CN114856759A - Active regeneration system and active regeneration method for particle catcher and vehicle - Google Patents
Active regeneration system and active regeneration method for particle catcher and vehicle Download PDFInfo
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- CN114856759A CN114856759A CN202210591865.4A CN202210591865A CN114856759A CN 114856759 A CN114856759 A CN 114856759A CN 202210591865 A CN202210591865 A CN 202210591865A CN 114856759 A CN114856759 A CN 114856759A
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
- F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
- F01N3/0253—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
- F01N3/0256—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases the fuel being ignited by electrical means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
- F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
- F01N11/007—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring oxygen or air concentration downstream of the exhaust apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N9/00—Electrical control of exhaust gas treating apparatus
- F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Processes For Solid Components From Exhaust (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
The invention relates to the technical field of vehicle engineering, and discloses an active regeneration system and an active regeneration method for a particle catcher and a vehicle. The active regeneration system of the particle catcher comprises an engine, the particle catcher, a three-way catalyst and a spark plug, wherein the three-way catalyst and the particle catcher are sequentially arranged on an exhaust pipe of the engine, and the spark plug is arranged on the inner wall of the exhaust pipe and is positioned between the particle catcher and the three-way catalyst. When the particle catcher is actively regenerated, the engine conveys the fuel oil mixed gas into the exhaust pipe, when the fuel oil mixed gas passes through the spark plug, the spark plug ignites the fuel oil mixed gas, and high-temperature gas enters the particle catcher.
Description
Technical Field
The invention relates to the technical field of vehicle engineering, in particular to an active regeneration system and an active regeneration method for a particle catcher and a vehicle.
Background
In order to cope with the increasing tightening of Particulate matter emission by emission regulations, a Gasoline engine Particulate Filter (GPF) is gradually becoming a necessary functional configuration for newly developed vehicle models of Gasoline vehicles in recent years. After the particle catcher is used for a long time, soot particles are accumulated on the surfaces of micropores of the particle catcher to form a soot layer, and the storage volume of the soot layer is gradually reduced. The formation of the soot layer contributes to the improvement of the filtration efficiency, but a throttling effect occurs in the exhaust pipe, the exhaust flow resistance becomes large, the oil consumption increases, the engine output power decreases, and the GPF needs to be regenerated. The exhaust temperature of the gasoline engine is relatively high, most regeneration is passive regeneration without interference, and the regeneration can be realized by reducing speed and cutting off oil under the high-speed working condition. However, the driver may perform a plurality of low-speed driving for a long time, and the operation condition is not a condition of performing passive regeneration, and active regeneration must be introduced at this time. In some areas, due to the fact that low-temperature environment is adopted for a long time, particulate matter emission is maintained at a high level, and a low-speed short-distance driving working condition is adopted in the low-temperature environment for a long time, even if an exhaust heating means of a traditional active regeneration strategy is adopted, the exhaust temperature in GPF is difficult to heat to the temperature (about 600 ℃) at which soot can be combusted, so that active regeneration cannot be conducted, the carbon loading capacity of the GPF is easily caused to exceed a limit value, an alarm is formed, and even the GPF needs to return to a 4S shop for maintenance finally.
The currently commonly adopted active regeneration strategy is to increase the temperature of GPF by means of delaying the advance angle of ignition, increasing the rotation speed of an engine and increasing the heat of exhaust, then perform oil injection control to make the mixture lean, make the residual oxygen in the exhaust reach GPF, and make carbon particles burn to form gaseous carbon oxides to be discharged. However, under a low-speed working condition, the engine has a small load, a low rotating speed and low exhaust heat, the short-distance running causes less exhaust heat accumulation, the basic temperature of the GPF is low, and if active regeneration is carried out, the ignition angle needs to be greatly delayed for a long time, the rotating speed of the engine needs to be greatly improved, so that the temperature of the GPF can be effectively increased, and the problems of continuous and serious deterioration of the driving performance, increase of the oil consumption and the like are caused. In low temperature environments, exhaust gases are largely dissipated in the process of being exhausted from an engine to reach the GPF position, and in extreme cases, continuous heating is caused, so that the GPF temperature is difficult to rise to the regeneration temperature, and active regeneration cannot be achieved for a long time.
In view of the foregoing, there is a need for an active regeneration system, an active regeneration method and a vehicle for a particle trap to solve the above problems.
Disclosure of Invention
Based on the above, the present invention aims to provide an active regeneration system, an active regeneration method and a vehicle for a particle trap, which can efficiently and directly raise the temperature of the particle trap in a manner of igniting at the front end of the particle trap, and is beneficial to rapid temperature rise in a low temperature environment; the heat loss is reduced, the active regeneration efficiency of the particle catcher is improved, and the oil consumption is reduced.
In order to achieve the purpose, the invention adopts the following technical scheme:
in a first aspect, an active regeneration system for a particle trap is provided, which includes an engine, a particle trap and a three-way catalyst, wherein the three-way catalyst and the particle trap are sequentially installed on an exhaust pipe of the engine, and the active regeneration system for a particle trap further includes:
and a spark plug provided on an inner wall of the exhaust pipe and located between the particle trap and the three-way catalyst.
The active regeneration system of the particle catcher further comprises a first temperature sensor and a second temperature sensor, wherein the first temperature sensor and the second temperature sensor are arranged at two ends of the particle catcher.
The active regeneration system of the particle catcher further comprises a first oxygen sensor and a second oxygen sensor, wherein the first oxygen sensor and the second oxygen sensor are arranged at two ends of the three-way catalyst.
In a second aspect, an active regeneration method is provided, which is applied to the active regeneration system of the particle trap in any one of the above aspects, and the active regeneration method includes:
s1, acquiring the carbon load C in the particle catcher, and if C is larger than the active regeneration activation limit value C 1 Step S2 is performed;
s2, acquiring the internal temperature T of the three-way catalyst 1 If T is 1 Less than the burning point T of the fuel oil mixture in the three-way catalyst F Step S3 is performed;
s3, the engine conveys the fuel mixture to an exhaust pipe;
s4, igniting the fuel mixture by a spark plug;
s5, obtaining the internal temperature T of the particle catcher 2 If T is 2 Greater than regeneration temperature T min Step S6 is performed;
s6, reducing the air-fuel ratio in the fuel mixture to lambda L ；
S7, acquiring the carbon load C in particle capture, and if C is less than the exit regeneration limit value C 2 Step S8 is performed;
and S8, ending the active regeneration process.
As a preferable technical solution of the active regeneration method, in the step S2, the method further includes: if T 1 Not less than the burning point T of the fuel oil mixture in the three-way catalyst F Then, step S8 is performed.
In a preferred embodiment of the active regeneration method, in step S3, the engine is operated in an ignition cycle, in which a part of the cylinder spark plugs are not ignited, and the un-ignited air-fuel mixture enters the exhaust pipe.
As a preferable technical solution of the active regeneration method, in the step S4, the method further includes: calculating the time t for delivering the fuel-oil mixture to the spark plug after the fuel-oil mixture is discharged from the engine 1 Controlling the spark plug at t 1 Igniting after time;
calculating the time t of one ignition cycle of the engine 2 After the first ignition of the spark plug, at intervals t 2 The time is ignited once.
As a preferable technical solution of the active regeneration method, in the step S5, the method further includes: if T 2 Not higher than regeneration temperature T min Then, step S2 is performed.
As a preferable technical solution of the active regeneration method, the method further comprises:
s51, if T 2 Not less than the temperature T for exiting the active regeneration max Then, step S8 is performed.
As a preferable technical solution of the active regeneration method, in the step S6, the method further includes: all cylinders of the engine are restarted to ignite, and simultaneously, the air-fuel ratio in the engine is diluted to reduce the air-fuel ratio in the fuel mixture to lambda L 。
As a preferable technical solution of the active regeneration method, in the step S6, the method further includes: the spark plug turns off the ignition.
As a preferable technical solution of the active regeneration method, in the step S7, the method further includes: if C is not less than the regeneration-exiting limit carbon loading C 2 Step S5 is performed;
in a second aspect, there is provided a vehicle including an ECU including:
one or more processors;
storage means for storing one or more programs;
when executed by the one or more processors, cause the one or more processors to implement the active regeneration method of any of the above aspects.
The invention has the beneficial effects that:
the invention provides an active regeneration system and an active regeneration method of a particle catcher and a vehicle. When the particle catcher is actively regenerated, the engine conveys the fuel oil mixed gas into the exhaust pipe, when the fuel oil mixed gas passes through the spark plug, the spark plug ignites the fuel oil mixed gas, and high-temperature gas enters the particle catcher.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the contents of the embodiments of the present invention and the drawings without creative efforts.
FIG. 1 is a schematic diagram of an active regeneration system for a particle trap according to an embodiment of the present invention;
FIG. 2 is a flow chart of an active regeneration method according to an embodiment of the present invention.
The figures are labeled as follows:
1. an engine; 11. an exhaust pipe; 2. a particle trap; 3. a three-way catalyst; 4. a spark plug; 5. a first temperature sensor; 6. a second temperature sensor; 7. a first oxygen sensor; 8. a second oxygen sensor; 9. an ECU.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some structures related to the present invention are shown in the drawings, not all of them.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless 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.
In the description of the present embodiment, the terms "upper", "lower", "left", "right", and the like are used based on the orientations and positional relationships shown in the drawings only for convenience of description and simplification of operation, and do not indicate or imply that the referred device or element must have a specific orientation, be configured and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.
As shown in fig. 1, the present embodiment provides an active regeneration system of a particle trap, which includes an engine 1, a particle trap 2, a three-way catalyst 3, and a spark plug 4, wherein the three-way catalyst 3 and the particle trap 2 are sequentially mounted on an exhaust pipe 11 of the engine 1, and the spark plug 4 is disposed on an inner wall of the exhaust pipe 11 and between the particle trap 2 and the three-way catalyst 3. When particle trapper 2 carries out the initiative regeneration and goes on, engine 1 carries the fuel gas mixture to blast pipe 11 in, when the fuel gas mixture passes through spark plug 4, the fuel gas mixture is lighted to spark plug 4, the gas of high temperature gets into in particle trapper 2 this moment, this embodiment is through carrying out the mode that the fuel gas mixture burns at 2 front ends of particle trapper, compared with the prior art, the position that releases heat in the burning is more close to particle trapper 2, can be faster heating particle trapper 2, reduce heat loss, the efficiency of 2 initiative regenerations of particle trapper has been improved, reduce the oil consumption, realize the high-efficient direct 2 temperatures of promotion particle trapper of mode of 2 front end ignitions of particle trapper, do benefit to rapid heating up under low temperature environment.
Preferably, the active regeneration system of the particle trap further comprises a first temperature sensor 5 and a second temperature sensor 6, the first temperature sensor 5 and the second temperature sensor 6 being arranged at both ends of the particle trap 2. The first temperature sensor 5 is used for detecting the temperature T of the front end of the particle catcher 2 3 And a second temperature sensor 6 for detecting the temperature T at the rear end of the particle trap 2 4 Through T 3 And T 4 The temperature T inside the particle catcher 2 can be calculated 2 ，T 2 Is an output variable of the ECU9, and the present embodiment does not relate to a specific calculation manner thereof.
Further, the active regeneration system of the particle trap further includes a first oxygen sensor 7 and a second oxygen sensor 8, and the first oxygen sensor 7 and the second oxygen sensor 8 are disposed at both ends of the three-way catalyst 3. The first oxygen sensor 7 is used to detect the air-fuel ratio at the front end of the three-way catalyst 3, and the second oxygen sensor 8 is used to detect the air-fuel ratio at the rear end of the three-way catalyst 3.
As shown in fig. 2, the present embodiment further provides an active regeneration method applied to the active regeneration system of the particle trap, the active regeneration method includes:
s1, acquiring the carbon load C in the particle catcher 2, and if C is larger than the active regeneration activation limit value C 1 Step S2 is performed to start the active regeneration procedure; the ECU9 obtains the carbon loading C in the particle trap 2 according to the prior art, and the details thereof are omitted here.
S2, obtaining the internal temperature T of the three-way catalyst 3 1 If T is 1 Less than the ignition point T of the fuel gas mixture in the three-way catalyst 3 F Step S3 is performed; wherein the ECU9 obtains the internal temperature T of the three-way catalyst 3 1 For the prior art, it is not described herein.
In step S2, the method further includes: if T 1 Not less than the ignition point T of the fuel mixture in the three-way catalyst 3 F Step S8 is performed to ensure that the fuel mixture can smoothly pass through without being ignited in the three-way catalyst 3, and wait for T 1 Down to T F Thereafter, step S3 is performed. Note that, T is F Not fixed but related to the ratio of oxygen to oil gas inside the three-way catalyst 3. The ratio of oxygen to oil gas is directly determined by the current air mass flow and the oil injection pulse width.
S3, the engine 1 conveys the fuel mixture to the exhaust pipe 11; in this embodiment, in the engine 1, the ignition plugs of some cylinders do not ignite in one ignition cycle, and the unignited air-fuel mixture enters the exhaust pipe 11. For example, in a four-cylinder engine 1, when the engine 1 is operated, the ignition plugs of the cylinders of one cylinder and three cylinders are controlled not to ignite, and the fuel mixture in the ignited cylinder can be delivered into the exhaust pipe 11.
S4, igniting the fuel mixture by the spark plug 4;
wherein the time t for delivering the fuel-air mixture to the ignition plug 4 after the fuel-air mixture is discharged from the engine 1 is calculated 1 Controlling the spark plug 4 at t 1 The fuel mixture is ignited after time, so that the fuel mixture is ignited by the spark plug 4 when the fuel mixture passes through the spark plug 4; since the fuel mixture is intermittently supplied by the engine 1, the time t of one ignition cycle of the engine 1 is calculated 2 After the first ignition of the spark plug 4, every interval t 2 Igniting once to realize the rightThe fuel mixture supplied each time is ignited. Note that t is 1 Adaptive design and calculation are performed according to the operating speed and load of the engine 1.
S5, obtaining the internal temperature T of the particle catcher 2 2 If T is 2 Greater than regeneration temperature T min Step S6 is performed;
after the high temperature gas is delivered to the particle catcher 2, the temperature of the particle catcher 2 is continuously increased when T 2 Greater than regeneration temperature T min Regeneration can be achieved inside the particle trap 2. If T 2 Not higher than regeneration temperature T min Step S2 is performed; if T 2 Not higher than regeneration temperature T min Then, step S2 is performed.
In step S5, the method further includes: s51, if T 2 Not less than the temperature T for exiting the active regeneration max Then, step S8 is performed. During the active regeneration of the particle trap 2, the temperature of the particle trap 2 is further increased by the oxygen together with the carbon particles in the particle trap 2, and in order to prevent the temperature of the particle trap 2 from being excessively high, step S8 is performed.
S6, reducing the air-fuel ratio in the fuel mixture to lambda L The oxygen content in the fuel oil mixture is improved, so that the particle catcher 2 can obtain sufficient oxygen in the regeneration process, after the oxygen reaches the particle catcher 2, the carbon particles heated to the regeneration temperature and the oxygen are combusted to generate gaseous carbon oxides to be discharged out of GPF, the regeneration purpose is achieved, and the active regeneration efficiency is improved.
In the present embodiment, ignition is resumed in all the cylinders of the engine 1, and at the same time, the air-fuel ratio in the engine 1 is diluted to increase the oxygen content in the fuel mixture so that the air-fuel ratio in the fuel mixture is decreased to λ L . In addition, λ is L And calibrating according to the running condition of the engine 1, and carrying out adaptive design and calculation according to the running speed and the load of the engine 1 according to the principle of ensuring the running stability of the engine 1.
Preferably, in the step S6, the ignition plug 4 may be in the off state.
S7, acquiring the carbon load C in the particle capture, and if C is less than the exit regeneration limit valueQuantity C 2 Step S8 is performed; in the safe temperature range, the carbon loading C in particle capture is reduced to the regeneration limit carbon loading C 2 If C is not less than the exit regeneration limit carbon loading C 2 Step S5 is performed;
and S8, finishing the active regeneration process and normally operating the engine 1.
The present embodiment also provides a vehicle comprising an ECU9, ECU9 comprising one or more processors and a memory device for storing one or more programs; when executed by one or more processors, the one or more programs cause the one or more processors to implement the active regeneration method described above.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. Those skilled in the art will appreciate that the present invention is not limited to the particular embodiments described herein, and that various obvious changes, rearrangements and substitutions will now be apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.
Claims (13)
1. An active regeneration system of a particle catcher, comprising an engine (1), a particle catcher (2) and a three-way catalyst (3), wherein the three-way catalyst (3) and the particle catcher (2) are sequentially installed on an exhaust pipe (11) of the engine (1), characterized in that the active regeneration system of the particle catcher further comprises:
and a spark plug (4) that is provided on an inner wall of the exhaust pipe (11) and is located between the particle trap (2) and the three-way catalyst (3).
2. The active regeneration system of a particle trap according to claim 1, further comprising a first temperature sensor (5) and a second temperature sensor (6), said first temperature sensor (5) and said second temperature sensor (6) being arranged at both ends of said particle trap (2).
3. The active regeneration system of a particle trap as claimed in claim 1, further comprising a first oxygen sensor (7) and a second oxygen sensor (8), said first oxygen sensor (7) and said second oxygen sensor (8) being arranged at both ends of said three-way catalyst (3).
4. An active regeneration method applied to the active regeneration system of the particle trap according to any one of claims 1 to 3, the active regeneration method comprising:
s1, acquiring the carbon load C in the particle catcher (2), and if C is larger than the active regeneration activation limit value C 1 Step S2 is performed;
s2, obtaining the internal temperature T of the three-way catalyst (3) 1 If T is 1 Is less than the burning point T of the fuel oil mixture in the three-way catalyst (3) F Step S3 is performed;
s3, the engine (1) conveys the fuel mixture to the exhaust pipe (11);
s4, igniting the fuel oil mixture by a spark plug (4);
s5, obtaining the internal temperature T of the particle catcher (2) 2 If T is 2 Greater than regeneration temperature T min Step S6 is performed;
s6, reducing the air-fuel ratio in the fuel mixture to lambda L ；
S7, acquiring the carbon load C in particle capture, and if C is less than the exit regeneration limit value C 2 Step S8 is performed;
and S8, ending the active regeneration process.
5. The active regeneration method according to claim 4, wherein in the step S2, the method further comprises: if T 1 Not less than the ignition point T of the fuel oil mixture in the three-way catalyst (3) F Then, step S8 is performed.
6. The active regeneration method according to claim 4, wherein in the step S3, the engine (1) is in an ignition cycle, partial cylinder spark plugs are not ignited, and the un-ignited air-fuel mixture enters the exhaust pipe (11).
7. The active regeneration method according to claim 4, wherein in the step S4, the method further comprises: calculating the time t for delivering the fuel-air mixture to the spark plug (4) after the fuel-air mixture is discharged from the engine (1) 1 Controlling the spark plug (4) at t 1 Igniting after time;
calculating the time t of an ignition cycle of the engine (1) 2 After the first ignition of the spark plug (4), every interval t 2 The time is ignited once.
8. The active regeneration method according to claim 4, wherein in the step S5, the method further comprises: if T is 2 Not higher than regeneration temperature T min Step S2 is performed.
9. The active regeneration method of claim 4, further comprising:
s51, if T 2 Not less than the temperature T for exiting the active regeneration max Then, step S8 is performed.
10. The active regeneration method according to claim 4, wherein in the step S6, the method further comprises: all cylinders of the engine (1) resume ignition while diluting the air-fuel ratio in the engine (1) to reduce the air-fuel ratio in the fuel mixture to lambda L 。
11. The active regeneration method according to claim 4, wherein in the step S6, the method further comprises: the spark plug (4) turns off the ignition.
12. The active regeneration method according to claim 4, wherein in the step S7, the method further comprises: if C is not less than the regeneration-exiting limit carbon loading C 2 To proceed withStep S5.
13. A vehicle characterized by comprising an ECU (9), the ECU (9) comprising:
one or more processors;
storage means for storing one or more programs;
when executed by the one or more processors, cause the one or more processors to implement the active regeneration method of any one of claims 4-12.
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| CN104481646A (en) * | 2014-10-29 | 2015-04-01 | 凯龙高科技股份有限公司 | Regeneration control system and method for diesel particulate filter (DPF) diesel particle filtering system |
| CN204299654U (en) * | 2014-12-08 | 2015-04-29 | 山东大学 | A kind of DPF active regeneration system with burner |
| US20190211725A1 (en) * | 2018-01-08 | 2019-07-11 | Volkswagen Aktiengesellschaft | Exhaust gas aftertreatment system and method for exhaust aftertreatment of an internal combustion engine |
| CN112814794A (en) * | 2019-11-18 | 2021-05-18 | 上海汽车集团股份有限公司 | Gasoline engine particle filter regeneration control method and device |
| CN111749803A (en) * | 2020-05-20 | 2020-10-09 | 中国第一汽车股份有限公司 | Regeneration control method for gasoline engine particle catcher |
| CN112065538A (en) * | 2020-09-16 | 2020-12-11 | 孙金辉 | Thermal management device of diesel engine aftertreatment system |
| JP2022054622A (en) * | 2020-09-28 | 2022-04-07 | いすゞ自動車株式会社 | Exhaust emission control system for internal combustion engine |
| CN113250792A (en) * | 2021-04-22 | 2021-08-13 | 南京朗森自动化设备有限公司 | Combustion purification method with DPF regeneration function |
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