CN115126612B - Vehicle, fuel cut-off regeneration control method and device of particle catcher of vehicle and storage medium - Google Patents
Vehicle, fuel cut-off regeneration control method and device of particle catcher of vehicle and storage medium Download PDFInfo
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- CN115126612B CN115126612B CN202210796913.3A CN202210796913A CN115126612B CN 115126612 B CN115126612 B CN 115126612B CN 202210796913 A CN202210796913 A CN 202210796913A CN 115126612 B CN115126612 B CN 115126612B
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- 239000000446 fuel Substances 0.000 title claims abstract description 216
- 239000002245 particle Substances 0.000 title claims abstract description 141
- 230000008929 regeneration Effects 0.000 title claims abstract description 127
- 238000011069 regeneration method Methods 0.000 title claims abstract description 127
- 238000000034 method Methods 0.000 title claims abstract description 44
- 239000004071 soot Substances 0.000 claims description 37
- 238000001914 filtration Methods 0.000 claims description 8
- 238000011144 upstream manufacturing Methods 0.000 claims description 7
- 239000000428 dust Substances 0.000 claims description 6
- 238000004364 calculation method Methods 0.000 claims description 4
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 claims description 3
- 229910052799 carbon Inorganic materials 0.000 claims description 3
- 230000007613 environmental effect Effects 0.000 claims description 2
- 239000000779 smoke Substances 0.000 claims 2
- 230000005764 inhibitory process Effects 0.000 claims 1
- 239000003502 gasoline Substances 0.000 description 6
- 230000008569 process Effects 0.000 description 6
- 230000006870 function Effects 0.000 description 3
- 230000000630 rising effect Effects 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000003287 optical effect Effects 0.000 description 2
- 230000002411 adverse Effects 0.000 description 1
- 238000004590 computer program Methods 0.000 description 1
- 238000003745 diagnosis Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 239000013307 optical fiber Substances 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 239000004065 semiconductor Substances 0.000 description 1
- GOLXNESZZPUPJE-UHFFFAOYSA-N spiromesifen Chemical compound CC1=CC(C)=CC(C)=C1C(C(O1)=O)=C(OC(=O)CC(C)(C)C)C11CCCC1 GOLXNESZZPUPJE-UHFFFAOYSA-N 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Classifications
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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
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- 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
-
- 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)
- Processes For Solid Components From Exhaust (AREA)
Abstract
The invention discloses a vehicle and a fuel cut regeneration control method, device and storage medium of a particle catcher of the vehicle. The particle catcher of the control method is arranged in an exhaust system of a vehicle and comprises the following steps: acquiring downstream temperature information of the particle catcher in real time; determining a current downstream temperature and a current downstream temperature increase gradient of the particle trap according to the downstream temperature information; judging whether the current downstream temperature is smaller than a first preset temperature threshold value or not; if yes, judging whether the current downstream temperature is greater than a second preset temperature threshold; if yes, judging whether the current downstream temperature gradient is larger than a gradient threshold value; if yes, controlling the engine of the vehicle to enter a fuel cut-off regeneration prohibition mode. According to the technical scheme, the method and the device are more comprehensive in consideration, meanwhile, the accuracy of controlling the fuel cut regeneration condition is improved, and the efficiency and the safety of fuel cut regeneration are guaranteed.
Description
Technical Field
The invention relates to the technical field of automobile control, in particular to a vehicle and a fuel cut regeneration control method, device and storage medium of a particle catcher of the vehicle.
Background
With the increasing strictness of automobile emissions and fuel consumption, in order to reduce emissions of particulate matters of gasoline engines, a gasoline engine particulate trap (Gasoline Particulate Filter, GPF) has become a standard configuration of an exhaust gas treatment system. When carbon particles discharged by tail gas of a gasoline engine are trapped by GPF, and the accumulated amount of soot load in the GPF exceeds a certain limit value, adverse effects such as rising of back pressure of exhaust gas of an automobile, power reduction, increase of oil consumption and the like are caused, so that regeneration treatment of the soot particles trapped by the GPF is needed.
The fuel cut is one of regeneration treatment modes, fresh air flows through the particle catcher when the fuel cut is utilized, when the GPF temperature is high enough, the accumulated soot load in the interior can be burnt, but if the temperature is too high, the particle catcher body can be burnt. In the prior art, whether fuel cut regeneration is carried out is generally judged according to the soot load and the regenerated temperature rise value, but the regenerated temperature rise value calculated by a model is far less accurate than an actual measured value, so that the problem of burning out the particle catcher body still exists.
Disclosure of Invention
The invention provides a vehicle and a fuel cut regeneration control method, device and storage medium of a particle catcher thereof, which are used for solving the problem that a particle catcher body is easy to burn when the particle catcher is in fuel cut regeneration in an automobile, improving the precision of controlling fuel cut regeneration conditions and ensuring the efficiency and safety of fuel cut regeneration.
In a first aspect, the present invention provides a fuel cut regeneration control method of a particle catcher provided in an exhaust system of a vehicle, comprising:
acquiring downstream temperature information of the particle catcher in real time;
Determining a current downstream temperature and a current downstream temperature increase gradient of the particle trap according to the downstream temperature information;
judging whether the current downstream temperature is smaller than a first preset temperature threshold value or not;
if yes, judging whether the current downstream temperature is greater than a second preset temperature threshold;
if yes, judging whether the current downstream temperature gradient is larger than a gradient threshold value or not;
If yes, controlling the engine of the vehicle to enter a fuel cut-off regeneration prohibition mode.
In a second aspect, the present invention provides a fuel cut regeneration control device of a particle catcher provided in an exhaust system of a vehicle, comprising:
The temperature information acquisition module is used for acquiring downstream temperature information of the particle catcher in real time;
a downstream temperature determination module for determining a current downstream temperature and a current downstream temperature increase gradient of the particle trap based on the downstream temperature information;
The temperature judging module is used for judging whether the current downstream temperature is smaller than a first preset temperature threshold value or not; if the current downstream temperature is smaller than the first preset temperature threshold, judging whether the current downstream temperature is larger than a second preset temperature threshold or not; if the current downstream temperature is greater than a second preset temperature threshold, judging whether the current downstream temperature gradient is greater than a first gradient threshold;
and the mode control module is used for controlling the engine of the vehicle to enter a fuel cut-off regeneration prohibition mode if the current downstream temperature gradient is greater than the first gradient threshold value.
In a third aspect, the present invention provides a vehicle comprising: an engine, an exhaust system, and a controller;
A particle catcher is arranged in the exhaust system;
the controller is used for executing the fuel cut regeneration control method of any particle catcher provided by the invention.
In a fourth aspect, the present invention provides a computer readable storage medium storing computer instructions for causing a processor to execute any one of the particle trap fuel cut regeneration control methods provided by the present invention.
According to the fuel cut regeneration control method for the particle catcher, provided by the embodiment of the invention, the current downstream temperature and the current downstream temperature growth gradient of the particle catcher are determined by acquiring the downstream temperature information of the particle catcher in real time, and then whether the current downstream temperature and the current downstream temperature growth gradient of the particle catcher meet the condition of entering a fuel cut regeneration prohibition mode or not is judged, if yes, an engine of a vehicle is controlled to enter the fuel cut regeneration prohibition mode.
It should be understood that the description in this section is not intended to identify key or critical features of the embodiments of the invention or to delineate the scope of the invention. Other features of the present invention will become apparent from the description that follows.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a method for controlling the regeneration of particulate traps according to an embodiment of the present invention;
FIG. 2 is a flow chart of a method for controlling the regeneration of particulate traps according to a second embodiment of the present invention;
FIG. 3 is a flow chart of a method for controlling the regeneration of a particulate trap during a fuel cut according to a third embodiment of the present invention;
Fig. 4 is a schematic structural diagram of a fuel cut regeneration control device of a particle catcher according to a fourth embodiment of the present invention;
fig. 5 is a schematic structural diagram of a vehicle according to a fifth embodiment of the present invention.
Detailed Description
In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present invention and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Example 1
The embodiment of the invention provides a fuel cut regeneration control method of a particle catcher, which can be suitable for controlling a fuel cut regeneration mode of the particle catcher, and can be implemented by a control device provided by the embodiment of the invention, wherein the control device is realized in a form of hardware and/or software, and the control device can be integrated in a controller of a vehicle. Fig. 1 is a flowchart of a method for controlling fuel cut regeneration of a particle catcher according to an embodiment of the present invention. The fuel cut regeneration control method of the particle catcher specifically comprises the following steps:
s110, acquiring downstream temperature information of the particle catcher in real time.
The downstream temperature information of the particle trap may specifically refer to temperature information of a position in the exhaust system after exhaust gas of the particle trap is exhausted, and may be acquired based on a temperature sensor, or may be acquired by other manners.
S120, determining the current downstream temperature and the current downstream temperature growth gradient of the particle catcher according to the downstream temperature information.
Wherein, the current downstream temperature refers to the temperature of the exhaust gas flowing out of the particle catcher in the current exhaust system; the current downstream temperature increase gradient refers to the derivative of the rising value of the downstream temperature over a certain period of time, i.eWhere Δt is the rising value of the downstream temperature in the time, and Δt is the absolute value of the time.
S130, judging whether the current downstream temperature is smaller than a first preset temperature threshold value or not; if yes, executing S140; if not, S160 is performed.
The first preset temperature threshold is a higher temperature value, and if the current downstream temperature is greater than the first preset temperature threshold, the temperature of the particle catcher is increased during fuel cut regeneration, so that the particle catcher body may be burnt. The first preset temperature threshold is obtained by using a soot load inquiry chart to obtain an original value, then correcting the original value by using a rotating speed and load inquiry chart, wherein the first temperature threshold is the corrected temperature value, and the numerical value in the chart is calibrated data according to the use condition. The soot load is mainly obtained according to the front-rear pressure difference of the particle catcher and the mass flow two-dimensional icon at the inlet.
S140, judging whether the current downstream temperature is greater than a second preset temperature threshold; if yes, then execution proceeds to S150.
The second preset temperature threshold is another higher temperature value smaller than the first preset temperature, the second preset temperature threshold is obtained by using a soot load inquiry chart to obtain an original value, then the original value is corrected by using a rotating speed and load inquiry chart, the second temperature threshold is the corrected temperature value, and the numerical value in the chart is calibrated according to the use condition.
S150, judging whether the current downstream temperature gradient is larger than a gradient threshold value or not; if yes, S160 is executed.
The gradient threshold is a fixed calibration parameter, and can be a calibration parameter preset before the vehicle leaves the factory. Specifically, if the current downstream temperature is greater than the second preset temperature threshold, and the current downstream temperature gradient is greater than the gradient threshold, the fuel cut regeneration is performed, and the temperature during the fuel cut regeneration may exceed the normal operating temperature threshold of the particle catcher body due to the overlarge downstream temperature gradient, so that the particle catcher body may be burned.
S160, controlling the engine of the vehicle to enter a fuel cut-off regeneration prohibition mode.
The fuel cut-off regeneration prohibition mode refers to controlling an engine of a vehicle to prohibit fuel cut-off regeneration as long as the fuel cut-off regeneration prohibition condition is satisfied, i.e., the current downstream temperature is satisfied to be greater than a first preset temperature threshold or the current downstream temperature is satisfied to be less than the first preset temperature threshold to be greater than a second preset temperature threshold and the current downstream temperature gradient is greater than a gradient threshold in the actual operation process of the engine. In the fuel cut-off regeneration mode, the engine of the vehicle is in a continuous operation process, and the fuel tank continuously provides the required fuel consumption for the operation of the engine.
In the vehicle driving process, if the current downstream temperature obtained in real time is greater than a first preset temperature threshold, the engine is controlled to inhibit fuel cut regeneration, or if the current downstream temperature obtained in real time is smaller than the first preset temperature threshold but greater than a second preset temperature threshold and the current downstream temperature gradient is greater than a gradient threshold, the engine is controlled to inhibit fuel cut regeneration, at this time, because the engine inhibits fuel cut regeneration, no fresh air flows through the particle catcher, and soot load accumulated in the particle catcher cannot be reburnt.
In this embodiment, through the real-time downstream temperature information that acquires the particle trapper to comprehensively consider current downstream temperature and current downstream temperature gradient, set up and forbid the regeneration condition of fuel cut, compare in prior art, consider more comprehensively, improved the precision of control fuel cut regeneration condition, simultaneously, can not exist the condition of burning out the particle trapper body, guaranteed the efficiency and the security of fuel cut regeneration.
Example two
Fig. 2 is a flowchart of another method for controlling fuel cut regeneration of a particle catcher according to an embodiment of the present invention, where, based on the above embodiment, a technical solution of exiting from a fuel cut-off prohibition regeneration mode and entering/exiting from a restriction regeneration mode is added, as shown in fig. 2, the method specifically includes:
s201, acquiring downstream temperature information of the particle catcher in real time.
S202, determining the current downstream temperature and the current downstream temperature growth gradient of the particle catcher according to the downstream temperature information.
S203, judging whether the current downstream temperature is smaller than a first preset temperature threshold value; if yes, executing S204; if not, S206 is performed.
S204, judging whether the current downstream temperature is greater than a second preset temperature threshold; if yes, executing S205; if not, S207 is performed.
S205, judging whether the current downstream temperature gradient is larger than a gradient threshold value; if yes, then execution proceeds to S206.
S206, controlling the engine of the vehicle to enter a fuel cut-off regeneration prohibition mode.
S207, judging whether the current downstream temperature is smaller than a third preset temperature threshold value; if yes, then execution proceeds to S208.
The third preset temperature threshold is a temperature value smaller than the second preset temperature threshold, and is a fixed parameter calibrated according to actual use conditions. The third preset temperature threshold is a relatively safe temperature value, and when the current downstream temperature is smaller than the third preset temperature threshold, the temperature of the particle catcher caused by fuel cut regeneration is increased, so that the temperature of the particle catcher cannot be larger than the temperature threshold of normal operation of the particle catcher.
S208, exiting the fuel cut-off prohibition regeneration mode, and acquiring the current inlet temperature of the particle catcher.
The current inlet temperature of the particle catcher can be calculated according to an upstream temperature value of the particle catcher, specifically, the upstream temperature sensor is a certain distance from the inlet of the particle catcher, when gas flows through the inlet of the particle catcher from an installation position of the upstream sensor, the temperature value after transition of the upstream temperature value is the inlet temperature, and it is understood that when the vehicle runs in a steady state, the temperature at the inlet of the particle catcher and the upstream temperature value have smaller differences, but when the vehicle starts an engine, and the like, the temperature at the inlet of the particle catcher and the upstream temperature value have larger differences.
In an exemplary embodiment, when the vehicle is traveling in the fuel cut-off regeneration prohibition mode, if the current downstream temperature obtained in real time is smaller than the third preset temperature threshold, and at this time, since the third preset temperature threshold is a relatively safe temperature value, the fuel cut-off regeneration is performed at the temperature, so that the particle catcher body is not burned, the engine is controlled to exit the fuel cut-off regeneration prohibition mode, and at the same time, the current inlet temperature of the particle catcher is obtained, and the vehicle is controlled to enter the fuel cut-off restriction mode or the fuel cut-off regeneration protection function is not executed any more according to the inlet temperature value.
S209, judging whether the current inlet temperature is greater than a first inlet temperature threshold value; if yes, then S210 is performed.
The first inlet temperature threshold is obtained according to a two-dimensional chart calibrated in advance according to actual use conditions according to current downstream temperature and soot loading amount inquiry. When the current inlet temperature is greater than the first inlet temperature threshold, it is necessary to further determine whether to control the engine to inhibit fuel cut in consideration of the effects of exhaust gas mass flow, exhaust gas temperature, particulate trap minimum filtration efficiency, two-time fuel cut time interval, and the like.
S210, controlling the engine to enter a fuel cut-off limiting regeneration mode; the states of the engine in the limited fuel cut regeneration mode include a fuel cut state and a non-fuel cut state.
When the engine works, gasoline is injected into the cylinders, after the engine is compressed to reach a certain temperature and pressure, the engine is ignited by the spark plugs, tail gas is discharged through the exhaust system and flows through the particle catcher, the fuel cut-off state means that one or more cylinders of the engine do not inject gasoline, at the moment, fresh air sucked by the cylinders is directly discharged through the exhaust system and flows through the particle catcher, or the fresh air is burnt again at the particle catcher and adsorbed soot particles; the non-fuel cut-off state refers to a working state in which all cylinders of the engine are injected with fuel and the fuel is ignited after being compressed.
If the engine is in the fuel cut-off state, acquiring dust load, soot load and current internal temperature in the particle catcher, exhaust mass flow and exhaust temperature of an exhaust system, and duration time and operation working condition of the fuel cut-off state of the engine; determining a minimum soot loading of the particle trap at a minimum filtration efficiency based on the dust loading; determining the maximum value of the fuel cut-off time according to the soot loading and the current internal temperature; determining a fuel cut-off time correction coefficient according to the exhaust mass flow and the exhaust temperature; and correcting the maximum value of the oil cut-off time according to the oil cut-off time correction coefficient to determine an oil cut-off time correction value. The dust load is mainly obtained according to a two-dimensional graph of the front-rear pressure difference of the particle catcher and the mass flow rate at the inlet of the particle catcher, and it is noted that the dust load and the soot load are obtained according to the two-dimensional graph of the front-rear pressure difference of the particle catcher and the mass flow rate at the inlet of the particle catcher, but the function constants are different. The current internal temperature refers to the temperature inside the current particle trap and can be determined based on the value of the temperature inside the particle trap at power-up and the increased temperature of the particle trap under the condition that the exhaust system of the engine is discharging gas. The minimum soot loading of the particle trap at the minimum filtration efficiency is the minimum soot loading that can guarantee the filtration capacity of the particle trap, which if less than this value, would result in a decrease in the filtration capacity of the particle trap.
If the engine is in a non-fuel cut-off state, acquiring the duration time of the non-fuel cut-off state of the engine; determining the allowable time length of the oil-break interval of two adjacent times according to the oil-break state duration time and the oil-break time length correction value; determining a fuel cut interval correction coefficient according to the soot loading; and correcting the allowable oil-break interval time according to the oil-break interval correction coefficient to determine the oil-break interval correction time.
S211, if the engine is in the fuel cut-off state, judging whether the fuel cut-off prohibition condition is met according to the soot loading capacity, the minimum soot loading capacity, the duration of the fuel cut-off state, the maximum fuel cut-off duration, the fuel cut-off duration correction value and the operation condition of the engine; if yes, then execution proceeds to S212.
Wherein the inhibit oil break condition comprises at least one of: the soot loading is less than the minimum soot loading; the duration of the oil cut-off state is longer than the correction value of the oil cut-off time; the maximum value of the oil-cut time is 0; the engine operating condition is an entering non-fuel cut-off condition. When the soot load is smaller than the minimum soot load, if the engine is controlled to keep in an oil-cut state, the soot load is reduced continuously, and the trapping capacity of the particle trapper is reduced; when the duration of the fuel cut-off state is longer than the correction value of the fuel cut-off time, or when the maximum value of the fuel cut-off time is 0, or when the running condition of the engine is to enter a non-fuel cut-off condition, the normal running requirement of the vehicle or the particle catcher body is possibly influenced; specifically, when any one or more of the above fuel cut-off prohibition conditions are satisfied, the engine is controlled to enter the fuel cut-off prohibition state. By judging whether the fuel cut-off prohibition condition is met, whether the soot load, the fuel cut-off state duration, the allowed fuel cut-off duration, the engine working condition and the like can all ensure that the engine is in the fuel cut-off state continuously so as not to influence the normal running of the vehicle or the trapping capacity of the particle trap can be determined.
S212, in the fuel cut-off limiting regeneration mode, the state of the engine is switched from a fuel cut-off state to a non-fuel cut-off state.
In a specific embodiment, after the vehicle exits the fuel cut-off regeneration prohibition mode, acquiring the current inlet temperature of the particle catcher in real time, and if the current inlet temperature is greater than a first inlet temperature threshold value, controlling the engine to enter the fuel cut-off regeneration restriction mode; in the fuel cut-off limiting regeneration mode, if the engine is in a fuel cut-off state, through the obtained soot load, the minimum soot load, the fuel cut-off state duration, the maximum fuel cut-off duration, the fuel cut-off duration correction value and the operation condition of the engine, whether at least one of the soot load, the engine operation condition, the fuel cut-off state duration and the fuel cut-off duration meets the fuel cut-off prohibition condition or not can be determined, and when any one or more fuel cut-off prohibition conditions are met, the engine is controlled to enter the fuel cut-off prohibition state so as to ensure the normal running of the vehicle or ensure the trapping capability of the particle catcher.
S213, if the engine is in a non-fuel cut-off state, judging whether a fuel cut-off forbidden exit condition is met according to the duration time of the non-fuel cut-off state, the allowed duration time of the fuel cut-off interval and the correction duration time of the fuel cut-off interval; if yes, S214 is executed.
Wherein the inhibit fuel cut exit condition includes: the fuel cut-off prohibition condition is not satisfied, the fuel cut-off interval permission period is longer than 0, and the non-fuel cut-off state duration is longer than the fuel cut-off interval correction period.
S214, in the fuel cut-off limiting regeneration mode, the state of the engine is switched to a non-fuel cut-off prohibition state.
In the limiting fuel cut-off mode, if the engine is in a non-fuel cut-off state, by acquiring the duration of the non-fuel cut-off state, the allowable duration of the fuel cut-off interval between two adjacent times, and the correction duration of the fuel cut-off interval of the engine, it may be determined whether the allowable duration of the fuel cut-off interval and the duration of the non-fuel cut-off state both satisfy the fuel cut-off prohibition exit condition, and when both the fuel cut-off prohibition exit conditions are satisfied, at the same time, the soot load is not less than the minimum soot load, the duration of the fuel cut-off state is not greater than the correction value of the fuel cut-off interval, the maximum value of the fuel cut-off interval is not 0, and when the engine operating condition does not enter the non-fuel cut-off condition, the state of the engine is controlled to switch to the non-fuel cut-off prohibition state.
Optionally, if the current inlet temperature is smaller than the second inlet temperature threshold, controlling the engine to exit the fuel cut-off regeneration limiting mode, and acquiring the operation condition of the engine; and controlling the state of the engine according to the operation condition of the engine.
When the current inlet temperature is lower than the second inlet temperature threshold, the current inlet temperature is insufficient to burn soot particles in the particle catcher even if fresh air flows through the particle catcher at the moment, or even if the particle catcher performs fuel cut regeneration, the temperature rise caused by the fuel cut regeneration does not cause the particle catcher to burn out the body, so that the protection function of prohibiting the fuel cut regeneration is not required to be executed. The operation conditions of the engine may include an oil cut-off condition in which if the vehicle is in an oil cut-off disabled regeneration mode or an oil cut-off disabled state that restricts the oil cut-off regeneration mode, no oil cut-off regeneration is performed, ensuring the safety of the oil cut-off regeneration.
According to the technical scheme provided by the embodiment, when the current downstream temperature is smaller than the third preset temperature threshold value, the fuel cut-off regeneration prohibition mode is exited, the current inlet temperature of the particle catcher is obtained, and whether the fuel cut-off regeneration restriction mode is entered is judged according to the current inlet temperature of the particle catcher. When the current inlet temperature of the particle catcher is greater than a first inlet temperature threshold value, entering a fuel cut-off regeneration limiting mode to protect the safety of fuel cut-off regeneration of the particle catcher; under the fuel cut-off limiting mode, the influences of the exhaust mass flow, the exhaust temperature, the minimum filtering efficiency of the particle catcher, the time interval between two fuel cuts and the like are considered, whether the fuel cut-off prohibition condition is met is judged, if the fuel cut-off prohibition condition is met, the engine is controlled to prohibit fuel cut, otherwise, if the fuel cut-off prohibition condition is not met, whether the engine is prohibited to cut off is not limited, whether the fuel cut-off regeneration of the particle catcher is prohibited is considered more comprehensively, the accuracy of the fuel cut-off regeneration control condition is improved, and the efficiency and the safety of the fuel cut-off regeneration are ensured. When the current inlet temperature of the particle catcher is smaller than the second inlet temperature threshold, namely, when the particle catcher body cannot be burnt due to temperature rise during fuel cut regeneration, the engine is controlled to exit from the fuel cut regeneration limiting mode, the state of the engine is controlled according to the running working condition of the engine, and the cost of the vehicle during running is reduced while the fuel cut regeneration safety is ensured.
Example III
Fig. 3 is a flowchart of a fuel cut regeneration control method for a particle catcher according to a third embodiment of the present invention, where on the basis of the above embodiment, downstream temperature information of the particle catcher is added and obtained based on a downstream temperature sensor; according to the downstream temperature information, determining the current downstream temperature of the particle catcher and the technical scheme of the current downstream temperature growth gradient, as shown in fig. 3, the method specifically comprises the following steps:
s310, acquiring downstream temperature information of the particle catcher in real time.
S320, judging whether a downstream temperature sensor fails according to the downstream temperature information; if yes, then execute S330; if not, S350 is performed.
The fault of the downstream temperature sensor is a feedback value of the vehicle diagnosis system after signal analysis, and the fault of the downstream temperature sensor may include, but is not limited to, a situation that the value of the downstream temperature signal received by the VCU or the ECU is unreasonable, or the downstream temperature signal is not received, and the like.
S330, acquiring the exhaust temperature, the exhaust mass flow and the current ambient temperature of the exhaust system.
S340, determining the current downstream temperature and the current downstream temperature growth gradient of the particle catcher based on the temperature calculation model according to the exhaust temperature, the exhaust mass flow and the current ambient temperature.
The main input value of the temperature calculation model is the exhaust temperature, and meanwhile, the information such as the ambient temperature, the exhaust mass flow and the like is considered.
S350, determining the current downstream temperature and the current downstream temperature growth gradient of the particle catcher according to the downstream temperature information.
S360, judging whether the current downstream temperature is smaller than a first preset temperature threshold value; if yes, executing S370; if not, S390 is performed.
S370, judging whether the current downstream temperature is greater than a second preset temperature threshold; if yes, then execution proceeds to S380.
S380, judging whether the current downstream temperature gradient is larger than a gradient threshold value; if yes, S390 is executed.
S390, controlling the engine of the vehicle to enter a fuel cut-off regeneration prohibition mode.
In a specific embodiment, in the running process of the vehicle, acquiring downstream temperature information of the particle catcher in real time, judging whether a downstream temperature sensor is faulty according to the downstream temperature information, if the downstream temperature sensor is faulty, determining the current downstream temperature of the particle catcher and the current downstream temperature increase gradient through a temperature calculation model according to the acquired exhaust temperature, the exhaust mass flow and the current environmental temperature, and controlling an engine of the vehicle to enter a fuel cut-off regeneration prohibition mode when the current downstream temperature is greater than a first preset temperature threshold value or when the current downstream temperature is less than the first preset temperature threshold value but greater than a second preset temperature threshold value and the current downstream temperature gradient is greater than a gradient threshold value; if the downstream temperature sensor has no fault, determining the current downstream temperature and the current downstream temperature increase gradient of the particle catcher directly according to downstream temperature information, and controlling the engine of the vehicle to enter a fuel cut-off regeneration prohibiting mode when the current downstream temperature is larger than a first preset temperature threshold or smaller than the first preset temperature threshold but larger than a second preset temperature threshold and the current downstream temperature gradient is larger than the gradient threshold, wherein no matter what state the engine of the vehicle is in, fuel cut-off regeneration is not performed any more so as to prevent the particle catcher body from being burnt due to overhigh temperature during fuel cut-off regeneration and ensure the safety of fuel cut-off regeneration.
In the embodiment, the downstream temperature information of the particle catcher is obtained in real time, the current downstream temperature and the current downstream temperature gradient are comprehensively considered, the condition for prohibiting oil-cut regeneration is set, when the condition for prohibiting oil-cut regeneration is met, the engine of the vehicle enters a mode for prohibiting oil-cut regeneration, the engine is prohibited from conducting oil-cut regeneration, the consideration is more comprehensive, the accuracy of controlling the oil-cut regeneration condition is improved, and the safety of oil-cut regeneration is ensured; when the vehicle exits the fuel cut-off prohibition regeneration mode, judging whether the vehicle enters the fuel cut-off prohibition regeneration mode according to the exhaust mass flow, the exhaust temperature, the GPF minimum filtration efficiency, the two fuel cut-off time interval and the like, so as to further ensure the trapping capacity of the particle catcher; meanwhile, the embodiment of the invention further ensures the accuracy of downstream temperature information and further improves the efficiency and safety of oil-break regeneration by judging whether the downstream temperature sensor fails.
Example IV
Fig. 4 shows a fuel cut regeneration control device for a particle catcher according to the present embodiment, which may be implemented in hardware and/or software and may be integrated into a controller of a vehicle. The particle trap is provided in an exhaust system of a vehicle, as shown in fig. 4, and the control device includes:
a temperature information acquisition module 410 for acquiring downstream temperature information of the particle trap in real time;
a downstream temperature determination module 420 for determining a current downstream temperature and a current downstream temperature increase gradient of the particle trap based on the downstream temperature information;
A temperature determining module 430, configured to determine whether the current downstream temperature is less than a first preset temperature threshold; if the current downstream temperature is smaller than the first preset temperature threshold, judging whether the current downstream temperature is larger than the second preset temperature threshold; if the current downstream temperature is greater than a second preset temperature threshold, judging whether the current downstream temperature gradient is greater than a first gradient threshold;
The mode control module 440 is configured to control the engine of the vehicle to enter a fuel cut-off regeneration disabled mode if the current downstream temperature gradient is greater than a first gradient threshold.
The fuel cut regeneration control device of the particle catcher provided by the embodiment of the invention can execute the fuel cut regeneration control method of the particle catcher provided by any embodiment of the invention, has corresponding functional modules and beneficial effects of the execution method, and the same points can be described with reference to the above.
Example five
Fig. 5 is a vehicle provided in the present embodiment, and as shown in fig. 5, the vehicle 1 includes: an engine 2, an exhaust system 3, and a controller 4; a particle catcher 5 is arranged in the exhaust system 3; the controller 4 is configured to execute the fuel cut regeneration control method of the particle catcher provided in any of the embodiments of the present invention. The vehicle 1 has the corresponding structure and characteristics for executing the fuel cut regeneration control method of the particle catcher provided by the embodiment of the invention, and can achieve the beneficial effects of the fuel cut regeneration control method of the particle catcher provided by the embodiment of the invention, and the same points can be described with reference to the above.
Example six
Based on the same conception, the embodiments of the present invention also provide a computer-readable storage medium storing computer instructions for causing a processor to execute the control method provided in any of the above embodiments.
In the context of the present invention, a computer-readable storage medium may be a tangible medium that can contain, or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer readable storage medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Alternatively, the computer readable storage medium may be a machine readable signal medium. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
The above embodiments do not limit the scope of the present invention. It will be apparent to those skilled in the art that various modifications, combinations, sub-combinations and alternatives are possible, depending on design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of the present invention.
Claims (9)
1. A fuel cut regeneration control method of a particle trap provided in an exhaust system of a vehicle, comprising:
acquiring downstream temperature information of the particle catcher in real time;
Determining a current downstream temperature and a current downstream temperature increase gradient of the particle trap according to the downstream temperature information;
judging whether the current downstream temperature is smaller than a first preset temperature threshold value or not;
if yes, judging whether the current downstream temperature is greater than a second preset temperature threshold;
if yes, judging whether the current downstream temperature gradient is larger than a gradient threshold value or not;
if yes, controlling an engine of the vehicle to enter a fuel cut-off regeneration prohibition mode;
the fuel cut-off regeneration control method of the particle catcher further comprises the following steps:
If the current downstream temperature is smaller than the second preset temperature threshold, judging whether the current downstream temperature is smaller than a third preset temperature threshold or not;
if yes, exiting the fuel cut-off inhibition regeneration mode, and acquiring the current inlet temperature of the particle catcher;
judging whether the current inlet temperature is greater than a first inlet temperature threshold value;
if yes, controlling the engine to enter a fuel cut-off limiting regeneration mode; the states of the engine in the limited fuel cut regeneration mode include a fuel cut state and a non-fuel cut state.
2. The fuel cut regeneration control method of a particle trap according to claim 1, further comprising:
And if the current downstream temperature is greater than the first preset temperature threshold, controlling the engine to enter a fuel cut-off regeneration prohibition mode.
3. The fuel cut regeneration control method of a particle trap according to claim 1, further comprising:
in the limited fuel cut regeneration mode, if the engine is in a fuel cut state, acquiring dust load, soot load and current internal temperature in the particle trap, exhaust mass flow and exhaust temperature of the exhaust system, and fuel cut state duration and operating condition of the engine;
Determining a minimum soot loading of the particle trap at a minimum filtration efficiency based on the dust loading;
Determining a maximum value of the fuel cut-off time according to the soot loading and the current internal temperature;
determining a fuel cut-off time correction coefficient according to the exhaust mass flow and the exhaust temperature;
Correcting the maximum value of the oil-cut time according to the oil-cut time correction coefficient to determine an oil-cut time correction value;
Judging whether an oil-break prohibition condition is met or not according to the carbon smoke load quantity, the minimum carbon smoke load quantity, the oil-break state duration time, the maximum oil-break duration time, the oil-break duration time correction value and the running condition of the engine; wherein the fuel cut-off prohibition condition includes at least one of:
The soot loading is less than the minimum soot loading; the fuel cut-off state duration is longer than the fuel cut-off duration correction value; the maximum value of the oil-cut-off time is 0; the engine operation condition is a non-fuel cut-off condition;
If so, in the limited fuel cut regeneration mode, the state of the engine is switched from the fuel cut state to the non-fuel cut state.
4. The fuel cut regeneration control method of a particle trap according to claim 3, further comprising:
In the limited fuel cut regeneration mode, if the engine is in a non-fuel cut state, acquiring the duration of the non-fuel cut state of the engine;
Determining the allowable time length of the oil break interval of two adjacent times according to the oil break state duration time and the oil break time length correction value;
determining an oil-break interval correction coefficient according to the soot loading;
Correcting the allowable oil-break interval time according to the oil-break interval correction coefficient to determine the oil-break interval correction time;
Determining whether a fuel cut-off prohibition condition is met according to the non-fuel cut-off state duration, the fuel cut-off interval permission duration and the fuel cut-off interval correction duration; the fuel cut-off prohibition exiting condition includes: the fuel cut-off prohibition condition is not satisfied, the fuel cut-off interval permission time period is longer than 0, and the non-fuel cut-off state duration is longer than the fuel cut-off interval correction time period;
If so, in the fuel cut-off limiting regeneration mode, the state of the engine is switched to a non-fuel cut-off prohibition state.
5. The fuel cut regeneration control method of a particle trap according to claim 1, further comprising:
If the current inlet temperature is smaller than a second inlet temperature threshold value, controlling the engine to exit the fuel cut-off regeneration limiting mode, and acquiring the running working condition of the engine;
And controlling the state of the engine according to the operation condition of the engine.
6. The fuel cut regeneration control method of a particle trap according to claim 1, wherein downstream temperature information of the particle trap is obtained based on a downstream temperature sensor;
determining a current downstream temperature and a current downstream temperature increase gradient of the particle trap based on the downstream temperature information, comprising:
Judging whether the downstream temperature sensor fails according to the downstream temperature information;
if yes, acquiring the exhaust temperature, the exhaust mass flow and the current environmental temperature of the exhaust system;
And determining a current downstream temperature and a current downstream temperature increase gradient of the particle trap based on a temperature calculation model according to the exhaust temperature, the exhaust mass flow and the current ambient temperature.
7. A fuel cut-off regeneration control device of a particle catcher provided in an exhaust system of a vehicle, comprising:
The temperature information acquisition module is used for acquiring downstream temperature information of the particle catcher in real time;
a downstream temperature determination module for determining a current downstream temperature and a current downstream temperature increase gradient of the particle trap based on the downstream temperature information;
The temperature judging module is used for judging whether the current downstream temperature is smaller than a first preset temperature threshold value or not; if the current downstream temperature is smaller than the first preset temperature threshold, judging whether the current downstream temperature is larger than a second preset temperature threshold or not; if the current downstream temperature is greater than a second preset temperature threshold, judging whether the current downstream temperature gradient is greater than a first gradient threshold;
The mode control module is used for controlling the engine of the vehicle to enter a fuel cut-off regeneration prohibition mode if the current downstream temperature gradient is greater than the first gradient threshold value;
the temperature judging module is further configured to judge whether the current downstream temperature is less than a third preset temperature threshold if the current downstream temperature is less than the second preset temperature threshold; if the current downstream temperature is smaller than a third preset temperature threshold, exiting the fuel cut-off regeneration prohibition mode and acquiring the current inlet temperature of the particle catcher;
The temperature judging module is further used for judging whether the current inlet temperature is greater than a first inlet temperature threshold value; if the current inlet temperature is greater than a first inlet temperature threshold, controlling the engine to enter a fuel cut-off regeneration limiting mode; the state of the engine in the limited fuel cut regeneration mode includes a fuel cut state and a non-fuel cut state;
wherein the current inlet temperature is determined from an upstream temperature value of the particle trap.
8. A vehicle, characterized by comprising: an engine, an exhaust system, and a controller;
A particle catcher is arranged in the exhaust system;
The controller is configured to execute the fuel cut regeneration control method of the particle catcher of any one of claims 1-6.
9. A computer readable storage medium storing computer instructions for causing a processor to execute the method of controlling fuel cut regeneration of a particle trap according to any one of claims 1-6.
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| CN112005002B (en) * | 2018-04-26 | 2022-12-23 | 日产自动车株式会社 | Method and device for controlling internal combustion engine |
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| JPH03202611A (en) * | 1989-12-28 | 1991-09-04 | Nissan Motor Co Ltd | Exhaust gas processing device for internal combustion engine |
| JP2003155913A (en) * | 2001-11-20 | 2003-05-30 | Hino Motors Ltd | Method and device for cleaning exhaust gas |
| EP1669574A2 (en) * | 2004-12-07 | 2006-06-14 | Ford Global Technologies, LLC | Method and device for controlling the regeneration of a particle filter |
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