CN114856759B - Active regeneration system and method of particle catcher and vehicle - Google Patents

Active regeneration system and method of particle catcher and vehicle Download PDF

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Publication number
CN114856759B
CN114856759B CN202210591865.4A CN202210591865A CN114856759B CN 114856759 B CN114856759 B CN 114856759B CN 202210591865 A CN202210591865 A CN 202210591865A CN 114856759 B CN114856759 B CN 114856759B
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China
Prior art keywords
active regeneration
engine
particle catcher
way catalyst
spark plug
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Active
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CN202210591865.4A
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CN114856759A (en
Inventor
申海涛
安泽伟
张聪
黄晓梦
王谋举
陈国栋
陈国星
贾凯
路汉文
任星
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FAW Group Corp
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FAW Group Corp
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Classifications

    • 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
    • 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
    • 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
    • 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
    • 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

Abstract

The invention relates to the technical field of vehicle engineering, and discloses an active regeneration system and an active regeneration method of a particle catcher and a vehicle. The particle catcher active regeneration system comprises an engine, a 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 performs active regeneration, the engine conveys the fuel gas mixture into the exhaust pipe, when the fuel gas mixture passes through the spark plug, the spark plug ignites the fuel gas mixture, and high-temperature gas enters the particle catcher at the moment.

Description

Active regeneration system and method of particle catcher and vehicle
Technical Field
The invention relates to the technical field of vehicle engineering, in particular to an active regeneration system of a particle catcher, an active regeneration method and a vehicle.
Background
In order to cope with the continuous tightening of emission regulations on particulate emissions, a gasoline engine particulate trap (Gasoline Particulate Filter, GPF) is becoming a necessary functional configuration for new development of gasoline vehicles in recent years. After the particle catcher is used for a long time, soot particles accumulate on the micropore surfaces of the catcher to form a soot layer, and the storage volume of the soot layer can be gradually reduced. The formation of the soot layer contributes to the improvement of the filtration efficiency, but a throttle effect occurs in the exhaust pipe, and the exhaust flow resistance becomes large, so that the fuel consumption increases, the engine output decreases, and the GPF needs to be regenerated at this time. The exhaust temperature of the gasoline engine is relatively high, most of regeneration is passive regeneration without interference, and the gasoline engine can be realized through speed reduction and oil breaking under a high-speed working condition. However, there are conditions in which the driver can perform a plurality of low-speed traveling for a long period of time, and the operation condition is not performed with passive regeneration, and active regeneration must be introduced at this time. Because the exhaust gas in the GPF is heated to the temperature (about 600 ℃) at which soot can be burned, active regeneration cannot be performed, and the GPF carbon load is easy to exceed the limit value to form an alarm and even finally needs to return to a 4S shop for maintenance.
The currently commonly adopted active regeneration strategy is to increase the temperature of GPF by means of retarding the ignition advance angle, increasing the engine speed and increasing the exhaust heat, then perform oil injection control to make the mixed gas lean, the residual oxygen burnt in the exhaust gas reaches GPF, and carbon particles are burnt to form gaseous carbon oxides to be discharged. However, under the low-speed working condition, the load of the engine is smaller, the rotating speed is lower, the exhaust heat is low, the accumulation of the exhaust heat is less due to short-distance running, the base temperature of the GPF is lower, and the GPF temperature can be effectively improved only by greatly retarding the ignition angle for a long time and greatly improving the rotating speed of the engine when the active regeneration is carried out, so that the problems of continuous serious deterioration of drivability, oil consumption increase and the like are caused. Under low temperature environment, a great deal of heat is dissipated in the process of exhausting the exhaust gas from the engine to the GPF position, and the GPF temperature is difficult to rise to the regeneration temperature due to continuous heating under extreme conditions, so that active regeneration cannot be performed for a long time.
Based on this, there is a need for an active regeneration system, an active regeneration method and a vehicle for a particle catcher, which solve the above-mentioned problems.
Disclosure of Invention
Based on the above, the invention aims to provide an active regeneration system, an active regeneration method and a vehicle of a particle catcher, which can effectively and directly raise the temperature of the particle catcher in a mode of ignition at the front end of the particle catcher, thereby being beneficial to quick 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 above purpose, the invention adopts the following technical scheme:
in a first aspect, there is provided a particle trap active regeneration system comprising an engine, a particle trap and a three-way catalyst, the three-way catalyst and the particle trap being mounted in sequence on an exhaust pipe of the engine, the particle trap active regeneration system further comprising:
and a spark plug provided on an inner wall of the exhaust pipe and located between the particle catcher and the three-way catalyst.
As a preferred technical scheme of the active regeneration system of the particle catcher, the active regeneration system 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.
As a preferable technical scheme of the active regeneration system of the particle catcher, the active regeneration system 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, applied to the particle catcher active regeneration system described in any of the above schemes, and the active regeneration method includes:
s1, acquiring carbon loading C in a particle catcher, and if the C is larger than the active regeneration activation limit value carbon loading C 1 Step S2 is carried out;
s2, obtaining the internal temperature T of the three-way catalyst 1 If T 1 Less than the ignition point T of fuel oil mixture in a three-way catalyst F Step S3 is carried out;
s3, the engine conveys the fuel oil mixture to an exhaust pipe;
s4, igniting fuel oil mixture by a spark plug;
s5, obtaining the internal temperature T of the particle catcher 2 If T 2 Greater than the regeneration temperature T min Step S6 is carried out;
s6, reducing the air-fuel ratio in the fuel mixture to lambda L ；
S7, acquiring carbon load C in particle capture, and if C is smaller than the carbon load C of the exit regeneration limit value 2 Step S8 is performed;
s8, ending the active regeneration process.
As a preferred technical solution of the active regeneration method, in the step S2, the method further includes: if T 1 Not less than the ignition point T of fuel oil mixed gas in three-way catalyst F Step S8 is performed.
As a preferred technical solution of the active regeneration method, in the step S3, the engine is not ignited by a part of cylinder spark plugs in an ignition cycle, and the non-ignited gas-oil mixture enters the exhaust pipe.
As a preferred technical solution of the active regeneration method, in the step S4, the method further includes: calculating time t for delivering fuel mixture to spark plug after being discharged by engine 1 Control the spark plug at t 1 Igniting after the time;
calculating the time t of an ignition cycle of the engine 2 After the first ignition of the spark plug, each interval t 2 The time is ignited once.
As a preferred technical solution of the active regeneration method, in the step S5, the method further includes: if T 2 Not greater than the regeneration temperature T min Step S2 is performed.
As a preferred technical scheme of the active regeneration method, the method further comprises the following steps:
s51, if T 2 Not less than the exit active regeneration temperature T max Step S8 is performed.
As a preferred technical solution of the active regeneration method, in the step S6, the method further includes: all cylinders of the engine are restored to ignition while diluting the air-fuel ratio in the engine to reduce the air-fuel ratio in the fuel mixture to lambda L 。
As a preferred technical solution of the active regeneration method, in the step S6, the method further includes: the spark plug turns off the ignition.
As a preferred embodiment of the active regeneration method, in the step S7, the method further includes: if C is not less than the regeneration exit limit carbon loading C 2 Step S5 is carried out;
in a second aspect, there is provided a vehicle including an ECU including:
one or more processors;
a storage means for storing one or more programs;
the 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 aspects above.
The beneficial effects of the invention are as follows:
the invention provides an active regeneration system of a particle catcher, an active regeneration method and a vehicle. When the particle catcher carries out active regeneration, the engine conveys fuel gas mixture into the exhaust pipe, when the fuel gas mixture passes through the spark plug, the spark plug ignites the fuel gas mixture, and high-temperature gas enters the particle catcher.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following description will briefly explain the drawings needed in the description of the embodiments of the present invention, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to the contents of the embodiments of the present invention and these drawings without inventive effort for those skilled in the art.
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 catcher; 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. and (5) an ECU.
Detailed Description
The invention is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present invention are shown in the drawings.
In the description of the present invention, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "left", "right", and the like are orientation or positional relationships based on those shown in the drawings, merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the invention. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.
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, the three-way catalyst 3 and the particle trap 2 being sequentially mounted on an exhaust pipe 11 of the engine 1, the spark plug 4 being disposed on an inner wall of the exhaust pipe 11 and being located between the particle trap 2 and the three-way catalyst 3. When the particle catcher 2 carries out active regeneration, the engine 1 conveys fuel gas mixture into the exhaust pipe 11, when the fuel gas mixture passes through the spark plug 4, the spark plug 4 ignites the fuel gas mixture, and at this moment, high-temperature gas enters the particle catcher 2, the mode of burning the fuel gas mixture is carried out at the front end of the particle catcher 2, compared with the prior art, the particle catcher 2 can be heated more quickly by the burning heat release position, the heat loss is reduced, the active regeneration efficiency of the particle catcher 2 is improved, the oil consumption is reduced, the temperature of the particle catcher 2 is effectively and directly improved in the ignition mode at the front end of the particle catcher 2, and the rapid temperature rise in a low-temperature environment is facilitated.
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 The second temperature sensor 6 is used for detecting the temperature T at the rear end of the particle catcher 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 mode thereof.
Further, the active regeneration system of the particle catcher also comprises a first oxygen sensor 7 and a second oxygen sensor 8, wherein the first oxygen sensor 7 and the second oxygen sensor 8 are arranged at two ends of the three-way catalyst 3. The first oxygen sensor 7 is for detecting the air-fuel ratio at the front end of the three-way catalyst 3, and the second oxygen sensor 8 is for detecting 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, which is applied to the active regeneration system of the particle catcher, and the active regeneration method includes:
s1, acquiring carbon loading C in the particle catcher 2, and if C is larger than the active regeneration activation limit value carbon loading C 1 Step S2, starting an active regeneration program; the ECU9 obtains the carbon load C in the particle catcher 2 as the prior art, and will not be described here.
S2, acquiring the internal temperature T of the three-way catalyst 3 1 If T 1 Less than the ignition point T of the fuel mixture in the three-way catalyst 3 F Step S3 is carried out; wherein the ECU9 acquires the internal temperature T of the three-way catalyst 3 1 In the prior art, the description is omitted here.
In step S2, further including: 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 pass smoothly without being in the three-way catalyst 3Ignition, wait T 1 Reduced to T F Hereinafter, step S3 is performed. T is the same as F Is not fixed but is related to the ratio of oxygen to oil 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, the engine 1 is not ignited by a part of the cylinder spark plugs in one ignition cycle, and the unignited gas-fuel mixture enters the exhaust pipe 11. For example, when the engine 1 is operated, for example, a four-cylinder engine 1, the cylinder spark plugs for controlling one cylinder and three cylinders are not ignited, and the fuel mixture in the misfiring 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 mixture to the spark plug 4 after being discharged from the engine 1 is calculated 1 Control the spark plug 4 at t 1 Ignition after time, the ignition plug 4 ignites the fuel mixture when the fuel mixture passes through the ignition plug 4; since the fuel mixture is supplied by the engine 1 at intervals, the time t of one ignition cycle of the engine 1 is calculated 2 After the first ignition of the spark plug 4, each interval t 2 And igniting once in time to realize the ignition of the fuel mixture fed each time. T is the number of 1 The adaptive design and calculation are performed according to the operating speed and load of the engine 1.
S5, acquiring the internal temperature T of the particle catcher 2 2 If T 2 Greater than the regeneration temperature T min Step S6 is carried out;
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 the regeneration temperature T min Regeneration may be achieved inside the particle trap 2. If T 2 Not greater than the regeneration temperature T min Step S2 is carried out; if T 2 Not greater than the regeneration temperature T min Step S2 is performed.
In step S5, further comprising: s51, if T 2 Not less than the exit active regeneration temperature T max Step S8 is performed. At the position ofIn the active regeneration process of the particle catcher 2, oxygen and carbon particles in the particle catcher 2 further raise the temperature of the particle catcher 2, and in order to prevent the temperature of the particle catcher 2 from being too 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, and after the oxygen reaches the particle catcher 2, carbon particles heated to the regeneration temperature are combusted with the oxygen to generate gaseous carbon oxides to be discharged out of the GPF, thereby achieving the purpose of regeneration and improving the active regeneration efficiency.
In the present embodiment, all the cylinders of the engine 1 are restored to ignition while diluting the air-fuel ratio in the engine 1 to increase the oxygen content in the fuel mixture so as to reduce the air-fuel ratio in the fuel mixture to λ L . Lambda is the sum of the values of lambda L And calibrating according to the operation condition of the engine 1, and adaptively designing and calculating according to the operation speed and load of the engine 1 according to the principle of ensuring the operation stability of the engine 1.
Preferably, in step S6, the ignition plug 4 may be in an off state.
S7, acquiring carbon load C in particle capture, and if C is smaller than the carbon load C of the exit regeneration limit value 2 Step S8 is performed; the carbon loading C in the particle capture is reduced to an out-regeneration limit carbon loading C within a safe temperature range 2 If C is not less than the exit regeneration limit carbon loading C 2 Step S5 is carried out;
s8, ending the active regeneration process, and enabling the engine 1 to normally operate.
The present embodiment also provides a vehicle including an ECU9, the ECU9 including one or more processors and a storage device for storing one or more programs; when the one or more programs are executed by the one or more processors, the one or more processors are caused to implement the active regeneration method described above.
Note that the above is only a preferred embodiment of the present invention and the technical principle applied. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, while the invention has been described in connection with the above embodiments, the invention is not limited to the embodiments, but may be embodied in many other equivalent forms without departing from the spirit or scope of the invention, which is set forth in the following claims.

Claims (11)

1. An active regeneration method, characterized in that it is applied to a particle catcher active regeneration system, the particle catcher active regeneration system includes an engine (1), a particle catcher (2) and a three-way catalyst (3), the three-way catalyst (3) and the particle catcher (2) are sequentially installed on an exhaust pipe (11) of the engine (1), the particle catcher active regeneration system further includes:
a spark plug (4) provided on the inner wall of the exhaust pipe (11) and located between the particle catcher (2) and the three-way catalyst (3);
the active regeneration method comprises the following steps:
s1, acquiring carbon loading C in the particle catcher (2), and if C is larger than the active regeneration activation limit value carbon loading C 1 Step S2 is carried out;
s2, acquiring the internal temperature T of the three-way catalyst (3) 1 If T 1 Is smaller than the ignition point T of the fuel mixture in the three-way catalyst (3) F Step S3 is carried out;
s3, the engine (1) conveys the fuel oil mixture to the exhaust pipe (11);
in the step S3, in an ignition cycle of the engine (1), partial cylinder spark plugs are not ignited, and the unignited oil-gas mixture enters an exhaust pipe (11);
s4, igniting the fuel oil mixture by a spark plug (4);
s5, acquiring the internal temperature T of the particle catcher (2) 2 If T 2 Greater than the regeneration temperature T min Step S6 is carried out;
s6, reducing the air-fuel ratio in the fuel mixture to lambda L ；
S7, acquiring carbon load C in particle capture, and if C is smaller than the carbon load C of the exit regeneration limit value 2 Step S8 is performed;
s8, ending the active regeneration process.
2. Active regeneration method according to claim 1, further comprising 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).
3. The active regeneration method according to claim 1, further comprising a first oxygen sensor (7) and a second oxygen sensor (8), the first oxygen sensor (7) and the second oxygen sensor (8) being disposed at both ends of the three-way catalyst (3).
4. The active regeneration method according to claim 1, characterized in that in the step S2, further comprising: if T 1 Not less than the ignition point T of fuel mixture in the three-way catalyst (3) F Step S8 is performed.
5. The active regeneration method according to claim 1, characterized in that in the step S4, further comprising: calculating the time t of delivering the fuel mixture to the spark plug (4) after being discharged by the engine (1) 1 Control the spark plug (4) at t 1 Igniting after the time;
calculating the time t of an ignition cycle of the engine (1) 2 After the first ignition of the spark plug (4), each interval t 2 The time is ignited once.
6. The active regeneration method according to claim 1, characterized in that in the step S5, further comprising: if T 2 Not greater than the regeneration temperature T min Step S2 is performed.
7. The active regeneration method of claim 1, further comprising:
s51, if T 2 Not less than the exit active regeneration temperature T max Step S8 is performed.
8. The active regeneration method according to claim 1, characterized in that in the step S6, further comprising: all cylinders of the engine (1) are restored to ignition while diluting the air-fuel ratio in the engine (1) to reduce the air-fuel ratio in the fuel mixture to lambda L 。
9. The active regeneration method according to claim 1, characterized in that in the step S6, further comprising: the spark plug (4) turns off the ignition.
10. The active regeneration method according to claim 1, characterized in that in the step S7, further comprising: if C is not less than the regeneration exit limit carbon loading C 2 Step S5 is performed.
11. A vehicle characterized by comprising an ECU (9), the ECU (9) comprising:
one or more processors;
a storage means for storing one or more programs;
the 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 claims 1-10.
CN202210591865.4A 2022-05-27 2022-05-27 Active regeneration system and method of particle catcher and vehicle Active CN114856759B (en)

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