CN114763772B - Method and device for protecting particle catcher - Google Patents

Method and device for protecting particle catcher Download PDF

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Publication number
CN114763772B
CN114763772B CN202110034568.5A CN202110034568A CN114763772B CN 114763772 B CN114763772 B CN 114763772B CN 202110034568 A CN202110034568 A CN 202110034568A CN 114763772 B CN114763772 B CN 114763772B
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China
Prior art keywords
engine
current
torque
misfire rate
running
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CN202110034568.5A
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Chinese (zh)
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CN114763772A (en
Inventor
战金程
高敏
赵旭亮
单红艳
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Great Wall Motor Co Ltd
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Great Wall Motor Co Ltd
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Priority to CN202110034568.5A priority Critical patent/CN114763772B/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/02—Cutting-out
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0812—Particle filter loading
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1015—Engines misfires
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/26—Control of the engine output torque by applying a torque limit
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

The application discloses a method and a device for protecting a particle catcher, and relates to the technical field of vehicles. The method comprises the following steps: acquiring the running rotating speed and running torque of the engine in the current state and the current misfire rate of the engine in the engine starting state; determining a misfire rate threshold value causing damage to the catalyst according to the operation rotating speed and the operation torque, and determining the current temperature and the current carbon quantity in the particle catcher; and under the condition that the misfire rate of the engine is larger than or equal to the preset percentage of the misfire rate threshold value and the current temperature and the current carbon quantity meet the preset damage condition of the particle catcher, reducing the running torque of the engine, and entering into the step of acquiring the running rotating speed and the running torque of the engine in the current state and the current misfire rate of the engine. According to the application, through reducing the running torque of the engine, fresh air is reduced to enter the particle catcher, the possibility of damage caused by combustion of the particle catcher is reduced, and the particle catcher is protected.

Description

Method and device for protecting particle catcher
Technical Field
The application relates to the technical field of vehicles, in particular to a method and a device for protecting a particle catcher.
Background
In the structure of a vehicle, an engine cylinder is a cylindrical metal member that guides a piston to reciprocate linearly in the cylinder, and air and fuel undergo combustion reactions in the engine cylinder to convert thermal energy into mechanical energy, thereby causing the vehicle to move. And the exhaust gas generated by combustion in the cylinder enters the catalyst, and catalytic combustion reaction occurs in the catalyst, so that the exhaust gas is converted into harmless substances and then enters the atmosphere through the particle catcher. Since harmless substances are often mixed with particulate matters, the particulate matters generated after combustion can be captured by the particulate trap and regenerated and combusted under proper conditions, so that the particulate matters are prevented from polluting the environment.
In the prior art, the engine frequently generates a fire phenomenon, and the fire refers to a combustion adverse event generated in a cylinder due to phenomena such as ignition, fuel metering, poor compression and the like. The misfire phenomenon causes poor combustion of fuel and air in the cylinder, which increases unburned air and fuel discharged into the catalyst. When a combustion exothermic reaction occurs in the catalyst, the temperature of the catalyst increases. If the misfire phenomenon is serious to a certain extent, for example, when the misfire rate of the cylinder reaches 5% -25%, the exothermic reaction of combustion occurring in the catalyst will cause the temperature of the catalyst to be too high, resulting in high-temperature damage of the catalyst. In order to avoid high-temperature damage of the catalyst, when the fire rate reaches 5% -25%, cylinder breaking operation, such as oil supply stopping, is usually performed on a cylinder with the fire phenomenon, so that fresh air only enters the catalyst, and high-temperature damage of the catalyst is avoided.
However, in the process of implementing the present application, the inventors found that at least the following problems exist in the prior art:
After the cylinder with poor combustion is broken, a large amount of fresh air enters the particle catcher although the catalyst is protected, and a large amount of fresh air and carbon particles trapped by the particle catcher undergo combustion reaction, so that the particle catcher may be damaged.
Disclosure of Invention
In view of the foregoing, the present application is directed to a method and an apparatus for protecting a particle catcher, so as to solve the problem that a large amount of fresh air enters the particle catcher due to cylinder breaking operation in the prior art, so that the particle catcher may be burned and damaged.
In order to achieve the above purpose, the technical scheme of the application is realized as follows:
In a first aspect, an embodiment of the present application provides a method for protecting a particle trap, the method comprising:
acquiring the running rotating speed and the running torque of the engine in the current state and the current misfire rate of the engine in the engine starting state;
determining a misfire rate threshold value causing damage to the catalyst according to the operating speed and the operating torque, and determining the current temperature and the current carbon quantity in the particle catcher;
And under the condition that the misfire rate of the engine is larger than or equal to the preset percentage of the misfire rate threshold value and the current temperature and the current carbon quantity meet the preset particle catcher damage condition, reducing the running torque of the engine, and entering into the step of acquiring the running rotating speed and the running torque of the engine in the current state and the current misfire rate of the engine.
Optionally, the method further comprises:
judging whether the operation for reducing the running torque of the engine is performed or not under the condition that the misfire rate of the engine is smaller than the preset percentage of the misfire rate threshold value;
Locking the current execution torque if there is an operation to execute the operation to reduce the operation torque of the engine;
If there is no operation to perform the operation of reducing the operating torque of the engine, the variation of the operating torque is not limited.
Optionally, the method further comprises:
Judging whether the operation for reducing the running torque of the engine is executed or not under the condition that the misfire rate of the engine is larger than or equal to a preset percentage of the misfire rate threshold value and the current temperature and the current carbon quantity are not in accordance with a preset particle catcher damage condition;
Locking the current execution torque if there is an operation to execute the operation to reduce the operation torque of the engine;
If there is no operation to perform the operation of reducing the operating torque of the engine, the variation of the operating torque is not limited.
Optionally, after the locking the current execution torque, the method further includes:
Judging whether the misfire rate of the engine is greater than or equal to the misfire rate threshold value;
And if the misfire rate of the engine is greater than or equal to the misfire rate threshold value, executing cylinder breaking operation.
Optionally, the current temperature and the current carbon amount meet a preset particle trap damage condition, including: the combination of the current temperature and the current carbon quantity is matched with a preset particle catcher damage point table; wherein, preset particle trap damage point table includes: a combination of temperature and carbon quantity to indicate damage to the particle trap.
Optionally, the determining the current temperature and the current carbon amount in the particle trap according to the operation rotating speed and the operation torque includes:
Determining the current temperature inside the particle catcher by utilizing a temperature model according to the running rotating speed and the running torque;
And determining the current carbon quantity in the particle catcher by utilizing a carbon quantity model according to the running rotating speed and the running torque.
Optionally, the method further comprises:
Acquiring the temperature of cooling liquid of the engine;
inquiring a corresponding relation table according to the temperature, and determining a corresponding carbon quantity correction factor at the temperature; wherein, the corresponding relation table stores the corresponding relation between the temperature of the cooling liquid and the carbon quantity correction factor;
Determining the carbon quantity of the combustion in the particle catcher at present by utilizing a combustion model according to the running rotating speed and the running torque;
And correcting the current carbon quantity of the particle catcher according to the carbon quantity correction factor and the carbon quantity of the particle catcher in which combustion occurs currently.
In a second aspect, embodiments of the present application further provide an apparatus for protecting a particle trap, the apparatus comprising:
the acquisition module is used for acquiring the running rotating speed and the running torque of the engine in the current state and the current misfire rate of the engine in the engine starting state;
The determining module is used for determining a misfire rate threshold value causing the damage of the catalyst according to the running rotating speed and the running torque, and determining the current temperature and the current carbon quantity in the particle catcher;
the adjusting module is used for reducing the running torque of the engine and entering into the step of obtaining the running rotating speed and the running torque of the engine in the current state and the current misfire rate of the engine under the condition that the misfire rate of the engine is larger than or equal to the preset percentage of the misfire rate threshold value and the current temperature and the current carbon quantity meet the preset damage condition of the particle catcher.
In a third aspect, an embodiment of the present application further provides an electronic device, including a processor, a memory, and a program or instructions stored on the memory and executable on the processor, where the program or instructions, when executed by the processor, implement the steps of the method for protecting a particle trap described above.
In a fourth aspect, embodiments of the present application also provide a readable storage medium having stored thereon a program or instructions that when executed by a processor perform the steps of the aforementioned method of protecting a particle trap.
In summary, in the method for protecting the particle catcher provided by the embodiment of the application, the running rotating speed and the running torque of the engine in the current state and the current misfire rate of the engine are obtained in the engine starting state, and then the misfire rate threshold value causing the damage of the catalyst is determined and the current temperature and the current carbon quantity in the particle catcher are determined according to the running rotating speed and the running torque. Further, when the misfire rate of the engine is greater than or equal to a preset percentage of the misfire rate threshold value, and the current temperature and the current carbon amount meet a preset particle trap damage condition, the running torque of the engine is reduced, so that the exhaust temperature of the engine is reduced, fresh air entering the particle trap is reduced, and the possibility of damage to the particle trap is reduced. And after the running torque of the engine is reduced, the steps of obtaining the running rotating speed and the running torque of the engine in the current state and the current fire rate of the engine are re-entered to judge whether the current particle catcher has damage possibility or not. And when the conditions are met, the running torque is continuously reduced, so that the damage possibility of the particle catcher is continuously reduced, and the particle catcher is further protected. Even if the cylinder breaking operation is performed later, the possibility of the particle trap being burned out is not high because the torque has been reduced in advance, and the particle trap is still protected.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application. In the drawings:
FIG. 1 is a flow chart of a method for protecting a particle catcher provided by an embodiment of the present application;
FIG. 2 is a flow chart of another method for protecting a particle catcher provided in an embodiment of the present application;
FIG. 3 is a block diagram illustrating an apparatus for protecting a particle catcher according to an embodiment of the present application;
Fig. 4 is a block diagram of an electronic device according to an embodiment of the present application;
fig. 5 is a schematic hardware structure of an electronic device according to an embodiment of the present application.
Detailed Description
The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
Referring to fig. 1, a flowchart of a method for protecting a particle trap is shown.
Step 101: acquiring the running rotating speed and the running torque of the engine in the current state and the current misfire rate of the engine in the engine starting state;
Specifically, when the driver starts the engine with a key such that the engine is in a started state, the vehicle ECU (electronic control unit) acquires the running rotational speed, running torque, and misfire rate of the cylinders of the engine in the current state. Wherein the misfire rate is a percentage of the total combustion cylinder events that the misfire occurred.
Step 102: determining a misfire rate threshold value causing damage to the catalyst according to the operating speed and the operating torque, and determining the current temperature and the current carbon quantity in the particle catcher;
in the embodiment of the application, a corresponding relation table of the running rotating speed, the running torque and the fire rate threshold value causing the damage of the catalyst is prestored in the vehicle ECU. Illustratively, the following table 1 shows:
TABLE 1
As can be seen from table 1, different operating speeds, operating torques correspond to different misfire threshold values that lead to catalyst failure. The vehicle ECU is also provided with a temperature model and a carbon quantity model in advance.
Specifically, the ECU may query the above table 1 according to the obtained operation speed and operation torque of the transmitter in the current state, so as to determine that the catalyst may be damaged when the combustion cylinder event in which the misfire occurs in the cylinder of the engine reaches the percentage of the total combustion cylinder event at the current operation speed and operation torque, that is, determine the misfire rate threshold value that may cause the catalyst to be damaged. And the vehicle ECU can utilize the temperature model and the carbon quantity model, takes the acquired running rotating speed and the running torque as input, and determines the current temperature and the current carbon quantity in the particle catcher.
Step 103: and under the condition that the misfire rate of the engine is larger than or equal to the preset percentage of the misfire rate threshold value and the current temperature and the current carbon quantity meet the preset particle catcher damage condition, reducing the running torque of the engine, and entering into the step of acquiring the running rotating speed and the running torque of the engine in the current state and the current misfire rate of the engine.
In the embodiment of the application, the obtained misfire rate of the engine is compared with a preset percentage of the determined misfire rate threshold value which causes the damage of the catalyst. Wherein the preset percentage of the misfire rate threshold value may be set to 85% of the misfire threshold value. The person skilled in the art can set other preset percentages according to actual needs, as long as the preset percentages set are satisfied to be able to characterize the state of the catalyst that is about to be damaged but not yet damaged. The predetermined particle catcher damage condition is a condition that causes damage to the particle catcher after the predetermined cylinder breaking operation is performed.
Specifically, when the current misfire rate of the engine is greater than or equal to a preset percentage of the misfire rate threshold value, it is indicated that the current misfire rate of the engine is enough to cause damage to the catalyst, and the catalyst has a possibility of damage, which indicates that a cylinder deactivation operation needs to be performed with a high probability later, and the cylinder deactivation operation causes a large amount of fresh air to enter the particle trap, so that the particle trap also has a possibility of damage. That is, when the current misfire rate of the engine is greater than or equal to a preset percentage of the misfire rate threshold value, the current particle trap is indicated as having a likelihood of being damaged. Meanwhile, when the current temperature and the current carbon quantity in the particle catcher meet the preset conditions for causing damage to the particle catcher after the cylinder breaking operation is performed, the particle catcher is damaged once the cylinder breaking operation is performed on the cylinder of the engine subsequently for the current temperature and the carbon quantity in the particle catcher. Therefore, when the above two conditions are satisfied at the same time, the vehicle ECU performs an operation of reducing the running torque of the engine in order to avoid damage to the particulate trap. As the operating torque of the engine is reduced, fresh air entering the particle trap is reduced, and the possibility of damage caused by combustion within the particle trap is reduced.
In the embodiment of the application, when the running torque of the engine is reduced, the running torque is reduced by a preset amplitude, for example, the running torque is reduced by 100N/M each time. Each time the engine operating torque is reduced, step 101 is re-entered to make a further determination. Specifically, when the operation torque of the engine is reduced once, the operation speed of the engine in the current state needs to be re-acquired, and the re-acquired operation torque of the engine in the current state, that is, the operation torque reduced according to the preset amplitude, is required to be re-determined, so that the misfire rate threshold value causing the damage of the catalyst is re-determined according to the table 1, the current temperature and the carbon quantity of the particle catcher are determined, and the judgment process of the current misfire rate of the subsequent engine and the preset percentage of the misfire rate threshold value is performed. Obviously, after the running torque of the engine is reduced for a plurality of times by the preset amplitude, if the condition that the fire rate of the engine is larger than or equal to the preset percentage of the fire rate threshold value and the current temperature and the current carbon quantity meet the preset damage condition of the particle catcher is not met when the current fire rate of the engine is compared with the preset percentage of the fire rate threshold value at a certain time, the possibility that the particle catcher is not burnt is indicated, and the operation of reducing the running torque of the engine is not needed to be executed. That is, at least once after torque reduction, a large amount of fresh air is not introduced into the particle trap, so that the particle trap is prevented from being burnt and damaged.
In summary, in the method for protecting the particle catcher provided by the embodiment of the application, the running rotating speed and the running torque of the engine in the current state and the current misfire rate of the engine are obtained in the engine starting state, and then the misfire rate threshold value causing the damage of the catalyst is determined and the current temperature and the current carbon quantity in the particle catcher are determined according to the running rotating speed and the running torque. Further, when the misfire rate of the engine is greater than or equal to a preset percentage of the misfire rate threshold value, and the current temperature and the current carbon amount meet a preset particle trap damage condition, the running torque of the engine is reduced, so that the exhaust temperature of the engine is reduced, fresh air entering the particle trap is reduced, and the possibility of damage to the particle trap is reduced. And after the running torque of the engine is reduced, the steps of obtaining the running rotating speed and the running torque of the engine in the current state and the current fire rate of the engine are re-entered to judge whether the current particle catcher has damage possibility or not. And when the conditions are met, the running torque is continuously reduced, so that the damage possibility of the particle catcher is continuously reduced, and the particle catcher is further protected. Even if the cylinder breaking operation is performed later, the possibility of the particle trap being burned out is not high because the torque has been reduced in advance, and the particle trap is still protected.
Referring to fig. 2, a flow chart of another method of protecting a particle trap provided by an embodiment of the present application is shown.
Step 201: acquiring the running rotating speed and the running torque of the engine in the current state and the current misfire rate of the engine in the engine starting state;
In the embodiment of the present application, the implementation process of step 201 is referred to the foregoing step 101, and will not be repeated. Step 202: determining a misfire rate threshold value causing damage to the catalyst according to the operating speed and the operating torque, and determining the current temperature and the current carbon quantity in the particle catcher;
In the embodiment of the present application, the implementation process of determining the misfire rate threshold value that causes the catalyst to be damaged according to the operation speed and the operation torque may refer to step 102, and will not be described herein. And the realization process of determining the current temperature and the current carbon quantity in the particle catcher according to the running rotating speed and the running torque can be realized through the following substeps:
Sub-step 2021: determining the current temperature inside the particle catcher by utilizing a temperature model according to the running rotating speed and the running torque;
Specifically, after the running rotational speed and the running torque of the engine in the current state are obtained, the running rotational speed and the running torque are input into a temperature model preset in the vehicle ECU, so that after the temperature model converts the running rotational speed according to the running torque, the temperature of an engine exhaust outlet can be determined according to data such as the running rotational speed, the running load, the exhaust flow and the ignition efficiency of the engine, the determined temperature of the engine exhaust outlet is corrected by utilizing a heat conduction coefficient and an environment heat dissipation coefficient of an engine exhaust pipeline, and the current temperature inside the particle catcher is obtained by adopting a first-order time filtering algorithm. Wherein, each coefficient can be obtained by the vehicle ECU.
Sub-step 2022: and determining the current carbon quantity in the particle catcher by utilizing a carbon quantity model according to the running rotating speed and the running torque.
Specifically, after the running rotational speed and the running torque of the engine in the current state are obtained, the running rotational speed and the running torque are input into a carbon quantity model preset in the vehicle ECU, and the carbon quantity model is made to determine the carbon quantity in the particle catcher from the starting of the engine to the current moment by adopting the following formula:
Wherein 1.18478 is the exhaust gas density when the gas is converted from 0 ℃ to 25 ℃; msabg _w is the exhaust flow, which can be derived from the operating speed and operating torque; MS_483 carbon bulk density the carbon bulk density can be measured using an apparatus for measuring particle bulk density from AVL company (List). It should be noted that, the process of obtaining the exhaust flow from the operation rotational speed and the operation torque is only required to refer to the prior art, and will not be described herein.
In an embodiment of the present application, the current amount of carbon within the particle trap determined in sub-step 2022 is only the amount of carbon determined under theoretical conditions. In practical application, the engine is provided with cooling liquid, the cooling liquid can be used for cooling the cylinder and the catalyst which are subjected to combustion reaction in the engine, the temperature of the cooling liquid can influence the temperature of the cylinder and the catalyst, the temperature in the cylinder and the catalyst can influence the atomization effect of fuel, when the atomization effect is poor, the fuel is not combusted sufficiently, the carbon yield is additionally increased, and then the carbon quantity captured by the particle catcher is also increased. In addition, for the particle catcher, as a certain amount of carbon is captured by the particle catcher, and a certain small amount of air enters the particle catcher, a slow and small amount of combustion reaction occurs in the particle catcher, and the carbon amount in the particle catcher is also influenced.
To improve the accuracy of determining the current carbon amount of the particle trap, after step 2022, an embodiment of the present application optionally further comprises the sub-steps of:
Sub-step 2023: acquiring the temperature of cooling liquid of the engine;
specifically, the temperature of the coolant of the engine in the current state may be acquired by the vehicle ECU.
Sub-step 2024: inquiring a corresponding relation table according to the temperature, and determining a corresponding carbon quantity correction factor at the temperature; wherein, the corresponding relation table stores the corresponding relation between the temperature of the cooling liquid and the carbon quantity correction factor;
In the embodiment of the application, a corresponding relation table of the temperature of engine cooling liquid and the carbon quantity correction factor is prestored in a vehicle ECU, and different cooling liquid temperatures correspond to different carbon quantity correction factors. It should be noted that, the correspondence between the engine coolant temperature and the carbon quantity correction factor may be obtained by a person skilled in the art through simulation experiments in advance. Illustratively, the following table 2 shows the correspondence relationship between the temperature of the coolant and the carbon amount correction factor:
Temperature of the cooling liquid -30.040 -25.040 -20.040 -10.040 0.060 10.060 20.060 40.060 50.060 80.06
Carbon quantity correction factor 432.000 335.000 180.000 144.000 90.000 50.375 21.625 5.375 1.813 1.000
TABLE 2
Sub-step 2025: determining the carbon quantity of the combustion in the particle catcher at present by utilizing a combustion model according to the running rotating speed and the running torque;
In the embodiment of the application, a combustion model is preset in the vehicle ECU as well, so as to determine the carbon quantity of the combustion inside the particle catcher at present. Specifically, after the operating speed and the operating torque are input into the combustion model, the combustion model can output the carbon amount of the particle trap inside which combustion currently occurs.
The temperature model, the carbon quantity model and the combustion model in the embodiment of the application are all built in advance on the engine bench dynamometer by a person skilled in the art, and the building method of each model is only needed by referring to the prior art, so that the application is not limited.
Sub-step 2026: and correcting the current carbon quantity of the particle catcher according to the carbon quantity correction factor and the carbon quantity of the particle catcher in which combustion occurs currently.
Specifically, the current carbon amount of the modified particle trap may be expressed as follows:
Corrected current carbon amount=d×current carbon amount-burned carbon amount;
wherein d is a carbon quantity correction factor;
after correcting the current carbon amount, the corrected carbon amount can be used as the current carbon amount in the final particle catcher.
In the embodiment of the invention, after the current misfire rate of the engine and the misfire rate threshold value causing the damage of the catalyst are obtained, whether the misfire rate of the engine is larger than or equal to the preset percentage of the misfire rate threshold value can be judged. Meanwhile, after the current temperature and the current carbon quantity inside the particle catcher are determined, whether the current temperature and the current carbon quantity meet the preset damage condition of the particle catcher or not can be judged. That is, by judging the above two conditions, it is determined whether the particle catcher is likely to be damaged.
Specifically, in determining whether the above two conditions are satisfied, there are several judgment cases:
optionally, the first case is:
Step 203: reducing the running torque of the engine under the condition that the misfire rate of the engine is larger than or equal to the preset percentage of the misfire rate threshold value and the current temperature and the current carbon quantity meet the preset damage condition of the particle catcher, and entering into the step of acquiring the running rotating speed and the running torque of the engine in the current state and the current misfire rate of the engine;
In the embodiment of the application, the preset damage conditions of the particle catcher are as follows: after a cylinder deactivation operation is performed on the catalyst, a combination of temperature and carbon content can result in damage to the particle trap. Specifically, a person skilled in the art may employ a real misfire simulation experiment of the particle trap, determine all combinations of temperatures and carbon amounts that can cause damage to the particle trap after performing the cylinder breaking operation, and store all determined combinations of temperatures and carbon amounts in the vehicle ECU in advance as a particle trap damage point table.
Specifically, the current temperature and the current carbon amount meet the preset particle catcher damage condition as follows: the combination of the current temperature and the current carbon quantity is matched with a preset particle catcher damage point table; the preset particle catcher damage point table comprises: for indicating the combination of temperature and carbon content of the particle trap damage. The determined current temperature and the current carbon quantity of the particle catcher are taken as a to-be-detected combination, and the to-be-detected combination is matched with a preset particle catcher damage point table. If the same damage point combination can be found in the particle catcher damage point table, the current temperature and the current carbon quantity accord with the preset particle catcher damage condition; if the same damage point combination cannot be found in the particle catcher bad point table, the current temperature and the current carbon quantity do not accord with the preset particle catcher damage condition.
In the embodiment of the present application, the implementation process of step 203 is referred to the aforementioned step 103, and will not be described herein.
Optionally, the second case is:
Step 204: judging whether the operation for reducing the running torque of the engine is executed or not under the condition that the misfire rate of the engine is larger than or equal to a preset percentage of the misfire rate threshold value and the current temperature and the current carbon quantity are not in accordance with a preset particle catcher damage condition;
specifically, in the case where the misfire rate of the engine is greater than or equal to a preset percentage of the misfire rate threshold value, for example, when the misfire rate of the engine is greater than or equal to 85% of the misfire rate threshold value, it is indicated that the current severity of the misfire of the engine is immediately about to cause the catalyst to be damaged, and once the misfire rate reaches the misfire rate threshold value, a cylinder breaking operation is performed on a cylinder of the engine, and the cylinder breaking operation may cause a large amount of fresh air to enter the particle catcher, so that the particle catcher may be damaged. That is, the particulate trap has a potential to be damaged in the event that the misfire rate of the engine is greater than or equal to a preset percentage of the misfire rate threshold value. Meanwhile, when the current temperature inside the particle catcher and the current carbon quantity do not meet the preset damage condition of the particle catcher, the particle catcher is provided with the possibility of being damaged, but at the current temperature, a large amount of fresh air enters the particle catcher even after the operation of the following breaking cylinder, and the current carbon quantity is insufficient to cause damage of the particle catcher although the current carbon quantity and the large amount of fresh air can undergo combustion reaction. Therefore, the vehicle ECU continues to determine whether there is an operation of reducing the running torque of the engine to perform a different response.
Step 205: locking the current execution torque if there is an operation to execute the operation to reduce the operation torque of the engine;
Specifically, if it is determined that the operation of reducing the engine torque has been previously performed by the vehicle ECU, it is indicated that there has been a case where "the misfire rate of the engine is greater than or equal to the preset percentage of the misfire rate threshold value" and the current temperature and the current carbon amount meet the preset particle trap damage condition "at least once before. For particle traps, whether the torque was reduced once or multiple times before, the particle trap has a potential for possible damage before. After the running torque is reduced, it is determined in step 204 that the current particle catcher will not be damaged. That is, the current execution torque can prevent the particle catcher from being damaged after the current running torque is reduced. Thus, the vehicle ECU locks the current execution torque to maintain the current execution torque unchanged to leave the particle trap in a stable and continuously contained state.
Step 206: if there is no operation to perform the operation of reducing the operating torque of the engine, the variation of the operating torque is not limited.
Specifically, if it is determined that the operation of reducing the running torque of the engine has not been performed before the vehicle ECU, it is indicated that there has not been a case where "the misfire rate of the engine is greater than or equal to the preset percentage of the misfire rate threshold value" and the current temperature and the current carbon amount meet the preset particle trap damage condition "has not been satisfied before. That is, the particle trap has no possibility of damage throughout the engine start-up state, i.e., the particle trap itself is in a safe state. Therefore, the vehicle ECU does not need to limit the variation in running torque, and the driver can normally drive the vehicle.
Optionally, the third case is:
step 207: judging whether the operation for reducing the running torque of the engine is performed or not under the condition that the misfire rate of the engine is smaller than the preset percentage of the misfire rate threshold value;
Specifically, in the case where the misfire rate of the engine is smaller than a preset percentage of the misfire rate threshold value, for example, when the misfire rate of the engine is smaller than 85% of the misfire rate threshold value, it is indicated that the current misfire degree of the engine is insufficient to cause damage to the catalyst, and when there is no possibility that the catalyst is damaged, there is no cylinder breaking operation performed, and accordingly, a large amount of fresh air does not enter the particle catcher to damage the particle catcher. That is, in the event that the misfire rate of the engine is less than a preset percentage of the misfire rate threshold value, it is interpreted that the particle trap is completely safe, with no possibility of being damaged. At this time, the vehicle ECU continues to determine whether there is an operation of reducing the running torque of the engine performed.
Step 208: locking the current execution torque if there is an operation to execute the operation to reduce the operation torque of the engine;
Specifically, if it is determined that the operation of reducing the engine torque has been previously performed by the vehicle ECU, it is indicated that there has been a case where "the misfire rate of the engine is greater than or equal to the preset percentage of the misfire rate threshold value" and the current temperature and the current carbon amount meet the preset particle trap damage condition "at least once before. For particle traps, whether the torque was reduced once or multiple times before, the particle trap has a potential for possible damage before. After the running torque is reduced, it is determined in step 207 that the current particle trap is not likely to be damaged. Thus, the vehicle ECU locks the current execution torque to maintain the current execution torque unchanged to leave the particle trap in a stable and continuously contained state.
Step 209: if there is no operation to perform the operation of reducing the operating torque of the engine, the change in the operating torque is not limited;
Specifically, if it is determined that the operation of reducing the running torque of the engine has not been performed before the vehicle ECU, it is indicated that there has not been a case where "the misfire rate of the engine is greater than or equal to the preset percentage of the misfire rate threshold value" and the current temperature and the current carbon amount meet the preset particle trap damage condition "has not been satisfied before. That is, the particle trap is always in a safe state during operation of the engine. Therefore, the vehicle ECU does not need to limit the variation in running torque, and the driver can normally drive the vehicle.
Step 210: judging whether the misfire rate of the engine is greater than or equal to the misfire rate threshold value;
Specifically, for steps 205 and 208, after locking the current execution torque, protection is achieved for the particle trap. However, reducing the operating torque does not have any effect on the misfire rate of the engine, which may continue to be severe. At this time, after locking the current execution torque, the vehicle ECU also continuously judges whether the misfire rate of the engine is greater than or equal to the misfire rate threshold value before the driver turns off the engine using the key, and once the misfire rate of the engine is greater than or equal to the misfire rate threshold value, the vehicle ECU needs to execute a cylinder deactivation operation to protect the catalyst.
Step 211: and if the misfire rate of the engine is greater than or equal to the misfire rate threshold value, executing cylinder breaking operation.
Specifically, when the misfire rate of the engine is greater than or equal to the misfire rate threshold value, a cylinder deactivation operation is performed to protect the catalyst. At the same time, since steps 205 and 208 have already locked the current torque, even if a cylinder cut operation is performed, the current torque is such that there is little fresh air entering the particle trap for the particle trap, which still remains protected.
In summary, in the method for protecting the particle catcher provided by the embodiment of the application, the running rotating speed and the running torque of the engine in the current state and the current misfire rate of the engine are obtained in the engine starting state, and then the misfire rate threshold value causing the damage of the catalyst is determined and the current temperature and the current carbon quantity in the particle catcher are determined according to the running rotating speed and the running torque. Further, when the misfire rate of the engine is greater than or equal to a preset percentage of the misfire rate threshold value, and the current temperature and the current carbon amount meet a preset particle trap damage condition, the running torque of the engine is reduced, so that the exhaust temperature of the engine is reduced, fresh air entering the particle trap is reduced, and the possibility of damage to the particle trap is reduced. And after the running torque of the engine is reduced, the steps of obtaining the running rotating speed and the running torque of the engine in the current state and the current fire rate of the engine are re-entered to judge whether the current particle catcher has damage possibility or not. And when the conditions are met, the running torque is continuously reduced, so that the damage possibility of the particle catcher is continuously reduced, and the particle catcher is further protected. And, when the misfire rate of the engine no longer satisfies the condition that the misfire rate is greater than or equal to the preset percentage of the misfire rate threshold value, and the current temperature and the current carbon amount meet the preset damage condition of the particle catcher, and the operation of reducing the engine operation torque is executed before, the current execution torque is locked, so that even if the cylinder breaking operation is performed subsequently, a large amount of fresh air can not enter the particle catcher as the torque is locked, the particle catcher is not damaged, and the protection of the particle catcher is still maintained while the catalyst is protected.
Referring to fig. 3, a block diagram of an apparatus for protecting a particle trap according to an embodiment of the present application is shown. The apparatus 300 includes:
an obtaining module 301, configured to obtain, in an engine start state, an operating rotational speed and an operating torque of the engine in a current state, and a current misfire rate of the engine;
a determination module 302 for determining a misfire rate threshold value that causes catalyst damage based on the operating speed and the operating torque, and determining a current temperature and a current carbon amount inside the particle trap;
And the adjusting module 303 is configured to reduce an operating torque of the engine and enter into the step of obtaining an operating speed, an operating torque, and a current misfire rate of the engine in a current state when the misfire rate of the engine is greater than or equal to a preset percentage of the misfire rate threshold value and the current temperature and the current carbon amount meet a preset particle trap damage condition.
Optionally, the apparatus 300 further includes:
a first judging module for judging whether the operation of reducing the operation torque of the engine is performed or not in the case that the misfire rate of the engine is less than a preset percentage of the misfire rate threshold value;
A first locking module for locking a current execution torque if there is an operation of executing the operation of reducing the operation torque of the engine;
and a first limiting module configured to not limit a change in the operating torque if there is no operation to perform the operation of reducing the operating torque of the engine.
Optionally, the apparatus 300 further includes:
a second judging module, configured to judge whether the operation of reducing the running torque of the engine is performed, in a case where the misfire rate of the engine is greater than or equal to a preset percentage of the misfire rate threshold value, and in a case where the current temperature and the current carbon amount do not meet a preset particle trap damage condition;
a second locking module for locking a current execution torque if there is an operation of executing the operation of reducing the operation torque of the engine;
And a second limiting module configured to not limit a change in the operating torque if there is no operation to perform the operation of reducing the operating torque of the engine.
Optionally, the first locking module and the second locking module are further configured to: judging whether the misfire rate of the engine is greater than or equal to the misfire rate threshold value; and if the misfire rate of the engine is greater than or equal to the misfire rate threshold value, executing cylinder breaking operation.
Optionally, the current temperature and the current carbon amount meet a preset damage condition of the particle catcher, specifically: the combination of the current temperature and the current carbon quantity is matched with a preset particle catcher damage point table; wherein, preset particle trap damage point table includes: a combination of temperature and carbon quantity to indicate damage to the particle trap.
Optionally, the determining module 302 includes:
The temperature determining module is used for determining the current temperature inside the particle catcher by utilizing a temperature model according to the running rotating speed and the running torque;
And the carbon quantity determining module is used for determining the current carbon quantity in the particle catcher by utilizing a carbon quantity model according to the running rotating speed and the running torque.
Optionally, the carbon amount determining module is further configured to obtain a temperature of a coolant of the engine; inquiring a corresponding relation table according to the temperature, and determining a corresponding carbon quantity correction factor at the temperature; wherein, the corresponding relation table stores the corresponding relation between the temperature of the cooling liquid and the carbon quantity correction factor; determining the carbon quantity of the combustion in the particle catcher at present by utilizing a combustion model according to the running rotating speed and the running torque; and correcting the current carbon quantity of the particle catcher according to the carbon quantity correction factor and the carbon quantity of the particle catcher in which combustion occurs currently.
In summary, in the device for protecting a particle trap provided by the embodiment of the application, the running rotation speed and the running torque of the engine in the current state and the current misfire rate of the engine are obtained in the engine starting state, and then the misfire rate threshold value causing the damage of the catalyst is determined and the current temperature and the current carbon quantity inside the particle trap are determined according to the running rotation speed and the running torque. Further, when the misfire rate of the engine is greater than or equal to a preset percentage of the misfire rate threshold value, and the current temperature and the current carbon amount meet a preset particle trap damage condition, the running torque of the engine is reduced, so that the exhaust temperature of the engine is reduced, fresh air entering the particle trap is reduced, and the possibility of damage to the particle trap is reduced. And after the running torque of the engine is reduced, the steps of obtaining the running rotating speed and the running torque of the engine in the current state and the current fire rate of the engine are re-entered to judge whether the current particle catcher has damage possibility or not. And when the conditions are met, the running torque is continuously reduced, so that the damage possibility of the particle catcher is continuously reduced, and the particle catcher is further protected. Even if the cylinder breaking operation is performed later, the possibility of the particle trap being burned out is not high because the torque has been reduced in advance, and the particle trap is still protected.
Referring to fig. 4, an embodiment of the present application further provides an electronic device 400, including a processor 402, a memory 401, and a computer program or instructions stored in the memory 401 and capable of running on the processor 402, where the program or instructions implement each process of the method for protecting a particle catcher described above when executed by the processor 402, and achieve the same technical effects, so that repetition is avoided and no further description is given here.
Referring to fig. 5, a schematic diagram of the hardware structure of an electronic device implementing the present application is shown.
The electronic device 500 includes, but is not limited to: a radio frequency unit 5001, a network module 5002, an audio output unit 5003, an input unit 5004, a sensor 5005, a display unit 5006, a user input unit 5007, an interface unit 5008, a memory 5009, a processor 5010, and the like.
Those skilled in the art will appreciate that the electronic device 500 may further include a power source (e.g., a battery) for powering the various components, which may be logically connected to the processor 5010 via a power management system to perform functions of managing charging, discharging, and power consumption by the power management system. The electronic device structure shown in fig. 5 does not constitute a limitation of the electronic device, and the electronic device may include more or less components than shown, or may combine certain components, or may be arranged in different components, which are not described in detail herein.
The embodiment of the application also provides a readable storage medium, on which a program or an instruction is stored, which when executed by a processor, implements each process of the method for protecting a particle catcher, and can achieve the same technical effects, and in order to avoid repetition, the description is omitted here.
Wherein the processor is a processor in the electronic device described in the above embodiment. The readable storage medium includes a computer readable storage medium such as a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), a magnetic disk or an optical disk, and the like.
The foregoing description of the preferred embodiments of the application is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the application.

Claims (9)

1. A method of protecting a particle trap, comprising:
acquiring the running rotating speed and the running torque of the engine in the current state and the current misfire rate of the engine in the engine starting state;
determining a misfire rate threshold value causing damage to the catalyst according to the operating speed and the operating torque, and determining the current temperature and the current carbon quantity in the particle catcher;
Reducing the running torque of the engine under the condition that the misfire rate of the engine is larger than or equal to the preset percentage of the misfire rate threshold value and the current temperature and the current carbon quantity meet the preset damage condition of the particle catcher, and entering into the step of acquiring the running rotating speed and the running torque of the engine in the current state and the current misfire rate of the engine;
Wherein the current temperature and the current carbon amount meet a preset particle catcher damage condition, comprising: the combination of the current temperature and the current carbon quantity is matched with a preset particle catcher damage point table; wherein, preset particle trap damage point table includes: a combination of temperature and carbon quantity to indicate damage to the particle trap.
2. The method as recited in claim 1, further comprising:
judging whether the operation for reducing the running torque of the engine is performed or not under the condition that the misfire rate of the engine is smaller than the preset percentage of the misfire rate threshold value;
Locking the current execution torque if there is an operation to execute the operation to reduce the operation torque of the engine;
If there is no operation to perform the operation of reducing the operating torque of the engine, the variation of the operating torque is not limited.
3. The method as recited in claim 1, further comprising:
Judging whether the operation for reducing the running torque of the engine is executed or not under the condition that the misfire rate of the engine is larger than or equal to a preset percentage of the misfire rate threshold value and the current temperature and the current carbon quantity are not in accordance with a preset particle catcher damage condition;
Locking the current execution torque if there is an operation to execute the operation to reduce the operation torque of the engine;
If there is no operation to perform the operation of reducing the operating torque of the engine, the variation of the operating torque is not limited.
4. A method according to claim 2 or 3, further comprising, after said locking the current execution torque:
Judging whether the misfire rate of the engine is greater than or equal to the misfire rate threshold value;
And if the misfire rate of the engine is greater than or equal to the misfire rate threshold value, executing cylinder breaking operation.
5. The method of claim 1, wherein determining the current temperature and the current carbon amount inside the particle trap based on the operating speed and the operating torque comprises:
Determining the current temperature inside the particle catcher by utilizing a temperature model according to the running rotating speed and the running torque;
And determining the current carbon quantity in the particle catcher by utilizing a carbon quantity model according to the running rotating speed and the running torque.
6. The method as recited in claim 5, further comprising:
Acquiring the temperature of cooling liquid of the engine;
inquiring a corresponding relation table according to the temperature, and determining a corresponding carbon quantity correction factor at the temperature; wherein, the corresponding relation table stores the corresponding relation between the temperature of the cooling liquid and the carbon quantity correction factor;
Determining the carbon quantity of the combustion in the particle catcher at present by utilizing a combustion model according to the running rotating speed and the running torque;
And correcting the current carbon quantity of the particle catcher according to the carbon quantity correction factor and the carbon quantity of the particle catcher in which combustion occurs currently.
7. An apparatus for protecting a particle trap, comprising:
the acquisition module is used for acquiring the running rotating speed and the running torque of the engine in the current state and the current misfire rate of the engine in the engine starting state;
The determining module is used for determining a misfire rate threshold value causing the damage of the catalyst according to the running rotating speed and the running torque, and determining the current temperature and the current carbon quantity in the particle catcher;
the adjusting module is used for reducing the running torque of the engine and entering into the step of acquiring the running rotating speed and the running torque of the engine in the current state and the current misfire rate of the engine under the condition that the misfire rate of the engine is larger than or equal to the preset percentage of the misfire rate threshold value and the current temperature and the current carbon quantity meet the preset damage condition of the particle catcher;
Wherein the current temperature and the current carbon amount meet a preset particle catcher damage condition, comprising: the combination of the current temperature and the current carbon quantity is matched with a preset particle catcher damage point table; wherein, preset particle trap damage point table includes: a combination of temperature and carbon quantity to indicate damage to the particle trap.
8. An electronic device comprising a processor, a memory and a program or instruction stored on the memory and executable on the processor, which when executed by the processor, implements the steps of the method of protecting a particle trap as claimed in any one of claims 1 to 6.
9. A readable storage medium, characterized in that it has stored thereon a program or instructions, which when executed by a processor, implement the steps of the method of protecting a particle trap as claimed in any of claims 1-6.
CN202110034568.5A 2021-01-11 2021-01-11 Method and device for protecting particle catcher Active CN114763772B (en)

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JP2016153629A (en) * 2015-02-20 2016-08-25 いすゞ自動車株式会社 Exhaust emission control system
CN110360008A (en) * 2018-04-11 2019-10-22 丰田自动车株式会社 The misfire detecting apparatus of internal combustion engine
CN111677596A (en) * 2020-06-29 2020-09-18 潍柴动力股份有限公司 Regeneration method and device of diesel particulate filter
CN111946435A (en) * 2020-07-31 2020-11-17 东风汽车集团有限公司 Failure control method for temperature sensor of automobile particle catcher

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016125374A (en) * 2014-12-26 2016-07-11 いすゞ自動車株式会社 Exhaust emission control system
JP2016153629A (en) * 2015-02-20 2016-08-25 いすゞ自動車株式会社 Exhaust emission control system
CN110360008A (en) * 2018-04-11 2019-10-22 丰田自动车株式会社 The misfire detecting apparatus of internal combustion engine
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