CN116291830A - DPF differential pressure value correction method, DPF carbon loading correction method and vehicle - Google Patents
DPF differential pressure value correction method, DPF carbon loading correction method and vehicle Download PDFInfo
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- 238000000034 method Methods 0.000 title claims abstract description 71
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- 238000012360 testing method Methods 0.000 claims abstract description 14
- 230000008569 process Effects 0.000 claims abstract description 13
- 230000008929 regeneration Effects 0.000 claims description 18
- 238000011069 regeneration method Methods 0.000 claims description 18
- 230000018109 developmental process Effects 0.000 claims description 15
- 238000012544 monitoring process Methods 0.000 claims description 9
- 238000004364 calculation method Methods 0.000 claims description 8
- 238000003745 diagnosis Methods 0.000 description 6
- 239000013618 particulate matter Substances 0.000 description 6
- 238000004519 manufacturing process Methods 0.000 description 3
- 239000002245 particle Substances 0.000 description 3
- 238000012545 processing Methods 0.000 description 3
- 239000003054 catalyst Substances 0.000 description 2
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- 239000000446 fuel Substances 0.000 description 2
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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
- F01N11/005—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 the temperature or pressure being estimated, e.g. by means of a theoretical model
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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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- 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
- F01N9/005—Electrical control of exhaust gas treating apparatus using models instead of sensors to determine operating characteristics of exhaust systems, e.g. calculating catalyst temperature instead of measuring it directly
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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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Abstract
The invention discloses a DPF differential pressure value correction method, a DPF carbon load correction method and a vehicle, and relates to the technical field of vehicles. The DPF differential pressure value correction method comprises the following steps: and establishing a self-learning model of the DPF, determining the working condition of the engine according to the exhaust volume flow of the engine, acquiring DPF pressure difference values when the engine runs to different working conditions, and taking the average value of the DPF pressure difference values as the self-learning DPF pressure difference value. In the engine development stage, the DPF carries out self-learning by using a self-learning model of the DPF, and the obtained self-learning DPF differential pressure value is a DPF standard differential pressure value. In the whole vehicle test running stage, the DPF carries out self-learning by using a self-learning model of the DPF, and the obtained self-learning DPF differential pressure value is the DPF individual differential pressure value. And calculating a DPF differential pressure correction coefficient of the whole vehicle, wherein the DPF differential pressure correction value is the product of the DPF differential pressure correction coefficient and the DPF actual differential pressure value in the running process of the whole vehicle.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a DPF differential pressure value correction method, a DPF carbon loading correction method and a vehicle.
Background
The DPF (Diesel Particulate Filter, particulate trap) is a commonly used aftertreatment device in diesel engine systems, primarily for reducing the particulate matter content in the exhaust. As the diesel engine operates, a certain amount of particulate matter is precipitated in the particulate trap, and the precipitated particulate matter affects the operating characteristics of the diesel engine, so that the precipitated particulate matter needs to be cleaned periodically by adopting an active regeneration technology.
Because DPF has errors in production and processing, the phenomenon that the deviation between the back pressure and the development back pressure is too large when the whole vehicle is used easily occurs, and the performance calibrated based on the development working condition is different from that in actual use. When the deviation between the back pressure and the development back pressure is too large, the deviation of the calculation of the carbon loading of the DPF can be caused, so that the DPF is frequently regenerated, the oil consumption is increased, and the damage risk of the DPF is increased. At the same time, the related diagnosis of DPF is disturbed, so that overload faults are frequently reported, or no prompt is given when regeneration is needed.
Disclosure of Invention
The invention aims to provide a DPF differential pressure value correction method, a DPF carbon loading correction method and a vehicle, so as to avoid great changes of performance and diagnosis of an engine caused by the deviation of DPF carbon loading due to the deviation of DPF actual differential pressure and development differential pressure; the risk of DPF damage and fuel consumption of the vehicle are reduced.
To achieve the purpose, the invention adopts the following technical scheme:
the DPF differential pressure value correction method comprises the following steps:
establishing a self-learning model of the DPF, determining working conditions of the engine according to the exhaust volume flow of the engine, acquiring DPF pressure difference values when the engine runs to different working conditions, obtaining a plurality of DPF pressure difference values, and taking an average value of the DPF pressure difference values as the self-learning DPF pressure difference value;
in the engine development stage, the DPF carries out self-learning by using a self-learning model of the DPF, and the obtained self-learning DPF differential pressure value is a DPF standard differential pressure value;
in the whole vehicle test running stage, the DPF carries out self-learning by using a self-learning model of the DPF, and the obtained self-learning DPF differential pressure value is a DPF individual differential pressure value;
and calculating a DPF differential pressure correction coefficient of the whole vehicle according to the DPF standard differential pressure value and the DPF individual differential pressure value, wherein the DPF differential pressure correction value is the product of the DPF differential pressure correction coefficient and the DPF actual differential pressure value in the running process of the whole vehicle.
As an alternative scheme of the DPF differential pressure value correction method, the calculation method of the DPF differential pressure correction coefficient of the whole vehicle is as follows: the DPF differential pressure correction coefficient is equal to the ratio of the DPF reference differential pressure value to the DPF individual differential pressure value.
As an alternative to the DPF differential pressure value correction method, the actual differential pressure value of the DPF is a differential pressure value measured by a differential pressure sensor of the DPF.
As an alternative to the DPF differential pressure value correction method, the actual differential pressure of the DPF mounted on the engine and the factory differential pressure are identical in the engine development stage.
As an alternative to the DPF differential pressure value correction method, the whole-vehicle test run phase is defined as: and the driving mileage of the engine on the whole vehicle is smaller than the set driving mileage.
As an alternative scheme of the DPF differential pressure value correction method, the conditions for entering the self-learning model of the DPF to perform self-learning in the whole vehicle test run stage include: the environment temperature of the environment where the whole vehicle is located is the calibrated environment temperature, and the engine temperature of the whole vehicle is the calibrated engine temperature.
As an alternative scheme of the DPF differential pressure value correction method, the self-learning model of the DPF sets three different working conditions including a first set working condition, a second set working condition and a third set working condition according to different engine exhaust volume flows, and the engine exhaust volume flow is equal to the maximum exhaust volume flow when the first set working condition; the engine exhaust gas volumetric flow rate is equal to 50% of the maximum exhaust gas volumetric flow rate at the second set operating condition; the engine exhaust gas volumetric flow rate at the third set operating condition is equal to 30% of the maximum exhaust gas volumetric flow rate.
As an alternative to the DPF differential pressure value correction method, the step of performing self-learning according to the self-learning model of the DPF includes:
controlling the first operation of an engine and monitoring the operation condition of the engine;
when the engine runs to the first set working condition, acquiring a DPF pressure difference value under the first set working condition;
controlling the engine to stop running for the first time, and storing a DPF pressure difference value under the first set working condition;
controlling the engine to run for the second time, and monitoring the running condition of the engine;
when the engine runs to the second set working condition, acquiring a DPF pressure difference value under the second set working condition;
controlling the engine to stop running for the second time, and storing a DPF pressure difference value under the second set working condition;
controlling the engine to run for the third time, and monitoring the running condition of the engine;
when the engine runs to the third set working condition, acquiring a DPF pressure difference value under the third set working condition;
controlling the engine to stop running for the third time, and storing a DPF pressure difference value under the third set working condition;
calculating the average value of the stored three DPF pressure difference values, and taking the average value as the self-learning DPF pressure difference value.
As an alternative to the DPF differential pressure value correction method, the maximum exhaust gas volumetric flow rate is an exhaust gas volumetric flow rate of the engine at rated power.
A DPF carbon loading correction method comprising the steps of:
correcting the DPF differential pressure value by adopting the DPF differential pressure value correction method according to any scheme;
and obtaining a corrected value of the DPF carbon loading according to the corrected DPF differential pressure value.
As an alternative to the DPF carbon loading correction method, the method for obtaining the correction value of the DPF carbon loading according to the corrected DPF differential pressure value includes:
and establishing a MAP table of the DPF differential pressure value and the DPF carbon loading capacity, inquiring the MAP table of the DPF differential pressure value and the DPF carbon loading capacity according to the corrected DPF differential pressure value, and obtaining a corrected value of the DPF carbon loading capacity corresponding to the corrected DPF differential pressure value.
A vehicle comprising an engine and a DPF, the corrected value of the DPF carbon loading being obtained using the DPF carbon loading correction method according to any one of the above schemes to control the DPF regeneration.
The invention has the beneficial effects that:
according to the DPF differential pressure value correction method provided by the invention, the working condition of the engine is determined by the self-learning model of the DPF and the exhaust volume flow of the engine, the DPF differential pressure values when the engine runs to different working conditions are obtained, a plurality of DPF differential pressure values are obtained, and the average value of the DPF differential pressure values is used as the self-learning DPF differential pressure value. And the DPF in the engine development stage and the DPF in the whole vehicle test running stage are self-learned according to a self-learning model of the DPF, so that a DPF standard pressure difference value and a DPF individual pressure difference value are respectively obtained. And then calculating a DPF differential pressure correction coefficient of the whole vehicle according to the DPF standard differential pressure value and the DPF individual differential pressure value, wherein the DPF differential pressure correction value is the product of the DPF differential pressure correction coefficient and the DPF actual differential pressure value in the running process of the whole vehicle. The DPF is self-learned by a self-learning model of the DPF and is carried out when the vehicle is stopped, so that the normal operation of the vehicle is not affected. And the DPF adopts open loop control and weighted calculation in the self-learning process, so that the accuracy of self-learning is ensured, and the accuracy of the DPF differential pressure correction value is improved. The DPF differential pressure value correction method compensates differential pressure difference caused by DPF delivery consistency difference, can correct the DPF differential pressure of each engine according to the development reference value, and improves the engine performance.
According to the DPF carbon loading correction method provided by the invention, after the DPF differential pressure value is corrected by adopting the DPF differential pressure value correction method, the DPF carbon loading is corrected according to the corrected DPF differential pressure value, so that the accuracy of the DPF carbon loading is improved, DPF regeneration is controlled according to the obtained corrected value of the DPF carbon loading, the large change of the performance and diagnosis of an engine is avoided, and the damage risk of the DPF is reduced.
The vehicle provided by the invention comprises an engine and a DPF, wherein exhaust gas discharged by the operation of the engine enters the DPF for treatment, and DPF regeneration is controlled according to the carbon loading of the DPF. The DPF carbon loading is corrected according to the DPF carbon loading correction method, so that the accuracy of DPF regeneration control is improved, and the damage risk of the DPF and the oil consumption of the vehicle are reduced.
Drawings
FIG. 1 is a flow chart of a DPF differential pressure value correction method provided by an embodiment of the present invention;
FIG. 2 is a flow chart of self-learning by a self-learning model of a DPF provided by an embodiment of the invention.
Detailed Description
Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present invention and should not be construed as limiting the invention.
The term "coupled" is to be interpreted broadly, as being able to be a fixed or removable connection, unless explicitly stated and limited otherwise; 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 can be understood by those of ordinary skill in the art according to the specific circumstances.
The technical scheme of the invention is further described below by the specific embodiments with reference to the accompanying drawings.
The vehicle comprises an engine and an engine post-treatment device, wherein an exhaust pipeline of the engine is connected with an air inlet pipeline of the engine post-treatment device, and the engine post-treatment device is used for treating exhaust gas discharged by the engine so as to meet emission requirements and avoid environmental pollution.
The engine post-treatment device comprises a DOC (Diesel Oxidation Catalyst, an oxidation catalyst) and a DPF, wherein an exhaust pipeline of the engine is connected with the DOC, the DOC is connected with the DPF, and when the gas exhausted by the engine flows through the DOC, almost all CO and HC are contained under the condition of 200-600 DEG COxidation to CO 2 And H 2 0, while NO is converted into NO 2 The method comprises the steps of carrying out a first treatment on the surface of the The gas discharged from the DOC enters the DPF, the particles in the gas are trapped in a filter element of a filter body in the DPF, the clean exhaust gas treated by the DPF is discharged into the atmosphere, and the trapping efficiency of the DPF can reach more than 90 percent. With the lengthening of the working time, more and more particles are accumulated on the DPF, so that the filtering effect of the DPF is affected, the exhaust back pressure is increased, the ventilation and combustion of the engine are affected, the output power is reduced, the oil consumption is increased, and the DPF is periodically regenerated to remove the particles deposited in the DPF, so that the filtering performance of the DPF is recovered.
DPF regeneration has two methods, active regeneration, which is to raise the temperature in the DPF by using external energy to burn the particulate matter, and passive regeneration. When the differential pressure sensor detects that the back pressure before and after the DPF is too large, the amount of the particulates deposited in the DPF is considered to reach the limit value of the particulate matter amount (namely the carbon load of the DPF) carried by the DPF, at the moment, the temperature in the DPF is increased by external energy (such as injecting diesel before the DOC and burning), the temperature of the DPF is increased to be more than 550 ℃, and the particulates trapped in the DPF are burned, so that the trapping capacity of the DPF is restored.
Thus, whether the DPF is regenerated is related to the DPF carbon loading, which is related to the DPF differential pressure value. Because errors exist in DPF production and processing, the pressure difference exists when each DPF leaves the factory, and the phenomenon that the deviation between DPF back pressure and development back pressure is overlarge easily occurs when the whole vehicle is used, so that the performance calibrated based on the development state is different from the actual use. The same can lead to deviation in calculation of the carbon loading of the DPF, so that the DPF is frequently regenerated, the oil consumption is increased, and the damage risk of the DPF is increased. At the same time, the related diagnosis of DPF is disturbed, so that overload faults are frequently reported, or no prompt is given when regeneration is needed.
In order to solve the above problems, as shown in fig. 1, the present embodiment provides a DPF differential pressure value correction method, which includes the following steps:
s10, a self-learning model of the DPF is established, working conditions of the engine are determined according to the exhaust volume flow of the engine, DPF pressure difference values when the engine runs to different working conditions are obtained, a plurality of DPF pressure difference values are obtained, and an average value of the DPF pressure difference values is used as the self-learning DPF pressure difference value.
The volumetric flow of engine exhaust is the volume of fluid that passes through the DPF cross-section per unit of time, and is related to the pressure and temperature of the engine at that time.
Specifically, the self-learning model of the DPF sets three different working conditions according to different exhaust volume flows of the engine, wherein the three different working conditions comprise a first set working condition, a second set working condition and a third set working condition, and the exhaust volume flow of the engine is equal to the maximum exhaust volume flow when the first set working condition is adopted; the engine exhaust volume flow is equal to 50% of the maximum exhaust volume flow at the second set operating condition; the engine exhaust volume flow is equal to 30% of the maximum exhaust volume flow at the third set operating condition.
In this embodiment, the maximum exhaust gas volumetric flow is the exhaust gas volumetric flow of the engine at rated power. In order to facilitate control, the exhaust volume flow of the engine is monitored, and the working condition of the engine is set according to the exhaust volume flow of the engine. And determining three different set working conditions according to the exhaust volume flow of the engine by taking the exhaust volume flow of the engine under the rated power as a reference.
As shown in fig. 2, the step of performing self-learning according to the self-learning model of the DPF includes:
s101, controlling the engine to run for the first time, and monitoring the running condition of the engine.
S102, when the engine runs to a first set working condition, acquiring a DPF pressure difference value under the first set working condition.
S103, controlling the engine to stop running for the first time, and storing the DPF pressure difference value under the first set working condition.
S104, controlling the engine to run for the second time, and monitoring the running condition of the engine.
And S105, when the engine runs to the second set working condition, acquiring a DPF pressure difference value under the second set working condition.
S106, controlling the engine to stop running for the second time, and storing the DPF pressure difference value under the second set working condition.
And S107, controlling the engine to run for the third time, and monitoring the running condition of the engine.
S108, when the engine runs to the third set working condition, acquiring a DPF pressure difference value under the third set working condition.
And S109, controlling the engine to stop running for the third time, and storing the DPF pressure difference value under the third set working condition.
S110, calculating an average value of the stored three DPF pressure difference values, and taking the average value as a self-learning DPF pressure difference value.
The DPF pressure difference value of the first set working condition, the DPF pressure difference value of the second set working condition and the DPF pressure difference value of the third set working condition are stored in an EEPROM, and the EEPROM is an electrified erasable programmable read-only memory, so that the DPF pressure difference value is a memory chip with no data loss after power failure. In the self-learning process according to the self-learning model of the DPF, the DPF differential pressure value is acquired by a DPF differential pressure sensor, then the engine is controlled to stop running, the acquired DPF differential pressure value is stored on an EEPROM, then the engine is controlled to run, the acquisition of the DPF differential pressure value in the next set working condition is carried out until the DPF differential pressure value under the three set working conditions is obtained, and then the average value of the three DPF differential pressure values is calculated as the self-learning DPF differential pressure value.
The self-learning model of the DPF provided by the embodiment adopts open loop control and weighted calculation in the self-learning process, so that the self-learning accuracy of the differential pressure value of the DPF is ensured, and the detection accuracy and accuracy of the differential pressure value of the DPF are improved.
With continued reference to fig. 1, the present embodiment provides a DPF differential pressure value correction method further including the steps of:
s20, in the engine development stage, the DPF carries out self-learning by using a self-learning model of the DPF, and the obtained self-learning DPF differential pressure value is a DPF standard differential pressure value.
The DPF production and processing consistency is poor, so that deviation exists between the factory differential pressure of the DPF and the actual differential pressure, the differential pressure of each DPF when the DPF is factory is different, the actual differential pressure of the DPF installed on the engine is consistent with the factory differential pressure in the engine development stage, the DPF with the consistent actual differential pressure and the factory differential pressure is self-learned by a self-learning model of the DPF, the obtained self-learning DPF differential pressure value is used as a DPF standard differential pressure value, the difference between the DPF with individual difference and the DPF standard differential pressure value is judged by taking the DPF standard differential pressure value as a standard, and the individual DPF is corrected.
S30, in the whole vehicle test running stage, the DPF carries out self-learning by using a self-learning model of the DPF, and the obtained self-learning DPF differential pressure value is the DPF individual differential pressure value.
The whole vehicle test run phase is defined as: the driving mileage of the engine on the whole vehicle is smaller than the set driving mileage. In the present embodiment, the driving distance is set to 100km. In the test running stage of the whole vehicle, the DPF uses a self-learning DPF differential pressure value obtained by self-learning of a self-learning model of the DPF as a DPF individual differential pressure value, and the DPF individual differential pressure value is compared with a DPF standard differential pressure value to obtain a DPF differential pressure correction coefficient on the whole vehicle, so that the DPF differential pressure value detected in the subsequent running process of the whole vehicle is corrected according to the DPF differential pressure correction coefficient.
It should be noted that, each whole vehicle is self-learned through a self-learning model of the DPF in the test operation stage, then the individual differential pressure value of the DPF on the whole vehicle is compared with the reference differential pressure value of the DPF to obtain the differential pressure correction coefficient of the DPF on the whole vehicle, and then the differential pressure value of the DPF detected in the running process of the whole vehicle is corrected according to the differential pressure correction coefficient of the DPF. That is, since the differential pressure of the DPFs mounted on each whole vehicle has individual differences, the differential pressure correction coefficients of the DPFs of different whole vehicles are different.
In order to ensure the accuracy of the individual differential pressure value of the DPF, corresponding conditions are required to be met when the DPF performs self-learning by using a self-learning model of the DPF in the whole vehicle test operation stage. The conditions for self-learning entering the self-learning model of the DPF in the whole vehicle test running stage comprise: the environment temperature of the environment of the whole vehicle is the calibrated environment temperature, and the engine temperature of the whole vehicle is the calibrated engine temperature. The stability of engine operation in the DPF self-learning process is ensured, so that the accuracy of the individual differential pressure value of the DPF is improved. The person skilled in the art sets the calibration ambient temperature and the calibration engine temperature according to the actual situation.
The calculation method of the DPF differential pressure correction coefficient of the whole vehicle comprises the following steps: the DPF differential pressure correction coefficient is equal to the ratio of the DPF reference differential pressure value to the DPF individual differential pressure value.
And S40, calculating a DPF differential pressure correction coefficient of the whole vehicle according to the DPF standard differential pressure value and the DPF individual differential pressure value, wherein the DPF differential pressure correction value is the product of the DPF differential pressure correction coefficient and the DPF actual differential pressure value in the whole vehicle operation process.
In the whole vehicle running process, the DPF actual differential pressure value is the differential pressure value measured by a differential pressure sensor of the DPF. And multiplying the differential pressure value measured by the differential pressure sensor of the DPF by the DPF differential pressure correction coefficient of the whole vehicle to obtain the DPF differential pressure correction value.
The self-learning of the DPF by the self-learning model of the DPF is carried out when the vehicle is stopped, and the normal operation of the whole vehicle is not affected. And the DPF adopts open loop control and weighted calculation in the self-learning process, so that the accuracy of self-learning is ensured, and the accuracy of the DPF differential pressure correction value is improved. The DPF differential pressure value correction method compensates differential pressure difference caused by DPF delivery consistency difference, can correct the DPF differential pressure of each engine according to the development reference value, and improves the engine performance.
Since DPF regeneration is related to a limit on DPF carbon loading, and DPF carbon loading is related to a DPF differential pressure value. If the differential pressure value of the DPF deviates, the carbon loading of the DPF also deviates, which affects the regeneration of the DPF, and frequent regeneration of the DPF increases fuel consumption and increases the risk of damage of the DPF. At the same time, the related diagnosis of DPF is disturbed, so that overload faults are frequently reported, or no prompt is given when regeneration is needed.
In order to solve the above problem, the present embodiment further provides a method for correcting a carbon loading of a DPF, including the steps of:
the DPF differential pressure value is corrected by adopting the DPF differential pressure value correction method, and the correction value of the DPF carbon load is obtained according to the corrected DPF differential pressure value.
Specifically, the method for obtaining the correction value of the DPF carbon loading according to the corrected DPF differential pressure value comprises the following steps:
and establishing a MAP table of the DPF differential pressure value and the DPF carbon loading, inquiring the MAP table of the DPF differential pressure value and the DPF carbon loading according to the corrected DPF differential pressure value, and obtaining a corrected value of the DPF carbon loading corresponding to the corrected DPF differential pressure value as the DPF carbon loading.
The method for establishing the MAP table of DPF pressure differential value and DPF carbon loading is prior art and will not be described in detail herein.
According to the DPF carbon loading correction method, after the DPF differential pressure value is corrected by adopting the DPF differential pressure value correction method, the DPF carbon loading is corrected according to the corrected DPF differential pressure value, so that the accuracy of the DPF carbon loading is improved, DPF regeneration is controlled according to the obtained corrected value of the DPF carbon loading, the performance and diagnosis of an engine are prevented from being greatly changed, and the damage risk of the DPF is reduced.
The embodiment also provides a vehicle, which comprises an engine and a DPF, wherein the correction value of the DPF carbon loading is obtained by adopting the DPF carbon loading correction method so as to control DPF regeneration. The DPF carbon loading is corrected according to the DPF carbon loading correction method, so that the accuracy of DPF regeneration control is improved, and the damage risk of the DPF and the oil consumption of the vehicle are reduced.
The foregoing is merely exemplary of the present invention, and those skilled in the art should not be considered as limiting the invention, since modifications may be made in the specific embodiments and application scope of the invention in light of the teachings of the present invention.
Claims (12)
- A dpf differential pressure value correction method characterized by comprising the steps of:establishing a self-learning model of the DPF, determining working conditions of the engine according to the exhaust volume flow of the engine, acquiring DPF pressure difference values when the engine runs to different working conditions, obtaining a plurality of DPF pressure difference values, and taking an average value of the DPF pressure difference values as the self-learning DPF pressure difference value;in the engine development stage, the DPF carries out self-learning by using a self-learning model of the DPF, and the obtained self-learning DPF differential pressure value is a DPF standard differential pressure value;in the whole vehicle test running stage, the DPF carries out self-learning by using a self-learning model of the DPF, and the obtained self-learning DPF differential pressure value is a DPF individual differential pressure value;and calculating a DPF differential pressure correction coefficient of the whole vehicle according to the DPF standard differential pressure value and the DPF individual differential pressure value, wherein the DPF differential pressure correction value is the product of the DPF differential pressure correction coefficient and the DPF actual differential pressure value in the running process of the whole vehicle.
- 2. The DPF differential pressure value correction method according to claim 1, characterized in that the calculation method of the DPF differential pressure correction coefficient of the whole vehicle is: the DPF differential pressure correction coefficient is equal to the ratio of the DPF reference differential pressure value to the DPF individual differential pressure value.
- 3. The DPF differential pressure value correcting method according to claim 1, wherein the DPF actual differential pressure value is a differential pressure value measured by a differential pressure sensor of the DPF.
- 4. The DPF differential pressure value correction method according to claim 1, characterized in that an actual differential pressure of a DPF mounted on the engine and a factory differential pressure are identical in the engine development stage.
- 5. The DPF differential pressure value correction method according to claim 1, characterized in that the entire vehicle test run phase is defined as: and the driving mileage of the engine on the whole vehicle is smaller than the set driving mileage.
- 6. The DPF differential pressure value correction method according to claim 5, wherein the condition of entering a self-learning model of the DPF for self-learning in the entire vehicle test run phase includes: the environment temperature of the environment where the whole vehicle is located is the calibrated environment temperature, and the engine temperature of the whole vehicle is the calibrated engine temperature.
- 7. The method according to claim 6, wherein the self-learning model of the DPF sets three different conditions according to different engine exhaust volume flows, including a first set condition, a second set condition, and a third set condition, and the engine exhaust volume flow is equal to the maximum exhaust volume flow at the first set condition; the engine exhaust gas volumetric flow rate is equal to 50% of the maximum exhaust gas volumetric flow rate at the second set operating condition; the engine exhaust gas volumetric flow rate at the third set operating condition is equal to 30% of the maximum exhaust gas volumetric flow rate.
- 8. The DPF differential pressure value correction method according to claim 7, characterized in that the step of self-learning according to the self-learning model of the DPF includes:controlling the first operation of an engine and monitoring the operation condition of the engine;when the engine runs to the first set working condition, acquiring a DPF pressure difference value under the first set working condition;controlling the engine to stop running for the first time, and storing a DPF pressure difference value under the first set working condition;controlling the engine to run for the second time, and monitoring the running condition of the engine;when the engine runs to the second set working condition, acquiring a DPF pressure difference value under the second set working condition;controlling the engine to stop running for the second time, and storing a DPF pressure difference value under the second set working condition;controlling the engine to run for the third time, and monitoring the running condition of the engine;when the engine runs to the third set working condition, acquiring a DPF pressure difference value under the third set working condition;controlling the engine to stop running for the third time, and storing a DPF pressure difference value under the third set working condition;calculating the average value of the stored three DPF pressure difference values, and taking the average value as the self-learning DPF pressure difference value.
- 9. The DPF differential pressure value correction method according to claim 7, characterized in that the maximum exhaust gas volume flow is an exhaust gas volume flow of the engine at a rated power.
- A dpf carbon loading correction method characterized by comprising the steps of:correcting the differential pressure value of the DPF by adopting the differential pressure value correction method of the DPF according to any one of claims 1-9;and obtaining a corrected value of the DPF carbon loading according to the corrected DPF differential pressure value.
- 11. The DPF carbon loading correction method according to claim 10, wherein the method of obtaining the correction value of the DPF carbon loading based on the corrected DPF differential pressure value includes:and establishing a MAP table of the DPF differential pressure value and the DPF carbon loading capacity, inquiring the MAP table of the DPF differential pressure value and the DPF carbon loading capacity according to the corrected DPF differential pressure value, and obtaining a corrected value of the DPF carbon loading capacity corresponding to the corrected DPF differential pressure value.
- 12. Vehicle comprising an engine and a DPF, characterized in that a correction value of the DPF carbon loading is obtained using the DPF carbon loading correction method according to claim 10 or 11 to control the DPF regeneration.
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