controlled, the cooling requirements are different from those of a normal running vehicle, the cooling requirements of the engine during normal running of a whole vehicle and during parking regeneration are met, the temperature field requirements of an engine room during parking regeneration are further met, and the problems that the service life of parts in the engine room is shortened and the parts in the engine room are damaged due to the fact that the temperature in the engine room exceeds the limit of the parts when parking regeneration is actually carried out are solved.
The above and other objects, advantages and features of the present invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments thereof, taken in conjunction with the accompanying drawings.
Drawings
Some specific embodiments of the invention will be described in detail hereinafter, by way of illustration and not limitation, with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:
FIG. 1 is a flow chart of a method of regenerative control of a vehicle according to one embodiment of the present invention;
fig. 2 is a flowchart of a regeneration control method of a vehicle according to another embodiment of the invention;
fig. 3 is a flowchart of a regeneration control method of a vehicle according to still another embodiment of the present invention.
Detailed Description
Parking regeneration is a supplement to normal driving regeneration, and only when the normal driving regeneration cannot meet the requirement due to aging of the working condition of a customer, normal driving regeneration (without influencing driving) cannot be performed, and when carbon is accumulated to a certain degree (the increase of backpressure can influence oil consumption and driving performance), the customer is reminded to perform carbon removal. The inventors have found that when a vehicle is undergoing regeneration, the carbon loading after regeneration may vary due to different conditions for ending normal drive regeneration and park regeneration. For example, the normal running regeneration is performed under the condition that the carbon content is lower than a certain value, and the parking regeneration is performed when the regeneration time reaches a certain value. Sometimes we need to perform multiple park regenerations. This is so that there is a carbon loading after parking regeneration that is not a value consistent with the carbon loading after normal drive regeneration. Based on the above, the inventor proposes the following invention content, and the problem caused by calibrating the initial values of the carbon capacities after parking regeneration and normal driving regeneration to the same value in the prior art is solved by performing differential calibration on the initial values of the carbon capacities after parking regeneration and normal driving regeneration.
Fig. 1 is a flowchart of a regeneration control method of a vehicle according to one embodiment of the invention. As shown in fig. 1, in one embodiment, a regeneration control method of a vehicle of the present invention includes:
step S10: after parking regeneration is finished, an initial value of the carbon loading amount is calibrated to be a first threshold value higher than a test experience value, and the test experience value is obtained by calibrating an actual road parking regeneration test for a vehicle. Specifically, a parking regeneration test is carried out on the real vehicle, and after parking regeneration is finished, the carbon loading amount in the particle trap is weighed. The inventor collects and collates carbon loading data of the particle trap after the actual vehicle regeneration test, finds that the carbon loading of a general vehicle after parking regeneration is generally higher than that after normal vehicle regeneration, and obtains the test experience value after counting the carbon loading after parking regeneration.
Step S20: the vehicle re-accumulates the carbon load with the first threshold as an initial value.
This embodiment distinguishes from normal drive regeneration by recalibrating the initial value of carbon loading after park regeneration. And the initial value of the carbon loading capacity after parking regeneration is set to be a first threshold value higher than the experimental experience value, so that the carbon loading capacity of the model after parking regeneration of the particle trap is ensured to be larger than the actual carbon loading capacity, the problem that the particle trap is burnt out under the oil-cut working condition due to inaccurate carbon loading capacity model to cause standard exceeding of the emission is avoided, and the particulate matter emission is ensured to meet the regulation requirements. The embodiment can be applied to independent calibration of different power assemblies, so that the problem that the carbon loading capacity of the model is larger than the actual carbon loading capacity after parking regeneration is fundamentally solved.
Fig. 2 is a flowchart of a regeneration control method of a vehicle according to another embodiment of the present invention. As shown in fig. 2, in another embodiment, step S10 is preceded by:
step S2: and calculating the carbon load of the current model according to a preset carbon load model.
Step S3: judging whether the carbon loading of the model exceeds a second threshold value; if so, go to step S4, otherwise, go back to step S2 to continue the calculation.
Step S4: and triggering normal driving regeneration.
Step S5: judging whether the carbon loading of the model exceeds a third threshold value; if so, go to step S6, otherwise, go back to step S2 to continue the calculation.
Step S6: and triggering parking regeneration.
In a further embodiment, step S6 is followed by steps S62 through S64.
Step S62: when the vehicle is parked, the idling speed of the engine of the vehicle is controlled to be increased to a target speed, and the ignition angle of the engine is controlled to be delayed to the target ignition angle, so that the exhaust temperature of the engine is increased.
Step S63: when the exhaust temperature of the engine reaches the target temperature, the air-fuel ratio of the engine is controlled to be activated to the target air-fuel ratio so as to improve the oxygen content of the exhaust.
Step S64: and stopping the parking regeneration when the time of the parking regeneration reaches the preset time.
That is, in the present embodiment, the end condition of the parking regeneration is that the time of the parking regeneration reaches the preset time. Alternatively, the preset time is set to 2700 s. The end condition of the parking regeneration may be expressed as: regeneration time/required regeneration time (calibratable) is more than or equal to 100 percent.
In one embodiment, the predetermined time is set according to the regeneration efficiency.
The parking regeneration is high idle speed, and the regeneration time is too long, so that on one hand, customer complaints can be caused, and customers generally do not want to see that own vehicles are always in a high idle state; on the other hand, the regeneration efficiency can reach 80% within a certain time, and if the regeneration efficiency is improved to 90%, the time can be doubled without great necessity. Therefore, it is sufficient to set the time for parking regeneration so as to ensure a certain regeneration efficiency, and such setting is also one of the reasons for causing the carbon loading after parking regeneration to be higher than that after normal driving regeneration.
In another embodiment, the process of the normal running regeneration in step S4 is substantially the same as the process of the parking regeneration, except that the ending condition of the normal running regeneration is that the carbon load is less than a certain value. Namely, stopping normal driving regeneration when the real-time model carbon load is smaller than a fourth threshold, wherein the fourth threshold is the initial value of the carbon load model after the regeneration. Wherein the real-time model carbon load is equal to the carbon load when the normal driving regeneration is started plus the carbon load accumulated in real time minus the carbon load burnt in real time. Specifically, the normal running regeneration end condition is expressed as: (the model carbon loading at the beginning of regeneration-the real-time model carbon loading)/(the model carbon loading at the beginning of regeneration-the second threshold) is more than or equal to 100%.
In order to better explain the regeneration control process, specific numerical values will be exemplified below.
Assume that the first threshold is 3g, the second threshold is 4g, the third threshold is 12g, and the fourth threshold is 1 g. If the model carbon loading reaches 4g, normal driving regeneration is started at the moment. The vehicle speed can be high or low during normal driving regeneration, the load can be large or small, the vehicle stops and stops, and because of uncontrollable, in order to regenerate as completely as possible, the corresponding regeneration ending threshold value is lower (same as the initial value), so the regeneration time is longer. Normal drive regeneration was ended when the model carbon loading dropped to 1 g. When the carbon deposition cannot be well removed in normal running regeneration (for example, the normal running regeneration cannot be started under the condition that the working condition is not satisfied), carbon removal needs to be performed through parking regeneration, the carbon loading capacity of a model at the beginning of the parking regeneration is 12g, after the parking regeneration is performed for a period of time, the regeneration is considered to be finished, the initial value of the carbon loading capacity is marked to be 3g, and then the carbon loading capacity model starts to be accumulated by taking 3g as the initial value.
The cooling requirements of the current fan control strategy mainly come from the following aspects: the system comprises an engine water temperature and transmission system cooling requirement, an engine operation cooling requirement, an air conditioner related cooling requirement, a heat dissipation requirement determined according to the water temperature, the ambient temperature and the vehicle speed, and a transmission heat dissipation cooling requirement.
The cooling requirement for normal operation of the whole vehicle is calibrated according to water temperature, ambient temperature and vehicle speed, and the cooling requirement is correspondingly increased along with the increase of the water temperature of an engine and the increase of the vehicle speed. The cooling demand used by the current strategy for GPF park regeneration is also the above-stated calibrated value. Because the parking does not have the speed of a motor vehicle to exist when regenerating, the cabin temperature is more abominable than normal driving, and in order not to influence the cooling demand when normal driving, the present demarcation can't be changed simultaneously, if the change will influence normal NVH performance and influence whole car quality. That is to say, the current fan control strategy cannot simultaneously meet the engine cooling requirements during normal operation of the whole vehicle and GPF parking regeneration, and further cannot meet the requirement of thermal management development cabin temperature field. Therefore, the parking regeneration cooling method and the parking regeneration cooling system are based on the particularity of the parking regeneration, and the parking regeneration cooling requirement is added to the control strategy.
Fig. 3 is a flowchart of a regeneration control method of a vehicle according to still another embodiment of the present invention. As shown in fig. 3, in an embodiment, step S10 is preceded by:
step S11: after the start of the parking regeneration, the inlet temperature of the particulate trap is collected. Real-time monitoring can be performed by a temperature sensor.
Step S12: and judging whether the inlet temperature reaches an opening threshold value, if so, entering the step S13, otherwise, returning to the step S11 to continue collecting the inlet temperature of the particle catcher.
Step S13: and acquiring the cooling demand of the engine during parking regeneration according to the inlet temperature.
Step S14: and controlling the parking regeneration fan to operate according to the cooling requirement of the engine during parking regeneration and other cooling requirements of the vehicle. Other cooling needs herein may include engine water temperature and transmission cooling needs, engine on cooling needs, air conditioning compressor cooling needs, and heat dissipation needs calculated from water temperature, ambient temperature, and vehicle speed. Here, the output or the rotational speed of the parking regeneration fan may be controlled.
The embodiment is based on the particularity of parking regeneration, the parking regeneration cooling demand of the same path is added to the control strategy, the cooling demand of the engine during parking regeneration is considered when the parking regeneration fan is controlled, the cooling demand is different from the cooling demand of normal driving, the cooling demands of the engine during normal running of the whole vehicle and parking regeneration are simultaneously met, the temperature field requirement of the engine room during parking regeneration is further met, and the problems that the service life of parts in the engine room is shortened and the parts in the engine room are damaged due to the fact that the temperature in the engine room exceeds the limit of the parts when the parking regeneration is actually carried out are further avoided. The embodiment can be applied to different power assemblies and different vehicle types on the premise of not influencing the control of the cooling fan of the normal driving, and can be independently and flexibly calibrated, thereby fundamentally solving the problem of the related temperature field of heat management development of the cabin during parking regeneration.
In a further embodiment, step S13 includes:
and inquiring a pre-calibrated parking regeneration cooling demand calibration curve according to the inlet temperature to obtain the cooling demand of the engine during parking regeneration. That is, the corresponding relationship between the inlet temperature of the particulate trap and the cooling demand under the operating condition, i.e., the above-mentioned parking regeneration cooling demand calibration curve, is obtained through an advanced calibration experiment, so that when one inlet temperature is obtained, the corresponding cooling demand can be quickly obtained through the curve.
As shown in fig. 3, in another embodiment, after step S14, the method further includes:
step S15: and judging whether the inlet temperature is lower than a closing threshold value, if so, entering the step S16, and otherwise, returning to the step S13.
Step S16: the park regeneration fan is turned off.
The invention also provides a regeneration control system of the vehicle, which comprises a memory and a processor, wherein the memory stores a control program, and the control program is used for realizing the regeneration control method of the vehicle according to any one of the above items when being executed by the processor.
Thus, it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been illustrated and described in detail herein, many other variations or modifications consistent with the principles of the invention may be directly determined or derived from the disclosure of the present invention without departing from the spirit and scope of the invention. Accordingly, the scope of the invention should be understood and interpreted to cover all such other variations or modifications.
Claims (10)
1. A regeneration control method for a vehicle, characterized by comprising:
after parking regeneration is finished, calibrating an initial value of carbon loading to be a first threshold value higher than a test empirical value, wherein the test empirical value is obtained by calibrating an actual road parking regeneration test of the vehicle;
and the vehicle takes the first threshold value as an initial value to accumulate the carbon load again.
2. The regeneration control method of a vehicle according to claim 1, characterized by, before the step of calibrating the initial value of the carbon loading after the parking regeneration is ended to be higher than the first threshold value of the experimental empirical value, further comprising:
calculating the carbon loading of the current model according to a preset carbon loading model;
triggering normal driving regeneration when the carbon loading of the model exceeds a second threshold;
triggering a park regeneration when the model carbon load exceeds a third threshold.
3. The regeneration control method of a vehicle according to claim 2, characterized in that the step of triggering parking regeneration when the model carbon load exceeds a third threshold value, comprises:
controlling the idle speed of an engine of the vehicle to be increased to a target speed and controlling the ignition angle of the engine to be delayed to the target ignition angle when the vehicle is parked so as to increase the exhaust temperature of the engine;
controlling the air-fuel ratio of the engine to be activated to a target air-fuel ratio when the exhaust temperature of the engine reaches a target temperature;
stopping the parking regeneration when the time of the parking regeneration reaches a preset time.
4. The regeneration control method of a vehicle according to claim 3,
the preset time is set according to the regeneration efficiency.
5. The regeneration control method of a vehicle according to claim 4, characterized in that the step of triggering normal driving regeneration when the model carbon load exceeds a second threshold value is followed by:
and stopping the normal driving regeneration when the real-time model carbon load is smaller than a fourth threshold value.
6. The regeneration control method of a vehicle according to any one of claims 1 to 5, characterized by, before the step of calibrating the initial value of the carbon loading after the parking regeneration is ended to be higher than the first threshold value of the experimental empirical value, further comprising:
collecting the inlet temperature of the particle catcher after the parking regeneration is started;
when the inlet temperature reaches an opening threshold value, acquiring the cooling requirement of the engine during parking regeneration according to the inlet temperature;
and controlling the parking regeneration fan to operate according to the engine cooling demand during parking regeneration and other cooling demands of the vehicle.
7. The regeneration control method of a vehicle according to claim 6, wherein the step of acquiring a cooling demand of the engine at the time of parking regeneration from the inlet temperature includes:
and inquiring a pre-calibrated parking regeneration cooling demand calibration curve according to the inlet temperature to obtain the cooling demand of the engine during parking regeneration.
8. The regeneration control method of a vehicle according to claim 6,
the other cooling requirements include engine water temperature and transmission cooling requirements, engine operating cooling requirements, air conditioning compressor cooling requirements, and heat dissipation requirements calculated from water temperature, ambient temperature, and vehicle speed.
9. The regeneration control method of a vehicle according to claim 6, characterized by further comprising, after the step of controlling operation of a parking regeneration fan in accordance with the engine cooling demand at the time of parking regeneration and other cooling demands of the vehicle:
turning off the park regeneration fan when the inlet temperature is below an off threshold.
10. A regeneration control system of a vehicle, characterized by comprising a memory in which a control program is stored and a processor, the control program being executed by the processor for implementing a regeneration control method of the vehicle according to any one of claims 1 to 9.
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Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN112963226A (en) * | 2021-03-26 | 2021-06-15 | 一汽解放汽车有限公司 | DPF active regeneration safety control method |
| CN113217157A (en) * | 2021-06-10 | 2021-08-06 | 浙江吉利控股集团有限公司 | Regeneration control method and system of particle trap and vehicle |
| CN113217155A (en) * | 2021-04-20 | 2021-08-06 | 潍柴动力股份有限公司 | Sprinkler DPF regeneration method, regeneration system and sprinkler |
| CN113530639A (en) * | 2021-07-29 | 2021-10-22 | 潍柴动力股份有限公司 | DPF regeneration control method and vehicle |
| CN113866350A (en) * | 2021-08-30 | 2021-12-31 | 东风柳州汽车有限公司 | Method, device and equipment for measuring accumulated carbon quantity of vehicle and storage medium |
| CN114179808A (en) * | 2022-01-17 | 2022-03-15 | 潍柴动力股份有限公司 | Active regeneration cooperative control method, system, vehicle and medium |
| CN116446990A (en) * | 2023-06-20 | 2023-07-18 | 江铃汽车股份有限公司 | Low-speed regeneration control method and system for vehicle particle catcher and vehicle |
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| CN112963226A (en) * | 2021-03-26 | 2021-06-15 | 一汽解放汽车有限公司 | DPF active regeneration safety control method |
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| CN113530639A (en) * | 2021-07-29 | 2021-10-22 | 潍柴动力股份有限公司 | DPF regeneration control method and vehicle |
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| CN114179808A (en) * | 2022-01-17 | 2022-03-15 | 潍柴动力股份有限公司 | Active regeneration cooperative control method, system, vehicle and medium |
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