CN114013421B - Method and device for removing carbon deposit of particle catcher - Google Patents
Method and device for removing carbon deposit of particle catcher Download PDFInfo
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- CN114013421B CN114013421B CN202010692066.7A CN202010692066A CN114013421B CN 114013421 B CN114013421 B CN 114013421B CN 202010692066 A CN202010692066 A CN 202010692066A CN 114013421 B CN114013421 B CN 114013421B
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- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 title claims abstract description 62
- 229910052799 carbon Inorganic materials 0.000 title claims abstract description 62
- 239000002245 particle Substances 0.000 title claims abstract description 50
- 238000000034 method Methods 0.000 title claims abstract description 35
- 239000000446 fuel Substances 0.000 claims abstract description 14
- 238000004140 cleaning Methods 0.000 claims description 53
- 239000004071 soot Substances 0.000 claims description 45
- 238000010926 purge Methods 0.000 claims description 30
- 230000008021 deposition Effects 0.000 abstract description 19
- 239000013618 particulate matter Substances 0.000 description 6
- 238000009825 accumulation Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 239000000203 mixture Substances 0.000 description 3
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 3
- RAHZWNYVWXNFOC-UHFFFAOYSA-N Sulphur dioxide Chemical compound O=S=O RAHZWNYVWXNFOC-UHFFFAOYSA-N 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
- 238000010304 firing Methods 0.000 description 2
- 239000007789 gas Substances 0.000 description 2
- 230000003044 adaptive effect Effects 0.000 description 1
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 1
- 230000000711 cancerogenic effect Effects 0.000 description 1
- 239000000919 ceramic Substances 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000001447 compensatory effect Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 229910052760 oxygen Inorganic materials 0.000 description 1
- 239000001301 oxygen Substances 0.000 description 1
- 125000005575 polycyclic aromatic hydrocarbon group Chemical group 0.000 description 1
- 239000011148 porous material Substances 0.000 description 1
- 230000000750 progressive effect Effects 0.000 description 1
- 210000002345 respiratory system Anatomy 0.000 description 1
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- 239000000126 substance Substances 0.000 description 1
- 150000003568 thioethers Chemical class 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
- B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—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
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
Abstract
The application provides a method and a device for removing carbon deposition of a particle catcher, which can firstly receive a carbon deposition removing instruction; then collecting a clearing load parameter, and judging whether clearing allowable conditions are met according to the clearing load parameter; if the clearance load parameter meets the clearance allowable condition, charging compensation power can be calculated according to the current output power and the clearance starting power of the engine, and a clearance allowable instruction is sent, so that the engine is controlled to charge the power battery, the air-fuel ratio is reduced, and the ignition angle is retarded. Thus, even when the driving environment does not allow the engine to work under high load, the control system controls the engine to drive the automobile to run and charge the power battery. The engine output power can be improved by actively improving the engine charging power, and the engine can be controlled to work in a high-load state even when the vehicle runs at a low speed, so that the precondition of removing carbon deposit is met, and the carbon deposit accumulated in the particle catcher is removed.
Description
Technical Field
The application relates to the technical field of hybrid power, in particular to a method and a device for removing carbon deposit from a particle catcher.
Background
With the increasing environmental requirements, particle traps have become a basic standard configuration for automotive exhaust treatment systems in order to reduce emissions of carbon particulates. However, when the particle catcher works for a long time, more particles accumulated in the particle catcher can block the filter element, so that the exhaust back pressure is increased, and the fuel consumption of the whole vehicle is increased.
To address this problem, existing electronic control systems may passively perform soot cleaning of the particle trap. When the engine is operating at a greater load, the electronic control system may reduce the air-fuel ratio of the lean mixture and retard the engine firing angle. At the moment, the exhaust temperature of the engine is higher, and carbon deposition of the particle catcher can react with nitrogen oxides in the tail gas, so that the aim of removing the carbon deposition is fulfilled.
However, limited by the actual road conditions, if the vehicle is traveling in a city low-speed road section for a long period of time, the engine is always operating under a lower load, and the engine load may not meet the precondition of soot cleaning, resulting in failure to clean soot in the particle trap.
Disclosure of Invention
In view of this, the embodiment of the application provides a method and a device for removing carbon deposition in a particle catcher, which aim to remove particles accumulated in the particle catcher under a low-speed working condition through coordination control of charging power.
A method of particulate trap soot cleaning, the method for a hybrid powertrain system comprising:
receiving a carbon deposit removal instruction sent by an electronic control system;
collecting a clearing load parameter, and judging whether the vehicle meets a clearing allowable condition according to the clearing load parameter, wherein the clearing load parameter comprises clearing starting power, current output power of an engine, residual electric quantity of a power battery and maximum charging power of the power battery;
when the clearing load parameter meets the clearing permission condition, calculating charging compensation power according to the current output power of the engine and the clearing starting power, and sending an instruction for permitting clearing to the electronic control system; the charging compensation power is used for controlling the engine to charge the power battery; the clear enable command is used to control the electronic control system to reduce the air-fuel ratio and retard the ignition angle.
Optionally, when the purge load parameter meets a purge allowable condition, the method further comprises:
a first prompt signal is sent to inform the driver that the carbon deposit is being cleared.
Optionally, the soot cleaning instruction includes an emergency cleaning instruction and a regular cleaning instruction; the clearing starting power comprises a first starting power and a second starting power, and the first starting power is smaller than the second starting power;
wherein the emergency purge command is sent by an engine management system when the amount of soot is greater than a first threshold;
the conventional purge command is sent by the electronic control system when the amount of soot is less than a first threshold and greater than a second threshold.
Optionally, when the soot cleaning instruction is an emergency cleaning instruction, the determining whether the vehicle meets a cleaning permission condition according to the cleaning load parameter includes:
judging whether the residual electric quantity is smaller than a clearing electric quantity threshold value or not;
when the residual electric quantity is smaller than the clearing electric quantity threshold value, calculating the lowest compensation power according to the difference value between the first starting power and the current output power of the engine;
and judging whether the lowest compensation power is smaller than the maximum charging power of the power battery, and determining that the vehicle meets the clearance allowing condition when the difference between the first starting power and the current output power of the engine is smaller than the maximum charging power of the power battery.
Optionally, when the soot cleaning instruction is a conventional cleaning instruction, the determining whether the vehicle meets a cleaning permission condition according to the cleaning load parameter includes:
judging whether the residual electric quantity is smaller than a clearing electric quantity threshold value or not;
when the residual electric quantity is smaller than the clearing electric quantity threshold value, calculating the lowest compensation power according to the second starting power and the current output power of the engine;
and judging whether the lowest compensation power is smaller than the maximum charging power of the power battery, and determining that the vehicle meets the clearance allowing condition when the difference between the second starting power and the current output power of the engine is smaller than the maximum charging power of the power battery.
Optionally, the method further comprises:
when the residual electric quantity is larger than the electric quantity clearing threshold value, a second prompting signal is sent out to prompt a driver to enter a pure electric driving mode;
and when the lowest compensation power is larger than the maximum charging power of the power battery, sending a third prompting signal to prompt a driver to run at a high speed and with a large load.
Optionally, when the soot cleaning instruction is a conventional cleaning instruction, the cleaning load parameter further includes a vehicle start-stop state; the judging whether the vehicle meets the clearance allowance condition according to the clearance load parameter further comprises:
and judging whether the vehicle start-stop state is in a parking state, and determining that the vehicle does not meet the clearance allowing condition when the vehicle start-stop state is in the parking state.
A particle trap soot cleaning apparatus, the apparatus comprising:
the instruction receiving module is used for receiving a carbon deposit removal instruction sent by the electronic control system;
the parameter judging module is used for acquiring a clearing load parameter, judging whether the vehicle meets a clearing allowable condition according to the clearing load parameter, wherein the clearing load parameter comprises the current output power of the engine, the residual electric quantity of the power battery and the maximum charging power of the power battery;
the clearing starting module is used for calculating charging compensation power according to the current output power and clearing starting power of the engine when the clearing load parameter meets the clearing permission condition, and sending a clearing permission instruction to the electronic control system; the charging compensation power is used for controlling the engine to charge the power battery; the clear enable command is used to control the electronic control system to reduce the air-fuel ratio and retard the ignition angle.
Optionally, the soot cleaning instruction includes an emergency cleaning instruction and a regular cleaning instruction; the clearing starting power comprises a first starting power and a second starting power; wherein the first starting power is smaller than the second starting power; the emergency removal instruction is sent by an engine management system when the carbon deposit amount is greater than a first threshold value; the conventional purge command is sent by the electronic control system when the amount of soot is less than a first threshold and greater than a second threshold.
Optionally, the parameter judging module includes:
the electric quantity judging module is used for judging whether the residual electric quantity is smaller than a clearing electric quantity threshold value or not;
the first calculation module is used for calculating the lowest compensation power according to the difference value between the first starting power and the current output power of the engine when the residual electric quantity is smaller than the clearing electric quantity threshold value;
the second calculation module is used for calculating the lowest compensation power according to the difference value between the second starting power and the current output power of the engine when the residual electric quantity is smaller than the clearing electric quantity threshold value;
and the power judging module is used for judging whether the lowest compensation power is smaller than the maximum charging power of the power battery, and determining that the vehicle meets the clearance allowing condition when the difference between the first starting power and the current output power of the engine is smaller than the maximum charging power of the power battery.
The application provides a method and a device for removing carbon deposition of a particle catcher, which are applied to a hybrid electric vehicle and can firstly receive a carbon deposition removing instruction sent by an electronic control system; then collecting a clearing load parameter, and judging whether the vehicle meets a clearing allowable condition according to the clearing load parameter; if the clearance load parameter meets the clearance allowable condition, charging compensation power can be calculated according to the current output power and the clearance starting power of the engine, and a clearance allowable instruction is sent to the electronic control system, so that the engine is controlled to charge the power battery, the air-fuel ratio is reduced, and the ignition angle is retarded. Thus, when the particulate matter is accumulated more but the current driving environment does not allow the engine to run at high power, the control system controls the engine to drive the automobile to run and charge the power battery. Therefore, the engine output power can be improved by actively improving the engine charging power, and the engine can be controlled to work in a high-load state even when the vehicle runs at a low speed, so that the precondition of carbon deposit removal is met, and the particulate matters accumulated in the particulate trap are removed.
Drawings
In order to more clearly illustrate the present embodiments or the technical solutions in the prior art, the drawings that are required for the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a flowchart of a method for removing carbon deposition in a particle catcher according to an embodiment of the present application.
Fig. 2 is a flowchart of the electronic control system according to an embodiment of the present application.
Fig. 3 is a flowchart of an operation of the hybrid vehicle control unit provided in the embodiment of the present application.
Fig. 4 is a schematic structural diagram of a carbon deposit removing device of a particle catcher according to an embodiment of the present application.
Fig. 5 is a schematic structural diagram of a carbon deposit removing device of a particle catcher according to an embodiment of the present application.
Detailed Description
When the automobile is running, a large amount of particulate matters are discharged from the engine combustion chamber. The composition of these particulates includes solid char, hydrocarbons, sulfides, and ash containing metal components, among others. The particles are harmful to the respiratory system of people, and substances such as sulfur dioxide, polycyclic aromatic hydrocarbon with cancerogenic action and the like are often adsorbed in the pores of the particles, so that the particles are a serious atmospheric pollution source. In order to solve the problem of particulate pollution, automobiles may use particulate traps for tail gas treatment. The particle catcher can adsorb the particulate matters in the automobile exhaust through the ceramic filter element therein, so that the pollution degree of the automobile exhaust is reduced. With the use of the particle catcher, more and more particles are accumulated in the particle catcher, so that the exhaust back pressure is possibly increased, and the fuel consumption of the whole vehicle is increased.
To address this issue, if the control system detects a high amount of soot in the particulate trap and the engine is in a high load condition, the air-fuel ratio may be reduced and the engine firing angle retarded to thereby increase the engine exhaust temperature and the oxygen content in the exhaust. Therefore, after engine exhaust enters the particle catcher, the particles accumulated in the filter element can be burnt and exhausted at high temperature, so that the aim of removing the particles accumulated in the particle catcher is fulfilled.
However, using this soot cleaning method requires that the engine be in a high load state, i.e., outputting power at a high power. If the vehicle is traveling on an urban road for a long period of time, the vehicle traveling speed is low and the torque demand is also relatively low. In such a case, the engine output may not meet the soot cleaning power requirements, resulting in a failure to clean the soot accumulated in the particulate trap.
In an automobile using a hybrid system, an engine may be used not only to drive the automobile, but also to charge a power battery. Based on this characteristic of the hybrid vehicle, the present application provides a method and apparatus for removing soot from a particle trap, and a preferred embodiment of the present application will be described below from the perspective of a hybrid vehicle control unit (Hybrid Control Unit, HCU).
It should be noted that existing particulate traps can be classified into gasoline engine particulate traps (Gasoline Particulate Filter, GPF) and diesel particulate traps (Diesel Particulate Filter, DPF) depending on the engine to which they are applied. The method provided by the embodiment of the application is not particularly limited to the particle catcher, and can be used for a hybrid power system adopting any type of engine.
Referring to fig. 1, fig. 1 is a flowchart of a method for removing carbon deposit in a particle catcher according to an embodiment of the present application, including:
s101: and receiving a carbon deposit removal instruction sent by the electronic control system.
When particulate matter accumulates to some extent in the particulate trap, an electronic control system (Electronic Control Unit, ECU) may detect the amount of soot deposited in the particulate trap via a sensor. When the carbon deposit amount in the particle trap is detected to exceed the second threshold, the ECU can send a carbon deposit removal instruction to the HCU, so that a carbon deposit removal process of the particle trap is triggered.
In addition, the ECU may set a plurality of detection thresholds and generate different soot cleaning instructions according to the magnitude of the soot amount in consideration of the actual condition of the accumulated particulate matter. Specifically, the ECU may set two different detection thresholds, a first threshold and a second threshold, wherein the first threshold is greater than the second threshold. If the detected carbon deposit amount is larger than a first threshold value, indicating that more particulate matters are accumulated in the particulate trap, the ECU can send an emergency clearing instruction to the HCU; if the amount of soot is detected to be less than the first threshold and greater than the second threshold, indicating that a certain amount of particulate matter has accumulated in the particulate trap but that emergency purging is not required, the ECU may send a conventional purge command to the HCU. The process of generating the soot cleaning instruction is shown in fig. 2. In response to different soot cleaning instructions, the HCU may select different parameters for soot cleaning of the particle trap. Thus, by setting the first threshold and the second threshold, different modes can be selected in a targeted manner according to the accumulation amount of the particulate matters in the particulate trap to clean the particulate matters in the particulate trap.
S102: and collecting a clearing load parameter, and judging whether the vehicle meets a clearing allowable condition according to the clearing load parameter.
After the HCU receives the carbon deposit removal instruction, the HCU can collect removal load parameters and judge whether the vehicle meets the removal permission condition according to the removal load parameters. The load clearing parameters may include parameters such as clearing starting power, current output power of the engine, remaining capacity of the power battery, maximum charging power of the power battery, and the like. These parameters may be used to measure the current engine load state as well as the additional load that the battery power system may provide. By integrating these purge load parameters, the HCU can determine whether the current vehicle satisfies the condition for soot purging in order to begin soot purging.
For different soot cleaning instructions, the HCU may use different cleaning start power pairs to determine whether the vehicle meets the cleaning enable conditions. The clean-up start-up power may include a first start-up power and a second start-up power, wherein the first start-up power is less than the second start-up power. Wherein the first start power corresponds to an emergency clear command and the second power corresponds to a normal clear command.
Specifically, when the amount of carbon deposition of the particle trap is greater than the first threshold, the HCU may determine using the smaller first start power when the HCU receives the emergency purge command. Specifically, the HCU may first determine whether the current remaining capacity of the power battery is less than the purge capacity threshold. If the residual electric quantity is larger than the clearing electric quantity threshold value, the power battery is excessively charged, and charging is not suitable. If the residual electric quantity is smaller than the clearing electric quantity threshold value, the power battery is insufficient in electric quantity, and charging can be performed; at this time, the minimum compensation power required for compensating the output power of the engine to the first starting power can be calculated according to the difference value between the first starting power and the current output power of the engine, and finally the minimum compensation power and the maximum charging power of the power battery are compared. If the minimum compensation power is less than the maximum power of the power battery, the load of the engine can be increased to the minimum power required for carrying out the carbon deposit emergency cleaning by controlling the engine to charge the power battery.
When the amount of carbon deposition of the particle trap is smaller than the first threshold and larger than the second threshold, the HCU may use the smaller second starting power to make a judgment when the HCU receives the regular purge command. Specifically, the HCU may first determine whether the current remaining capacity of the power battery is less than the purge capacity threshold. If the residual electric quantity is larger than the clearing electric quantity threshold value, the power battery is excessively charged, and charging is not suitable. If the residual electric quantity is smaller than the clearing electric quantity threshold value, the power battery is insufficient in electric quantity, and charging can be performed; at this time, the minimum compensation power required for compensating the output power of the engine to the second starting power can be calculated according to the difference value between the second starting power and the current output power of the engine, and finally the minimum compensation power and the maximum charging power of the power battery are compared. If the minimum compensation power is less than the maximum power of the power battery, the load of the engine can be increased to the minimum power required for conventional removal of carbon deposit by controlling the engine to charge the power battery.
Thus, different parameters can be adopted to judge the accumulation condition of the particulate matters in the particulate trap. When the carbon deposition amount is large, the judgment standard can be reduced, so that the vehicle can start to remove the carbon deposition under the condition that the engine load is relatively low; the criterion may be lowered when the amount of soot is small so that the vehicle may begin soot cleaning at a relatively high engine load. Therefore, the carbon deposit removal can be started in a targeted manner, and the method is suitable for various complex conditions.
In addition, considering that the engine is operated under high load with large noise and vibration, unless the carbon deposit amount in the particle trap is greater than the first threshold, the vehicle is generally not subjected to carbon deposit removal in a parking state. Specifically, when the HCU receives a conventional purge instruction, the purge load parameter collected by the HCU may further include a vehicle start-stop state. When the vehicle is in a parking state, the HCU can directly identify that the vehicle does not meet the clearance allowing condition and jump out of the carbon deposit clearance flow of the particle catcher. Therefore, when the particle catcher is not urgent in carbon deposit removal, the carbon deposit removal can be allowed only when the vehicle is in a driving state, and excessive noise or vibration caused by high-load operation of the engine during parking is prevented.
S103: and when the clearance load parameter meets the clearance allowable condition, calculating charging compensation power according to the current output power of the engine and the clearance starting power, and sending a clearance allowable instruction to the electronic control system.
After determining that the current state of the vehicle can be used for removing carbon deposition of the particle catcher, the HCU can calculate charging compensation power according to the current output power and the removal starting power of the engine, and control the engine to charge the power battery according to the charging compensation power; and sending a clearance allowing instruction to the ECU so that the ECU can dilute the air-fuel ratio of the mixture entering the engine, and delay the ignition angle to achieve the aim of clearing carbon deposit of the particle catcher. In this case, the engine output is used both to drive the vehicle and to charge the power battery. Even if the vehicle has a low demand for engine output power, the HCU can maintain the demanded power at a high level by increasing the charging power of the power battery, thereby ensuring that the engine is in a high-load operating state for soot cleaning.
Also, similar to step S102, the HCU may calculate the charge compensation power using different parameters according to different soot cleaning instructions. For example, the HCU may calculate the compensatory charging power according to the first start command upon receiving the emergency clear command as shown in fig. 3; and calculating the compensation charging power according to the second starting instruction when the conventional clearing instruction is received. Of course, the HCU may also calculate the compensated charging power directly from other parameters such as the maximum charging power of the power battery.
It should be specifically noted that, fig. 2 and fig. 3 in this embodiment are only two possible implementations of the method for removing carbon deposition in a particle catcher provided in the present application, and do not represent all the technical solutions in the present application.
The embodiment provides a method for removing carbon deposition of a particle catcher, which is applied to a hybrid electric vehicle and can firstly receive a carbon deposition removing instruction sent by an electronic control system; then collecting a clearing load parameter, and judging whether the vehicle meets a clearing allowable condition according to the clearing load parameter; if the clearance load parameter meets the clearance allowable condition, charging compensation power can be calculated according to the current output power and the clearance starting power of the engine, and a clearance allowable instruction is sent to the electronic control system, so that the engine is controlled to charge the power battery, the air-fuel ratio is reduced, and the ignition angle is retarded. Thus, when the particulate matter is accumulated more but the current driving environment does not allow the engine to run at high power, the control system controls the engine to drive the automobile to run and charge the power battery. Therefore, the engine output power can be improved by actively improving the engine charging power, and the engine can be controlled to work in a high-load state even when the vehicle runs at a low speed, so that the precondition of carbon deposit removal is met, and the particulate matters accumulated in the particulate trap are removed.
In view of the human-machine interaction requirements, the HCU may also initiate various alert signals to the user that indicate the current state of the vehicle. When the clearance load parameter meets the clearance allowable condition, the HCU can send out a first prompt signal, and inform a driver that the carbon deposit clearance is being carried out by controlling a corresponding prompt lamp on the instrument panel to be on or directly sending out a voice prompt. When the purge load parameter satisfies the purge enable condition, the HCU may issue different hint signals for specific situations. Specifically, when the residual electric quantity is larger than the electric quantity clearing threshold value, the fact that the electric quantity of the power battery of the current vehicle is higher is indicated, a certain electric quantity can be consumed, sufficient charging space is ensured, at the moment, the HCU can send out a second prompting signal, and the driver is prompted to enter a pure electric driving mode by controlling a corresponding prompting lamp on an instrument panel to be on or directly sending out voice; when the compensation power is larger than the maximum charging power of the power battery, the fact that the vehicle has lower requirement on the output power of the engine is indicated, at the moment, the HCU can send out a third prompting signal, and a corresponding prompting lamp on the over-control instrument panel is lightened or directly sends out voice to prompt a driver to drive at a high speed and under a heavy load.
The foregoing provides some specific implementations of a method for cleaning carbon deposition of a particle catcher in the embodiments of the present application, and based on this, the present application further provides a corresponding device. The above-described apparatus provided by the embodiments of the present application will be described below in terms of functional modularization.
Referring to the schematic structural diagram of the clutch adaptive control apparatus shown in fig. 4, the apparatus 400 includes:
the instruction receiving module 410 is configured to receive a soot cleaning instruction sent by the electronic control system.
The parameter judging module 420 is configured to collect a clearing load parameter, and judge whether the vehicle meets a clearing allowable condition according to the clearing load parameter, where the clearing load parameter includes a current output power of the engine, a remaining power of the power battery, and a maximum charging power of the power battery.
A purge start module 430, configured to calculate a charge compensation power according to the current output power of the engine and a purge start power when the purge load parameter meets a purge permission condition, and send a purge permission instruction to the electronic control system; the charging compensation power is used for controlling the engine to charge the power battery; the clear enable command is used to control the electronic control system to reduce the air-fuel ratio and retard the ignition angle.
The embodiment provides a carbon deposit removing device of a particle catcher, which is applied to a hybrid electric vehicle and can firstly receive a carbon deposit removing instruction sent by an electronic control system; then collecting a clearing load parameter, and judging whether the vehicle meets a clearing allowable condition according to the clearing load parameter; if the clearance load parameter meets the clearance allowable condition, charging compensation power can be calculated according to the current output power and the clearance starting power of the engine, and a clearance allowable instruction is sent to the electronic control system, so that the engine is controlled to charge the power battery, the air-fuel ratio is reduced, and the ignition angle is retarded. Thus, when the particulate matter is accumulated more but the current driving environment does not allow the engine to run at high power, the control system controls the engine to drive the automobile to run and charge the power battery. Therefore, the output power of the engine can be improved by actively improving the charging power of the engine, and the engine can be controlled to work in a high-load state even when the vehicle runs at a low speed, so that the precondition of removing carbon deposit is met, and the carbon deposit accumulated in the particle catcher is removed.
Optionally, the soot cleaning instruction includes an emergency cleaning instruction and a regular cleaning instruction; the clearing starting power comprises a first starting power and a second starting power; wherein the first starting power is smaller than the second starting power; the emergency removal instruction is sent by an engine management system when the carbon deposit amount is greater than a first threshold value; the conventional purge command is sent by the electronic control system when the amount of soot is less than a first threshold and greater than a second threshold.
Thus, by setting the first threshold and the second threshold, different modes can be selected in a targeted manner according to the accumulation amount of the particulate matters in the particulate trap to clean the particulate matters in the particulate trap.
Optionally, referring to fig. 5, on the basis of the apparatus shown in fig. 4, the parameter determining module 420 includes:
the power determining module 421 is configured to determine whether the remaining power is less than a power clearing threshold.
The first calculating module 422 is configured to calculate, when the remaining power is less than the purge power threshold, a lowest compensation power according to a difference between the first starting power and the current output power of the engine.
And a second calculating module 423, configured to calculate, when the remaining power is less than the clean power threshold, a lowest compensation power according to a difference between the second starting power and the current output power of the engine.
And a power judging module 424, configured to judge whether the lowest compensation power is less than the maximum power of the power battery, and determine that the vehicle meets the clearance allowing condition when the difference between the first starting power and the current output power of the engine is less than the maximum power of the power battery.
Thus, different parameters can be adopted to judge the accumulation condition of the particulate matters in the particulate trap. When the carbon deposition amount is large, the judgment standard can be reduced, so that the vehicle can start to remove the carbon deposition under the condition that the engine load is relatively low; the criterion may be lowered when the amount of soot is small so that the vehicle may begin soot cleaning at a relatively high engine load. Therefore, the carbon deposit removal can be started in a targeted manner, and the method is suitable for various complex conditions.
From the above description of embodiments, it will be apparent to those skilled in the art that all or part of the steps of the above described example methods may be implemented in software plus general hardware platforms. Based on such understanding, the technical solutions of the present application may be embodied in the form of a software product, which may be stored in a storage medium, such as a read-only memory (ROM)/RAM, a magnetic disk, an optical disk, or the like, including several instructions for causing a computer device (which may be a personal computer, a server, or a network communication device such as a router) to perform the methods described in the embodiments or some parts of the embodiments of the present application.
In this specification, each embodiment is described in a progressive manner, and identical and similar parts of each embodiment are all referred to each other, and each embodiment mainly describes differences from other embodiments. In particular, for the device embodiments, since they are substantially similar to the method embodiments, the description is relatively simple, and reference is made to the description of the method embodiments for relevant points. The above described apparatus and system embodiments are merely illustrative. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art will understand and implement the present invention without undue burden.
The foregoing is merely exemplary embodiments of the present application and is not intended to limit the scope of the present application.
Claims (8)
1. A method of particulate trap soot cleaning, the method for use in a hybrid powertrain system comprising:
receiving a carbon deposit removal instruction sent by an electronic control system;
collecting a clearing load parameter, and judging whether the vehicle meets a clearing allowable condition according to the clearing load parameter, wherein the clearing load parameter comprises clearing starting power, current output power of an engine, residual electric quantity of a power battery and maximum charging power of the power battery;
when the clearing load parameter meets the clearing permission condition, calculating charging compensation power according to the current output power of the engine and the clearing starting power, and sending an instruction for permitting clearing to the electronic control system; the charging compensation power is used for controlling the engine to charge the power battery; the allowable clearing instruction is used for controlling the electronic control system to reduce the air-fuel ratio and retard the ignition angle; the carbon deposit removal instruction comprises an emergency removal instruction and a conventional removal instruction; the clearing starting power comprises a first starting power and a second starting power, and the first starting power is smaller than the second starting power; wherein the emergency purge command is sent by an engine management system when the amount of soot is greater than a first threshold; the conventional purge command is sent by the electronic control system when the amount of soot is less than a first threshold and greater than a second threshold.
2. The method of claim 1, wherein when the purge load parameter meets a purge allowed condition, the method further comprises:
a first prompt signal is sent to inform the driver that the carbon deposit is being cleared.
3. The method of claim 1, wherein when the soot cleaning command is an emergency cleaning command, the determining whether the vehicle satisfies a cleaning permission condition according to the cleaning load parameter comprises:
judging whether the residual electric quantity is smaller than a clearing electric quantity threshold value or not;
when the residual electric quantity is smaller than the clearing electric quantity threshold value, calculating the lowest compensation power according to the difference value between the first starting power and the current output power of the engine;
and judging whether the lowest compensation power is smaller than the maximum charging power of the power battery, and determining that the vehicle meets the clearance allowing condition when the difference between the first starting power and the current output power of the engine is smaller than the maximum charging power of the power battery.
4. The method of claim 1, wherein when the soot cleaning instruction is a normal cleaning instruction, the determining whether the vehicle satisfies a cleaning permission condition according to the cleaning load parameter comprises:
judging whether the residual electric quantity is smaller than a clearing electric quantity threshold value or not;
when the residual electric quantity is smaller than the clearing electric quantity threshold value, calculating the lowest compensation power according to the second starting power and the current output power of the engine;
and judging whether the lowest compensation power is smaller than the maximum charging power of the power battery, and determining that the vehicle meets the clearance allowing condition when the difference between the second starting power and the current output power of the engine is smaller than the maximum charging power of the power battery.
5. The method according to claim 3 or 4, characterized in that the method further comprises:
when the residual electric quantity is larger than the electric quantity clearing threshold value, a second prompting signal is sent out to prompt a driver to enter a pure electric driving mode;
and when the lowest compensation power is larger than the maximum charging power of the power battery, sending a third prompting signal to prompt a driver to run at a high speed and with a large load.
6. The method of claim 4, wherein when the soot cleaning command is a conventional cleaning command, the cleaning load parameter further comprises a vehicle start-stop state; the judging whether the vehicle meets the clearance allowance condition according to the clearance load parameter further comprises:
and judging whether the vehicle start-stop state is in a parking state, and determining that the vehicle does not meet the clearance allowing condition when the vehicle start-stop state is in the parking state.
7. A particle trap soot cleaning device, said device comprising:
the instruction receiving module is used for receiving a carbon deposit removal instruction sent by the electronic control system;
the parameter judging module is used for acquiring a clearing load parameter, judging whether the vehicle meets a clearing allowable condition according to the clearing load parameter, wherein the clearing load parameter comprises the current output power of the engine, the residual electric quantity of the power battery and the maximum charging power of the power battery;
the clearing starting module is used for calculating charging compensation power according to the current output power and clearing starting power of the engine when the clearing load parameter meets the clearing permission condition, and sending a clearing permission instruction to the electronic control system; the charging compensation power is used for controlling the engine to charge the power battery; the allowable clearing instruction is used for controlling the electronic control system to reduce the air-fuel ratio and retard the ignition angle; the carbon deposit removal instruction comprises an emergency removal instruction and a conventional removal instruction; the clearing starting power comprises a first starting power and a second starting power; wherein the first starting power is smaller than the second starting power; the emergency removal instruction is sent by an engine management system when the carbon deposit amount is greater than a first threshold value; the conventional purge command is sent by the electronic control system when the amount of soot is less than a first threshold and greater than a second threshold.
8. The apparatus of claim 7, wherein the parameter determination module comprises:
the electric quantity judging module is used for judging whether the residual electric quantity is smaller than a clearing electric quantity threshold value or not;
the first calculation module is used for calculating the lowest compensation power according to the difference value between the first starting power and the current output power of the engine when the residual electric quantity is smaller than the clearing electric quantity threshold value;
the second calculation module is used for calculating the lowest compensation power according to the difference value between the second starting power and the current output power of the engine when the residual electric quantity is smaller than the clearing electric quantity threshold value;
and the power judging module is used for judging whether the lowest compensation power is smaller than the maximum charging power of the power battery, and determining that the vehicle meets the clearance allowing condition when the difference between the first starting power and the current output power of the engine is smaller than the maximum charging power of the power battery.
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