CN114312741A - Method and system for performing engine thermal management based on P0 shallow mixing architecture - Google Patents
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Abstract
The invention discloses a method and a device for carrying out engine thermal management based on a P0 shallow mixing architecture, wherein the method comprises the steps of obtaining the operation condition of an engine, the DOC upstream temperature and the SOC of a battery, and requesting the charging power for charging the battery from a P0 motor to the engine when the electric quantity of the battery is less than a threshold value and the DOC upstream temperature is lower than the preset temperature until the DOC upstream temperature is higher than the preset temperature, and quitting the charging. When the engine operates at a low rotating speed working condition, the temperature of the upstream of the aftertreatment DOC is low, and the ECU controller detects that the temperature of the upstream of the DOC is low, the P0 hybrid motor is started to work, and the engine drives the P0 motor to operate to charge the battery, so that the operating load of the engine is shifted upwards, the exhaust temperature is increased, and the working condition of the high-efficiency SCR is realized.
Description
Technical Field
The invention belongs to the field of energy-saving and new energy automobiles, and particularly relates to a method and a system for performing heat management on an engine based on a P0 shallow mixing architecture.
Background
The P0 mode motor is located on the Front End Accessory Drive (FEAD) system of the engine, i.e., the inverter location on a typical vehicle. The inverter is a small generator on one and is flexibly connected with the crankshaft of the engine through a belt. When the engine runs, a small amount of energy is transmitted to the engine to drive the inverter to generate electricity. The hybrid vehicle P0 mode converts this inverter into a larger generator. Under the working condition that the State of Charge (also called State of Charge, abbreviated as SOC) of the power battery is low, the mechanical energy of the engine is converted into electric energy by the generator and stored in the power battery, so that the SOC of the power battery is improved.
Automatic start stop, micro-blend and 48V weak blend are common P0 configurations.
DOC is an abbreviation for diesel oxidation catalyst, which translates to a diesel oxidation catalyst. DOCs generally use metal or ceramic as a catalyst carrier, and the main active components in the coating are precious metals and rare metals such as platinum series and palladium series. When the tail gas of the diesel engine passes through the catalyst, HC (hydrocarbon chemical) CO (carbon monoxide) and the like can quickly carry out chemical reaction with oxygen in the tail gas at a lower temperature to generate pollution-free H2O and CO2, and the DOC achieves the aim of purifying HC and CO in the tail gas.
The difficulty encountered in the technical route of controlling the exhaust temperature by the heat release of diesel oil oxidized by DOC is that a certain temperature threshold is required for the catalytic oxidation reaction of DOC, and the exhaust temperature cannot reach the temperature for the reaction of DOC under the low-load of a diesel engine, particularly under the test cycle specified by the national six-emission regulation, so that the temperature control strategy is invalid, the emission is deteriorated, and the DPF cannot be safely and effectively regenerated.
Chinese patent "a method, apparatus and system for managing heat of exhaust temperature", publication No. CN109667680A, publication No. 2019.04.23 discloses a method, apparatus and system for managing heat of exhaust temperature, which is applied to an engine having an exhaust butterfly valve, and determines whether to perform heat management of exhaust temperature according to a temperature signal before DOC, if necessary, the opening of the exhaust butterfly valve and the number of times of near post injection are controlled according to the operating condition of the engine, mainly including the engine speed and load, and the opening control of the exhaust butterfly valve and the number of times of near post injection are cooperatively controlled to rapidly increase the temperature before DOC, so that the exhaust temperature is rapidly increased, thereby satisfying the exhaust temperature requirement when DPF based on far post injection in a cylinder is actively regenerated, and increasing the efficiency of DPF based on far post injection in a cylinder.
Chinese patent 'method and system for controlling exhaust throttle valve used for exhaust heat management', publication No. CN106150633A, published Japanese 2016.11.23 discloses a method for controlling exhaust throttle valve used for exhaust heat management, which comprises the following steps: 1) acquiring whether an engine or the whole vehicle has a braking demand; 2) if the braking demand exists, closing the exhaust throttle valve, and if the braking demand does not exist, executing the next step; 3) acquiring a temperature value of the upstream of the selective catalytic reducing agent, and sending a heat exhaust and management requirement when the acquired temperature value is not greater than a preset temperature: 4) adjusting the opening of an exhaust throttle valve to enable the exhaust gas indicating energy Q to be maximum; 5) and recovering the normal opening degree of the exhaust throttle valve until the temperature value of the upstream of the selective catalytic reducing agent is greater than the preset temperature. The exhaust throttle valve disclosed in the application not only has control during braking requirements, but also has application in the exhaust temperature heat management process, and changes the change of the waste gas indication energy Q by adjusting the opening of the exhaust throttle valve, thereby achieving the control on the exhaust temperature heat management.
In the prior art, an exhaust throttle valve is adopted for engine thermal management, although the method can effectively improve the temperature of the DOC front exhaust, the back pressure rises due to the opening of the exhaust throttle valve, and the oil consumption of an engine operating condition point rises.
Disclosure of Invention
In view of the problems in the background art, the present invention aims to provide a method and a system for performing thermal management on an engine based on a P0 shallow hybrid architecture, which has low oil consumption and no increase in back pressure.
In order to achieve the purpose, the invention provides a method for carrying out engine thermal management based on a P0 shallow mixing architecture, which is characterized by comprising the following steps: and when the electric quantity of the battery is less than a threshold value and the DOC upstream temperature is lower than a preset temperature, the P0 motor requests the charging power for charging the battery from the engine until the DOC upstream temperature is higher than the preset temperature, and the battery is not charged.
Preferably, the method specifically comprises the following steps:
s1, obtaining the operation condition of the engine: engine speed, load;
s2, acquiring a DOC upstream temperature sensor signal, and when the temperature is lower than a preset temperature inquired based on the engine operation condition in the controller, carrying out the next step;
s3, acquiring a battery SOC signal in the hybrid architecture, and sending a thermal management request when the battery electric quantity is smaller than a preset threshold;
s4, the battery requests charging and requests charging power to the engine through the P0 motor;
and S5, moving the engine operating condition point upwards, increasing the exhaust temperature until the temperature acquired by the DOC upstream temperature sensor is higher than the preset temperature, and quitting the charging request mode.
More preferably, the DOC upstream air temperature sensor is located before the DOC, and measures an exhaust gas temperature before the DOC as a determination condition for enabling active regeneration.
A system for engine thermal management based on a P0 shallow mixing architecture, comprising:
completing the vehicle;
post-treatment, treating engine exhaust;
an engine;
the P0 motor is positioned on a belt at the front end of the engine, is connected with the crankshaft through the belt, and is driven by the crankshaft to generate electricity when the engine runs;
a battery to store electrical energy;
and the controller is used for acquiring the operating condition of the engine, the upstream temperature of the aftertreatment DOC and the SOC information of the battery, and judging whether to control the P0 motor to participate in the operation or not according to the acquired information.
Preferably, when the electric quantity of the battery is smaller than a preset threshold and the DOC upstream temperature is lower than a preset temperature, a thermal management request is sent out, and the engine drives the P0 motor to charge the battery until the DOC upstream temperature is higher than the preset temperature, so that the charging is stopped.
Preferably, the P0 motor performs energy recovery in a coasting mode and a braking mode of vehicle operation.
The invention has the beneficial effects that: when the engine operates at a low rotating speed working condition, the temperature of the upstream of the aftertreatment DOC is low, and the ECU controller detects that the temperature of the upstream of the DOC is low, the P0 hybrid motor is started to work, and the engine drives the P0 motor to operate to charge the battery, so that the operating load of the engine is shifted upwards, the exhaust temperature is increased, and the working condition of the high-efficiency SCR is realized.
The P0 shallow-mixing framework disclosed in the application can not only recover energy in a braking mode and a sliding mode of the whole vehicle, but also support vehicle-mounted 48V electric equipment and carry out heat exhaust and management on an engine.
Drawings
FIG. 1 is a control flow diagram of the present invention
FIG. 2 is a schematic diagram of the engine operating load adjustment of the present invention
FIG. 3 is a schematic structural diagram of the present invention
Detailed Description
The technical solutions of the present invention (including the preferred ones) are further described in detail by way of fig. 1 to 3 and enumerating some alternative embodiments of the present invention. It is to be understood that the described embodiments are merely a few embodiments of the invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without any inventive step, are within the scope of the present invention.
The embodiments of the present invention have been presented for purposes of illustration and description, and are not intended to be exhaustive or limited to the invention in the form disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art. The embodiment was chosen and described in order to best explain the principles of the invention and the practical application, and to enable others of ordinary skill in the art to understand the invention for various embodiments with various modifications as are suited to the particular use contemplated.
The 48V Hybrid is also called Mild Hybrid (micro Hybrid), and the P0 configuration is mostly applied to the 48V micro Hybrid system at present, and is upgraded on the basis of a 12V electrical system. The hybrid power generation system mainly comprises three parts, namely BSG (motor belt driven) or ISG (integrated starter motor) +48V battery + DC/DC (transformer).
A Belt-type starting/generating integrated motor (Belt-drive Starter/Generator-BSG) is used for replacing the position of a Generator of a traditional vehicle, the structural design of the whole vehicle is adjusted slightly, and the Belt-type starting/generating integrated motor also has the functions of braking energy recovery and acceleration power assisting, supports the high-load accessories on the traditional engine to be electrically Driven, recovers energy and can supply power to 48V and 24V vehicle-mounted load parts, and further reduces the oil consumption of the whole vehicle.
The 48V motor is connected to the front end of the engine in a P0 structure, and the motor has the functions of driving and generating electricity at the same time and can be driven by the engine to generate electricity; the 48V battery is respectively connected with the 48V motor, the 48V electrical accessory and the DC/DC; the motor can be driven by a battery to output the motor torque to a transmission system to be driven in cooperation with the engine; the motor can also be driven by the engine to generate electricity, and the energy generated by braking recovery and the engine is recovered to a 48V battery to drive the motor or 48V electrical accessories; the voltage of the 48V battery can be converted from DC/DC to 24V, and is used for driving 24V electric components.
In the running process, the vehicle judges the required torque of the whole vehicle according to the operation of a driver, and when the required torque is larger than the target torque of the engine, the motor participates in driving to reduce the output torque of the engine; when the required torque is smaller than the target torque of the engine, the motor outputs negative torque and works in a power generation state, so that the actual output torque of the engine is improved; when the required torque is in a high oil consumption interval of the engine, if the torque of the motor is not enough to enable the torque of the engine to be increased to be outside the high oil consumption interval, driving the engine, and not participating in work in the year; the actual output torque of the engine is closer to the target torque interval by the electrode driving or power generation, so that the purpose of reducing the oil consumption is achieved.
The DOC needs a certain temperature threshold value for catalytic oxidation reaction, and the exhaust temperature cannot reach the DOC reaction temperature under low and medium loads of the diesel engine, particularly under the test cycle specified by the national emission regulation, so that the temperature control strategy fails, and finally, the emission is deteriorated, and the DPF cannot be safely and effectively regenerated.
The invention discloses a method for carrying out engine thermal management based on a P0 shallow mixing framework, which is applied to a whole vehicle with the shallow mixing framework, and is used for requesting charging power for a battery from an engine by a P0 motor when the battery electric quantity is less than a threshold value and the DOC upstream temperature is lower than a preset temperature after the engine operation condition, the DOC upstream temperature and the battery SOC are obtained, and stopping charging until the DOC upstream temperature is higher than the preset temperature. Therefore, the motor P0 driven by the engine is charged, the load of the engine is increased, the operating condition point of the engine is moved upwards, the exhaust temperature is increased, and the exhaust temperature is further increased, so that the DOC reaction temperature is increased to an ideal interval.
The existing heat management methods are as follows:
firstly, performing heat exhaust and management by using an exhaust throttle valve;
1) acquiring a temperature value of the upstream of the selective catalytic reducing agent, and sending a heat exhaust and management requirement when the acquired temperature value is not greater than a preset temperature:
2) adjusting the opening of an exhaust throttle valve to enable the exhaust gas indicating energy Q to be maximum;
3) and recovering the normal opening degree of the exhaust throttle valve until the temperature value of the upstream of the selective catalytic reducing agent is greater than the preset temperature.
The first exhaust temperature heat management method can cause the exhaust back pressure to be obviously increased, and the fuel economy of the engine is deteriorated.
Secondly, heat removal and management are carried out by utilizing an air inlet throttle valve:
1) acquiring a temperature value of the upstream of the selective catalytic reducing agent, and sending a heat exhaust and management requirement when the acquired temperature value is not greater than a preset temperature:
2) adjusting the opening of an air inlet throttle valve to enable the waste gas indicating energy Q to be maximum;
3) and recovering the normal opening degree of the air inlet throttle valve until the temperature value of the upstream of the selective catalytic reducing agent is greater than the preset temperature.
The second exhaust heat management mode is equivalent to neck clamping, the air inlet throttle valve is closed to be small, the air inlet of an air inlet main pipe of the engine is limited, airflow cannot normally enter a cylinder, the air quantity is insufficient, combustion is deteriorated, and although the exhaust temperature is improved, the combustion economy of the engine is also deteriorated.
In the braking process of the vehicle, the P0 motor normally recovers energy and stores the energy in the battery, and when the electric quantity of the battery is less than the threshold value and the temperature upstream of the DOC is lower than the preset temperature, the P0 motor requests the charging power for charging the battery from the engine.
The engine operation load is increased, the output power is used for driving the whole vehicle to advance and charging the battery, the engine load is increased, the temperature before the vortex is increased, meanwhile, the power which is needed to be done is stored in the battery, the energy waste can not be caused, and particularly when the engine operates at a lower load, the load increase can greatly improve the fuel economy; meanwhile, the system device does not influence the arrangement of the whole vehicle and the increase of the cost of additional parts;
the motor requests a charging mode until the temperature upstream of the DOC is greater than a preset temperature, and charging is stopped.
For the purpose of only illustrating the present invention, as shown in fig. 1, the method for performing engine thermal management based on a P0 shallow hybrid architecture of the present invention specifically includes the following steps:
s1, obtaining the operation condition of the engine: engine speed, load;
s2, acquiring a DOC upstream temperature sensor signal, and when the temperature is lower than a preset temperature inquired based on the engine operation condition in the controller, carrying out the next step; it is noted that the comparison is that the currently obtained temperature is compared with the preset temperature under the current operating condition of the engine; the DOC upstream air temperature sensor is positioned in front of the DOC and used for measuring the exhaust temperature in front of the DOC as a judgment condition for performing active regeneration.
S3, acquiring a battery SOC signal in the hybrid architecture, judging whether the battery electric quantity is smaller than a threshold value, and sending a thermal management request when the battery electric quantity is smaller than a preset threshold value;
s4, the battery requests charging and requests charging power to the engine through the P0 motor;
and S5, moving the engine operating condition point upwards, increasing the exhaust temperature until the temperature acquired by the DOC upstream temperature sensor is higher than the preset temperature, and quitting the charging request mode.
So, when the engine operation again low rotational speed operating mode, aftertreatment DOC upstream temperature is low, and the controller detects DOC upstream temperature when low, then opens P0 motor and participates in work, and the engine drives P0 motor operation and charges for the battery, so, engine operation load shifts up, and exhaust temperature rises to make DOC reaction temperature rise to the ideal interval, realize high-efficient SCR's operating condition.
As shown in fig. 3, the system for engine thermal management based on P0 shallow hybrid architecture of the present invention is characterized by comprising: the whole vehicle, the post-processing, the engine, the controller, the P0 motor and the battery
Post-treatment, treating engine exhaust;
the P0 motor is positioned on a belt at the front end of the engine, is connected with the crankshaft through the belt, and is driven by the crankshaft to generate electricity when the engine runs;
a battery to store electrical energy;
and the controller is used for acquiring the operating condition of the engine, the upstream temperature of the aftertreatment DOC and the SOC information of the battery, and judging whether to control the P0 motor to participate in the operation or not according to the acquired information.
When the electric quantity of the battery is smaller than a preset threshold value and the DOC upstream temperature is lower than a preset temperature, a heat management request is sent out, the engine drives the P0 motor to charge the battery, and charging is quit until the DOC upstream temperature is higher than the preset temperature. Therefore, the P0 motor participates in the heat management mode, the operating condition point of the engine is moved upwards due to the addition of the P0 motor, the exhaust temperature of the engine is increased, the DOC reaction temperature is increased to an ideal interval, and the working condition of the efficient SCR is realized.
Under the sliding mode and the braking mode of the whole vehicle running, the P0 motor recovers energy.
The P0 motor is a BSG motor. The battery and the BSG motor can support 48V vehicle-mounted electric equipment of the whole vehicle.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; 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 by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. 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. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
It will be understood by those skilled in the art that the foregoing is only a preferred embodiment of the present invention, and is not intended to limit the invention, and any modification, combination, replacement, or improvement made within the spirit and principle of the present invention is included in the scope of the present invention.
Claims (6)
1. A method for carrying out engine thermal management based on a P0 shallow mixing architecture is characterized by comprising the following steps: and when the electric quantity of the battery is less than a threshold value and the DOC upstream temperature is lower than a preset temperature, the P0 motor requests the charging power for charging the battery from the engine until the DOC upstream temperature is higher than the preset temperature, and the battery is not charged.
2. The method for engine thermal management based on a P0 shallow hybrid architecture of claim 1, wherein: the method specifically comprises the following steps:
s1, obtaining the operation condition of the engine: engine speed, load;
s2, acquiring a DOC upstream temperature sensor signal, and when the temperature is lower than a preset temperature inquired based on the engine operation condition in the controller, carrying out the next step;
s3, acquiring a battery SOC signal in the hybrid architecture, and sending a thermal management request when the battery electric quantity is smaller than a preset threshold;
s4, the battery requests charging and requests charging power to the engine through the P0 motor;
and S5, moving the engine operating condition point upwards, increasing the exhaust temperature until the temperature acquired by the DOC upstream temperature sensor is higher than the preset temperature, and quitting the charging request mode.
3. The method for engine thermal management based on the P0 shallow hybrid architecture of claim 2, wherein: the DOC upstream air temperature sensor is positioned in front of the DOC and used for measuring the exhaust temperature in front of the DOC as a judgment condition for performing active regeneration.
4. The system for issuing the thermal management of the engine based on the P0 shallow mixing architecture is applied to any one of claims 1-3, and is characterized by comprising the following steps:
completing the vehicle;
post-treatment, treating engine exhaust;
an engine;
the P0 motor is positioned on a belt at the front end of the engine, is connected with the crankshaft through the belt, and is driven by the crankshaft to generate electricity when the engine runs;
a battery to store electrical energy;
and the controller is used for acquiring the operating condition of the engine, the upstream temperature of the aftertreatment DOC and the SOC information of the battery, and judging whether to control the P0 motor to participate in the operation or not according to the acquired information.
5. The system for engine thermal management based on the P0 shallow hybrid architecture of claim 4, wherein: when the electric quantity of the battery is smaller than a preset threshold value and the DOC upstream temperature is lower than a preset temperature, a heat management request is sent out, the engine drives the P0 motor to charge the battery, and charging is quit until the DOC upstream temperature is higher than the preset temperature.
6. The system for engine thermal management based on the P0 shallow hybrid architecture of claim 4, wherein: under the sliding mode and the braking mode of the whole vehicle running, the P0 motor recovers energy.
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| CN115891966A (en) * | 2023-02-15 | 2023-04-04 | 潍柴动力股份有限公司 | DPF parking regeneration control method for hybrid electric vehicle and vehicle |
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