CN113246941B - Driving regeneration process braking method, vehicle control method and vehicle - Google Patents
Driving regeneration process braking method, vehicle control method and vehicle Download PDFInfo
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- CN113246941B CN113246941B CN202110551836.0A CN202110551836A CN113246941B CN 113246941 B CN113246941 B CN 113246941B CN 202110551836 A CN202110551836 A CN 202110551836A CN 113246941 B CN113246941 B CN 113246941B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
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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)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Processes For Solid Components From Exhaust (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
The invention relates to the technical field of vehicle control, in particular to a braking method in a driving regeneration process, a vehicle control method and a vehicle. The braking method in the service regeneration process comprises the following steps: when the vehicle is in a regeneration stage and an exhaust braking function at the same time, the maximum temperature value of the DPF front end temperature value and the SCR front end temperature value is obtained and compared with a preset temperature value, and if the maximum temperature value is larger than the preset temperature value, exhaust braking is disabled. The invention can prevent the damage of DPF caused by heat accumulation in DPF when starting exhaust brake by limiting the condition that vehicle is in regeneration stage and the condition that vehicle is in exhaust brake function. Through obtaining the maximum temperature value in DPF front end temperature value and the SCR front end temperature value and with predetermineeing the temperature value and compare and judge whether maximum temperature value exceeds preset temperature value, through injecing preset temperature value, can prevent the destruction that the high temperature caused in the DPF, effectively protect the DPF.
Description
Technical Field
The invention relates to the technical field of vehicle control, in particular to a braking method in a driving regeneration process, a vehicle control method and a vehicle.
Background
The exhaust brake is widely applied to large diesel engines, and the exhaust butterfly valve is arranged on an engine exhaust pipe, so that when the exhaust brake function starts, the pressure of the exhaust stroke of the engine is increased by closing the exhaust butterfly valve. The generated negative pressure is used to obtain braking force. The correct use of exhaust brake can reduce the use of brake block, thus reduce the abrasion of disc and reduce the driving safety risk of disc due to continuous brake overheat.
When the vehicle runs, the ECU can monitor the carbon loading condition in the DPF in real time, when the ECU monitors that the carbon loading collected in the DPF reaches a set value, the ECU can control the engine to automatically enter a running regeneration mode, the aftertreatment temperature is raised in the running regeneration process by closing an exhaust butterfly valve, increasing the post-injection quantity, adopting a seventh oil injector to inject diesel oil to an exhaust tail pipe and the like, the fuel oil is oxidized through the DOC to release heat, and the carbon smoke collected in the DPF reacts with air under the action of high temperature. Generally speaking, the temperature in the DPF can reach about 600 ℃ during the vehicle running regeneration process, and at this time, if the vehicle encounters a long downhill working condition, in order to reduce the vehicle running speed, a driver may press an exhaust brake switch, and assist the vehicle to brake by turning on an exhaust brake function, so as to increase the brake power. After the exhaust braking function is started, an exhaust butterfly valve arranged on the exhaust pipe is closed, and the auxiliary braking function is realized through air holding. Because there is not the air current to pass through DPF after the exhaust butterfly valve is closed, the heat that the driving regeneration process produced can a large amount of accumulations inside DPF, causes the destruction to DPF inside.
Therefore, a braking method for a service regeneration process is needed to solve the above technical problems.
Disclosure of Invention
The invention aims to provide a braking method in a driving regeneration process and a vehicle control method, which can control other brakes to work when a vehicle descends, and prevent thermal damage to a DPF carrier caused by closing an exhaust butterfly valve.
In order to achieve the purpose, the invention adopts the following technical scheme:
a braking method for a service regeneration process is provided, which comprises the following steps:
when the vehicle is in a regeneration stage and an exhaust braking function at the same time, the maximum temperature value of the DPF front end temperature value and the SCR front end temperature value is obtained and compared with a preset temperature value, and if the maximum temperature value is larger than the preset temperature value, exhaust braking is disabled.
As an optimized technical scheme of the braking method in the driving regeneration process, after the exhaust brake fails, the maximum temperature value of the DPF front end temperature value and the SCR front end temperature value is continuously obtained and compared with the preset temperature value, and if the maximum temperature value is smaller than the preset temperature value, the exhaust brake normally works.
As a preferable technical solution of the above braking method during the service regeneration process, the auxiliary brake other than the exhaust brake is turned on at the same time when the exhaust brake fails.
As a preferable technical solution of the service regeneration process braking method, the auxiliary braking other than the exhaust braking includes in-cylinder braking and hydraulic retarder braking.
As a preferred aspect of the service regenerative process braking method described above, said exhaust brake failure comprises the ECU transmitting a signal to the exhaust butterfly valve to open the exhaust butterfly valve.
As a preferable technical scheme of the braking method in the service regeneration process, when the vehicle is in a regeneration stage and the exhaust brake is not started, the vehicle works normally.
As a preferable technical scheme of the braking method in the driving regeneration process, when the vehicle is in a regeneration stage, the DPF front-end temperature value and the SCR front-end temperature value are obtained at regular time.
As a preferable technical solution of the braking method during the service regeneration process, the preset temperature value is greater than or equal to the lowest melting temperature of the DPF material.
The invention also provides a vehicle control method, which adopts the regenerative process braking method.
The invention also provides a vehicle which is controlled by adopting the vehicle control method.
As a preferable technical solution of the vehicle, the vehicle is a commercial vehicle.
The invention has the beneficial effects that:
the invention can prevent the damage of DPF caused by heat accumulation in DPF when starting exhaust brake by limiting the condition that vehicle is in regeneration stage and the condition that vehicle is in exhaust brake function. The maximum temperature value in the DPF front end temperature value and the SCR front end temperature value is obtained and is compared with the preset temperature value to judge whether the maximum temperature value exceeds the preset temperature value or not, the preset temperature value is limited, damage caused by overhigh temperature in the DPF can be prevented, and the DPF can be effectively protected.
Drawings
FIG. 1 is a flow chart of a braking method for a regenerative service process according to an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless expressly stated or limited otherwise, the recitation of a first feature "on" or "under" a second feature may include the recitation of the first and second features being in direct contact, and may also include the recitation that the first and second features are not in direct contact, but are in contact via another feature between them. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. "beneath," "under" and "beneath" a first feature includes the first feature being directly beneath and obliquely beneath the second feature, or simply indicating that the first feature is at a lesser elevation than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", etc. are used in an orientation or positional relationship based on that shown in the drawings only for convenience of description and simplicity of operation, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.
When the existing vehicle runs, when the ECU monitors that the carbon load trapped in the DPF reaches a set value, the ECU controls the engine to automatically enter a running regeneration mode, and the running regeneration process may raise the aftertreatment temperature by limiting a throttle valve in exhaust braking. When the vehicle is in a long downhill working condition, the running speed of the vehicle cannot be reduced well by the single brake pad braking, but the internal damage of the DPF may be caused by the engine exhaust braking, so the embodiment provides a braking method in the driving regeneration process and a vehicle control method to solve the above problems. The vehicle adopts a vehicle control method to protect the interior of the DPF from being damaged in the regeneration process, and the vehicle is a commercial vehicle. The vehicle control method comprises a driving regeneration process braking method so that the interior of the DPF regeneration process can not be damaged when the vehicle is in a long downhill state.
The braking method in the running regeneration process mainly comprises the following steps:
when the vehicle is in a regeneration stage and an exhaust braking function at the same time, obtaining the maximum temperature value of the DPF front end temperature value and the SCR front end temperature value, comparing the maximum temperature value with a preset temperature value, and if the maximum temperature value is greater than the preset temperature value, disabling exhaust braking, and opening auxiliary braking except exhaust braking.
When two conditions that the vehicle is in a regeneration stage and the vehicle is in an exhaust braking function exist simultaneously, the obtained maximum temperature value is compared with a preset temperature value. This injecture can avoid ECU to work futilely, saves the electric energy. Meanwhile, the exhaust brake function failure caused by misjudgment of the ECU can be prevented. When the maximum temperature value in DPF front end temperature value and SCR front end temperature value is greater than the preset temperature value, then it is higher to explain temperature in the DPF, need discharge high-temperature gas through exhaust mode, and after the braking mode of will exhausting is invalid, can prevent that high-temperature gas can't the exhaust problem from taking place to inside the protection DPF, prevent that DPF is inside by high temperature destruction. The DPF front end temperature value refers to a temperature value detected upstream of the DPF, i.e., a temperature before the gas enters the DPF, while the SCR front end temperature value detects a temperature value downstream of the DPF and upstream of the SCR, i.e., a temperature before the gas exits the DPF and enters the SCR.
It should be noted that, after the exhaust brake fails, the maximum temperature value of the DPF front end temperature value and the SCR front end temperature value is continuously obtained and compared with the preset temperature value, and if the maximum temperature value is smaller than the preset temperature value, the exhaust brake normally works. Namely, the exhaust brake failure is not always in a failure state, and the DPF front end temperature value and the SCR front end temperature value are obtained at regular time, so that whether the exhaust brake is recovered or not is judged. However, the DPF can be effectively protected by periodically judging and obtaining a conclusion when judging whether the vehicle is in the regeneration stage. It should be noted that the exhaust brake is activated when the vehicle is in a long downhill condition, and when the vehicle is in a smooth road and the vehicle is in a regenerative condition, the exhaust brake does not need to be activated to perform the braking task of the vehicle. In this embodiment, the exhaust brake failure comprises the ECU transmitting a signal to the exhaust butterfly valve to open the exhaust butterfly valve to allow the high temperature gas to be exhausted from the exhaust butterfly valve.
In this embodiment, the auxiliary brake other than the exhaust brake is turned on at the same time as the exhaust brake fails. Further, the auxiliary braking other than the exhaust braking includes in-cylinder braking and hydraulic retarder braking, and it can be understood that any one of the in-cylinder braking and the hydraulic retarder braking may be performed, and of course, both types of braking may be performed simultaneously, thereby ensuring that the DPF is effectively protected when the vehicle is in a long downhill state in a regenerative state.
It should be noted that, in this embodiment, when the vehicle is in the regeneration phase and the exhaust brake is not turned on, the vehicle is normally operated. At the moment, the ECU needs to obtain the DPF front end temperature value and the SCR front end temperature value in a timing (real-time) mode, so that the exhaust butterfly valve can work according to actual conditions, and the DPF is not damaged. That is, when the vehicle is in the regeneration phase, the DPF front end temperature value and the SCR front end temperature value are obtained at regular time throughout the time when the vehicle is in the regeneration phase, instead of obtaining two temperature values in a state where the vehicle is in the regeneration phase and the exhaust brake is turned on.
Preferably, in this embodiment, the preset temperature value is greater than or equal to the lowest melting temperature of the DPF material, and since the internal combustion temperature of the DPF is greater than the external temperature, the safety of the DPF can be effectively ensured by limiting the preset temperature to be greater than or equal to the lowest melting temperature of the DPF material. The DPF is made of various materials, and in order to ensure the safety of the DPF, the lowest melting temperature of the materials used by the DPF needs to be selected to be compared with a preset temperature value.
As shown in fig. 1, the braking method for the service regeneration process specifically includes:
s1, the exhaust brake function works normally as required;
s2, judging whether the vehicle is in a driving regeneration stage, if so, executing S3, and if not, returning to S1;
s3, judging whether the vehicle starts an exhaust braking function, if so, executing S4, and if not, executing S1;
s4, obtaining the maximum temperature value in the DPF front end temperature and the SCR front end temperature;
s5, judging whether the maximum temperature value exceeds a preset temperature value, if so, executing S6, and if not, returning to S1;
s6, exhaust braking function is invalid;
and S7, opening auxiliary braking except exhaust braking, and returning to S2.
In addition, the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.
Claims (7)
1. A method of braking a vehicle during regenerative braking, comprising:
when the vehicle is in the regeneration stage and the exhaust braking function at the same time, the maximum temperature value of the DPF front end temperature value and the SCR front end temperature value is obtained and compared with the preset temperature value, if the maximum temperature value is larger than the preset temperature value, the exhaust braking is disabled,
after the exhaust brake is invalid, continuously obtaining the maximum temperature value of the DPF front end temperature value and the SCR front end temperature value and comparing the maximum temperature value with the preset temperature value, if the maximum temperature value is less than the preset temperature value, the exhaust brake normally works,
the exhaust brake is disabled while opening an auxiliary brake other than the exhaust brake, the exhaust brake failure comprising the ECU transmitting a signal to the exhaust butterfly valve to open the exhaust butterfly valve.
2. The service regenerative process braking method according to claim 1, wherein the auxiliary braking other than exhaust braking includes in-cylinder braking and hydraulic retarder braking.
3. A service regenerative process braking method according to claim 1, wherein the vehicle is operating normally when the exhaust brake is not on when the vehicle is in a regeneration phase.
4. A method as claimed in claim 1, wherein the DPF front-end temperature value and the SCR front-end temperature value are obtained periodically when the vehicle is in a regeneration phase.
5. A method for braking a service regeneration process according to claim 1, wherein said preset temperature value is equal to the lowest melting temperature of the DPF material.
6. A method of controlling a vehicle, comprising a method of service regenerative process braking according to any of claims 1 to 5.
7. A vehicle characterized by being controlled by the vehicle control method according to claim 6.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202110551836.0A CN113246941B (en) | 2021-05-20 | 2021-05-20 | Driving regeneration process braking method, vehicle control method and vehicle |
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| CN202110551836.0A CN113246941B (en) | 2021-05-20 | 2021-05-20 | Driving regeneration process braking method, vehicle control method and vehicle |
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| CN113246941B true CN113246941B (en) | 2022-10-28 |
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| JP3024780B2 (en) * | 1990-07-25 | 2000-03-21 | 日産ディーゼル工業株式会社 | Diesel engine exhaust purification system |
| JPH07293226A (en) * | 1994-04-28 | 1995-11-07 | Nippondenso Co Ltd | Particulate filter reproducing device |
| JP4453602B2 (en) * | 2005-05-18 | 2010-04-21 | トヨタ自動車株式会社 | Exhaust gas purification system for internal combustion engine |
| CN103883380B (en) * | 2014-03-12 | 2016-08-24 | 潍柴动力股份有限公司 | The control method of engine exhaust temperature and system |
| CN208650994U (en) * | 2018-05-02 | 2019-03-26 | 东风康明斯发动机有限公司 | Combination type firewood oil turbine heat management system |
| CN110605967B (en) * | 2019-09-29 | 2021-04-16 | 潍柴动力股份有限公司 | Auxiliary braking control method and device for heavy-duty car |
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