CN116498454A - Method, device, vehicle and storage medium for controlling temperature - Google Patents

Method, device, vehicle and storage medium for controlling temperature Download PDF

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Publication number
CN116498454A
CN116498454A CN202310410190.3A CN202310410190A CN116498454A CN 116498454 A CN116498454 A CN 116498454A CN 202310410190 A CN202310410190 A CN 202310410190A CN 116498454 A CN116498454 A CN 116498454A
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CN
China
Prior art keywords
injection
post
temperature
engine
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202310410190.3A
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Chinese (zh)
Inventor
赵振兴
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Great Wall Motor Co Ltd
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Great Wall Motor Co Ltd
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Filing date
Publication date
Application filed by Great Wall Motor Co Ltd filed Critical Great Wall Motor Co Ltd
Priority to CN202310410190.3A priority Critical patent/CN116498454A/en
Publication of CN116498454A publication Critical patent/CN116498454A/en
Pending legal-status Critical Current

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Classifications

    • 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
    • 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
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/405—Multiple injections with post injections
    • 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
    • F01N2250/00—Combinations of different methods of purification
    • F01N2250/14—Combinations of different methods of purification absorption or adsorption, and filtering
    • 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
    • F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
    • F01N2570/14—Nitrogen oxides
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • 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
    • F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
    • F02D2200/503—Battery correction, i.e. corrections as a function of the state of the battery, its output or its type
    • 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)
  • Fuel-Injection Apparatus (AREA)

Abstract

The application provides a method, a device, a vehicle and a storage medium for controlling temperature. On detecting that the particle trap satisfies the regeneration condition, the injector is controlled to post-inject to the engine, which may raise the temperature inside the particle trap. Based on the amount of fuel injected by the post-injection of the present wheel and the first deviation between the first temperature inside the post-injection of the present wheel and the preset temperature range, the amount of fuel injected by the subsequent post-injection is adjusted, which can control the temperature inside the particle catcher so that the temperature is maintained in the preset temperature range. In addition, the temperature inside the particle trap is controlled in a state where the engine is charged to the battery of the vehicle, which can maintain the temperature inside the particle trap relatively stably in a preset temperature range, so that the temperature does not greatly increase or decrease during the temperature control inside the particle trap. This allows the carbon particles to be adequately cleaned at a predetermined temperature range, allowing for good engine performance.

Description

Method, device, vehicle and storage medium for controlling temperature
Technical Field
The present application relates to the field of vehicles, and more particularly, to a method, apparatus, vehicle, and storage medium for controlling temperature in the field of vehicles.
Background
With the development of scientific technology and the improvement of the living standard of people, more families select vehicles as a walking tool, and people cannot leave the vehicles in daily life.
During everyday use of a vehicle, an engine within the vehicle may generate exhaust. When the carbon particle content in the exhaust gas exceeds a certain value, this causes the carbon particle content in the gasoline particle trap in the vehicle to increase, which affects the resistance of the exhaust system of the vehicle to some extent, resulting in a decrease in engine performance. In this regard, it is desirable to maintain the temperature inside the gasoline particulate trap within a range that allows the carbon particles to be adequately cleaned within the range, thereby providing good engine performance.
Disclosure of Invention
The application provides a method, a device, a vehicle and a storage medium for controlling temperature, wherein the method can control the temperature inside a particle catcher to be maintained in a preset temperature range more stably, so that carbon particles are fully cleaned in the preset temperature range, and an engine has good performance.
In a first aspect, there is provided a method of controlling temperature, the method comprising: controlling an injector in a vehicle to post-inject to an engine in the vehicle to increase the temperature inside the particle trap when the particle trap in the vehicle is detected to meet a regeneration condition and the engine in the vehicle meets a preset condition; determining a first temperature inside the particle trap after the post-injection of the present wheel; based on the oil injection quantity of the post injection of the present wheel and the first deviation between the first temperature and the preset temperature range, the oil injection quantity of the post injection is adjusted so as to control the temperature inside the particle catcher to be maintained in the preset temperature range; the preset condition is that the engine is in a state of charging a battery of the vehicle.
In the above technical solution, in the case where it is detected that the carbon particle content in the particle catcher in the vehicle exceeds a certain amount (the particle catcher satisfies the regeneration condition), the injector is controlled to post-inject to the engine, which can raise the temperature inside the particle catcher. Determining a first temperature inside the post-injection particle trap after the present round; based on the injection amount of the post injection of the present wheel and the first deviation, the injection amount of the post injection is adjusted, which enables to control the temperature inside the particle catcher so that the temperature inside the particle catcher is maintained in a preset temperature range. In addition, the temperature inside the particle trap is controlled in a state where the engine is charged to the battery of the vehicle, which enables the temperature to be maintained in the preset temperature range relatively stably, so that the temperature does not increase or decrease greatly during the control of the temperature inside the particle trap. In this way, carbon particles can be adequately cleaned at the preset temperature range, so that the engine has good performance.
With reference to the first aspect, in some possible implementations, the process of detecting that the particulate trap in the vehicle satisfies the regeneration condition includes at least one of: acquiring the pressure difference of the two ends of the particle catcher through the pressure difference sensors of the two ends of the particle catcher; determining that the particulate trap meets a regeneration condition if the pressure differential is greater than a first threshold; determining an accumulated operating time of the engine; under the condition that the accumulated running time length is larger than a second threshold value, determining that the particle catcher meets a regeneration condition; and determining the accumulated driving distance of the vehicle when the engine is used, and determining that the particle catcher meets the regeneration condition under the condition that the accumulated driving distance is larger than a third threshold value.
In the above technical solution, several cases where the particle catcher meets the regeneration condition are described, and it should be understood that the particle catcher meets the regeneration condition refers to a process that the carbon particle content in the particle catcher exceeds a certain amount and the carbon particle in the particle catcher needs to be cleaned. In this regard, in determining whether the particle trap meets the regeneration conditions, it can be determined based on a pressure differential across the particle trap and/or a cumulative operating length of the engine and/or a cumulative mileage of the vehicle when the engine is in use. This is because, to some extent, the greater the pressure differential across the particle trap, the more carbon particles are contained in the particle trap; the longer the accumulated running time of the engine, the more the carbon particle content in the particle catcher; the greater the accumulated range of the vehicle when the engine is in use, the greater the carbon particle content in the particle trap.
With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, before controlling post injection of an injector in the vehicle to the engine, the method further includes: acquiring a second temperature of the interior of the particle catcher at a first moment through a temperature sensor connected with the particle catcher; determining the injection quantity of the injection after the current round based on a second deviation between the second temperature and a preset temperature range; and controlling a post injection of an injector in the vehicle to the engine, comprising: and controlling the fuel injector to post-inject to the engine according to the fuel injection quantity of the post-injection of the present wheel.
In the above technical solution, before the injector is controlled to post-inject into the engine, the temperature (second temperature) at the first time inside the particle catcher is obtained by using a temperature sensor connected with the particle catcher, and the injection quantity (injection quantity of the post injection of the present wheel) when the post injection is performed into the engine is determined based on the second deviation between the second temperature and the preset temperature range. That is, the injection amount determined based on the temperature inside the particle catcher at the present time (second temperature) and the second deviation between the second temperature and the temperature to be reached (preset temperature range) is post-injected into the engine instead of any injection amount.
With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, after determining the injection quantity of the post-injection of the present round, the method further includes: correcting the oil injection quantity of the injection after the round based on the air inflow entering the engine to obtain a corrected first oil injection quantity; and controlling the injector to post-inject to the engine according to the injection quantity of the post-injection of the present wheel, comprising: and controlling the injector to post-inject to the engine according to the corrected first injection quantity.
In the above technical solution, since the intake air amount affects the combustion degree of the fuel in the engine, after the injection amount of the post injection of the present wheel is determined based on the second deviation, the injection amount of the post injection of the present wheel needs to be corrected based on the intake air amount, so that the fuel of the corrected first injection amount can be fully combusted under the action of the intake air amount after the post injection of the corrected first injection amount to the engine, so that soot in the engine is not generated due to insufficient combustion of the fuel, and even the problem of abrasion of engine components is avoided.
With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, after determining the injection quantity of the post-injection of the present round, the method further includes: acquiring the temperature inside a nitrogen oxide trap in the vehicle, wherein the particle trap is connected with the engine through the nitrogen oxide trap; correcting the oil injection quantity of the post injection of the present wheel based on the temperature inside the nitrogen oxide catcher to obtain a corrected second oil injection quantity; and controlling the injector to post-inject to the engine according to the injection quantity of the post-injection of the present wheel, comprising: and controlling the injector to post-inject to the engine according to the corrected second injection quantity.
In the above technical solution, the gas and heat generated after the fuel in the engine is combusted will first pass through the nox trap and then enter the particle trap, so when determining to post-inject fuel into the engine, the current temperature in the nox trap needs to be considered, and the current temperature is used to correct the injection quantity of the post-injection of the engine. This can make the injection quantity of the current round of post injection small under the condition that the current temperature is relatively high, so that the temperature generated based on the post injection process is not very high after the post injection is carried out to the engine, and the nitrogen oxide trap can bear the temperature generated by the post injection process. In this way, the solution prevents the nitrogen oxide trap from being damaged during the control of the temperature inside the particle trap.
With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, adjusting the injection quantity of the subsequent post injection based on the injection quantity of the post injection of the present round and the first deviation between the first temperature and the preset temperature range includes: updating the injection quantity of the injection after the present round based on the product between the first deviation and the adjustment parameter, and then adding the product to the injection quantity of the injection after the present round, wherein the adjustment parameter is related to the speed of the injection quantity of the injection after adjustment; and determining the updated oil injection quantity as the oil injection quantity of the subsequent post injection.
In the above technical solution, a process of adjusting the injection quantity of the subsequent injection is described. Specifically, the product between the first deviation and the adjustment parameter is added on the basis of the injection quantity of the post-injection of the present wheel. The oil injection quantity of the post injection of the present wheel is updated based on the first deviation and the adjustment parameter, so that the temperature inside the particle catcher is stably maintained in a preset temperature range in the process of controlling the temperature inside the particle catcher, and carbon particles in the particle catcher are more fully cleaned.
With reference to the first aspect and the foregoing implementation manner, in some possible implementation manners, the engine maintains a constant rotation speed to charge the battery.
Among the above-mentioned technical scheme, this scheme can make the inside temperature of particle trap more steadily maintain at preset temperature range for the in-process of controlling the inside temperature of particle trap, the inside temperature of particle trap can not rise sharply or drop sharply, and this process can avoid particle trap to be damaged.
In a second aspect, there is provided an apparatus for controlling temperature, the apparatus comprising: the control module is used for controlling the injector in the vehicle to perform post injection to the engine so as to improve the temperature inside the particle catcher when the particle catcher in the vehicle is detected to meet the regeneration condition and the engine in the vehicle meets the preset condition; a determination module for determining a first temperature inside the particle trap after the present round of post-injection; the adjusting module is used for adjusting the oil injection quantity of the subsequent post injection based on the oil injection quantity of the post injection of the round and the first deviation between the first temperature and the preset temperature range so as to control the temperature inside the particle catcher to be maintained in the preset temperature range; the preset condition is that the engine is in a state of charging a battery of the vehicle.
With reference to the second aspect, in some possible implementations, the determining module is further configured to at least one of: acquiring the pressure difference of the two ends of the particle catcher through the pressure difference sensors of the two ends of the particle catcher; determining that the particulate trap meets a regeneration condition if the pressure differential is greater than a first threshold; determining an accumulated operating time of the engine; under the condition that the accumulated running time length is larger than a second threshold value, determining that the particle catcher meets a regeneration condition; and determining the accumulated driving distance of the vehicle when the engine is used, and determining that the particle catcher meets the regeneration condition under the condition that the accumulated driving distance is larger than a third threshold value.
With reference to the second aspect and the foregoing implementation manner, in some possible implementation manners, before controlling post injection of an injector in the vehicle to the engine, the apparatus includes: the acquisition module is used for acquiring a second temperature of the interior of the particle catcher at a first moment through a temperature sensor connected with the particle catcher; the determining module is further used for determining the oil injection quantity of the injection after the round of injection based on a second deviation between the second temperature and a preset temperature range; and the control module is specifically used for controlling the injector to post-inject towards the engine according to the injection quantity of the post-injection of the present wheel.
With reference to the second aspect and the foregoing implementation manner, in some possible implementation manners, after determining the injection quantity of the post-injection of the present wheel, the adjusting module is further configured to correct the injection quantity of the post-injection of the present wheel based on an intake air quantity entering the engine, so as to obtain a corrected first injection quantity; the control module is specifically further configured to control the injector to post-inject to the engine according to the corrected first injection quantity.
With reference to the second aspect and the foregoing implementation manner, in some possible implementation manners, after determining the injection quantity of the post-injection of the present wheel, the obtaining module is further configured to obtain a temperature inside a nox trap in the vehicle, where the nox trap is connected to the engine through the nox trap; the adjusting module is also used for correcting the oil injection quantity of the post-injection of the round based on the temperature inside the nitrogen oxide catcher to obtain a corrected second oil injection quantity; and the control module is specifically used for controlling the injector to post-inject towards the engine according to the corrected second injection quantity.
With reference to the second aspect and the foregoing implementation manner, in some possible implementation manners, the adjusting module is specifically configured to: updating the injection quantity of the injection after the present round based on the product between the first deviation and the adjustment parameter, and then adding the product to the injection quantity of the injection after the present round, wherein the adjustment parameter is related to the speed of the injection quantity of the injection after adjustment; and determining the updated oil injection quantity as the oil injection quantity of the subsequent post injection.
With reference to the second aspect and the foregoing implementation manner, in some possible implementation manners, the engine maintains a constant rotation speed to charge the battery.
In a third aspect, there is provided a vehicle comprising a memory, a processor and a computer program stored in the memory and running on the processor, wherein the processor, when executing the computer program, causes the vehicle to perform the method of the first aspect or any one of the possible implementations of the first aspect.
In a fourth aspect, a computer readable storage medium is provided, in which instructions are stored which, when run on a computer or processor, cause the computer or processor to perform the method of the first aspect or any one of the possible implementations of the first aspect.
Drawings
FIG. 1 is a schematic illustration of a particle catcher in a mixing system provided in an embodiment of the present application;
FIG. 2 is a schematic flow chart of a method of controlling temperature provided by an embodiment of the present application;
FIG. 3 is a flow chart for controlling the temperature inside a particle trap provided in an embodiment of the present application;
FIG. 4 is a schematic structural diagram of a temperature control device according to an embodiment of the present disclosure;
Fig. 5 is a schematic structural diagram of a vehicle according to an embodiment of the present application.
Detailed Description
The technical solutions in the present application will be clearly and thoroughly described below with reference to the accompanying drawings. Wherein, in the description of the embodiments of the present application, "a plurality" means two or more than two. The terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as implying or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature.
Fig. 1 is a schematic diagram of a particle catcher in a mixing system according to an embodiment of the present application.
It should be appreciated that a hybrid system in a vehicle includes an engine for powering the vehicle to cause rotation of wheels of the vehicle. The particle trap is connected to the engine via a nitrogen oxide trap, wherein the nitrogen oxide trap is a device for purifying nitrogen oxides (NO x ) The device mainly plays a role in reducing the emission of nitrogen oxides; a particle trap is a device for trapping solid particles (carbon particles) in exhaust gas of an engine, and mainly plays a role in reducing carbon particle emissions.
It should also be appreciated that in FIG. 1, "ENG (Engine)" is used to indicate an Engine, "LNT (Lean NO X Trap) "is used to indicate a nitrogen oxide Trap, and" GPF (Gasoline Particulate Filter) "is used to indicate a particulate Trap.
Illustratively, as shown in FIG. 1, rotation of a crankshaft 1 in an engine drives rotation of a connecting rod 2 in the engine, which in turn drives up and down movement of a piston 3 in the engine. During the downward movement of the piston 3, the inlet valve 4 may be opened so that combustion-supporting gas, which may be oxygen, which facilitates the combustion of fuel, is admitted to the engine. At this time, post injection is performed to the engine by the injector 5, and spark is generated by the ignition device 6 in the engine. When the engine is provided with combustion-supporting gas (which may be oxygen), combustible (post-injected fuel) and an ignition source (ignition device 6), the fuel in the engine is burned. After combustion, the generated gases (containing carbon particles etc.) may enter the nitrogen oxide trap 8 through the exhaust valve 7 and then into the particle trap 10.
The temperature sensor 9 is used for indirectly acquiring the temperature inside the nitrogen oxide trap 8 or the temperature inside the particle trap 10, and the pressure difference sensor 11 is used for acquiring the pressure difference between two ends of the particle trap 10, and the carbon particle content in the particle trap can be determined based on the pressure difference.
Fig. 2 is a schematic flow chart of a method for controlling temperature provided in an embodiment of the present application.
It should be appreciated that a method of controlling temperature provided by embodiments of the present application may be applied to a vehicle. In particular, the method of controlling temperature may also be applied to a controller of the vehicle.
Illustratively, as shown in FIG. 2, the method 200 includes:
step 201, when the controller detects that the particle catcher in the vehicle meets the regeneration condition and the engine in the vehicle meets the preset condition, controlling the injector in the vehicle to perform post injection to the engine so as to increase the temperature inside the particle catcher; the preset condition is that the engine is in a state of charging a battery of the vehicle.
The "the particle catcher satisfies the regeneration condition" in the above step 201 may be simply understood as: the condition of cleaning the carbon particles in the particle catcher is satisfied. After the carbon particle content in the particle trap exceeds a certain amount, the particle trap is caused to be clogged so that exhaust gas cannot be discharged. Therefore, there is a need to clean up the carbon particles accumulated in the particle trap so that the particle trap can continuously trap the carbon particles in the exhaust gas. Among these, the process of cleaning the accumulated carbon particles in the particle trap is specifically a process of particle trap regeneration (GPF regeneration).
The process of the controller "detecting that the particulate trap in the vehicle satisfies the regeneration condition" is discussed below.
In one possible implementation, the process of the controller detecting that the particulate trap in the vehicle meets the regeneration condition includes at least one of: the controller obtains the pressure difference of the two ends of the particle catcher through the pressure difference sensors of the two ends of the particle catcher; in the event that the pressure differential is greater than a first threshold, the controller determines that the particulate trap satisfies a regeneration condition; the controller determines the accumulated running time of the engine; under the condition that the accumulated running time length is larger than a second threshold value, the controller determines that the particle catcher meets the regeneration condition; the controller determines an accumulated driving distance of the vehicle when the engine is used, and the controller determines that the particle catcher meets a regeneration condition when the accumulated driving distance is larger than a third threshold value.
It will be appreciated that, in general, the greater the pressure differential across the particle trap, the greater the carbon particle content at the front end of the particle trap, and possibly even the complete blockage of the front end of the particle trap by carbon particles, which can result in the inability of the exhaust gases in the engine to exit. Therefore, there is a need to clean the carbon particles in the particle catcher. The longer the cumulative operating time of the engine or the greater the cumulative mileage of the vehicle when the engine is used, the longer the time for which the fuel injected in the engine is burned, the greater the probability of insufficient combustion of the fuel, and the more carbon particles are accumulated when the fuel is insufficiently combusted. Thus, the pressure differential across the particle trap and/or the cumulative operating length of the engine and/or the cumulative mileage of the vehicle when the engine is in use may be utilized to determine whether the particle trap meets the regeneration conditions.
In the above technical solution, several cases where the particle catcher meets the regeneration condition are described, and it should be understood that the particle catcher meets the regeneration condition refers to a process that the carbon particle content in the particle catcher exceeds a certain amount and the carbon particle in the particle catcher needs to be cleaned. In this regard, in determining whether the particle trap meets the regeneration conditions, it can be determined based on a pressure differential across the particle trap and/or a cumulative operating length of the engine and/or a cumulative mileage of the vehicle when the engine is in use.
In step 201, the engine is in a state of charging the battery of the vehicle, and the engine can maintain a constant rotation speed to charge the battery. The working speed of the engine is relatively stable, the exhaust temperature of the engine is relatively stable, and even if the engine is suddenly stopped or the speed drops to an idle state, the temperature in the particle catcher can be stably controlled in a preset temperature range, and the problem that the temperature in the particle catcher is suddenly increased to burn the particle catcher can be avoided. Therefore, in the process of controlling the temperature inside the particle catcher, the engine is in a state of charging the battery as a trigger condition, so that the phenomenon that the temperature inside the particle catcher rises sharply can be reduced, and the condition that the particle catcher is burnt is avoided. That is, during the regeneration of the GPF, uncontrolled (DTI) regeneration, i.e. the phenomenon of GPF regeneration without a sudden increase in the temperature inside the particle trap, does not occur.
Alternatively, in a case where the engine is in a state of charging the battery of the vehicle, the hybrid mode of the vehicle is a series extended range mode.
The "post-injection of the injector into the engine" in step 201 is specifically to post-inject the fuel into the cylinder of the engine. The process of injecting fuel from the fuel injector to the engine may be divided into a plurality of processes including a pre-injection process, a main injection process, and a post-injection process. The pre-injection event is the injection of a small portion of fuel into the engine prior to the main injection event, preheating the combustion chamber in the engine. After preheating, the ignition delay period of the main injection process can be shortened, so that the pressure and temperature in the combustion chamber can not be suddenly increased any more, and the pre-injection process is beneficial to reducing combustion noise. The main injection process is a main power source of the engine, and in the main injection process, the emission of nitrogen oxides can be well reduced by adopting accurate oil injection starting time, accurate oil injection quantity and proper injection duration. Post injection event the main injection event is followed by the post injection event in order to better meet the engine emissions requirements. The present application relates only to post-injection processes. During the post injection, the temperature within the combustion chamber may increase by several hundred degrees celsius. The injected fuel may be divided into a pre-injection fuel, a main injection fuel, and a post-injection fuel based on the pre-injection process, the main injection process, and the post-injection process.
It should be appreciated that the principle of "the controller controlling the injector in the vehicle to post-inject to the engine to raise the temperature inside the particle trap" in step 201 is as follows: after post injection to the engine, the post-injected fuel burns to produce a plurality of substances under the condition of combustion supporting gas and ignition of an ignition device: hydrocarbon (HC), carbon oxidationCompounds (which may be carbon monoxide CO), polycyclic aromatic compounds (PAH) and aldehyde species (which may be formaldehyde CH) 2 O), and the like. The substances enter the nitrogen oxide trap, and are respectively mixed with combustion-supporting gas (such as oxygen O under the catalysis of noble metals such as platinum (Pt), rhodium (Rh) and the like in the nitrogen oxide trap 2 ) The reaction of the heat generation by the oxidation is specifically represented by the following reaction formulae (1) to (4). The heat generated by the oxidative heat generation reaction enters the particle catcher, so that the temperature inside the particle catcher can be increased.
CO + 1/2O 2 → CO 2 (1)
HC + O 2 → CO 2 + H 2 O (2)
PAH + O 2 → CO 2 + H 2 O (3)
CH 2 O + O 2 → CO 2 + H 2 O (4)
Wherein CO 2 For indicating carbon dioxide, H 2 O is used to indicate water.
The following discussion describes the "determining the injection amount for the post injection of the present wheel" and the "controller controlling the injector to post-inject the engine".
In one possible implementation, the method 200 further includes, prior to the controller controlling the injector in the vehicle to post-inject to the engine: the controller obtains a second temperature of the interior of the particle catcher at a first moment through a temperature sensor connected with the particle catcher; the controller determines the oil injection quantity of the injection after the round based on the second deviation between the second temperature and the preset temperature range; and a controller controlling post injection of an injector in the vehicle to the engine, comprising: the controller controls the injector to post-inject to the engine according to the injection quantity of the post-injection of the present wheel.
It should be appreciated that it is difficult to directly obtain the temperature inside the particle trap, for which in the method 200 the temperature inside the particle trap is indirectly obtained using a temperature sensor connected to the particle trap. It should also be appreciated that the second deviation is specifically a certain temperature range.
In the above technical solution, before the injector is controlled to post-inject into the engine, the temperature (second temperature) at the first time inside the particle catcher is obtained by using a temperature sensor connected with the particle catcher, and the injection quantity (injection quantity of the post injection of the present wheel) when the post injection is performed into the engine is determined based on the second deviation between the second temperature and the preset temperature range. That is, the injection amount determined based on the temperature inside the particle catcher at the present time (second temperature) and the second deviation between the second temperature and the temperature to be reached (preset temperature range) is post-injected into the engine instead of any injection amount.
Optionally, the method 200 further comprises: the controller determines a second deviation between the second temperature and a preset temperature range based on the following formula (5);
T 0,x ＝T 0 -T x (5)
wherein T is 0, Indicating the x-th temperature and the preset temperature range T 0 Deviation between them. When x=2, T 2 Indicating a second temperature. T (T) 0, Representing the second temperature and the preset temperature range T 0 A second deviation therebetween.
The process of the controller acquiring a second temperature at a first time inside the particle trap via a temperature sensor associated with the particle trap is discussed below.
Optionally, the controller obtains a second temperature of the interior of the particle trap at a first time through a temperature sensor connected to the particle trap, including: the controller obtains a third temperature of a position connected with the particle catcher through the temperature sensor; the controller determines a sum of the third temperature and a conditioning temperature as the second temperature, the conditioning temperature being related to an insulating effect of the particle trap.
It should be appreciated that in the case of a good thermal insulation of the particle catcher, the conditioning temperature is greater; under the condition that the heat insulation effect of the particle catcher is poor, the adjusting temperature is small.
According to the technical scheme, the temperature inside the particle catcher is indirectly acquired through the temperature sensor connected with the particle catcher, so that the oil injection quantity of subsequent injection can be accurately determined based on the acquired temperature inside the particle catcher. The temperature inside the particle catcher is prevented from being not obtained, and the subsequent process of stably controlling the temperature inside the particle catcher cannot be performed.
The specific procedure of "determining the injection amount of the post-injection of the present round based on the second deviation between the second temperature and the preset temperature range" is discussed below.
Optionally, the controller determines the injection quantity of the post injection of the present round based on a second deviation between the second temperature and a preset temperature range, including: the controller determines the injection quantity of the post injection of the present round corresponding to the second deviation based on a correspondence between the deviation and the injection quantity of the post injection.
It should be appreciated that the larger the deviation, the larger the determined injection quantity of the post injection of the present wheel; the smaller the deviation, the smaller the determined injection quantity of the post injection of the present wheel.
The process of correcting the injection quantity of the post-injection of the present wheel is discussed below.
In one possible implementation, after the controller determines the injection quantity of the post-injection of the present round, the method 200 further includes: the controller corrects the oil injection quantity of the injection after the round based on the air inflow entering the engine to obtain a corrected first oil injection quantity; and the controller controls the injector to post-inject to the engine according to the injection quantity of the post-injection of the present wheel, and the controller comprises: the controller controls the injector to post-inject toward the engine with the corrected first injection amount.
It should be understood that the "intake air amount" in the above-described technical solution is specifically the mass of air. The air contains a combustion-supporting gas, such as oxygen, which enables the post-injection of fuel to combust. The intake air amount affects the combustion degree of the fuel oil of the post injection in the engine, so that after the fuel oil amount of the post injection of the present wheel is determined, the intake air amount needs to be determined, and under the condition that the intake air amount is smaller, the fuel oil amount of the post injection of the present wheel is properly reduced; when the intake air amount is large, the originally determined injection amount of the post injection of the present wheel is maintained.
In the above technical solution, since the intake air amount affects the combustion degree of the fuel in the engine, after the injection amount of the post injection of the present wheel is determined based on the second deviation, the injection amount of the post injection of the present wheel needs to be corrected based on the intake air amount, so that the fuel of the corrected first injection amount can be fully combusted under the action of the intake air amount after the post injection of the corrected first injection amount to the engine, so that soot in the engine is not generated due to insufficient combustion of the fuel, and even the problem of abrasion of engine components is avoided.
Optionally, the controller corrects the injection quantity of the post injection of the present wheel based on the intake air quantity entering the engine, and before obtaining the corrected first injection quantity, the method 200 further includes: under the condition that the fuel oil is fully combusted, the controller obtains the air-fuel ratio between the air quality and the fuel injection quantity; and the controller corrects the injection quantity of the post injection of the present wheel based on the intake air quantity entering the engine to obtain a corrected first injection quantity, and the method comprises the following steps: the controller determines a first ratio between the air inflow and the oil injection quantity of the post injection of the present wheel; determining the injection amount of the post-injection of the present round as the corrected first injection amount when the first ratio is greater than or equal to the air-fuel ratio; when the first ratio is smaller than the air-fuel ratio, the controller determines a third fuel injection amount obtained by dividing the intake air amount by the air-fuel ratio as the corrected first fuel injection amount.
In the above-described aspect, in the case where the first ratio is greater than or equal to the air-fuel ratio, the fuel corresponding to the amount of fuel injected after the present round of injection can be sufficiently combusted at the intake air amount. In the case where the first ratio is smaller than the air-fuel ratio, it is indicated that the intake air amount is insufficient to sufficiently burn the fuel of the injection amount of the post-injection of the present round. However, insufficient combustion of the fuel can produce soot, which, when entering the fuel for subsequent injection into the engine, can cause an increase in the viscosity of the fuel. When soot-mixed fuel enters high-precision engine parts such as oil seals, bearing bushes and the like, the soot-mixed fuel cannot be automatically discharged, which causes wear problems of the engine parts. Therefore, the controller corrects the amount of fuel injected by the post injection of the present wheel based on the intake air amount and the air-fuel ratio, which can avoid soot generation in the engine, avoid wear of engine parts, and the like.
In another possible implementation, after the controller determines the injection quantity of the post-injection of the present round, the method 200 further includes: the controller obtains the temperature inside a nitrogen oxide trap in the vehicle, and the particle trap is connected with the engine through the nitrogen oxide trap; the controller corrects the oil injection quantity of the post injection of the present wheel based on the temperature inside the nitrogen oxide catcher to obtain a corrected second oil injection quantity; and the controller controls the injector to post-inject to the engine according to the injection quantity of the post-injection of the present wheel, and the controller comprises: the controller controls the injector to post-inject toward the engine with the corrected second injection amount.
In the above technical solution, the gas and heat generated after the fuel in the engine is combusted will first pass through the nox trap and then enter the particle trap, so when determining to post-inject fuel into the engine, the current temperature in the nox trap needs to be considered, and the current temperature is used to correct the injection quantity of the post-injection of the engine. This can make the injection quantity of the current round of post injection small under the condition that the current temperature is relatively high, so that the temperature generated based on the post injection process is not very high after the post injection is carried out to the engine, and the nitrogen oxide trap can bear the temperature generated by the post injection process. In this way, the solution prevents the nitrogen oxide trap from being damaged during the control of the temperature inside the particle trap.
It will be appreciated that after post injection into the engine with the amount of injection of the post injection of the present wheel, the heat generated by the oxidative heat generation reactions occurring in the nox trap may cause a substantial increase in the temperature inside the nox trap, possibly even exceeding the temperature that the nox trap can withstand. Thus, the controller can appropriately correct the amount of fuel injected after the present round based on the current internal temperature of the nox trap (the temperature inside the nox trap). In the case of a high temperature inside the nitrogen oxide trap, the injection quantity of the injection after the present round is appropriately reduced. Under the condition that the temperature in the nitrogen oxide trap is low, the originally determined injection quantity of the post injection of the round is kept.
Optionally, the controller corrects the injection quantity of the post-injection of the present wheel based on the temperature inside the nox trap, and before obtaining the corrected second injection quantity, the method 200 further includes: the controller obtains the temperature increase obtained when the fuel oil of the injection quantity injected after the round of fuel oil is fully combusted; the controller obtains the highest temperature which can be born by the nitrogen oxide trap; and the controller corrects the injection quantity of the post injection of the present wheel based on the temperature inside the nitrogen oxide trap to obtain a corrected second injection quantity, comprising: the controller determines the sum of the temperature inside the nitrogen oxide trap and the temperature increment value as a fourth temperature; when the fourth temperature is smaller than the highest temperature, the controller determines the oil injection quantity of the post-injection of the present wheel as the corrected second oil injection quantity; in the event that the fourth temperature is greater than or equal to the maximum temperature, the controller determines a temperature difference between the maximum temperature and a temperature inside the nitrogen oxide trap; the controller divides the product of the injection quantity of the post-injection of the present wheel and the temperature difference by the fourth injection quantity obtained by the temperature increase to determine the corrected second injection quantity.
It should be appreciated that the particle trap is connected to the engine through the nox trap, and after the injection quantity of the post injection of the present wheel is obtained, the controller controls the injector to post-inject the injection quantity of the post injection of the present wheel to the engine, so that the temperature inside the particle trap is increased, but at the same time, the temperature inside the nox trap is also increased. Therefore, the current internal temperature of the nox-trap, as well as the maximum temperature that the nox-trap can withstand, needs to be considered.
In the above technical solution, the amount of injection injected after the present round is corrected based on the highest temperature that the nox trap can withstand and the current internal temperature of the nox trap (the temperature inside the nox trap). Specifically, in the case where the fourth temperature is smaller than the highest temperature, the sum of the temperature increase and the current internal temperature of the nox trap does not exceed the highest temperature that the nox trap can withstand in the case where the fuel oil indicating the injection amount of the post injection of the present wheel is sufficiently combusted, and therefore the injection amount of the post injection of the present wheel can be post-injected to the engine. In the case where the fourth temperature is greater than or equal to the maximum temperature, the sum of the temperature increase and the current internal temperature of the nox trap may exceed the maximum temperature in the case where the fuel oil indicating the injection amount of the post injection of the present round is sufficiently combusted, and if the post injection is performed to the engine with the injection amount of the post injection of the present round, the nox trap may be damaged. Therefore, the controller needs to reduce the injection amount based on the injection amount injected after the present round. The injection quantity of the post injection of the present wheel is corrected based on the temperature difference between the highest temperature that the nitrogen oxide trap can withstand and the temperature inside the nitrogen oxide trap, and the temperature increase obtained when the fuel of the injection quantity of the post injection of the present wheel is fully combusted, to obtain a corrected second injection quantity.
In step 202, control determines a first temperature inside the particle trap after the present round of post-injection.
It should be appreciated that the process of determining the first temperature inside the particle trap in step 202 is the same as the process of obtaining the second temperature at the first time inside the particle trap by the controller in the above-described embodiment, and is obtained by a temperature sensor connected to the particle trap.
In step 203, the controller adjusts the fuel injection amount of the subsequent injection based on the fuel injection amount of the post injection of the present wheel and the first deviation between the first temperature and the preset temperature range, so as to control the temperature inside the particle catcher to be maintained in the preset temperature range.
It should be appreciated that the scheme of step 203 can control the temperature inside the particle trap multiple times such that the temperature inside the particle trap is maintained within the preset temperature range.
It will also be appreciated that the first deviation is T 0, Specifically indicates the first temperature and a preset temperature range T 0 Between which are locatedIs a deviation of (2).
The process of determining the "post-injection fuel injection amount" is discussed below.
In a possible implementation, step 203 includes: the controller updates the injection quantity of the injection after the current round based on the product between the first deviation and the adjustment parameter and the sum of the injection quantity of the injection after the current round, wherein the adjustment parameter is related to the speed of the injection quantity of the adjustment after the injection; the controller determines the updated fuel injection amount as the fuel injection amount of the subsequent injection.
It should be understood that the "adjustment parameter" in the above-mentioned technical solution can be simply understood as how much the injection amount is increased or how much the injection amount is decreased on the original injection amount (the injection amount of the post injection of the present wheel) before the injection amount of the post injection is obtained, and the adjustment parameter is smaller than 1. "in relation to the rate of the injection quantity of the post-injection adjustment" may be specifically in positive relation to the rate of the injection quantity of the post-injection adjustment, and may be understood as: the larger the regulating parameter is, the larger the oil injection quantity is increased on the original oil injection quantity; the smaller the adjustment parameter is, the smaller the increased fuel injection quantity is on the original fuel injection quantity. It should be further understood that the above-mentioned updating of the injection quantity injected after the present wheel is to control the temperature inside the particle catcher, and is a process of controlling the temperature inside the particle catcher, specifically, a process of proportional temperature control.
In the above technical solution, a process of adjusting the injection quantity of the subsequent injection is described. Specifically, the product between the first deviation and the adjustment parameter is added on the basis of the injection quantity of the post-injection of the present wheel. The oil injection quantity of the post injection of the present wheel is updated based on the first deviation and the adjustment parameter, so that the temperature inside the particle catcher is stably maintained in a preset temperature range in the process of controlling the temperature inside the particle catcher, and carbon particles in the particle catcher are more fully cleaned.
Optionally, step 203 includes: the controller adjusts the fuel injection quantity of the subsequent injection based on the following formula (6);
wherein,,the unit of the fuel injection quantity of the subsequent injection, which is obtained based on the x-th deviation, is G/s, the fuel quality of the fuel injected to the engine in unit time is represented by alpha as an adjusting parameter, the unit of the fuel injection quantity of the subsequent injection is G/s DEG C, and the unit of the fuel injection quantity of the subsequent injection is G DEG C 0 The injection quantity of the post injection of the present wheel. When x=1, T 0, Representing a first deviation>The injection quantity of the subsequent post-injection is specifically determined based on the first deviation.
It should be appreciated that the controller may determine the amount of fuel injected for the first post-injection based on a deviation between a current temperature within the particle trap and a preset temperature range; in the subsequent determination of the injection quantity of the post injection, the injection quantity of the new post injection can be determined on the basis of the injection quantity of the previous post injection, the deviation between the temperature inside the particle catcher after the previous post injection and the preset temperature range.
FIG. 3 is a flow chart for controlling the temperature inside a particle trap provided in an embodiment of the present application.
Illustratively, as shown in FIG. 3, the controller obtains the temperature inside the particle trap (at a first time) prior to controlling the temperature inside the particle trap; the controller determines the oil injection quantity of the post-injection of the present wheel based on the deviation between the temperature and the temperature (preset temperature range) required to be reached inside the particle catcher; the controller controls the injector to post-inject the fuel injection amount of the post-injection of the present wheel to the engine, that is, to raise the temperature inside the particle trap based on the heat generated by the fuel of the fuel injection amount of the post-injection of the present wheel. The controller determines the temperature inside the particle catcher after the injection after the present round; the amount of injection of the subsequent post-injection is adjusted based on the amount of injection of the post-injection of the present wheel and the deviation between the temperature inside the post-injection of the present wheel and the preset temperature range, that is, the amount of injection of the post-injection of the present wheel is adjusted based on the deviation between the temperature inside the post-injection of the present wheel and the preset temperature range, in order to obtain the amount of injection of the subsequent post-injection that controls the temperature inside the particle catcher. Further, the controller controls the injection quantity to post-inject to the engine with the adjusted injection quantity of post-injection, and determines the temperature inside the particle catcher after the adjusted injection quantity of post-injection; the controller continues to determine the oil injection quantity of the subsequent post injection according to the temperature inside the particle catcher and a preset temperature range and the adjusted oil injection quantity of the post injection; under the condition that the temperature inside the particle catcher is maintained in a preset temperature range, the controller finishes controlling the temperature inside the particle catcher; in the case where the temperature inside the particle catcher is not maintained in the preset temperature range, the controller continues to control the temperature inside the particle catcher based on the adjusted post-injection fuel injection amount (the new post-injection fuel injection amount of the present wheel) and the deviation between the temperature inside the particle catcher after the adjusted post-injection fuel injection amount (the temperature inside the particle catcher after the new post-injection fuel injection amount of the present wheel) and the preset temperature range, the adjusted post-injection fuel injection amount continues until the temperature inside the particle catcher is maintained in the preset temperature range.
The process of cleaning carbon particles in the particle trap after maintaining the temperature inside the particle trap at a preset temperature range is discussed below.
Optionally, the preset temperature range is 580 ℃ to 620 ℃. The experiment proves that the total adjustment time required for controlling the temperature inside the particle catcher and maintaining the temperature inside the particle catcher within the preset temperature range is 550 seconds based on the deviation between the temperature inside the particle catcher and the preset temperature range.
It should be understood that this preset temperature range was obtained by the inventors through numerous experiments. In the preset temperature range, carbon particles in the particle catcher can be burnt under the action of oxygen, and the condition that the nitrogen oxide catcher and the particle catcher are damaged due to the fact that the internal temperature of the particle catcher is too high can be avoided.
After maintaining the temperature inside the particle catcher at 580-620 ℃, the carbon particles in the particle catcher can be cooled at 580-620 ℃ and combustion-supporting gas (which can be oxygen O 2 ) Is burned off under the action of (2). Specific chemical formulas (7) and (8) are as follows;
C+O 2 →CO 2 (7)
C+1/2O 2 →CO (8)
wherein C is used to indicate the chemical composition of the carbon particles.
It is understood that the technical scheme of the application can satisfy the regeneration condition at the particle catcher, and the engine is in under the state of charging to the battery, maintain the inside temperature of particle catcher at the temperature range that presets for carbon particle in the particle catcher is at this temperature range that presets, and is burnt by high temperature under combustion-supporting gas's effect, but the carbon particle in the particle catcher of clearance like this makes this particle catcher have the ability of improving vehicle tail gas better.
Fig. 4 is a schematic structural diagram of a device for controlling temperature according to an embodiment of the present application.
Illustratively, as shown in FIG. 4, the apparatus 400 includes:
a control module 401, configured to control an injector in a vehicle to post-inject to an engine in the vehicle to increase the temperature inside a particle trap when it is detected that the particle trap in the vehicle satisfies a regeneration condition and the engine in the vehicle satisfies a preset condition;
a determination module 402 for determining a first temperature inside the particle trap after the present round of post injection;
the adjusting module 403 is configured to adjust an amount of fuel injected by a subsequent injection based on an amount of fuel injected by the post injection of the present round and a first deviation between the first temperature and a preset temperature range, so as to control the temperature inside the particle catcher to be maintained in the preset temperature range;
The preset condition is that the engine is in a state of charging a battery of the vehicle.
Optionally, the determining module 402 is further configured to at least one of: acquiring the pressure difference of the two ends of the particle catcher through the pressure difference sensors of the two ends of the particle catcher; determining that the particulate trap meets a regeneration condition if the pressure differential is greater than a first threshold; determining an accumulated operating time of the engine; under the condition that the accumulated running time length is larger than a second threshold value, determining that the particle catcher meets a regeneration condition; and determining the accumulated driving distance of the vehicle when the engine is used, and determining that the particle catcher meets the regeneration condition under the condition that the accumulated driving distance is larger than a third threshold value.
Optionally, before controlling the post injection of the injector in the vehicle to the engine, the apparatus 400 further comprises: the acquisition module is used for acquiring a second temperature of the interior of the particle catcher at a first moment through a temperature sensor connected with the particle catcher; the determining module 402 is further configured to determine an injection quantity of the post injection of the present round based on a second deviation between the second temperature and a preset temperature range; and a control module 401, specifically configured to control the injector to post-inject into the engine according to the injection quantity of the post-injection of the present wheel.
Optionally, after determining the injection quantity of the post injection of the present wheel, the adjusting module 403 is further configured to correct the injection quantity of the post injection of the present wheel based on the intake air quantity entering the engine, to obtain a corrected first injection quantity; the control module 401 is further specifically configured to control post injection of the injector to the engine with the corrected first injection quantity.
Optionally, after determining the injection quantity of the injection after the present wheel, the acquisition module is further configured to acquire a temperature inside a nitrogen oxide trap in the vehicle, where the particle trap is connected to the engine through the nitrogen oxide trap; the adjusting module 403 is further configured to correct the injection quantity injected after the present round based on the temperature inside the nox trap, to obtain a corrected second injection quantity; and the control module 401 is specifically further configured to control post injection of the injector to the engine according to the corrected second injection quantity.
Optionally, the adjusting module 403 is specifically configured to: updating the injection quantity of the injection after the present round based on the product between the first deviation and the adjustment parameter, and then adding the product to the injection quantity of the injection after the present round, wherein the adjustment parameter is related to the speed of the injection quantity of the injection after adjustment; and determining the updated oil injection quantity as the oil injection quantity of the subsequent post injection.
Optionally, the engine maintains a constant rotational speed to charge the battery.
Fig. 5 is a schematic structural diagram of a vehicle according to an embodiment of the present application.
Illustratively, as shown in FIG. 5, the vehicle 500 includes a memory 501, a processor 502, and a computer program 503 stored in the memory 501 and running on the processor 502, wherein the processor 502, when executing the computer program 503, enables the vehicle to perform any one of the methods of controlling temperature described above.
In this embodiment, the vehicle may be divided into functional modules according to the above method example, for example, each functional module may be corresponding to a specific functional module, or two or more functions may be integrated into one processing module, where the integrated modules may be implemented in a hardware form. It should be noted that, in this embodiment, the division of the modules is schematic, only one logic function is divided, and another division manner may be implemented in actual implementation.
In the case of dividing each function module with corresponding each function, the vehicle may include: a determining module, a control module, an obtaining module, an adjusting module and the like. It should be noted that, all relevant contents of each step related to the above method embodiment may be cited to the functional description of the corresponding functional module, which is not described herein.
The vehicle provided in the present embodiment is used for executing the above-described method for controlling temperature, and therefore the same effects as those of the above-described implementation method can be achieved.
In case an integrated unit is employed, the vehicle may comprise a processing module, a memory module. The processing module can be used for controlling and managing the actions of the vehicle. The memory module may be used for the vehicle to execute, inter alia, program codes and data.
Wherein the processing module may be a processor or controller that may implement or execute the various illustrative logical blocks, modules, and circuits described in connection with the present disclosure. A processor may also be a combination of computing functions, e.g., including one or more microprocessors, digital signal processing (digital signal processing, DSP) and microprocessor combinations, etc., and a memory module may be a memory.
The present embodiments provide a computer readable storage medium having instructions stored therein which, when executed on a computer or processor, cause the computer or processor to perform any of the methods of controlling temperature described above.
The present embodiment also provides a computer program product comprising instructions which, when run on a computer or processor, cause the computer or processor to perform the above-described related steps to implement any of the methods of controlling temperature described above.
The vehicle, the computer readable storage medium, the computer program product or the chip containing the instructions provided in this embodiment are used to execute the corresponding method provided above, so that the benefits achieved by the method can refer to the benefits in the corresponding method provided above, and are not repeated herein.
It will be appreciated by those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional modules is illustrated, and in practical application, the above-described functional allocation may be performed by different functional modules according to needs, i.e. the internal structure of the apparatus is divided into different functional modules to perform all or part of the functions described above.
In the embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other manners. For example, the apparatus embodiments described above are merely illustrative, e.g., the division of modules or units is merely a logical function division, and there may be additional divisions when actually implemented, e.g., multiple units or components may be combined or integrated into another apparatus, or some features may be omitted or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or units, which may be in electrical, mechanical or other form.
The foregoing is merely specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily think about changes or substitutions within the technical scope of the present application, and the changes and substitutions are intended to be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims (10)

1. A method of controlling temperature, the method comprising:
controlling an injector in a vehicle to post-inject to an engine in the vehicle to increase the temperature inside a particle trap when the particle trap in the vehicle is detected to meet a regeneration condition and the engine in the vehicle meets a preset condition;
determining a first temperature inside the particle trap after the current round of post injection;
based on the oil injection quantity of the post injection of the present wheel and the first deviation between the first temperature and the preset temperature range, the oil injection quantity of the post injection is adjusted so as to control the temperature inside the particle catcher to be maintained in the preset temperature range;
the preset condition is that the engine is in a state of charging a battery of the vehicle.
2. The method of claim 1, wherein the process of detecting that the particulate trap in the vehicle meets the regeneration condition comprises at least one of:
acquiring the pressure difference of the two ends of the particle catcher through pressure difference sensors of the two ends of the particle catcher; determining that the particulate trap meets a regeneration condition if the pressure differential is greater than a first threshold;
determining the accumulated running time of the engine; under the condition that the accumulated running time length is larger than a second threshold value, determining that the particle catcher meets a regeneration condition;
and determining the accumulated driving distance of the vehicle when the engine is used, and determining that the particle catcher meets the regeneration condition under the condition that the accumulated driving distance is larger than a third threshold value.
3. The method of claim 1, wherein the controlling the injector in the vehicle prior to post-injection to the engine further comprises:
acquiring a second temperature of the interior of the particle catcher at a first moment through a temperature sensor connected with the particle catcher;
determining the injection quantity of the injection after the current round based on a second deviation between the second temperature and a preset temperature range;
And, said controlling a post injection of an injector in said vehicle to said engine, comprising:
and controlling the fuel injector to perform post injection on the engine according to the fuel injection quantity of the post injection of the present wheel.
4. The method of claim 3, wherein after the determining the amount of fuel injected for the post-injection of the present round, the method further comprises:
correcting the oil injection quantity of the injection after the current wheel based on the air inflow entering the engine to obtain a corrected first oil injection quantity;
and controlling the injector to post-inject to the engine according to the injection quantity of the post-injection of the present wheel, comprising:
and controlling the fuel injector to post-inject to the engine according to the corrected first fuel injection quantity.
5. The method of claim 3, wherein after the determining the amount of fuel injected for the post-injection of the present round, the method further comprises:
acquiring the temperature inside a nitrogen oxide trap in the vehicle, wherein the particle trap is connected with the engine through the nitrogen oxide trap;
correcting the oil injection quantity of the injection after the round based on the temperature in the nitrogen oxide catcher to obtain a corrected second oil injection quantity;
And controlling the injector to post-inject to the engine according to the injection quantity of the post-injection of the present wheel, comprising:
and controlling the fuel injector to post-inject to the engine according to the corrected second fuel injection quantity.
6. The method of claim 1, wherein adjusting the amount of fuel injected for a subsequent post injection based on the amount of fuel injected for the present post injection and the first deviation between the first temperature and a predetermined temperature range comprises:
updating the injection quantity of the injection after the current round based on the product of the first deviation and the adjusting parameter and the sum of the injection quantity of the injection after the current round, wherein the adjusting parameter is related to the speed of the injection quantity of the injection after the adjustment;
and determining the updated oil injection quantity as the oil injection quantity of the subsequent post injection.
7. The method of any one of claims 1-6, wherein the engine maintains a constant rotational speed to charge the battery.
8. An apparatus for controlling temperature, the apparatus comprising:
the control module is used for controlling the injector in the vehicle to perform post injection to the engine so as to increase the temperature inside the particle catcher when the particle catcher in the vehicle is detected to meet the regeneration condition and the engine in the vehicle meets the preset condition;
A determination module for determining a first temperature inside the particle trap after the present round of post-injection;
the adjusting module is used for adjusting the oil injection quantity of the subsequent post injection based on the oil injection quantity of the post injection of the round and the first deviation between the first temperature and a preset temperature range so as to control the temperature inside the particle catcher to be maintained in the preset temperature range;
the preset condition is that the engine is in a state of charging a battery of the vehicle.
9. A vehicle comprising a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, causes the vehicle to perform the method of controlling temperature according to any one of claims 1 to 7.
10. A computer readable storage medium having instructions stored therein which, when run on a computer or processor, cause the computer or processor to perform the method of controlling temperature of any one of claims 1 to 7.
CN202310410190.3A 2023-04-17 2023-04-17 Method, device, vehicle and storage medium for controlling temperature Pending CN116498454A (en)

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CN202310410190.3A CN116498454A (en) 2023-04-17 2023-04-17 Method, device, vehicle and storage medium for controlling temperature

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202310410190.3A CN116498454A (en) 2023-04-17 2023-04-17 Method, device, vehicle and storage medium for controlling temperature

Publications (1)

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CN116498454A true CN116498454A (en) 2023-07-28

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Country Link
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