CN112761758B - Gasoline engine particle trap fuel saving device and regeneration control strategy - Google Patents
Gasoline engine particle trap fuel saving device and regeneration control strategy Download PDFInfo
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- CN112761758B CN112761758B CN202110042282.1A CN202110042282A CN112761758B CN 112761758 B CN112761758 B CN 112761758B CN 202110042282 A CN202110042282 A CN 202110042282A CN 112761758 B CN112761758 B CN 112761758B
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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
- F01N3/025—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 using fuel burner or by adding fuel to exhaust
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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
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
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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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- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Processes For Solid Components From Exhaust (AREA)
Abstract
The invention relates to the technical field of gasoline engine particle traps, in particular to a gasoline saving device of a gasoline engine particle trap and a regeneration control strategy, which comprises the following steps: the particle trap comprises a particle trap body, a controller, a valve and an auxiliary pipeline, wherein a main pipeline is arranged at the front end and the rear end of the particle trap body, the main pipeline at the front end of the particle trap body is connected with one end of the auxiliary pipeline, the main pipeline at the rear end of the particle trap body is connected with the other end of the auxiliary pipeline, more than one valve is respectively installed on the auxiliary pipeline and the main pipeline, and the controller controls the opening degree of the valve. Compared with the prior art, the particle trap is additionally provided with the auxiliary pipeline and the valve at the front end and the rear end, and the opening degree of the valve is controlled by the controller, so that the fuel can be normally cut off under any carbon content of the trap, and the fuel economy and the driving performance of the whole vehicle are improved; the risk of burning the particle catcher under the working condition of oil cut of the engine can be effectively avoided; the opening degree of the valve can control the air flow entering the particle catcher, and therefore carbon cleaning of the particle catcher can be safely and stably achieved.
Description
Technical Field
The invention relates to the technical field of gasoline engine particle traps, in particular to an oil saving device of a gasoline engine particle trap and a regeneration control strategy.
Background
During engine operation, particulate emissions may be generated. With the increasing tightening of emissions regulations, more and more automobile manufacturers are reducing particulate emissions by adding gasoline engine particulate traps. Along with the continuous accumulation of particulate matter in the particulate trap, under the engine fuel cut-off condition, air enters the particulate trap along with an exhaust system, and the particulate matter in the particulate trap can burn and heat up. If the temperature rise is too high, there is a risk of burning out the particle trap carriers.
For the above risks, the current mainstream solutions are: when the particle trap has more accumulated particles and the temperature of the carrier is higher, the engine is prohibited from cutting off oil, so that the risk of burning the carrier of the particle trap is avoided. This solution can cause the vehicle fuel economy to descend the problem, and forbid engine fuel cut-off can reduce the passive regeneration chance of particulate trap, is unfavorable for the carbon cleaning of particulate trap. The method of forbidding fuel cut-off is adopted to avoid the burnout of the particle catcher, which can cause remarkable influence on fuel economy and drivability, so that a method other than 'forbidding fuel cut-off' needs to be found to solve the engineering problem.
Therefore, a gasoline saving device of the gasoline engine particle trap and a regeneration control strategy need to be designed, the particle trap is protected, the risk of burning is reduced, the normal fuel cut-off of the engine is allowed, the fuel economy and the drivability of the whole vehicle are improved, and the carbon cleaning of the particle trap is safely and stably realized.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provides an oil saving device and a regeneration control strategy for a gasoline engine particle trap, which can protect the particle trap, reduce the burning risk, allow the engine to be normally cut off, improve the fuel economy and the driveability of the whole vehicle, and safely and stably realize carbon cleaning of the particle trap.
In order to achieve the above object, the present invention provides an oil saving device for a gasoline engine particle catcher, comprising: the particle trap comprises a particle trap body, a controller, a valve and an auxiliary pipeline, wherein a main pipeline is arranged at the front end and the rear end of the particle trap body, the main pipeline at the front end of the particle trap body is connected with one end of the auxiliary pipeline, the main pipeline at the rear end of the particle trap body is connected with the other end of the auxiliary pipeline, more than one valve is respectively installed on the auxiliary pipeline and the main pipeline, and the controller controls the opening degree of the valve.
Optionally, the valve includes a first electromagnetic valve and a second electromagnetic valve, the first electromagnetic valve is arranged at one end of the auxiliary pipeline, and the second electromagnetic valve is arranged on the main pipeline at the front end of the particle trap.
Optionally, the valve includes a first electromagnetic valve, a second electromagnetic valve, a third electromagnetic valve and a fourth electromagnetic valve, the first electromagnetic valve and the fourth electromagnetic valve are respectively disposed at two ends of the auxiliary pipeline, and the second electromagnetic valve and the third electromagnetic valve are respectively disposed on the main pipeline at the front end and the main pipeline at the rear end of the particle trap.
Optionally, the controller includes an electronic controller.
Optionally, the main pipeline at the front end of the particulate trap is connected with the engine through a three-way catalyst.
According to the regeneration control strategy of the gasoline engine particle trap fuel economizer, a controller judges that the engine is not in fuel cut-off risk of burning the particle trap according to the central model temperature and the model carbon quantity of the particle trap in a controller algorithm, and if the accumulated carbon quantity of the particle trap is safe carbon quantity, the gasoline engine particle trap fuel-cut-off-free working mode is started; if the risk of burning the particle trap when the engine is in oil cut is judged, and the carbon quantity of the model is lower than the carbon quantity threshold value, entering a safe carbon quantity oil cut working mode; and if the risk of burning the particle trap when the engine is in oil cut is judged and the carbon quantity of the model is higher than the carbon quantity threshold value, entering a non-safe carbon quantity oil cut working mode.
Optionally, the safe carbon amount fuel cut-off-free working mode is as follows: the controller controls the valves on the main pipeline to be fully opened and the valves on the auxiliary pipeline to be fully closed.
Optionally, the safe carbon amount fuel cut-off working mode is as follows: the controller calculates the risk-free exhaust flow according to a particulate matter combustion heating model in a controller algorithm, calculates the optimal opening degree of the valve on the main pipeline according to the risk-free exhaust flow, and enables the valves on the auxiliary pipelines to be all opened.
Optionally, after the particle trap is in the controllable regeneration state, the controller monitors the regeneration process by calculating the temperature of the central model of the particle trap, and when the temperature of the central model of the particle trap exceeds a set threshold, all valves on the main pipeline are closed.
Optionally, the non-safety carbon fuel cut-off working mode is as follows: the controller controls all valves on the main pipeline to be closed and all valves on the auxiliary pipeline to be opened.
Optionally, the carbon amount threshold is obtained by a test calibration method, a certain amount of carbon is accumulated on the particle catcher, then a safe carbon amount fuel cut-off working mode is switched into for operation, whether the particle catcher has an overtemperature phenomenon or not is monitored when a valve on the main pipeline is under a minimum opening combination in the safe carbon amount fuel cut-off working mode, and the critical carbon amount of the particle catcher when the particle catcher is over-temperature is the carbon amount threshold when the valve on the main pipeline is under the minimum opening combination.
Compared with the prior art, the particle trap is additionally provided with the auxiliary pipeline and the valve at the front end and the rear end, and the opening degree of the valve is controlled by the controller, so that the fuel can be normally cut off under any carbon content of the trap, and the fuel economy and the driving performance of the whole vehicle are improved; the risk of burning the particle catcher under the working condition of oil cut of the engine can be effectively avoided; the opening degree of the valve can control the air flow entering the particle catcher, and therefore carbon cleaning of the particle catcher can be safely and stably achieved.
Drawings
FIG. 1 is a schematic view of the oil saver of the gasoline engine particle catcher.
FIG. 2 is a schematic view showing the operating state of the fuel economizer of the particulate trap of the gasoline engine in the safe carbon fuel cut-off free operating mode in the embodiment 1 of the present invention.
FIG. 3 is a schematic view showing the operating state of the fuel saver of the particulate trap of the gasoline engine in the safe carbon fuel cut-off operating mode according to embodiment 1 of the present invention.
FIG. 4 is a schematic view of the gasoline engine particulate trap fuel economizer operating in an unsafe carbon fuel cut-off mode in accordance with embodiment 1 of the present invention.
FIG. 5 is a schematic view showing the operating state of the fuel economizer of the particulate trap of the gasoline engine in the safe carbon quantity fuel cut-off free operating mode in the embodiment 2 of the present invention.
FIG. 6 is a schematic view showing the operating state of the fuel economizer of the particulate trap of the gasoline engine in the safe carbon fuel cut-off mode in the embodiment 2 of the present invention.
FIG. 7 is a schematic view showing the operating state of the fuel saver of the particulate trap of the gasoline engine in the non-safe carbon fuel cut-off operating mode according to embodiment 2 of the present invention.
Description of reference numerals: the system comprises an engine 1, a three-way catalyst 2, a first electromagnetic valve 3, a second electromagnetic valve 4, an electronic controller 5, a particle catcher 6, a third electromagnetic valve 7, a fourth electromagnetic valve 8 and an auxiliary pipeline 9, wherein the engine is connected with the three-way catalyst through the auxiliary pipeline; and 10 is a main pipeline.
Detailed Description
The invention will now be further described with reference to the accompanying drawings.
Referring to fig. 1, an embodiment of the present invention provides an oil saving device for a particulate trap of a gasoline engine, comprising: the particle trap comprises a particle trap body, a controller, valves and auxiliary pipelines, wherein the front end and the rear end of the particle trap body 6 are provided with a main pipeline 10, the main pipeline 10 at the front end of the particle trap body 6 is connected with one end of an auxiliary pipeline 9, the main pipeline 10 at the rear end of the particle trap body 6 is connected with the other end of the auxiliary pipeline 9, more than one valve is respectively arranged on the auxiliary pipeline 9 and the main pipeline 10, and the controller controls the opening degree of the valves.
Wherein, a main pipeline 10 at the front end of the particle catcher 6 is connected with the engine 1 by adopting a three-way catalyst 2.
According to the invention, the auxiliary pipeline 9 and the valve are additionally arranged at the front end and the rear end of the particle catcher 6, and the opening degree of the valve is controlled by the controller, so that the fuel can be normally cut off under any carbon content of the catcher, and the fuel economy and the drivability of the whole vehicle are improved; the risk of burning the particle catcher under the working condition of oil cut of the engine can be effectively avoided; the opening degree of the valve can control the air flow entering the particle catcher, and therefore carbon cleaning of the particle catcher can be safely and stably achieved.
In one embodiment, the valve may be a solenoid valve, and the valve is exemplified as the solenoid valve as follows.
In the embodiment 1, two electromagnetic valves are arranged, including the first electromagnetic valve 3 and the second electromagnetic valve 4, so that the arrangement of the electromagnetic valves is saved, and the cost of the oil saving device of the gasoline engine particle trap is reduced. The first electromagnetic valve 3 is arranged at one end of the auxiliary pipeline 9, and the second electromagnetic valve 4 is arranged on the main pipeline 10 at the front end of the particle catcher 6. The controller is an electronic controller 5.
And the electronic controller 5 judges whether the engine is in oil-break state or not according to the central model temperature of the particle catcher and the model carbon quantity in the controller algorithm, and if the risk of burning the particle catcher is judged and the accumulated carbon quantity of the particle catcher 6 is safe carbon quantity, the safe carbon quantity oil-break-free working mode is started.
The judgment of the central model temperature and the model carbon amount of the particle trap is based on actual test data. For example, a certain amount of carbon is accumulated in the particle catcher, the central temperature of the particle catcher reaches a certain value by changing the running working condition of the engine, the oil-cut working condition is triggered manually at the moment, and whether the temperature sensors at all positions of the particle catcher have the overtemperature phenomenon or not is observed. Therefore, multiple tests are carried out to find the judgment threshold standards under different carbon amounts and different central temperatures, and the judgment threshold standards are calibrated into the controller algorithm model to serve as judgment bases.
Referring to fig. 2, the safe carbon fuel cut-off free operation mode: the electronic controller 5 controls the second electromagnetic valve 4 on the main pipeline 10 to be opened, the first electromagnetic valve 3 on the auxiliary pipeline 9 to be closed, exhaust gas in the oil cut-off process is discharged along the main pipeline 10, and oxidation reaction is carried out on particulate matters and oxygen in the exhaust gas, so that the purpose of passively regenerating and removing the particulate matters is achieved.
And if the electronic controller 5 judges that the engine is in fuel cut, the risk of burning the particle trap exists, and the carbon quantity of the model is lower than the carbon quantity threshold value, the safe carbon quantity fuel cut working mode is started.
The carbon amount threshold value is obtained by a test calibration method, carbon with a certain carbon amount is accumulated on the particle catcher 6, then a safe carbon amount fuel cut-off working mode is switched into for operation, whether the particle catcher 6 has an overtemperature phenomenon or not is monitored when the electromagnetic valve II 4 on the main pipeline 10 is under the minimum opening degree in the safe carbon amount fuel cut-off working mode, the electromagnetic valve II 4 on the main pipeline 10 is under the minimum opening degree, and the critical carbon amount when the particle catcher 6 is over-temperature is the carbon amount threshold value.
Referring to fig. 3, the safe carbon fuel cut-off mode of operation: the electronic controller 5 calculates the risk-free exhaust flow according to a particulate matter combustion temperature rise model in a controller algorithm, the electronic controller 5 calculates the optimal opening degree of the electromagnetic valve II 4 on the main pipeline 10 according to the risk-free exhaust flow, the electromagnetic valve I3 on the auxiliary pipeline 9 is opened, and the particulate trap 6 is in a controllable regeneration state.
The judgment of calculating the risk-free exhaust flow through the particulate matter combustion heating model is based on actual test data. For example, a certain amount of carbon is accumulated in the particle trap, the central temperature of the particle trap reaches a certain value by changing the operation condition of the engine, the exhaust flow is controlled by manually adjusting the throttle valve at the moment, and whether the temperature sensors at all positions of the particle trap have an over-temperature phenomenon or not is observed, so that multiple tests are carried out to find out risk-free exhaust flow threshold standards under different carbon amounts and different central temperatures, and the risk-free exhaust flow threshold standards are calibrated into a controller algorithm model to serve as judgment bases.
The controller algorithm has a model for calculating the relationship between the opening of the solenoid valve and the exhaust flow passing through the particle trap under different total exhaust flows, and the judgment of the model is based on actual test data. For example, the exhaust flow passing through the particle trap is measured through test calibration under different opening degrees of the second electromagnetic valve 4 on the main pipeline 10, and is compared with the risk-free exhaust flow threshold value at the moment to be smaller, and at the moment, the opening degree of the second electromagnetic valve 4 on the main pipeline 10 is the current optimal opening degree.
After the particle catcher 6 is in a controllable regeneration state, the electronic controller 5 monitors the regeneration process by calculating the temperature of the central model of the particle catcher, and when the temperature of the central model of the particle catcher exceeds a set threshold value, the second electromagnetic valve 4 on the main pipeline 10 is completely closed. The algorithm of the central model temperature of the particle trap has a mature algorithm in an ECU controller, and the basic principle is that the temperature is gradually calculated to the center of the particle trap all the time based on the exhaust end of an engine, and factors such as heat dissipation, heat storage and the like of each component are considered in a pipeline.
And if the electronic controller 5 judges that the engine is in an oil-cut state and the risk of burning the particle trap exists, and the carbon quantity of the model is higher than the carbon quantity threshold value, entering a non-safe carbon quantity oil-cut working mode.
The carbon amount threshold value is obtained by a test calibration method, carbon with a certain carbon amount is accumulated on the particle catcher 6, then a safe carbon amount oil-cut working mode is switched into to operate, whether the particle catcher 6 has an overtemperature phenomenon or not is monitored when the electromagnetic valve II 4 on the main pipeline 10 is under the minimum opening degree in the safe carbon amount oil-cut working mode, the electromagnetic valve II 4 on the main pipeline 10 is under the minimum opening degree, and the critical carbon amount when the particle catcher 6 is over-temperature is the carbon amount threshold value.
Referring to fig. 4, the non-safety carbon fuel cut-off mode of operation: the electronic controller 5 controls the second electromagnetic valve 4 on the main pipeline 10 to be closed, the first electromagnetic valve 3 on the auxiliary pipeline 9 to be opened, exhaust gas in the oil cut-off process is discharged along the auxiliary pipeline 9, contact and reaction of oxygen in the exhaust gas and particles in the particle trap 6 are avoided, and the particle trap 6 is prevented from being burnt out due to temperature rise.
Embodiment 2, in this example, four electromagnetic valves are provided, including a first electromagnetic valve 3, a second electromagnetic valve 4, a third electromagnetic valve 7, and a fourth electromagnetic valve 8, where the first electromagnetic valve 3 and the fourth electromagnetic valve 8 are respectively disposed at two ends of the auxiliary pipeline 9, and the second electromagnetic valve 4 and the third electromagnetic valve 7 are respectively disposed on the main pipeline 10 at the front end and the rear end of the particle trap 6. The controller is an electronic controller 5. Two electromagnetic valves are respectively arranged on the auxiliary pipeline 9 and the main pipeline 10, so that the stability of control can be ensured.
And the electronic controller 5 judges whether the engine is in oil-break state or not according to the central model temperature of the particle catcher and the model carbon quantity in the controller algorithm, and if the risk of burning the particle catcher is judged and the accumulated carbon quantity of the particle catcher 6 is safe carbon quantity, the safe carbon quantity oil-break-free working mode is started.
The judgment of the central model temperature and the model carbon amount of the particle trap is based on actual test data. For example, a certain amount of carbon is accumulated in the particle catcher, the central temperature of the particle catcher reaches a certain value by changing the running working condition of the engine, the oil-cut working condition is triggered manually at the moment, and whether the temperature sensors at all positions of the particle catcher have the overtemperature phenomenon or not is observed. Therefore, multiple tests are carried out to find out the judgment threshold standards under different carbon amounts and different central temperatures, and the judgment threshold standards are calibrated into the controller algorithm model to serve as judgment bases.
Referring to fig. 5, the safe carbon fuel cut-off free operating mode: the electronic controller 5 controls the second electromagnetic valve 4 and the third electromagnetic valve 7 on the main pipeline 10 to be opened, the first electromagnetic valve 3 and the fourth electromagnetic valve 8 on the auxiliary pipeline 9 to be closed, exhaust gas in the oil cut-off process is discharged along the main pipeline 10, and oxidation reaction is carried out on particulate matters and oxygen in the exhaust gas, so that the purpose of passively regenerating and removing the particulate matters is achieved.
And if the electronic controller 5 judges that the engine oil cut has the risk of burning the particle trap and the carbon quantity of the model is lower than the carbon quantity threshold value, entering a safe carbon quantity oil cut working mode.
The carbon amount threshold value is obtained by a test calibration method, carbon with a certain carbon amount is accumulated on the particle catcher 6, then a safe carbon amount fuel cut-off working mode is switched into for operation, whether the particle catcher 6 has an overtemperature phenomenon or not is monitored when the electromagnetic valve II 4 and the electromagnetic valve III 7 on the main pipeline 10 are combined under the minimum opening degree in the safe carbon amount fuel cut-off working mode, and the critical carbon amount when the particle catcher 6 is overtemperature is the carbon amount threshold value when the electromagnetic valve II 4 and the electromagnetic valve III 7 on the main pipeline 10 are combined under the minimum opening degree.
Referring to fig. 6, the safe carbon fuel cut-off mode of operation: the electronic controller 5 calculates the risk-free exhaust flow according to a particulate matter combustion temperature rise model in a controller algorithm, the electronic controller 5 calculates the optimal opening degrees of the second electromagnetic valve 4 and the third electromagnetic valve 7 on the main pipeline 10 according to the risk-free exhaust flow, the first electromagnetic valve 3 and the fourth electromagnetic valve 8 on the auxiliary pipeline 9 are opened, and the particulate trap 6 is in a controllable regeneration state.
The judgment of calculating the risk-free exhaust flow through the particulate matter combustion temperature rise model is based on actual test data. For example, a certain amount of carbon is accumulated in the particle trap, the central temperature of the particle trap reaches a certain value by changing the operation condition of the engine, the exhaust flow is controlled by manually adjusting the throttle valve at the moment, and whether the temperature sensors at all positions of the particle trap have an over-temperature phenomenon or not is observed, so that multiple tests are carried out to find out risk-free exhaust flow threshold standards under different carbon amounts and different central temperatures, and the risk-free exhaust flow threshold standards are calibrated into a controller algorithm model to serve as judgment bases.
The controller algorithm has a model for calculating the relationship between the opening of the solenoid valve and the exhaust flow passing through the particle trap under different total exhaust flows, and the judgment of the model is based on actual test data. For example, the second electromagnetic valve 4 and the third electromagnetic valve 7 on the main pipeline 10 measure the exhaust flow passing through the particulate trap through test calibration under different opening combinations, and compare the measured exhaust flow with the risk-free exhaust flow threshold value at the moment to obtain a smaller value, and at the moment, the opening combination of the second electromagnetic valve 4 and the third electromagnetic valve 7 on the main pipeline 10 is the current optimal opening.
After the particle catcher 6 is in a controllable regeneration state, the electronic controller 5 monitors the regeneration process by calculating the temperature of the central model of the particle catcher, and when the temperature of the central model of the particle catcher exceeds a set threshold value, the second electromagnetic valve 4 and the third electromagnetic valve 7 on the main pipeline 10 are all closed. The algorithm of the central model temperature of the particle trap has a mature algorithm in an ECU controller, and the basic principle is that the temperature is gradually calculated to the center of the particle trap all the time based on the exhaust end of an engine, and factors such as heat dissipation, heat storage and the like of each component are considered in a pipeline.
And if the electronic controller 5 judges that the engine oil cut has the risk of burning the particle trap and the carbon quantity of the model is higher than the carbon quantity threshold value, entering a non-safe carbon quantity oil cut working mode.
The carbon amount threshold value is obtained by a test calibration method, carbon with a certain carbon amount is accumulated on the particle catcher 6, then a safe carbon amount fuel cut-off working mode is switched into for operation, whether the particle catcher 6 has an overtemperature phenomenon or not is monitored when the electromagnetic valve II 4 and the electromagnetic valve III 7 on the main pipeline 10 are combined under the minimum opening degree in the safe carbon amount fuel cut-off working mode, and the critical carbon amount when the particle catcher 6 is overtemperature is the carbon amount threshold value when the electromagnetic valve II 4 and the electromagnetic valve III 7 on the main pipeline 10 are combined under the minimum opening degree.
Referring to fig. 7, the non-safety carbon fuel cut-off mode of operation: the electronic controller 5 controls the second electromagnetic valve 4 and the third electromagnetic valve 7 on the main pipeline 10 to be closed, the first electromagnetic valve 3 and the fourth electromagnetic valve 8 on the auxiliary pipeline 9 to be opened, exhaust gas in the oil cut-off process is discharged along the auxiliary pipeline 9, contact and reaction between oxygen in the exhaust gas and particles in the particle catcher 6 are avoided, and the particle catcher 6 is prevented from being burnt due to temperature rise.
Claims (7)
1. The utility model provides a gasoline engine particle trap fuel economizing device which characterized in that: the method comprises the following steps: the particle trap comprises a particle trap body, a controller, valves and auxiliary pipelines, wherein the front end and the rear end of the particle trap body (6) are provided with main pipelines (10), the main pipeline (10) at the front end of the particle trap body (6) is connected with one end of a bypass pipeline (9), the main pipeline (10) at the rear end of the particle trap body (6) is connected with the other end of the bypass pipeline (9), more than one valve is respectively arranged on the bypass pipeline (9) and the main pipeline (10), and the controller controls the opening degree of the valves; the controller judges whether the engine oil cut has the risk of burning the particulate matter trap or not according to the central model temperature of the particulate matter trap and the model carbon quantity in the controller algorithm, and if the accumulated carbon quantity of the particulate matter trap (6) is the safe carbon quantity, the controller enters a safe carbon quantity oil-cut-free working mode; if the risk of burning the particle trap when the engine is in oil cut is judged, and the carbon quantity of the model is lower than the carbon quantity threshold value, entering a safe carbon quantity oil cut working mode; if the risk of burning the particle trap when the engine is in oil cut is judged, and the carbon quantity of the model is higher than a carbon quantity threshold value, entering a non-safe carbon quantity oil cut working mode; the safe carbon amount non-fuel-cut working mode comprises the following steps: the controller controls all valves on the main pipeline (10) to be opened and all valves on the bypass pipeline (9) to be closed; the safe carbon quantity fuel cut-off working mode is as follows: the controller calculates the risk-free exhaust flow according to a particulate matter combustion temperature rise model in a controller algorithm, calculates the optimal opening of the valve on the main pipeline (10) according to the risk-free exhaust flow, and enables the valve on the bypass pipeline (9) to be fully opened; the non-safe carbon quantity oil cut-off working mode comprises the following steps: the controller controls all valves on the main pipeline (10) to be closed and all valves on the bypass pipeline (9) to be opened.
2. The fuel saving device of the gasoline engine particle trap according to claim 1, characterized in that: the valve comprises a first electromagnetic valve (3) and a second electromagnetic valve (4), wherein the first electromagnetic valve (3) is arranged at one end of a bypass pipeline (9), and the second electromagnetic valve (4) is arranged on a main pipeline (10) at the front end of the particle catcher (6).
3. The fuel saving device of the gasoline engine particle trap according to claim 1, characterized in that: the particle trap is characterized in that the valve comprises a first electromagnetic valve (3), a second electromagnetic valve (4), a third electromagnetic valve (7) and a fourth electromagnetic valve (8), the first electromagnetic valve (3) and the fourth electromagnetic valve (8) are respectively arranged at two ends of a bypass pipeline (9), and the second electromagnetic valve (4) and the third electromagnetic valve (7) are respectively arranged on a main pipeline (10) at the front end and the rear end of the particle trap (6).
4. The fuel saving device of the gasoline engine particle trap according to claim 1, characterized in that: the controller comprises an electronic controller (5).
5. The gasoline engine particle trap economizer of claim 1, characterized in that: the main pipeline (10) at the front end of the particle catcher (6) is connected with the engine (1) by a three-way catalyst (2).
6. The gasoline engine particle trap economizer of claim 1, characterized in that: after the particle catcher (6) is in a controllable regeneration state, the controller monitors the regeneration process by calculating the temperature of a central model of the particle catcher, and when the temperature of the central model of the particle catcher exceeds a set threshold value, all valves on the main pipeline (10) are closed.
7. The gasoline engine particle trap economizer of claim 1, characterized in that: the carbon amount threshold value is obtained by a test calibration method, carbon with a certain carbon amount is accumulated on the particle catcher (6), then a safe carbon amount fuel cut-off working mode is switched into to operate, whether the particle catcher (6) has an overtemperature phenomenon or not is monitored when a valve on the main pipeline (10) is under a minimum opening combination in the safe carbon amount fuel cut-off working mode, and the critical carbon amount when the particle catcher (6) is overtemperature is the carbon amount threshold value when the valve on the main pipeline (10) is under the minimum opening combination.
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| KR20120054314A (en) * | 2010-11-19 | 2012-05-30 | 현대자동차주식회사 | Exhaust gas post processing system |
| CN204900026U (en) * | 2015-09-02 | 2015-12-23 | 中国汽车技术研究中心 | Motor vehicle particulate matter filter fail safe device |
| US9920679B2 (en) * | 2016-02-11 | 2018-03-20 | Ford Global Technologies, Llc | Method and system for reducing particulate emissions |
| JP2017218931A (en) * | 2016-06-06 | 2017-12-14 | スズキ株式会社 | Exhaust emission control device for vehicle |
| KR102395282B1 (en) * | 2016-12-12 | 2022-05-09 | 현대자동차주식회사 | Exhaust gas reduction apparatus and method for vehicles |
| CN107420159B (en) * | 2017-05-19 | 2019-07-16 | 昆明理工大学 | A kind of grain catcher regenerating unit and its control method |
| US10273847B2 (en) * | 2017-05-26 | 2019-04-30 | GM Global Technology Operations LLC | Systems and methods for controlling bypass of exhaust after treatment device |
| CN109386349A (en) * | 2017-08-09 | 2019-02-26 | 北京福田康明斯发动机有限公司 | Internal combustion engine regenerative system and internal combustion engine |
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