CN116733573A

CN116733573A - Method and vehicle for controlling DPF regeneration

Info

Publication number: CN116733573A
Application number: CN202210199607.1A
Authority: CN
Inventors: 毕泽群; 张昊; 赵超; 李卓; 袁秋实
Original assignee: Beiqi Foton Motor Co Ltd
Current assignee: Beiqi Foton Motor Co Ltd
Priority date: 2022-03-01
Filing date: 2022-03-01
Publication date: 2023-09-12

Abstract

The invention discloses a method for controlling DPF regeneration and a vehicle, wherein the method for controlling DPF regeneration comprises the following steps: receiving a DPF regeneration request; acquiring actual running state parameters of an engine; determining a target regeneration mode according to the actual running state parameters; the DPF is controlled to regenerate according to the target regeneration mode. According to the method for controlling DPF regeneration in the real-time example, the DPF regeneration can be accurately controlled based on the actual running condition of the vehicle, so that the engine regularly and periodically regenerates, the safety is high, and the occurrence rate of market problems is greatly reduced.

Description

Method and vehicle for controlling DPF regeneration

Technical Field

The invention relates to the technical field of vehicles, in particular to a method for controlling regeneration of DPF (Diesel Particulate Filter ) and a vehicle.

Background

After the national fifth regulation is put forward, the DPF is generated when in time, but the problems caused by the national fifth regulation are also endless, the occurrence rate of market problems such as DPF blockage, DPF burning, torsion limitation, even incapacitation and the like is in high jump, and in view of the current situation, some DPF regeneration control strategies are proposed in the related art and applied to a vehicle provided with the DPF so as to control the DPF regeneration.

In the prior art, the DPF regeneration control strategy generally only adopts one regeneration mode aiming at different engine operation conditions, the control strategy of DPF regeneration is not accurate enough, the occurrence rate of market problems is still high, and the safety is low.

Disclosure of Invention

The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, one of the purposes of the invention is to provide a method for controlling DPF regeneration, which can realize the precise control of DPF regeneration based on the actual running condition of a vehicle, so that the engine regularly and periodically regenerates, the safety is high, and the occurrence rate of market problems can be greatly reduced.

Another object of the present invention is to provide a vehicle.

To achieve the above object, a method for controlling DPF regeneration according to an embodiment of a first aspect of the present invention includes: receiving a DPF regeneration request; acquiring actual running state parameters of an engine; determining a target regeneration mode according to the actual running state parameters; and controlling the DPF to regenerate according to the target regeneration mode.

According to the method for controlling DPF regeneration provided by the embodiment of the invention, after the DPF regeneration request is received, the target regeneration mode is determined based on the actual running state parameter of the engine, and the DPF can be controlled to regularly and periodically regenerate by controlling the engine to run in the target regeneration mode, so that the running power of the engine during normal running can be ensured. And through controlling the engine to operate a plurality of DPF regeneration modes, the DPF regeneration can be accurately controlled, the situations that the DPF is blocked or burnt, limited torsion and even can not be started and the like of a vehicle can be effectively avoided, the safety is high, and the occurrence rate of market problems can be greatly reduced.

In addition, can also accurately send different DPF regeneration requests based on different conditions and different occasions, can accurately monitor the running state of each part in the vehicle to combine a plurality of parts to DPF regeneration's requirement control DPF regeneration, and then can satisfy the running state security's of a plurality of parts requirement, consider the scope more comprehensive, and then promote the holistic security of vehicle.

In some embodiments of the invention, obtaining actual operating state parameters of an engine includes: acquiring the engine speed, the accelerator opening, the gear and the vehicle speed of the engine; determining a target regeneration mode according to the actual operation state parameter, including: and determining that the engine rotating speed is in a first rotating speed range, the accelerator opening is in a preset accelerator opening range, the gear is zero, and the vehicle speed is in a preset vehicle speed range, and the target regeneration mode is a first regeneration mode, wherein the first regeneration mode does not comprise post-regeneration injection in an engine power stroke and post-regeneration injection in an engine exhaust stroke.

In some embodiments of the invention, the first rotation speed range is 600rpm-1500rpm, the preset accelerator opening range is 0-5%, and the preset vehicle speed range is 0km/h-5km/h.

In some embodiments of the invention, obtaining the actual operating state parameters of the engine further comprises: acquiring the temperature of engine cooling liquid; determining a target regeneration mode according to the actual operation state parameter, and further comprising: determining that the temperature of the engine coolant is less than a first cooling temperature threshold, and not entering a regeneration mode; determining that the temperature of the engine coolant is greater than or equal to the first cooling temperature threshold, entering a regeneration mode and the target regeneration mode is the first regeneration mode; determining that the temperature of the engine coolant is greater than or equal to a second cooling temperature threshold, and the target regeneration mode is a second regeneration mode, wherein the second cooling temperature threshold is greater than the first cooling temperature threshold, and the second regeneration mode comprises the regeneration post-injection; and determining that the temperature of the engine coolant is greater than or equal to a third cooling temperature threshold, and then the target regeneration mode is a third regeneration mode, wherein the third cooling temperature threshold is greater than the second cooling temperature threshold, and the third regeneration mode comprises the post-regeneration spray and the post-regeneration spray.

In some embodiments of the invention, obtaining actual operating state parameters of the engine includes: acquiring the upstream temperature of the DPF; determining a target regeneration mode according to the actual operation state parameter, including: determining that the DPF upstream temperature is less than a first DPF upstream temperature threshold, wherein the target regeneration mode is a third regeneration mode, and the third regeneration mode comprises post-regeneration injection in an engine power stroke and post-regeneration injection in an engine exhaust stroke; determining that the DPF upstream temperature is greater than or equal to the first DPF upstream temperature threshold, and switching the target regeneration mode from the third regeneration mode to a second regeneration mode, wherein the second regeneration mode comprises the regeneration post-injection; determining that the DPF upstream temperature is less than or equal to a second DPF upstream temperature threshold, the target regeneration mode being re-switched from the second regeneration mode to the third regeneration mode, the second DPF upstream temperature threshold being less than the first DPF upstream temperature threshold; and determining that the DPF upstream temperature is greater than or equal to a third DPF upstream temperature threshold, and exiting the DPF regeneration mode, wherein the third DPF upstream temperature threshold is greater than the first DPF upstream temperature threshold.

In some embodiments of the invention, obtaining actual operating state parameters of the engine includes: acquiring the temperature upstream of a DOC (Diesel Oxident Catalyst, diesel oxidation catalyst); determining a target regeneration mode according to the actual operation state parameter, including: determining that the DOC upstream temperature is less than a first DOC upstream temperature threshold, wherein the target regeneration mode is a third regeneration mode, and the third regeneration mode comprises post-regeneration injection in an engine power stroke and post-regeneration injection in an engine exhaust stroke; determining that the DOC upstream temperature is greater than or equal to a first DOC upstream temperature threshold, and switching the target regeneration mode from the third regeneration mode to a first regeneration mode, wherein the first regeneration mode does not comprise the regeneration post-injection and the regeneration post-injection; determining that the DOC upstream temperature is less than or equal to a second DOC upstream temperature threshold, and re-switching the target regeneration mode from the first regeneration mode to the third regeneration mode, wherein the second DOC upstream temperature threshold is less than the first DOC upstream temperature threshold.

In some embodiments of the invention, the DOC upstream temperature is determined to be greater than or equal to a third DOC upstream temperature threshold, and the regeneration mode is exited, wherein the third DOC upstream temperature threshold is greater than the first DOC upstream temperature threshold.

In some embodiments of the present invention, receiving a DPF regeneration request further comprises; receiving a regeneration request of at least one of: a first DPF regeneration request calculated based on a cumulative amount of fuel consumption, a mileage, and an engine operating time since a last regeneration; a second DPF regeneration request based on the carbon loading diagnostic instrument; a third DPF regeneration request calculated based on the carbon loading; regeneration request based on engine protection; regeneration request based on DOC protection.

In some embodiments of the invention, the method further comprises: when a plurality of DPF regeneration requests are received, responding to a DPF regeneration request with the highest priority in the plurality of DPF regeneration requests according to a preset priority; wherein the priority of the first DPF regeneration request > the priority of the regeneration request based on engine protection > the priority of the second DPF regeneration request > the priority of the third DPF regeneration request > the priority of the regeneration request based on DOC protection.

In order to achieve the above object, a vehicle according to a second aspect of the present invention includes: engines and DPFs; at least one processor; a memory communicatively coupled to the at least one processor; wherein the memory has stored therein a computer program executable by the at least one processor, the at least one processor implementing the method of controlling DPF regeneration of any one of the above when executing the computer program.

According to the vehicle disclosed by the embodiment of the invention, the method for controlling DPF regeneration in the embodiment is realized when the at least one processor executes the computer program stored in the memory, by adopting the method, the running state of the engine and the state of the DPF are closely monitored, and the engine 1 is controlled to enter different DPF regeneration modes based on different scenes, so that the conditions of DPF blockage or DPF burning, torque limiting, even incapacity of starting and the like of the vehicle can be effectively avoided, the control is more accurate, the engine can be regularly and safely regenerated periodically, and the occurrence rate of market problems is greatly reduced.

Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.

Drawings

The foregoing and/or additional aspects and advantages of the invention will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

FIG. 1 is a flow chart of a method of controlling DPF regeneration in accordance with one embodiment of the invention;

FIG. 2 is a flow chart of a method of controlling DPF regeneration in accordance with another embodiment of the invention;

FIG. 3 is a flow chart of a method of controlling DPF regeneration in accordance with yet another embodiment of the invention;

FIG. 4 is a flowchart of a method of controlling DPF regeneration in accordance with yet another embodiment of the invention;

FIG. 5 is a flowchart of a method of controlling DPF regeneration in accordance with yet another embodiment of the invention;

fig. 6 is a block diagram of a vehicle according to one embodiment of the invention.

Reference numerals:

a vehicle 10;

an engine 1, a DPF2, a processor 3 and a memory 4.

Detailed Description

Embodiments of the present invention will be described in detail below, by way of example with reference to the accompanying drawings.

A method of controlling DPF regeneration according to an embodiment of the present invention is described below with reference to fig. 1-6. Among them, a DPF, i.e., a diesel particulate trap, is also called a diesel particulate trap regenerator, which is a device capable of reducing emission pollutants of Particulate Matters (PM) in exhaust gas. Among them, as more and more carbon particles are collected in the particle trap, the exhaust gas back pressure is gradually increased to affect the power of the engine, and the collected carbon particles are burned by means of exhaust gas heating, that is, DPF regeneration.

In some embodiments of the present invention, as shown in FIG. 1, a flowchart of a method for controlling DPF regeneration according to one embodiment of the present invention is provided, wherein the method for controlling DPF regeneration includes at least steps S1-S4, as follows.

S1, receiving a DPF regeneration request.

In some embodiments, when the vehicle is running, the running states of a plurality of components in the vehicle are affected by black smoke, i.e. carbon particles, in the particle catcher under different situations, so that the requirements of different components on DPF regeneration are different, and further DPF regeneration requests can be sent according to different working conditions and running states.

Wherein, in an embodiment, receiving a DPF regeneration request may include receiving a regeneration request of at least one of the following. Specifically, a first DPF regeneration request is calculated based on an integrated fuel consumption amount, a driving distance and an engine running time from a last regeneration, wherein the DPF regeneration request is calculated according to the integrated fuel consumption amount, the driving distance and the engine running time from the last regeneration as a relatively conventional method for calculating the regeneration request, corresponding calculation modes are set according to different types and fuel consumption characteristics of vehicles, and the first DPF regeneration request is sent. And a regeneration request based on engine protection, wherein in order to prevent the condition that the excessive carbon load in the particle trap influences the state of the engine and even causes the engine to fail, a related protection program can be arranged in an engine controller or a software program, and when the protection program operates, the regeneration request based on the engine protection can be sent out according to the operating state of the engine so as to protect the operating state of the engine from being influenced by DPF regeneration. And based on a second DPF regeneration request sent by the carbon loading diagnostic device, wherein the vehicle is connected with the carbon loading diagnostic device through an OBD (vehicle diagnostic system) interface, and the carbon loading diagnostic device is used for forcedly sending the DPF regeneration request when the carbon loading is too high or exceeds a certain limit. For example, when the vehicle fails and DPF regeneration is required based on the carbon loading of the vehicle, some components in the vehicle such as DOC can obstruct DPF regeneration, and the diagnostic instrument directly sends a regeneration request signal to further realize DPF regeneration and recover the carbon loading.

And a third DPF regeneration request based on carbon loading calculation, wherein the pressure difference before and after the DPF/the flow of the exhaust gas flowing through the DPF can be obtained, the flow resistance of the exhaust gas flowing through the DPF is obtained through calculation, and then a large amount of experiments are carried out to correspond the flow resistance to the carbon loading, so that the carbon loading in the DPF can be monitored in real time. A counter may be set, and when a third DPF regeneration request is sent based on the carbon loading model, the carbon loading is greater than a preset value in the process of carbon loading rising, and the counter is incremented by 1 and accumulated. For example, the preset values may be set according to the degree of influence of the carbon loading on the running of the vehicle, wherein the preset values may be set to 4g, 10g, 15g, and 24g, respectively. Specifically, when the carbon loading is greater than 4g, the counter is increased by 1, when the carbon loading is greater than 10g, the counter is increased by 1 again, when the carbon loading is greater than 15g, the counter is increased by 1 again, and when the carbon loading is greater than 24g, the counter is increased by 1 again. When the carbon loading is greater than 24g, the count has accumulated to 4, and when the count in the counter is equal to 4, a third DPF regeneration request is sent. During the carbon loading decrease, the counter is decremented by 1 when the carbon loading is less than a preset value. For example, during the carbon loading decrease, the counter is decremented by 1 when the carbon loading is less than or equal to 24g, the counter is decremented by 1 again when the carbon loading is less than or equal to 15g, the counter is decremented by 1 again when the carbon loading is less than or equal to 10g, and the counter is decremented by 1 again when the carbon loading is less than or equal to 4g, at which time the count in the counter is decreased to 0, indicating that the cycle of one DPF regeneration is completed, and further monitoring of the carbon loading in the next DPF regeneration cycle is performed.

Regeneration requests based on engine protection, wherein when there are relatively many carbon particles in the particle trap to some extent, may also affect the normal operation of the engine. For example, the running state of the engine can be monitored in real time, running parameters and the like under the corresponding states can be obtained, and when the DPF regeneration is determined to be required to be performed according to the detected running parameters so as to ensure the safe running of the engine, a regeneration request based on engine protection can be sent.

Based on the DPF regeneration request sent by a component other than the DPF, such as the DOC, specifically, the working state of the DOC is also affected by carbon particles in the particle catcher, so that when the component determines that the DPF regeneration is required, the DPF regeneration request is also sent, wherein parameters such as the working temperature of the DOC can be detected in real time, and a regeneration request based on DOC protection is sent when the DPF regeneration is determined to be required according to the detected parameters.

Wherein, a DPF regeneration request trigger switch can be set, for example, a DPF regeneration request trigger button can be written in a software program, and when the system receives any signal of a DPF regeneration request, the DPF regeneration request trigger button jumps from "0" to "1", thereby responding to the DPF regeneration request and entering DPF regeneration.

Further, the DPF regeneration request may also be responded to according to an actual running condition of the vehicle. For example, in actual operation of a vehicle, it is generally the case that only one regeneration request is satisfied at a time, but there is rarely a case where two DPF regeneration requests are issued simultaneously, and therefore, the above five DPF regeneration requests may be set in an or relationship. That is, after receiving any one of the DPF regeneration requests, the system responds.

Further, the setting of the DPF regeneration request priority may be increased based on the above-described or according to the safe running requirement of the vehicle, and when a plurality of DPF regeneration requests are received, for example, two or more DPF regeneration requests are received, the DPF regeneration request having the highest priority among the plurality of DPF regeneration requests may be responded according to the preset priority. Wherein the priority of the first DPF regeneration request > the priority of the regeneration request based on engine protection > the priority of the second DPF regeneration request > the priority of the third DPF regeneration request > the priority of the regeneration request based on DOC protection. That is, for example, when a regeneration request based on engine protection and a second DPF regeneration request issued based on the carbon-loading diagnostic apparatus are received simultaneously, the regeneration request based on engine protection is responded with priority over the safety protection of the engine. By setting the priority of the DPF regeneration requirement, when two or more DPF regeneration requests occur simultaneously, the regeneration request with higher priority can be responded, and the running safety of the vehicle is further ensured.

S2, acquiring actual running state parameters of the engine.

The regeneration requirement also considers the actual running state of the engine, and further meets the regeneration requests corresponding to different situations under different conditions. Specifically, according to the operation state of the engine, the state parameters such as engine rotation speed information, engine oil injection amount information, engine coolant temperature information, DPF upstream temperature information, vehicle speed information, DOC upstream temperature information, intake temperature information, shift position information, accelerator opening information, ambient pressure information, battery voltage information, clutch pedal opening information, and brake pedal opening information may be detected, and the above information may be respectively mapped to thirteen bits. The specific parameter reference values or reference ranges are determined according to different engines installed in different vehicles, and are not limited herein. And determining that the condition for DPF regeneration is satisfied when the actual running state parameters of the engine satisfy the reference values or the reference ranges of the corresponding parameters, and entering DPF regeneration, and failing to enter DPF regeneration when the actual running state parameters of the engine do not satisfy the condition for entering DPF regeneration.

S3, determining a target regeneration mode according to the actual running state parameters.

Wherein, responding to DPF regeneration request and controlling the engine to enter different regeneration modes, namely target regeneration mode according to the specific working condition of the vehicle and the actual running state of the engine. Specifically, when the EMS (Engine Management System engine management system) system detects that regeneration occurs, the operation mode is switched from the normal mode to the regeneration mode. The regeneration mode may include regeneration pre-spraying, regeneration main spraying, regeneration post-spraying and regeneration post-spraying, wherein the regeneration post-spraying and the regeneration post-spraying are relative to the main spraying, and the regeneration post-spraying are the secondary post-spraying which is used for solving the problem that the DPF is newly added during regeneration, and are mainly used for increasing the inlet temperature of the DPF so as to enable the DPF to quickly reach the ignition temperature of oxidation catalysis. Specifically, the DOC inlet temperature can be improved by increasing post-regeneration injection in the rear section of the power stroke of the engine, the DPF inlet temperature can be improved by increasing post-regeneration injection in the exhaust stroke of the engine, and the injection quantity and injection time of post-regeneration injection and post-regeneration injection are obtained through real-time calculation, so that the post-regeneration injection quantity can be regulated in real time according to the parameters and the sensor value of the engine to realize the improvement and control of the temperature during DPF regeneration, so that the DPF inlet temperature and the carbon loading are kept in a dynamic stable relation, DPF regeneration is realized under the condition of unchanged hardware conditions, DPF regeneration can be safely, stably and reliably performed, and secondary pollution is avoided.

And S4, controlling the DPF to regenerate according to the target regeneration mode.

Specifically, DPF regeneration can be effectively controlled in time when the engine operation is in a target regeneration mode, wherein the DPF regeneration mode is successfully entered when the engine operation is changed from a normal mode to a regeneration mode.

According to the method for controlling DPF regeneration provided by the embodiment of the invention, after the DPF regeneration request is received, the target regeneration mode is determined according to the actual running state parameter of the engine, and the DPF can be controlled to regularly and periodically regenerate by controlling the engine to run in the target regeneration mode, so that the running power of the engine during normal running can be ensured. And through controlling the engine to run a plurality of DPF regeneration modes, the DPF regeneration can be accurately controlled, and the situations that the DPF is blocked or burnt out, limited torsion and even can not be started and the like of a vehicle can be effectively avoided, so that the occurrence rate of market problems can be greatly reduced.

In some embodiments of the present invention, as shown in fig. 2, a flowchart of a method for controlling DPF regeneration according to another embodiment of the present invention, in which, after DPF regeneration is entered, normal operation of various components in a vehicle during regeneration needs to be ensured to achieve safe and efficient DPF regeneration, so that different DPF regeneration modes can be operated according to operation parameters of different components.

For example, when the DPF regeneration is entered, it is necessary to ensure that the engine is operated in a safe state, and therefore, it is necessary to determine the DPF regeneration mode, i.e., the target regeneration mode, in which the engine is required to be operated, based on the operation parameters of the engine, the actual operation state parameters of the engine are acquired, i.e., step S21 above specifically includes step S2.

S21, acquiring the engine speed, the accelerator opening, the gear and the vehicle speed of the engine. The speed information, the accelerator opening information and the vehicle speed information of the engine can be detected by setting related sensors, gear information and the like of the vehicle can be obtained in the vehicle-mounted server, for example, the current normal operation condition or idle operation condition of the vehicle is determined according to the gear information and the vehicle speed information and the like of the vehicle, the operation state of the engine under the corresponding operation condition is judged according to the speed information and the accelerator opening information and the like of the engine, and further whether DPF regeneration is needed to enter is judged based on the operation condition of the vehicle and the operation state of the engine. For example, if it is determined that DPF regeneration is required when the vehicle is in idle condition, i.e., the engine is running in neutral condition, a DPF regeneration request is issued, which is a regeneration request based on engine protection.

And determining a target regeneration mode according to the actual operation state parameter, namely, the step S3 specifically comprises the step S31.

S31, determining that the engine speed is in a first rotation speed range, the accelerator opening is in a preset accelerator opening range, the gear is zero, and the vehicle speed is in a preset vehicle speed range, and the target regeneration mode is a first regeneration mode.

In an embodiment, the first rotation speed range, the preset accelerator opening range and the preset vehicle speed range may be set according to the actual running condition of the vehicle or the specification of the engine, etc., wherein the first rotation speed range may be 600rpm-1500rpm, the preset accelerator opening range may be 0-5%, and the preset vehicle speed range may be 0km/h-5km/h. For example, when the vehicle is in a long idle state, excessive injection of post-regeneration fuel may result in incomplete combustion of the fuel, and therefore, based on the above scenario, it is desirable to control the engine to operate in the first regeneration mode.

Wherein the first regeneration mode does not include a regeneration post-injection during the power stroke of the engine and a regeneration secondary post-injection during the exhaust stroke of the engine, e.g., the first regeneration mode may include a regeneration pre-injection and/or a regeneration main injection. When the engine is in idle working condition, the exhaust temperature of the engine is insufficient, DPF regeneration cannot be effectively realized if the post-regeneration injection in the power stroke of the engine is operated and/or the post-regeneration injection in the exhaust stroke of the engine is operated, so that after the regeneration mode is opened, an EGR (Exhaust Gas Recirculation ) valve is closed first, and the engine exhaust temperature is increased by pushing and then regenerating the main injection.

In some embodiments of the present invention, as shown in fig. 3, a flowchart of a method for controlling DPF regeneration according to another embodiment of the present invention is provided, where when DPF regeneration is entered, it is further required to ensure that the operating temperature of the engine is in a temperature range for safe operation, so that both DPF regeneration and safe operation of the engine can be performed effectively, and the actual operating state parameters of the engine are obtained, that is, step S2 above further includes step S22 in detail.

S22, obtaining the temperature of engine coolant. The engine coolant is typically water or a mixture of water and other substances, and the temperature of the engine coolant can be collected by providing a temperature sensor or the like. Wherein, can confirm the running state of the engine according to the temperature of the engine coolant, can also respond to whether the engine is operating in the normal temperature range.

For example, when the detected engine coolant temperature is low, it may be determined that the engine is in a cold state, and the target regeneration mode in which the engine is required to operate in the cold state can be determined by detecting the engine coolant temperature.

In some embodiments, the target regeneration mode is determined according to the actual operating state parameters, i.e. step S3 above further comprises steps S32-S35, in particular as follows.

And S32, if the temperature of the engine coolant is less than the first cooling temperature threshold value, the regeneration mode is not entered.

Specifically, the first cooling temperature threshold may be set as needed, and is not limited herein, for example, the first cooling temperature threshold may be set to 40 ℃, when the temperature of the engine coolant is detected to be less than the first cooling temperature threshold, this indicates that the temperature of the engine coolant is low at this time, and if the post-regeneration injection is controlled in the power stroke of the engine or the post-regeneration injection is controlled in the exhaust stroke of the engine, incomplete fuel combustion is easily caused, or even the engine is flameout, so that the regeneration mode cannot be entered at this time.

And S33, if the temperature of the engine coolant is greater than or equal to a first cooling temperature threshold, entering a regeneration mode and enabling the target regeneration mode to be the first regeneration mode.

Specifically, the regeneration mode including the post-regeneration injection in the power stroke of the engine and the post-regeneration injection in the exhaust stroke of the engine cannot be executed until the engine coolant temperature rises and reaches a certain level, that is, the first cooling temperature threshold value or more, and other conditions are satisfied after entering the regeneration mode. Therefore, based on the above scenario, the regeneration mode of engine operation should not include the regeneration mode of the post-regeneration injection in the power stroke of the engine and the post-regeneration injection in the exhaust stroke of the engine, i.e., the first regeneration mode.

And S34, determining that the temperature of the engine coolant is greater than or equal to a second cooling temperature threshold, and then enabling the target regeneration mode to be a second regeneration mode, wherein the second cooling temperature threshold is greater than the first cooling temperature threshold, and the second regeneration mode comprises regeneration post-injection.

The second cooling temperature threshold may be set as needed, and is not limited herein, and may be set at 45 ℃, for example, when the engine is in a cold state, and when the temperature of the engine coolant is detected to be equal to or higher than the second cooling temperature threshold, it is determined that the temperature of the engine coolant has risen. In order to raise the DPF inlet temperature without affecting the operation of the engine, a regeneration post injection may be added to raise the DPF inlet temperature during the exhaust stroke of the engine, i.e., the engine is controlled to enter a second regeneration mode, which may include a regeneration pre-injection and/or a regeneration main injection, and also include a regeneration post injection. And the oil injection quantity and the oil injection time of the regenerated post-injection can be calculated in real time according to actual needs, so that the inlet temperature of the DPF can be increased, secondary pollution is avoided, and the DPF can be quickly regenerated.

And S35, determining that the temperature of the engine coolant is greater than or equal to a third cooling temperature threshold, and then determining that the target regeneration mode is a third regeneration mode, wherein the third cooling temperature threshold is greater than the second cooling temperature threshold, and the third regeneration mode comprises post-regeneration injection and post-regeneration injection.

The third cooling temperature threshold may be set as needed, and is not limited herein, for example, the third cooling temperature threshold may be set to 50 ℃, when the engine is in a cold state, and when the temperature of the engine coolant is detected to be greater than or equal to the third cooling temperature threshold, it is determined that the temperature of the engine coolant has risen, and at this time, the engine has entered a state of normal operation. In order to improve the DPF regeneration efficiency, the post-regeneration injection can be added at the later stage of the power stroke of the engine and the post-regeneration injection can be added in the exhaust stroke of the engine, so that the DOC inlet temperature can be improved, the DPF inlet temperature can be improved, and the engine can be controlled to enter a third regeneration mode. The third regeneration mode is a normal regeneration mode, and comprises regeneration pre-spraying and/or regeneration main spraying, regeneration post-spraying and regeneration post-spraying, and the DPF inlet temperature and the carbon loading can be kept in a dynamic stable relation by increasing the post-spraying and the post-spraying after the regeneration post-spraying, so that the DPF regeneration is ensured to be carried out safely, stably and reliably.

In some embodiments of the present invention, as shown in FIG. 4, there is a flow chart of a method of controlling DPF regeneration in accordance with yet another embodiment of the present invention.

Wherein, when getting into DPF regeneration after, need guarantee to realize effectively that DPF regenerates, want to guarantee the safety of DPF device again, if the temperature ratio of DPF is lower, then probably lead to the incomplete and then influence regeneration effect of carbon particle burning in the DPF, if the too high temperature can cause the DPF to damage in the DPF, consequently when the temperature is lower in the DPF, the DPF regeneration mode of operation needs to promote the temperature of DPF simultaneously. When the temperature in the DPF is relatively high, the DPF protection mechanism is activated, so that the target regeneration mode, which is the DPF regeneration mode for the engine to operate, needs to be determined according to the related internal parameters of the DPF operation, and the actual operation state parameters of the engine are obtained, i.e. step S23 is further specifically included in the above step S2.

S23, acquiring the upstream temperature of the DPF.

In an embodiment, the temperature of the upstream of the DPF can be detected by arranging a related sensor, DPF regeneration is performed when the temperature of the upstream of the DPF is high, so that the DPF is possibly damaged, and therefore, in order to prevent the DPF from being damaged due to the excessive temperature, a target regeneration mode of the engine, which is required to operate, can be determined according to the detected temperature of the upstream of the DPF.

And determining a target regeneration mode according to the actual operation state parameters, namely, the step S3 further comprises the steps S36-S39, specifically as follows.

S36, determining that the upstream temperature of the DPF is smaller than the upstream temperature threshold of the first DPF, wherein the target regeneration mode is a third regeneration mode, and the third regeneration mode comprises post-regeneration injection in the power stroke of the engine and post-regeneration injection in the exhaust stroke of the engine.

Specifically, the first DPF upstream temperature threshold may be set as required, where the first DPF upstream temperature threshold is not limited, for example, the first DPF upstream temperature threshold may be set to 700 ℃, when it is detected that the DPF upstream temperature is less than the first DPF upstream temperature threshold, it is determined that the DPF upstream temperature is in a normal range, and the DPF is regenerated in the temperature range, so that no DPF damage is caused, and at this time, the engine may be controlled to operate in a third regeneration mode, that is, to increase the post-regeneration injection in the rear section of the engine power stroke and to increase the post-regeneration injection in the engine exhaust stroke, so as to increase the DOC inlet temperature and the DPF inlet temperature simultaneously, so as to implement safe, stable and reliable DPF regeneration.

S37, determining that the upstream temperature of the DPF is greater than or equal to a first upstream temperature threshold of the DPF, and switching the target regeneration mode from a third regeneration mode to a second regeneration mode, wherein the second regeneration mode comprises post-regeneration injection.

The detected temperature of the upstream of the DPF is greater than or equal to the threshold value of the upstream temperature of the first DPF, which means that the temperature of the upstream of the DPF is very high at this time, if the third regeneration mode is still operated at this time, the temperature of the upstream of the DPF may be further increased, and further the DPF is damaged, so that the engine can be controlled to be shifted from the third regeneration mode to the second regeneration mode at this time, that is, the engine is controlled to increase the post-regeneration injection in the exhaust stroke of the engine when performing the pre-regeneration injection and/or the main regeneration injection, thereby preventing the inlet temperature of the DPF from being further increased, and gradually reducing the temperature of the upstream of the DPF to the temperature when the DPF is normally operated while realizing the rapid regeneration of the DPF.

S38, determining that the DPF upstream temperature is smaller than or equal to a second DPF upstream temperature threshold, and switching the target regeneration mode from the second regeneration mode to the third regeneration mode again, wherein the second DPF upstream temperature threshold is smaller than the first DPF upstream temperature threshold.

The second DPF upstream temperature threshold may be set as needed, and is not limited thereto, and may be set to 670 ℃.

Specifically, when the temperature of the engine is reduced to the first DPF upstream temperature threshold after the engine is shifted from the third regeneration mode to the second regeneration mode, the engine still operates in the second regeneration mode until the temperature is reduced to be lower than the first DPF upstream temperature threshold or even lower than the first DPF upstream temperature threshold, and the third regeneration mode is re-entered at this time.

And S39, determining that the DPF upstream temperature is greater than or equal to a third DPF upstream temperature threshold, and exiting the DPF regeneration mode, wherein the third DPF upstream temperature threshold is greater than the first DPF upstream temperature threshold.

The third DPF upstream temperature threshold may be set as needed, and is not limited thereto, and for example, the third DPF upstream temperature threshold may be set to 710 ℃, and when the detected DPF upstream temperature is equal to or higher than the third DPF upstream temperature threshold, it indicates that the DPF upstream temperature has reached a higher state at this time. Although the running state of the engine at this time already meets the condition of DPF regeneration, because the temperature of the upstream of the DPF is very high, if the regeneration mode is continuously operated at this time, the DPF can be burnt out due to the overheat, so that even if the requirement of DPF regeneration is met, the engine is controlled to exit the regeneration mode to keep the normal mode operation, and the overheat burning of the DPF is avoided.

Further, after exiting the regeneration mode, if the temperature of the upstream of the DPF has fallen again to meet the conditions for entering the third regeneration mode or the second regeneration mode, the regeneration mode cannot be re-entered, and if the regeneration mode of the DPF needs to be re-entered, the above steps of receiving the regeneration request and entering the regeneration mode according to various detection conditions need to be repeated.

In some embodiments of the present invention, as shown in FIG. 5, there is a flow chart of a method of controlling DPF regeneration in accordance with yet another embodiment of the present invention.

When the DPF regeneration is entered, it is also necessary to ensure safe operation of components other than the DPF, where, for example, when the DOC is operated at a higher temperature, the DOC protection mechanism is activated, so that it is necessary to determine a DPF regeneration mode, i.e. a target regeneration mode, in which the engine is required to operate according to the relevant internal parameters of the DOC operation, and then obtain the actual operating state parameters of the engine, i.e. step S24 is further specifically included in step S2 above.

S24, acquiring the temperature of the DOC upstream.

In an embodiment, the temperature upstream of the DOC may be detected by setting a related sensor, and when the temperature upstream of the DOC is higher, the DPF regeneration is entered, possibly causing damage to the DOC, so in order to prevent the DOC from being damaged due to excessive temperature, a target regeneration mode of the engine required to operate may be determined according to the detected temperature upstream of the DOC, and then the target regeneration mode is determined according to the actual operation state parameter, that is, step S3 above further includes steps S40-S42, which are specifically as follows.

S40, determining that the DOC upstream temperature is smaller than the first DOC upstream temperature threshold, wherein the target regeneration mode is a third regeneration mode, and the third regeneration mode comprises post-regeneration injection in the power stroke of the engine and post-regeneration injection in the exhaust stroke of the engine.

Specifically, the first DOC upstream temperature threshold may be set as required, where the first DOC upstream temperature threshold may not be limited, for example, the first DOC upstream temperature threshold may be set to 650 ℃, when the DOC upstream temperature is detected to be less than the first DOC upstream temperature threshold, it is determined that the DOC upstream temperature is still in a normal range at this time, and the DOC upstream temperature enters regeneration within the temperature range, so that damage to the DOC is not caused, and at this time, the engine may be controlled to operate in a third regeneration mode, that is, to increase post-regeneration injection in a later stage of an engine power stroke and increase post-regeneration injection in an engine exhaust stroke, so as to increase the DOC inlet temperature and the DPF inlet temperature at the same time, so as to implement safe, stable and reliable DPF regeneration.

S41, determining that the DOC upstream temperature is greater than or equal to a first DOC upstream temperature threshold, and switching the target regeneration mode from a third regeneration mode to a first regeneration mode, wherein the first regeneration mode does not comprise post-regeneration injection and post-regeneration injection.

When the detected temperature of the upstream of the DOC is greater than or equal to the threshold value of the temperature of the upstream of the first DOC, it means that the temperature of the upstream of the DOC is very high at this time, if the third regeneration mode is still operated at this time, the temperature of the upstream of the DOC may be further caused, and the DOC may be damaged, so that the engine may be controlled to be shifted from the third regeneration mode to the first regeneration mode at this time, that is, the engine only performs regeneration pre-injection and/or regeneration main injection at this time, so as to prevent further raising of the inlet temperature of the DOC, and enable the temperature of the upstream of the DOC to be gradually reduced to the temperature when the DOC is normally operated while realizing rapid regeneration of the DOC.

S42, determining that the DOC upstream temperature is smaller than or equal to a second DOC upstream temperature threshold, and switching the target regeneration mode from the first regeneration mode to a third regeneration mode, wherein the second DOC upstream temperature threshold is smaller than the first DOC upstream temperature threshold.

The second DOC upstream temperature threshold may be set as needed, and is not limited herein, and for example, the second DOC upstream temperature threshold may be set to 600 ℃.

Specifically, when the temperature of the engine is reduced to the first DOC upstream temperature threshold after the engine is shifted from the third regeneration mode to the first regeneration mode, the engine still operates in the first regeneration mode until the temperature is reduced to be lower than the first DOC upstream temperature threshold or even lower than the second DOC upstream temperature threshold, and the third regeneration mode is re-entered at the moment.

In some embodiments of the present invention, as shown in fig. 5, the method of controlling DPF regeneration specifically further includes step S43.

S43, determining that the DOC upstream temperature is greater than or equal to a third DOC upstream temperature threshold, and exiting the regeneration mode, wherein the third DOC upstream temperature threshold is greater than the first DOC upstream temperature threshold.

The third DOC upstream temperature threshold may be set as required, and is not limited herein, for example, the third DOC upstream temperature threshold may be set to 700 ℃, and when the detected DOC upstream temperature is greater than or equal to the third DOC upstream temperature threshold, it indicates that the DOC upstream temperature has reached a higher state at this time. Although the running state of the engine meets the DPF regeneration condition at this time, because the temperature of the upstream of the DOC is very high, if the regeneration mode is continuously operated at this time, the DOC can be burnt out due to overtemperature, so that even if the DPF regeneration requirement is met, the engine is controlled to exit the regeneration mode to keep the normal mode operation, and the overtemperature burning of the DOC is avoided.

Further, after the DOC regeneration mode is exited, if the temperature of the upstream of the DOC is reduced again to meet the condition of entering the third regeneration mode or entering the first regeneration mode, the DOC regeneration mode cannot be re-entered, and if the DOC regeneration mode needs to be re-entered, the steps of receiving the regeneration request and entering the regeneration mode according to various detection conditions are repeated.

Further, according to the DPF regeneration request, a plurality of parameter thresholds among a plurality of operation parameters such as the engine speed, the accelerator opening, the gear, the vehicle speed, the DPF upstream temperature, the DOC upstream temperature, the engine coolant temperature, etc. set in the above embodiment may be combined in a matrix, for example, the first cooling temperature threshold, the second cooling temperature threshold, the first DPF upstream temperature threshold, the second DPF upstream temperature threshold, the third DPF upstream temperature threshold, the first DOC upstream temperature threshold, the second DOC upstream temperature threshold, the third DOC upstream temperature threshold, etc. mentioned in the above embodiment, but are not limited thereto.

Further, bits, i.e. regeneration strategy selection values, may also be set according to the respective parameter thresholds in the matrix, e.g. bits 0-3 are set, i.e. four regeneration strategy selection values, combining different operating parameters and different thresholds. For example, after receiving the regeneration request, the operation parameters of each part in the vehicle may be obtained respectively, and the threshold ranges matched with the corresponding parameters are searched in the matrix, where the multiple threshold ranges may be set according to actual needs, and then the corresponding regeneration strategy selection values are searched according to the multiple threshold ranges.

In the above embodiment, one bit corresponds to one mode of engine operation, for example, the matrix is searched according to the acquired operation parameters and finally bit 3 is determined, and then the mode corresponding to bit 3 of the transmitter is controlled.

Specifically, the operation mode of the engine corresponding to each bit can be understood with reference to table 1. Wherein the set four bits include bits 0-3. As shown in table 1, wherein the table is a two-dimensional table, the first row in the table is the x-axis, the second row in the table is the z-axis, and the regeneration policy selection values in table 1 include bits 0-3, wherein 00100001h corresponding to bit 0 indicates the normal mode, i.e., the non-regeneration mode; 00810002h for bit 1 represents a first regeneration mode that does not include a regeneration post-injection during the engine power stroke and a regeneration post-injection during the engine exhaust stroke; 00110002h corresponding to bit 2 represents the second regeneration mode. The second regeneration mode includes regeneration post-injection; 00210002h corresponding to bit 3 indicates a third regeneration mode including a post-regeneration spray and a post-regeneration spray, i.e., a normal regeneration mode.

TABLE 1

x	0	1	2	3
					z	00100001h	00810002h	00410002h	00210002h

Based on the above, the method for controlling DPF regeneration according to the embodiment of the invention can accurately send different regeneration requests according to different conditions, and can accurately monitor the running state of the engine according to the running state of the engine and the running condition of post-treatment. By setting three regeneration modes and one non-regeneration mode, after a DPF regeneration request is received, different regeneration scenes are judged according to fixed conditions, and then different regeneration modes are entered according to the different regeneration scenes, namely the four modes are operated. The engine is controlled to enter different regeneration modes, so that the engine can be controlled to regularly and periodically regenerate, the control strategy is more strict, the control accuracy is high, the problems of post-treatment burning and DPF blocking are greatly reduced, and the occurrence rate of market problems is effectively reduced.

In some embodiments of the present invention, as shown in FIG. 6, there is a block diagram of a vehicle according to one embodiment of the present invention, wherein the vehicle 10 includes an engine 1, a DPF2, at least one processor 3, and a memory 4.

Wherein, some information acquisition devices such as sensors can be arranged at the engine 1 to monitor the running state of the engine 1 in real time. The DPF2, i.e. the diesel particulate trap, is used to reduce Particulate Matter (PM) emission pollutants in the exhaust. The DPF2 of the embodiment of the present invention may adopt a filter such as a wall-flow filter, which is common in the prior art, to capture particles. Further, a sensor or the like may be provided inside or outside the DPF2 for real-time monitoring of the temperature upstream of the DPF2 or for real-time calculation of the carbon loading in the DPF 2.

The memory 4 is communicatively connected to the at least one processor 3. Wherein the memory 4 has stored therein a computer program executable by the at least one processor 3, the at least one processor 3 implementing the method of controlling DPF regeneration of any one of the above when executing the computer program.

According to the vehicle 10 of the embodiment of the present invention, the method for controlling DPF regeneration according to the above embodiment is implemented when the at least one processor 3 executes the computer program stored in the memory 4, by adopting the method, the running state of the engine 1 and the state of the DPF2 are closely monitored, and the engine 1 is controlled to enter different DPF regeneration modes based on different situations, so that the situations of the vehicle 10, such as the DPF2 is blocked or the DPF2 is burnt, the torque is limited, and even cannot be started, can be effectively avoided, the control is more accurate, and the engine 1 can regularly and safely perform periodic regeneration, thereby greatly reducing the occurrence rate of market problems.

The method for controlling DPF regeneration according to the above embodiment is applied to the vehicle 10, and is not required to increase the cost, and can more accurately control the DPF regeneration request of the vehicle 10, so that the occurrence of the condition that the DPF2 is blocked or the DPF2 is burnt, limited in torsion, or even cannot be started, and the like is avoided as much as possible, and has important significance for the intelligent development of the DPF regeneration of the vehicle 10.

Other constructions and operations of the vehicle 10 and the like according to the embodiment of the present invention are known to those of ordinary skill in the art and will not be described in detail herein.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples.

While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A method of controlling DPF regeneration, comprising:

receiving a DPF regeneration request;

acquiring actual running state parameters of an engine;

determining a target regeneration mode according to the actual running state parameters;

and controlling the DPF to regenerate according to the target regeneration mode.

2. A method for controlling DPF regeneration as recited in claim 1, wherein,

acquiring actual running state parameters of the engine, including: acquiring the engine speed, the accelerator opening, the gear and the vehicle speed of the engine;

determining a target regeneration mode according to the actual operation state parameter, including: and determining that the engine rotating speed is in a first rotating speed range, the accelerator opening is in a preset accelerator opening range, the gear is zero, and the vehicle speed is in a preset vehicle speed range, and the target regeneration mode is a first regeneration mode, wherein the first regeneration mode does not comprise post-regeneration injection in an engine power stroke and post-regeneration injection in an engine exhaust stroke.

3. A method of controlling DPF regeneration according to claim 3, characterized in that the first rotation speed range is 600rpm-1500rpm, the preset accelerator opening range is 0-5%, the preset vehicle speed range is 0km/h-5km/h.

4. A method for controlling DPF regeneration as recited in claim 2, wherein,

acquiring actual running state parameters of the engine, and further comprising: acquiring the temperature of engine cooling liquid;

determining a target regeneration mode according to the actual operation state parameter, and further comprising:

determining that the temperature of the engine coolant is less than a first cooling temperature threshold, and not entering a regeneration mode;

determining that the temperature of the engine coolant is greater than or equal to the first cooling temperature threshold, entering a regeneration mode and the target regeneration mode is the first regeneration mode;

determining that the temperature of the engine coolant is greater than or equal to a second cooling temperature threshold, and the target regeneration mode is a second regeneration mode, wherein the second cooling temperature threshold is greater than the first cooling temperature threshold, and the second regeneration mode comprises the regeneration post-injection;

and determining that the temperature of the engine coolant is greater than or equal to a third cooling temperature threshold, and then the target regeneration mode is a third regeneration mode, wherein the third cooling temperature threshold is greater than the second cooling temperature threshold, and the third regeneration mode comprises the post-regeneration spray and the post-regeneration spray.

5. A method for controlling DPF regeneration as recited in claim 1, wherein,

acquiring actual running state parameters of the engine, including: acquiring the upstream temperature of the DPF;

determining a target regeneration mode according to the actual operation state parameter, including:

determining that the DPF upstream temperature is less than a first DPF upstream temperature threshold, wherein the target regeneration mode is a third regeneration mode, and the third regeneration mode comprises post-regeneration injection in an engine power stroke and post-regeneration injection in an engine exhaust stroke;

determining that the DPF upstream temperature is greater than or equal to the first DPF upstream temperature threshold, and switching the target regeneration mode from the third regeneration mode to a second regeneration mode, wherein the second regeneration mode comprises the regeneration post-injection;

determining that the DPF upstream temperature is less than or equal to a second DPF upstream temperature threshold, the target regeneration mode being re-switched from the second regeneration mode to the third regeneration mode, the second DPF upstream temperature threshold being less than the first DPF upstream temperature threshold;

and determining that the DPF upstream temperature is greater than or equal to a third DPF upstream temperature threshold, and exiting the DPF regeneration mode, wherein the third DPF upstream temperature threshold is greater than the first DPF upstream temperature threshold.

6. A method for controlling DPF regeneration as recited in claim 1, wherein,

acquiring actual running state parameters of the engine, including: acquiring the temperature of the DOC upstream;

determining that the DOC upstream temperature is less than a first DOC upstream temperature threshold, wherein the target regeneration mode is a third regeneration mode, and the third regeneration mode comprises post-regeneration injection in an engine power stroke and post-regeneration injection in an engine exhaust stroke;

determining that the DOC upstream temperature is greater than or equal to a first DOC upstream temperature threshold, and switching the target regeneration mode from the third regeneration mode to a first regeneration mode, wherein the first regeneration mode does not comprise the regeneration post-injection and the regeneration post-injection;

determining that the DOC upstream temperature is less than or equal to a second DOC upstream temperature threshold, and re-switching the target regeneration mode from the first regeneration mode to the third regeneration mode, wherein the second DOC upstream temperature threshold is less than the first DOC upstream temperature threshold.

7. The method of controlling DPF regeneration of claim 6, further comprising:

And determining that the DOC upstream temperature is greater than or equal to a third DOC upstream temperature threshold, and exiting the regeneration mode, wherein the third DOC upstream temperature threshold is greater than the first DOC upstream temperature threshold.

8. The method of controlling DPF regeneration according to any one of claims 1-7, wherein a DPF regeneration request is received, further comprising;

receiving a regeneration request of at least one of:

a first DPF regeneration request calculated based on a cumulative amount of fuel consumption, a mileage, and an engine operating time since a last regeneration;

a second DPF regeneration request based on the carbon loading diagnostic instrument;

a third DPF regeneration request calculated based on the carbon loading;

regeneration request based on engine protection;

regeneration request based on DOC protection.

9. The method of controlling DPF regeneration of claim 8, further comprising:

when a plurality of DPF regeneration requests are received, responding to a DPF regeneration request with the highest priority in the plurality of DPF regeneration requests according to a preset priority;

wherein the priority of the first DPF regeneration request > the priority of the regeneration request based on engine protection > the priority of the second DPF regeneration request > the priority of the third DPF regeneration request > the priority of the regeneration request based on DOC protection.

10. A vehicle, characterized by comprising:

engines and DPFs;

at least one processor;

a memory communicatively coupled to the at least one processor;

wherein the memory has stored therein a computer program executable by the at least one processor, which when executing the computer program implements the method of controlling DPF regeneration of any one of claims 1-9.