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CN116146315B - A driving regeneration temperature control method, device, electronic device and storage medium - Google Patents

A driving regeneration temperature control method, device, electronic device and storage medium

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Publication number
CN116146315B
CN116146315B CN202310303335.XA CN202310303335A CN116146315B CN 116146315 B CN116146315 B CN 116146315B CN 202310303335 A CN202310303335 A CN 202310303335A CN 116146315 B CN116146315 B CN 116146315B
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China
Prior art keywords
temperature
regeneration
closed
dpf
engine
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CN202310303335.XA
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Chinese (zh)
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CN116146315A (en
Inventor
冯海浩
李�杰
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Weichai Power Co Ltd
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Weichai Power Co Ltd
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Priority to CN202310303335.XA priority Critical patent/CN116146315B/en
Publication of CN116146315A publication Critical patent/CN116146315A/en
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Publication of CN116146315B publication Critical patent/CN116146315B/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus
    • F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/06—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a temperature sensor
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1606—Particle filter loading or soot amount
    • 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)
  • Chemical Kinetics & Catalysis (AREA)
  • Processes For Solid Components From Exhaust (AREA)

Abstract

本申请公开一种行车再生温度控制方法、装置、电子设备及存储介质，属于发动机技术领域，该方法包括：监测颗粒捕集器DPF的碳载量，当确定碳载量达到再生阈值时，控制发动机进入行车再生模式，将第一温升速率发送至发动机，以便发动机按照第一温升速率调整发动机参数执行第一阶段再生，获取DPF的温度传感器测量的温度，若确定到达预先设置的第一闭环再生温度，则控制发动机按照第一闭环再生温度进行闭环控制，若第一闭环再生温度的闭环控制时间达到第一时间阈值，则将第二温升速率发送至发动机，以便发动机按照第二温升速率调整发动机参数执行第二阶段再生。可以消除温度传感器的热惰性以及碳载量分布不均匀的影响，降低DPF烧毁风险。

The present application discloses a driving regeneration temperature control method, device, electronic device and storage medium, belonging to the field of engine technology, the method comprising: monitoring the carbon load of a particulate filter DPF, when it is determined that the carbon load reaches the regeneration threshold, controlling the engine to enter a driving regeneration mode, sending a first temperature rise rate to the engine so that the engine adjusts the engine parameters according to the first temperature rise rate to perform the first stage regeneration, obtaining the temperature measured by the temperature sensor of the DPF, if it is determined that the preset first closed-loop regeneration temperature is reached, then controlling the engine to perform closed-loop control according to the first closed-loop regeneration temperature, if the closed-loop control time of the first closed-loop regeneration temperature reaches the first time threshold, then sending a second temperature rise rate to the engine so that the engine adjusts the engine parameters according to the second temperature rise rate to perform the second stage regeneration. The thermal inertia of the temperature sensor and the influence of uneven carbon load distribution can be eliminated, and the risk of DPF burning can be reduced.

Description

Driving regeneration temperature control method and device, electronic equipment and storage medium
Technical Field
The present application relates to the field of engine technologies, and in particular, to a driving regeneration temperature control method and apparatus, an electronic device, and a storage medium.
Background
The diesel engine after-treatment device is a device which is arranged in the exhaust system of the diesel engine and can reduce pollutant emission in the exhaust through various physical and chemical actions, mainly comprises a DOC, a DPF, an SCR and the like, wherein a particle catcher (Diesel Particulate Filter, DPF) is a ceramic filter arranged in the exhaust system of the diesel engine and can catch carbon smoke particles before entering the atmosphere so as to reduce the emission of the particles. An oxidation-type catalytic converter (DOC) is typically connected in series upstream of the DPF for converting NO in the exhaust gas to NO2, oxidizing HC and CO, and providing an environment for fuel combustion during regeneration of the DPF.
With the continuous accumulation of carbon particles in the DPF, the pore channels of the filtering body can be gradually blocked, the back pressure of exhaust gas is increased, the efficiency of the diesel engine is reduced, and the oil consumption is increased. Therefore, the accumulated carbon particles must be periodically cleaned, when the carbon particles accumulate to a certain value (e.g., 4 g/L) in the DPF, the exhaust gas needs to be heated by an external heat source (e.g., diesel is injected into the exhaust pipe), fuel needs to be injected before the DOC to burn in the DOC, so as to raise the temperature of the DPF, oxidize the carbon particles trapped in the DOC, and make the inlet temperature of the DPF reach the ignition point of the carbon particles, i.e., the DPF is regenerated. During DPF regeneration, the particulate matter in the DPF is continuously reduced, and when the particulate matter is reduced to a certain value (such as 0.5 g/L), the regeneration is considered to be successful. However, due to the inherent thermal inertia of the temperature sensor, severe changes of the operating conditions, over-injection of fuel, uneven distribution of carbon loading and the like, the actual internal temperature of the DPF is far higher than the temperature value measured by the DPF temperature sensor, so that the DPF has a burning risk.
Therefore, how to control the temperature during the regeneration of the driving and reduce the risk of burning the DPF is a technical problem to be solved urgently by those skilled in the art.
Disclosure of Invention
The embodiment of the application provides a driving regeneration temperature control method, a driving regeneration temperature control device, electronic equipment and a storage medium, which are used for controlling the temperature during driving regeneration and reducing the risk of DPF burning.
In a first aspect, an embodiment of the present application provides a driving regeneration temperature control method, including:
Monitoring the carbon loading of a particle catcher DPF, and controlling an engine to enter a driving regeneration mode when the carbon loading is determined to reach a regeneration threshold;
transmitting a first rate of temperature rise to the engine so that the engine performs a first stage regeneration by adjusting engine parameters according to the first rate of temperature rise;
Acquiring the temperature measured by a temperature sensor of the DPF, and if the temperature measured by the temperature sensor of the DPF is determined to reach a preset first closed-loop regeneration temperature, controlling the engine to perform closed-loop control according to the first closed-loop regeneration temperature;
And if the closed-loop control time of the first closed-loop regeneration temperature reaches a first time threshold, sending a second temperature rise rate to the engine so that the engine can adjust engine parameters according to the second temperature rise rate to execute second-stage regeneration, wherein the second temperature rise rate is higher than the first temperature rise rate.
In some embodiments, sending a second rate of temperature rise to the engine such that after the engine performs a second stage regeneration according to the second rate of temperature rise adjusted engine parameters, further comprises:
acquiring the temperature measured by a temperature sensor of the DPF, and controlling the engine to exit the driving regeneration mode if the temperature does not reach the preset second closed loop regeneration temperature and the condition of the first exiting driving regeneration mode is determined to be met;
and if the second closed-loop regeneration temperature is reached and the condition of the first exiting running regeneration mode is not met, controlling the engine to perform closed-loop control according to the second closed-loop regeneration temperature, and if the condition of the second exiting running regeneration mode is met, controlling the engine to exit the running regeneration mode.
In some embodiments, determining that the first exit drive regeneration mode condition is met includes:
if the carbon loading of the DPF reaches an exit regeneration threshold, determining that the first exit running regeneration mode condition is met;
determining that the second exiting driving regeneration mode condition is satisfied includes:
And if the closed-loop control time of the second closed-loop regeneration temperature is less than or equal to a second time threshold and the carbon loading of the DPF reaches the exit regeneration threshold, determining that the second exit driving regeneration mode condition is met.
In some embodiments, further comprising:
if it is determined that the closed-loop control time of the second closed-loop regeneration temperature is equal to the second time threshold and the carbon loading of the DPF does not reach the exit regeneration threshold, sending the third temperature rise rate to the engine, so that the engine adjusts engine parameters according to the third temperature rise rate to perform a third-stage regeneration;
acquiring the temperature measured by a temperature sensor of the DPF, and controlling the engine to exit a driving regeneration mode if the temperature does not reach a preset third closed loop regeneration temperature and the condition of the first exiting driving regeneration mode is determined to be met;
and if the preset third closed-loop regeneration temperature does not meet the condition of the first exiting running regeneration mode, controlling the engine to perform closed-loop control according to the third closed-loop regeneration temperature, and if the preset third closed-loop regeneration temperature meets the condition of the third exiting running regeneration mode, controlling the engine to exit the running regeneration mode.
In some embodiments, determining that the third exit drive regeneration mode condition is met includes:
And if the closed-loop control time of the third closed-loop regeneration temperature is determined to be smaller than a third time threshold and the carbon loading of the DPF reaches the exit regeneration threshold, or if the carbon loading of the DPF does not reach the exit regeneration threshold and the closed-loop control time of the third closed-loop regeneration temperature is equal to the third time threshold, determining that the third exit driving regeneration mode condition is met.
In some embodiments, the second time threshold > the first time threshold > the third time threshold.
In some embodiments, the first closed loop regeneration temperature, the second closed loop regeneration temperature, the third closed loop regeneration temperature are determined by:
Selecting a plurality of DPFs with carbon loading reaching a regeneration threshold as test samples, and sampling the change of the carbon loading and the corresponding internal temperature of the DPFs when the carbon loading changes in the regeneration process of each DPF, wherein at least one temperature sensor is arranged in each test sample, and at least one temperature sensor is arranged outside each test sample;
Determining a safe DPF internal temperature corresponding to a maximum and safe regeneration of the carbon loading in the DPF based on the sampled change in the carbon loading in each DPF and the temperature in each DPF, and determining a DPF external temperature corresponding to the safe DPF internal temperature as the first closed-loop regeneration temperature;
Determining a critical DPF internal temperature corresponding to the DPF when the carbon loading in the DPF is maximum and the DPF reaches a combustion point based on the sampled change of the carbon loading in each DPF and the internal temperature of each DPF, and determining a DPF external temperature corresponding to a first threshold value which is not greater than the critical DPF internal temperature as the second closed-loop regeneration temperature according to the critical DPF internal temperature;
And determining that the DPF external temperature corresponding to a second threshold value which is not greater than the critical DPF internal temperature is the third closed-loop regeneration temperature according to the critical DPF internal temperature, wherein the second threshold value is higher than the first threshold value.
In a second aspect, an embodiment of the present application provides a driving regeneration temperature control device, including:
The monitoring module is used for monitoring the carbon loading of the DPF, and controlling the engine to enter a driving regeneration mode when the carbon loading is determined to reach a regeneration threshold;
the first sending module is used for sending a first temperature rise rate to the engine so that the engine can adjust engine parameters according to the first temperature rise rate to execute first-stage regeneration;
The acquisition module is used for acquiring the temperature measured by the temperature sensor of the DPF, and if the temperature reaches a preset first closed-loop regeneration temperature, the engine is controlled to perform closed-loop control according to the first closed-loop regeneration temperature;
And the second sending module is used for sending a second temperature rise rate to the engine if the closed-loop control time of the first closed-loop regeneration temperature reaches a first time threshold value so that the engine can adjust engine parameters according to the second temperature rise rate to execute second-stage regeneration, wherein the second temperature rise rate is higher than the first temperature rise rate.
In some embodiments, the second sending module sends a second rate of temperature rise to the engine such that after the engine performs a second stage of regeneration with engine parameters adjusted at the second rate of temperature rise, further comprising:
the determining module is used for acquiring the temperature measured by the temperature sensor of the DPF, and controlling the engine to exit the driving regeneration mode if the temperature does not reach the preset second closed loop regeneration temperature and the condition of the first exiting driving regeneration mode is determined to be met;
and if the second closed-loop regeneration temperature is reached and the condition of the first exiting running regeneration mode is not met, controlling the engine to perform closed-loop control according to the second closed-loop regeneration temperature, and if the condition of the second exiting running regeneration mode is met, controlling the engine to exit the running regeneration mode.
In some embodiments, the determining module is specifically configured to:
if the carbon loading of the DPF reaches an exit regeneration threshold, determining that the first exit running regeneration mode condition is met;
The determining module is specifically configured to:
And if the closed-loop control time of the second closed-loop regeneration temperature is less than or equal to a second time threshold and the carbon loading of the DPF reaches the exit regeneration threshold, determining that the second exit driving regeneration mode condition is met.
In some embodiments, further comprising:
A third sending module, configured to send the third temperature rise rate to the engine if it is determined that the closed-loop control time of the second closed-loop regeneration temperature is equal to the second time threshold and the carbon loading of the DPF does not reach the exit regeneration threshold, so that the engine performs a third-stage regeneration according to the third temperature rise rate adjusting engine parameters;
The determining module is used for acquiring the temperature measured by the temperature sensor of the DPF, and controlling the engine to exit the driving regeneration mode if the temperature does not reach the preset third closed loop regeneration temperature and the condition of the first exiting the driving regeneration mode is determined to be met;
and if the preset third closed-loop regeneration temperature does not meet the condition of the first exiting running regeneration mode, controlling the engine to perform closed-loop control according to the third closed-loop regeneration temperature, and if the preset third closed-loop regeneration temperature meets the condition of the third exiting running regeneration mode, controlling the engine to exit the running regeneration mode.
In some embodiments, the determining module is specifically configured to:
And if the closed-loop control time of the third closed-loop regeneration temperature is determined to be smaller than a third time threshold and the carbon loading of the DPF reaches the exit regeneration threshold, or if the carbon loading of the DPF does not reach the exit regeneration threshold and the closed-loop control time of the third closed-loop regeneration temperature is equal to the third time threshold, determining that the third exit driving regeneration mode condition is met.
In some embodiments, the second time threshold > the first time threshold > the third time threshold.
In some embodiments, the first closed loop regeneration temperature, the second closed loop regeneration temperature, the third closed loop regeneration temperature are determined by:
Selecting a plurality of DPFs with carbon loading reaching a regeneration threshold as test samples, and sampling the change of the carbon loading and the corresponding internal temperature of the DPFs when the carbon loading changes in the regeneration process of each DPF, wherein at least one temperature sensor is arranged in each test sample, and at least one temperature sensor is arranged outside each test sample;
Determining a safe DPF internal temperature corresponding to a maximum and safe regeneration of the carbon loading in the DPF based on the sampled change in the carbon loading in each DPF and the temperature in each DPF, and determining a DPF external temperature corresponding to the safe DPF internal temperature as the first closed-loop regeneration temperature;
Determining a critical DPF internal temperature corresponding to the DPF when the carbon loading in the DPF is maximum and the DPF reaches a combustion point based on the sampled change of the carbon loading in each DPF and the internal temperature of each DPF, and determining a DPF external temperature corresponding to a first threshold value which is not greater than the critical DPF internal temperature as the second closed-loop regeneration temperature according to the critical DPF internal temperature;
And determining that the DPF external temperature corresponding to a second threshold value which is not greater than the critical DPF internal temperature is the third closed-loop regeneration temperature according to the critical DPF internal temperature, wherein the second threshold value is higher than the first threshold value.
In a third aspect, an embodiment of the present application provides an electronic device, including:
a memory for storing a computer program;
and the processor is used for realizing the steps of the engine oil pressure relief point determining method when executing the computer program stored in the memory.
In a fourth aspect, a computer readable storage medium is provided, in which a computer program is stored, which when executed by a processor, implements the steps of the above-described oil pressure relief point determination method.
In the embodiment of the application, the carbon load of a DPF is monitored, when the carbon load is determined to reach a regeneration threshold, the engine is controlled to enter a driving regeneration mode, a first temperature rise rate is sent to the engine, so that the engine carries out first-stage regeneration according to the first temperature rise rate adjustment engine parameter, the temperature measured by a temperature sensor of the DPF is obtained, if the temperature reaches a preset first closed-loop regeneration temperature, the engine is controlled to carry out closed-loop control according to the first closed-loop regeneration temperature, if the closed-loop control time of the first closed-loop regeneration temperature reaches a first time threshold, a second temperature rise rate is sent to the engine, so that the engine carries out second-stage regeneration according to the second temperature rise rate adjustment engine parameter, and the second temperature rise rate is higher than the first temperature rise rate. By setting different temperature rising rates during running regeneration, closed-loop control is performed after the temperature rising reaches the first closed-loop regeneration temperature by controlling the temperature rising at the first temperature rising rate, and the temperature rising is controlled to execute second-stage regeneration by controlling the temperature rising at the second temperature rising rate higher than the first temperature rising rate when the closed-loop control time of the first closed-loop regeneration temperature reaches a first time threshold, so that the running regeneration is executed in two stages, the influence of the thermal inertia of a temperature sensor and the uneven distribution of carbon load can be eliminated in the first-stage regeneration process, the second-stage regeneration is performed after a certain time, the regeneration rate can be accelerated, and the DPF burning risk can be reduced.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application and do not constitute a limitation on the application. In the drawings:
Fig. 1 is an application scenario diagram of a driving regeneration temperature control method provided by an embodiment of the present application;
FIG. 2 is a flow chart of a method for controlling the regeneration temperature of a traveling crane according to an embodiment of the present application;
FIG. 3 is a flowchart of another method for controlling the regeneration temperature of a traveling crane according to an embodiment of the present application;
FIG. 4 is a flowchart of another method for controlling the regeneration temperature of a traveling crane according to an embodiment of the present application;
FIG. 5 is a schematic diagram of a gradient of temperature control for regeneration of a traveling crane according to an embodiment of the present application;
Fig. 6 is a schematic structural diagram of a driving regeneration temperature control device according to an embodiment of the present application;
Fig. 7 is a schematic hardware structure of an electronic device for implementing a driving regeneration temperature control method according to an embodiment of the present application.
Detailed Description
In order to control the temperature during running regeneration and reduce the risk of DPF burning, the embodiment of the application provides a running regeneration temperature control method, a running regeneration temperature control device, electronic equipment and a storage medium.
In the description of the present application, "a plurality of" means "at least two". "and/or" describes an association relationship of an associated object, and means that there may be three relationships, for example, A and/or B, and that there are three cases where A alone, A and B, and B alone. A and B are connected, and it can be represented that A and B are directly connected and A and B are connected through C. In addition, in the description of the present application, the words "first," "second," and the like are used merely for distinguishing between the descriptions and not be construed as indicating or implying a relative importance or order.
The preferred embodiments of the present application will be described below with reference to the accompanying drawings of the specification, it being understood that the preferred embodiments described herein are for illustration and explanation only, and not for limitation of the present application, and embodiments of the present application and features of the embodiments may be combined with each other without conflict.
Fig. 1 is an application scenario diagram of a driving regeneration temperature control method provided by an embodiment of the application, wherein the aftertreatment system 1 and an electronic control unit (Electronic Control Unit, ECU) 2, the aftertreatment system 1 comprises an oxidation catalyst (Diesel Oxidation Catalyst, DOC) 11, a DPF12, a selective catalytic Reduction (SELECTIVE CATALYTIC Reduction, SCR) 13, a temperature sensor 14, the DOC is used for converting carbon monoxide (CO) and Hydrocarbons (HC) in engine exhaust into water (H 2 O) and carbon dioxide (CO 2) through oxidation reaction, and when particles in the DPF are accumulated to a certain value, fuel needs to be injected before the DOC to burn in the DOC, so that the temperature of the DPF is increased, the trapped particles are oxidized, and the capability of trapping the particles is obtained again by the DPF. The SCR is used to chemically react with nitrogen oxides (NOx) in the flue gas to generate nitrogen and water under the action of a catalyst, and the temperature sensor 14 is used to measure the external temperature of the DPF and send the temperature to the ECU. In this embodiment, the ECU is configured to monitor a carbon load of the DPF in real time, control the engine to enter a driving regeneration mode when it is determined that the carbon load reaches a regeneration threshold, send a first temperature rise rate to the engine so that the engine can adjust an engine parameter according to the first temperature rise rate to perform a first-stage regeneration, obtain a temperature measured by a temperature sensor of the DPF, control the engine to perform closed-loop control according to a first closed-loop regeneration temperature if it is determined that the temperature reaches a preset first closed-loop regeneration temperature, and send a second temperature rise rate to the engine so that the engine can adjust the engine parameter according to the second temperature rise rate to perform a second-stage regeneration if the closed-loop control time of the first closed-loop regeneration temperature reaches a first time threshold, where the second temperature rise rate is higher than the first temperature rise rate.
After the application scenario of the embodiment of the present application is introduced, the following describes the driving regeneration temperature control provided by the present application with a specific embodiment. Fig. 2 is a flowchart of a driving regeneration temperature control method according to an embodiment of the present application, where the method is applied to the ECU in fig. 1, and the method includes the following steps.
In step 201, the carbon loading of the particle trap DPF is monitored, and when it is determined that the carbon loading reaches a regeneration threshold, the engine is controlled to enter a driving regeneration mode.
In specific implementation, the main methods for judging the carbon loading in the DPF include an exhaust back pressure method, a running time method, a soot emission method and a differential pressure-based carbon loading estimation method, wherein the judgment result is the differential pressure-based carbon loading estimation method, the method utilizes a differential pressure sensor to measure differential pressure values at two ends of the DPF under different working conditions of the engine according to the corresponding relation between differential pressure values at two ends of the DPF and the carbon loading in the DPF, and corrects the differential pressure values according to the influence of air flow temperature so as to determine the carbon loading in the DPF, and when the carbon loading is determined to reach a regeneration threshold value, the engine is controlled to enter a running regeneration mode.
In step 202, a first rate of temperature rise is sent to the engine such that the engine adjusts engine parameters to perform a first stage regeneration according to the first rate of temperature rise.
In specific implementation, when the driving regeneration mode is triggered, the initial temperature of the engine is very low, the DOC conversion efficiency is low, if the DOC conversion efficiency is quickly increased to the target temperature of regeneration, the overspray of engine fuel can be caused, the overspray fuel can not burn in time and can adhere to the DPF, and the overspray of the fuel can not be further aggravated due to the thermal inertia of a sensor, the real temperature in the DPF can not be reflected in real time, in addition, in the initial regeneration, the carbon load in the DPF is more, the distribution uniformity of the carbon load is difficult to control, the risk of burning the DPF can be further aggravated, therefore, the ECU sends a first temperature rise rate to the engine, so that the engine can adjust the engine parameters according to the first temperature rise rate to execute the first-stage regeneration, the engine parameters such as the fuel injection amount, the opening parameters of an actuator, and the like, and the first temperature rise rate can be measured in advance through a bench test or is selected to be a smaller value for slowly rising the temperature.
In step 203, the temperature measured by the temperature sensor of the DPF is acquired, and if it is determined that the preset first closed-loop regeneration temperature is reached, the engine is controlled to perform closed-loop control according to the first closed-loop regeneration temperature.
In specific implementation, the ECU presets the first closed-loop regeneration temperature, compares the first closed-loop regeneration temperature with the temperature measured by the acquired temperature sensor of the DPF, and if it is determined that the preset first closed-loop regeneration temperature is reached, closed-loop control can be performed by using a classical PID algorithm, so that the temperature measured by the temperature sensor of the DPF is controlled to be at the first closed-loop regeneration temperature, or the first-stage regeneration is performed within a preset floating range of the first closed-loop regeneration temperature, and the first-stage regeneration is a low-temperature regeneration stage.
In this way, by setting the first closed-loop regeneration temperature and the first rate of temperature rise and performing closed-loop control when the first closed-loop regeneration temperature is reached, the risk of thermal inertia of the temperature sensor and uneven carbon load distribution can be eliminated.
In step 204, if the closed-loop control time of the first closed-loop regeneration temperature reaches the first time threshold, a second rate of temperature rise is sent to the engine, so that the engine adjusts the engine parameters to perform the second stage of regeneration according to the second rate of temperature rise, wherein the second rate of temperature rise is higher than the first rate of temperature rise.
In specific implementation, the closed-loop control time of the first closed-loop regeneration temperature is detected, when the closed-loop control time of the first closed-loop regeneration temperature reaches a first time threshold, at this time, after the first-stage regeneration, the temperature in the DPF rises and is basically stable, the overspray fuel is also consumed, the DOC conversion efficiency at this time reaches a high-efficiency window, at this time, the regeneration speed can be accelerated, and a second temperature rise rate higher than the first temperature rise rate is sent to the engine, so that the engine can adjust the engine parameters according to the second temperature rise rate to execute the second-stage regeneration.
According to the embodiment of the application, by setting the two regeneration stages, the DPF is firstly enabled to rise from the lower temperature to the first closed loop regeneration temperature at the time of triggering the running regeneration at the slower first temperature rise rate to execute the first stage regeneration, and when the first stage regeneration reaches the first time threshold value, the temperature rise rate is then raised, and the DPF temperature is controlled to rise from the first closed loop temperature at the second temperature rise rate, so that the efficient regeneration process can be realized, and the risk of DPF burning during the running regeneration is further reduced.
In practice, the second stage regeneration may also be controlled by setting a second closed loop regeneration temperature for the second stage regeneration. Fig. 3 is a flowchart of another driving regeneration temperature control method according to an embodiment of the present application, which is applied to the ECU in fig. 1, and includes the following steps.
In step 301, the carbon loading of the particle trap DPF is monitored, and when it is determined that the carbon loading reaches a regeneration threshold, the engine is controlled to enter a driving regeneration mode.
In step 302, a first rate of temperature rise is sent to the engine such that the engine adjusts engine parameters to perform a first stage regeneration according to the first rate of temperature rise.
In step 303, the temperature measured by the temperature sensor of the DPF is acquired, and if it is determined that the preset first closed-loop regeneration temperature is reached, the engine is controlled to perform closed-loop control in accordance with the first closed-loop regeneration temperature.
In step 304, if the closed-loop control time of the first closed-loop regeneration temperature reaches the first time threshold, a second rate of temperature rise is sent to the engine, so that the engine adjusts the engine parameters to perform the second-stage regeneration according to the second rate of temperature rise, wherein the second rate of temperature rise is higher than the first rate of temperature rise.
In step 305, the temperature measured by the temperature sensor of the DPF is obtained, and if it is determined that the preset second closed-loop regeneration temperature is reached and the first condition for exiting the drive regeneration mode is not satisfied, the engine is controlled to perform closed-loop control according to the second closed-loop regeneration temperature.
In the implementation, if the second closed loop regeneration temperature is not reached, and it is determined that the condition of the first exiting running regeneration mode is satisfied, the engine may be controlled to exit the running regeneration mode, where the condition of the first exiting running regeneration mode may be that the carbon loading of the DPF reaches an exiting regeneration threshold.
When the method is implemented, if the second closed-loop regeneration temperature is reached and the first exiting vehicle regeneration mode condition is not met, and when the second exiting vehicle regeneration mode condition is met, the engine is controlled to exit the vehicle regeneration mode, for example, a second time threshold is preset, and if the closed-loop control time of the second closed-loop regeneration temperature is less than or equal to the second time threshold and the carbon loading of the DPF reaches the exiting regeneration threshold, the second exiting vehicle regeneration mode condition is met.
In this way, after reaching the preset second closed-loop temperature, the second-stage closed-loop control is performed, the temperature is not increased continuously, and in the second-stage regeneration process, the DPF is prevented from burning by judging whether the carbon loading of the DPF reaches the exit regeneration threshold value and controlling the exit running regeneration mode.
In the actual regeneration process, the condition of incomplete elimination of particulate matters in the DPF can also occur, so that the carbon loading of the DPF can not reach the exiting regeneration threshold all the time and the driving regeneration mode can not exit, and therefore, the regeneration in the third stage can be further executed by setting a third closed-loop regeneration temperature, a third temperature rise rate and a third time threshold. Fig. 4 is a flowchart of another driving regeneration temperature control method according to an embodiment of the present application, which is applied to the ECU in fig. 1, and includes the following steps.
In step 401, the carbon loading of the particle trap DPF is monitored, and when the carbon loading is determined to reach a regeneration threshold, the engine is controlled to enter a driving regeneration mode.
In step 402, a first rate of temperature rise is sent to the engine such that the engine adjusts engine parameters to perform a first stage regeneration according to the first rate of temperature rise.
In step 403, the temperature measured by the temperature sensor of the DPF is acquired, and if it is determined that the preset first closed-loop regeneration temperature is reached, the engine is controlled to perform closed-loop control according to the first closed-loop regeneration temperature.
In step 404, if the closed loop control time of the first closed loop regeneration temperature reaches the first time threshold, a second rate of temperature rise is sent to the engine to adjust engine parameters to perform a second stage of regeneration according to the second rate of temperature rise, wherein the second rate of temperature rise is higher than the first rate of temperature rise.
In step 405, the temperature measured by the temperature sensor of the DPF is obtained, and if it is determined that the preset second closed-loop regeneration temperature is reached and the first condition for exiting the driving regeneration mode is not satisfied, the engine is controlled to perform closed-loop control according to the second closed-loop regeneration temperature.
In step 406, if it is determined that the closed loop control time of the second closed loop regeneration temperature is equal to the second time threshold and the carbon loading of the DPF does not reach the exit regeneration threshold, a third temperature ramp rate is sent to the engine so that the engine adjusts engine parameters to perform a third stage regeneration at the third temperature ramp rate.
The third temperature rise rate may be greater than or equal to the second temperature rise rate, which is not limited in this regard.
In step 407, if the preset third closed-loop regeneration temperature does not meet the condition of the first exiting running regeneration mode, the engine is controlled to perform closed-loop control according to the third closed-loop regeneration temperature, and if the preset third closed-loop regeneration temperature meets the condition of the third exiting running regeneration mode, the engine is controlled to exit the running regeneration mode.
And when the condition of the first exiting running regeneration mode is met, controlling the engine to exit the running regeneration mode.
In the specific implementation, if the closed-loop control time of the third closed-loop regeneration temperature is determined to be smaller than the third time threshold and the carbon loading of the DPF reaches the exit regeneration threshold, or if the carbon loading of the DPF does not reach the exit regeneration threshold and the closed-loop control time of the third closed-loop regeneration temperature is equal to the third time threshold, the third exit running regeneration mode condition is determined to be satisfied.
In particular implementations, the second time threshold is greater than the first time threshold and greater than the third time threshold.
In specific implementation, the first closed-loop regeneration temperature, the second closed-loop regeneration temperature, and the third closed-loop regeneration temperature may be determined by:
Selecting a plurality of DPFs with carbon loading reaching a regeneration threshold as test samples, and sampling the change of the carbon loading and the corresponding internal temperature of the DPFs when the carbon loading changes in the regeneration process of each DPF, wherein at least one temperature sensor is arranged in each test sample, and at least one temperature sensor is arranged outside each test sample;
And determining the safe DPF internal temperature corresponding to the maximum carbon loading in the DPF and capable of safely regenerating based on the sampled change of the carbon loading in each DPF and the temperature in each DPF, and determining the DPF external temperature corresponding to the safe DPF internal temperature as the first closed loop regeneration temperature, wherein the maximum carbon loading of the DPF is generally the carbon loading which can be born at the highest exhaust temperature of the engine when the DPF enters a regeneration mode, and the stage mainly eliminates the thermal inertia of a temperature sensor to improve the actual temperature of regeneration.
Determining a critical DPF internal temperature corresponding to the DPF when the carbon loading in the DPF is maximum and the DPF reaches the ignition point based on the variation of the carbon loading in each DPF and the internal temperature of each DPF, determining a DPF external temperature corresponding to a first threshold value which is not greater than the critical DPF internal temperature as a second closed-loop regeneration temperature according to the critical DPF internal temperature, wherein at the moment, the risk of burning the DPF is suddenly reduced through the preheating and the low-temperature regeneration of the first stage regeneration, the carbon loading needs to be rapidly eliminated, the second closed-loop regeneration temperature can be determined according to the first threshold value of the critical DPF internal temperature corresponding to the DPF when the DPF reaches the ignition point, for example, the first threshold value is set to 80% of the critical DPF internal temperature, the carbon loading can be efficiently and economically combusted at the moment, and then determining the second closed-loop regeneration temperature according to the corresponding DPF external temperature, and particularly, the second closed-loop regeneration temperature can be properly adjusted by technicians according to experimental results.
And determining that the DPF external temperature corresponding to a second threshold value which is not greater than the critical DPF internal temperature is the third closed loop regeneration temperature according to the critical DPF internal temperature, wherein the second threshold value is higher than the first threshold value. Specifically, after the first-stage regeneration and the second-stage regeneration, the carbon load in the DPF is less, the regeneration temperature can be further properly increased, and the regeneration progress can be accelerated, so that the third closed-loop regeneration temperature can be selected to be not greater than the DPF external temperature corresponding to the second threshold value of the critical DPF internal temperature, for example, the second threshold value is set to be 90% of the critical DPF internal temperature, and the regeneration progress can be specifically properly adjusted by a technician according to the experimental result.
In this way, setting the third stage to perform the regeneration process can quickly eliminate the residual carbon loading. When the regeneration in the second stage can complete the regeneration requirement, the third stage is not started, when the regeneration requirement in the second stage can not be completed, the third stage is started, the regeneration closed-loop temperature is increased, the residual carbon load is quickly cleared, and when the closed-loop control time in the third stage reaches the third time threshold for controlling the regeneration risk, the running regeneration is stopped even if the carbon load in the DPF is not lower than the running regeneration exit threshold.
Fig. 5 is a schematic diagram of a driving regeneration temperature control gradient provided by an embodiment of the present application, where the whole regeneration process is divided into three gradients, and the regenerated closed-loop temperatures are respectively T1 (first closed-loop regeneration temperature), T2 (second closed-loop regeneration temperature) and T3 (third closed-loop regeneration temperature), and the temperature relationships of the three stages are T3> T2> T1. The three closed-loop control times are respectively delta H1 (first time threshold), delta H2 (second time threshold) and delta H3 (third time threshold), the relation of the three closed-loop control times is delta H2> delta H1> delta H3, the first temperature rise rate of Stage1 (regeneration in the first Stage) is X 1 ℃ per second, the temperature rise gradient of Stage2 (regeneration in the first Stage) and Stage3 (regeneration in the third Stage) is X 2 ℃ per second, and X 2 > X1.
In the concrete implementation, the main functions of the three-stage setting are as follows:
The Stage1 has the main effect of reducing the risk of DPF burning caused by the thermal inertia of a temperature sensor and uneven carbon load distribution. When the carbon loading in the DPF reaches the regeneration threshold value to trigger the running regeneration, if the initial temperature of the engine is lower at this moment, the conversion efficiency of the DOC is lower, the required temperature rise rate is high, a lot of fuel oil can be oversprayed, the oversprayed diesel cannot be burnt and attached to the DPF timely, the actual temperature in the DPF cannot be reacted in real time due to the thermal inertia of the sensor, the overspray of the fuel oil can be further aggravated, in addition, the carbon loading in the DPF is more during initial regeneration, the distribution uniformity of the carbon loading is difficult to control, and the risk of burning the DPF can be further aggravated. Therefore, the Stage1 fully considers the factors, and realizes low-temperature regeneration by limiting the temperature rise rate and reducing the closed-loop temperature for a period of time, thereby eliminating risks caused by the thermal inertia of the sensor and uneven distribution of carbon loading.
The Stage2 has the main function of being the main Stage for removing the carbon load in the DPF. After the Stage1 preheating, the temperature in the DPF rises and is basically stable, the overspray fuel is also consumed, the DOC conversion efficiency reaches a high-efficiency window, the regeneration speed can be increased, and the temperature rise rate and the regeneration closed-loop temperature can be increased.
The Stage3 Stage has the main function of a standby Stage, and the main purpose is to quickly eliminate residual carbon loading. When the Stage2 Stage can complete the regeneration requirement, the Stage3 Stage is not started, when the Stage2 Stage can not complete the regeneration requirement, the Stage3 Stage is started, the regeneration closed-loop temperature is increased, the residual carbon load is quickly cleared, and in order to control the regeneration risk, when the closed-loop control time of the Stage3 Stage reaches delta H3, the running regeneration is stopped even if the carbon load in the DPF is not lower than the running regeneration exit threshold.
In this way, factors of non-uniform sensor thermal inertia and initial carbon load distribution during running regeneration are considered, and the risk of DPF burning during running regeneration is reduced by means of staged regeneration and temperature rise gradient control.
Based on the same technical concept, the embodiment of the application also provides a driving regeneration temperature control device, and the principle of solving the problem of the driving regeneration temperature control device is similar to that of the driving regeneration temperature control method, so that the implementation of the driving regeneration temperature control device can refer to the implementation of the driving regeneration temperature control method, and the repetition is omitted.
Fig. 6 is a schematic structural diagram of a driving regeneration temperature control device according to an embodiment of the present application, which includes a monitoring module 601, a first sending module 602, an obtaining module 603, and a second sending module 604.
The monitoring module 601 is configured to monitor a carbon loading of the particle trap DPF, and when it is determined that the carbon loading reaches a regeneration threshold, control the engine to enter a driving regeneration mode;
a first sending module 602 configured to send a first rate of temperature rise to the engine, so that the engine performs a first stage regeneration according to the first rate of temperature rise by adjusting engine parameters;
An acquisition module 603, configured to acquire a temperature measured by a temperature sensor of the DPF, and if it is determined that a preset first closed-loop regeneration temperature is reached, control the engine to perform closed-loop control according to the first closed-loop regeneration temperature;
And a second sending module 604, configured to send a second temperature rise rate to the engine if the closed-loop control time of the first closed-loop regeneration temperature reaches the first time threshold, so that the engine executes the second-stage regeneration according to the second temperature rise rate-adjusted engine parameter, where the second temperature rise rate is higher than the first temperature rise rate.
In some embodiments, the second sending module 604 sends a second rate of temperature rise to the engine such that after the engine performs a second stage regeneration according to the second rate of temperature rise adjusted engine parameters, further comprising:
a determining module 605, configured to obtain a temperature measured by a temperature sensor of the DPF, and if the temperature does not reach a preset second closed-loop regeneration temperature, and it is determined that a condition for exiting the driving regeneration mode is satisfied, control the engine to exit the driving regeneration mode;
and if the second closed-loop regeneration temperature is reached and the condition of the first exiting running regeneration mode is not met, controlling the engine to perform closed-loop control according to the second closed-loop regeneration temperature, and if the condition of the second exiting running regeneration mode is met, controlling the engine to exit the running regeneration mode.
In some embodiments, the determining module 605 is specifically configured to:
if the carbon loading of the DPF reaches an exit regeneration threshold, determining that the first exit running regeneration mode condition is met;
The determining module 605 is specifically configured to:
And if the closed-loop control time of the second closed-loop regeneration temperature is less than or equal to a second time threshold and the carbon loading of the DPF reaches the exit regeneration threshold, determining that the second exit driving regeneration mode condition is met.
In some embodiments, further comprising:
A third sending module 606 configured to send the third temperature rise rate to the engine if it is determined that the closed-loop control time of the second closed-loop regeneration temperature is equal to the second time threshold and the carbon loading of the DPF does not reach the exit regeneration threshold, so that the engine performs a third-stage regeneration according to the third temperature rise rate adjusting engine parameters;
the determining module 605 is configured to obtain a temperature measured by a temperature sensor of the DPF, and if the temperature does not reach a preset third closed-loop regeneration temperature, control the engine to exit the driving regeneration mode if it is determined that the first condition for exiting the driving regeneration mode is satisfied;
and if the preset third closed-loop regeneration temperature does not meet the condition of the first exiting running regeneration mode, controlling the engine to perform closed-loop control according to the third closed-loop regeneration temperature, and if the preset third closed-loop regeneration temperature meets the condition of the third exiting running regeneration mode, controlling the engine to exit the running regeneration mode.
In some embodiments, the determining module 605 is specifically configured to:
And if the closed-loop control time of the third closed-loop regeneration temperature is determined to be smaller than a third time threshold and the carbon loading of the DPF reaches the exit regeneration threshold, or if the carbon loading of the DPF does not reach the exit regeneration threshold and the closed-loop control time of the third closed-loop regeneration temperature is equal to the third time threshold, determining that the third exit driving regeneration mode condition is met.
In some embodiments, the second time threshold > the first time threshold > the third time threshold.
In some embodiments, the first closed loop regeneration temperature, the second closed loop regeneration temperature, the third closed loop regeneration temperature are determined by:
Selecting a plurality of DPFs with carbon loading reaching a regeneration threshold as test samples, and sampling the change of the carbon loading and the corresponding internal temperature of the DPFs when the carbon loading changes in the regeneration process of each DPF, wherein at least one temperature sensor is arranged in each test sample, and at least one temperature sensor is arranged outside each test sample;
Determining a safe DPF internal temperature corresponding to a maximum and safe regeneration of the carbon loading in the DPF based on the sampled change in the carbon loading in each DPF and the temperature in each DPF, and determining a DPF external temperature corresponding to the safe DPF internal temperature as the first closed-loop regeneration temperature;
Determining a critical DPF internal temperature corresponding to the DPF when the carbon loading in the DPF is maximum and the DPF reaches a combustion point based on the sampled change of the carbon loading in each DPF and the internal temperature of each DPF, and determining a DPF external temperature corresponding to a first threshold value which is not greater than the critical DPF internal temperature as the second closed-loop regeneration temperature according to the critical DPF internal temperature;
And determining that the DPF external temperature corresponding to a second threshold value which is not greater than the critical DPF internal temperature is the third closed-loop regeneration temperature according to the critical DPF internal temperature, wherein the second threshold value is higher than the first threshold value.
The division of the modules in the embodiments of the present application is schematically only one logic function division, and there may be another division manner in actual implementation, and in addition, each functional module in each embodiment of the present application may be integrated in one processor, or may exist separately and physically, or two or more modules may be integrated in one module. The coupling of the individual modules to each other may be achieved by means of interfaces which are typically electrical communication interfaces, but it is not excluded that they may be mechanical interfaces or other forms of interfaces. Thus, the modules illustrated as separate components may or may not be physically separate, may be located in one place, or may be distributed in different locations on the same or different devices. The integrated modules may be implemented in hardware or in software functional modules.
Having described the driving regeneration temperature control method and apparatus of the exemplary embodiment of the present application, next, an electronic device according to another exemplary embodiment of the present application is described.
An electronic device 130 implemented according to such an embodiment of the present application is described below with reference to fig. 7. The electronic device 130 shown in fig. 7 is only an example and should not be construed as limiting the functionality and scope of use of embodiments of the application.
As shown in fig. 7, the electronic device 130 is in the form of a general-purpose electronic device. The components of the electronic device 130 may include, but are not limited to, the at least one processor 131, the at least one memory 132, and a bus 133 connecting the various system components, including the memory 132 and the processor 131.
Bus 133 represents one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, a processor, and a local bus using any of a variety of bus architectures.
Memory 132 may include readable media in the form of volatile memory such as Random Access Memory (RAM) 1321 and/or cache memory 1322, and may further include Read Only Memory (ROM) 1323.
Memory 132 may also include a program/utility 1325 having a set (at least one) of program modules 1324, such program modules 1324 including, but not limited to, an operating system, one or more application programs, other program modules, and program data, each or some combination of which may include an implementation of a network environment.
The electronic device 130 may also communicate with one or more external devices 134 (e.g., keyboard, pointing device, etc.), one or more devices that enable a user to interact with the electronic device 130, and/or any device (e.g., router, modem, etc.) that enables the electronic device 130 to communicate with one or more other electronic devices. Such communication may occur through an input/output (I/O) interface 135. Also, electronic device 130 may communicate with one or more networks such as a Local Area Network (LAN), a Wide Area Network (WAN), and/or a public network, such as the Internet, through network adapter 136. As shown, network adapter 136 communicates with other modules for electronic device 130 over bus 133. It should be appreciated that although not shown, other hardware and/or software modules may be used in connection with electronic device 130, including, but not limited to, microcode, device drivers, redundant processors, external disk drive arrays, RAID systems, tape drives, data backup storage systems, and the like.
In an exemplary embodiment, there is also provided a storage medium, which when executed by a processor of an electronic device, is capable of executing the above-described driving regeneration temperature control method. Alternatively, the storage medium may be a non-transitory computer readable storage medium, which may be, for example, ROM, random Access Memory (RAM), CD-ROM, magnetic tape, floppy disk, optical data storage device, and the like.
In an exemplary embodiment, the electronic device of the present application may include at least one processor, and a memory communicatively connected to the at least one processor, where the memory stores a computer program executable by the at least one processor, and the computer program when executed by the at least one processor may cause the at least one processor to perform the steps of any of the driving regeneration temperature control methods provided by the embodiments of the present application.
In an exemplary embodiment, a computer program product is also provided, which, when executed by an electronic device, is capable of carrying out any one of the exemplary methods provided by the application.
Also, a computer program product may employ any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. The readable storage medium can be, for example, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples (a non-exhaustive list) of a readable storage medium include an electrical connection having one or more wires, a portable disk, a hard disk, RAM, ROM, erasable programmable read-Only Memory (EPROM), flash Memory, optical fiber, compact disc read-Only Memory (Compact Disk Read Only Memory, CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
The program product for drive regeneration temperature control in embodiments of the present application may be a CD-ROM and include program code and may be run on a computing device. However, the program product of the present application is not limited thereto, and in this document, a readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.
The readable signal medium may include a data signal propagated in baseband or as part of a carrier wave with readable program code embodied therein. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing. A readable signal medium may also be any readable medium that is not a readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device.
Program code embodied on a readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, radio Frequency (RF), etc., or any suitable combination of the foregoing.
Program code for carrying out operations of the present application may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computing device, partly on the user's device, as a stand-alone software package, partly on the user's computing device, partly on a remote computing device, or entirely on the remote computing device or server. In the case of remote computing devices, the remote computing device may be connected to the user computing device through any kind of network, such as a local area network (Local Area Network, LAN) or wide area network (Wide Area Network, WAN), or may be connected to an external computing device (e.g., connected over the internet using an internet service provider).
It should be noted that although several units or sub-units of the apparatus are mentioned in the above detailed description, such a division is merely exemplary and not mandatory. Indeed, the features and functions of two or more of the elements described above may be embodied in one element in accordance with embodiments of the present application. Conversely, the features and functions of one unit described above may be further divided into a plurality of units to be embodied.
Furthermore, although the operations of the methods of the present application are depicted in the drawings in a particular order, this is not required or suggested that these operations must be performed in this particular order or that all of the illustrated operations must be performed in order to achieve desirable results. Additionally or alternatively, certain steps may be omitted, multiple steps combined into one step to perform, and/or one step decomposed into multiple steps to perform.
It will be appreciated by those skilled in the art that embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. It is therefore intended that the following claims be interpreted as including the preferred embodiments and all such alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various modifications and variations can be made to the present application without departing from the spirit or scope of the application. Thus, it is intended that the present application also include such modifications and alterations insofar as they come within the scope of the appended claims or the equivalents thereof.

Claims (7)

1. The driving regeneration temperature control method is characterized by comprising the following steps of:
Monitoring the carbon loading of a particle catcher DPF, and controlling an engine to enter a driving regeneration mode when the carbon loading is determined to reach a regeneration threshold;
transmitting a first rate of temperature rise to the engine so that the engine performs a first stage regeneration by adjusting engine parameters according to the first rate of temperature rise;
Acquiring the temperature measured by a temperature sensor of the DPF, and if the temperature measured by the temperature sensor of the DPF is determined to reach a preset first closed-loop regeneration temperature, controlling the engine to perform closed-loop control according to the first closed-loop regeneration temperature;
If the closed-loop control time of the first closed-loop regeneration temperature reaches a first time threshold, a second temperature rise rate is sent to the engine so that the engine can adjust engine parameters according to the second temperature rise rate to execute second-stage regeneration, wherein the second temperature rise rate is higher than the first temperature rise rate;
Acquiring the temperature measured by a temperature sensor of the DPF, and if the temperature reaches a preset second closed-loop regeneration temperature and the condition of a first exiting driving regeneration mode is not met, controlling the engine to perform closed-loop control according to the second closed-loop regeneration temperature;
If the closed-loop control time of the second closed-loop regeneration temperature is determined to be equal to a second time threshold and the carbon loading of the DPF does not reach an exit regeneration threshold, a third temperature rise rate is sent to the engine so that the engine can adjust engine parameters according to the third temperature rise rate to execute third-stage regeneration, wherein the third temperature rise rate is greater than or equal to the second temperature rise rate;
acquiring the temperature measured by a temperature sensor of the DPF, and controlling the engine to exit a driving regeneration mode if the temperature does not reach a preset third closed loop regeneration temperature and the condition of the first exiting driving regeneration mode is determined to be met;
If the preset third closed-loop regeneration temperature is reached and the condition of the first exiting running regeneration mode is not met, controlling the engine to perform closed-loop control according to the third closed-loop regeneration temperature, and if the condition of the third exiting running regeneration mode is met, controlling the engine to exit the running regeneration mode;
And determining that a third exiting driving regeneration mode condition is met when the closed-loop control time of the third closed-loop regeneration temperature is smaller than a third time threshold and the carbon loading of the DPF reaches the exiting regeneration threshold, or the carbon loading of the DPF does not reach the exiting regeneration threshold and the closed-loop control time of the third closed-loop regeneration temperature is equal to the third time threshold, wherein the second time threshold is greater than the first time threshold and the third time threshold.
2. The method of claim 1, wherein sending a second rate of temperature rise to the engine such that the engine performs a second stage of regeneration after adjusting engine parameters at the second rate of temperature rise, further comprising:
acquiring the temperature measured by a temperature sensor of the DPF, and controlling the engine to exit the driving regeneration mode if the temperature does not reach the preset second closed loop regeneration temperature and the condition of the first exiting driving regeneration mode is determined to be met;
and if the second closed-loop regeneration temperature is reached and the condition of the first exiting running regeneration mode is not met, controlling the engine to perform closed-loop control according to the second closed-loop regeneration temperature, and if the condition of the second exiting running regeneration mode is met, controlling the engine to exit the running regeneration mode.
3. The method of claim 2, wherein determining that the first out-of-service regeneration mode condition is satisfied comprises:
if the carbon loading of the DPF reaches an exit regeneration threshold, determining that the first exit running regeneration mode condition is met;
determining that the second exiting driving regeneration mode condition is satisfied includes:
And if the closed-loop control time of the second closed-loop regeneration temperature is less than or equal to a second time threshold and the carbon loading of the DPF reaches the exit regeneration threshold, determining that the second exit driving regeneration mode condition is met.
4. The method of claim 1, wherein the first closed loop regeneration temperature, the second closed loop regeneration temperature, and the third closed loop regeneration temperature are determined by:
Selecting a plurality of DPFs with carbon loading reaching a regeneration threshold as test samples, and sampling the change of the carbon loading and the corresponding internal temperature of the DPFs when the carbon loading changes in the regeneration process of each DPF, wherein at least one temperature sensor is arranged in each test sample, and at least one temperature sensor is arranged outside each test sample;
Determining a safe DPF internal temperature corresponding to a maximum and safe regeneration of the carbon loading in the DPF based on the sampled change in the carbon loading in each DPF and the temperature in each DPF, and determining a DPF external temperature corresponding to the safe DPF internal temperature as the first closed-loop regeneration temperature;
Determining a critical DPF internal temperature corresponding to the DPF when the carbon loading in the DPF is maximum and the DPF reaches a combustion point based on the sampled change of the carbon loading in each DPF and the internal temperature of each DPF, and determining a DPF external temperature corresponding to a first threshold value which is not greater than the critical DPF internal temperature as the second closed-loop regeneration temperature according to the critical DPF internal temperature;
And determining that the DPF external temperature corresponding to a second threshold value which is not greater than the critical DPF internal temperature is the third closed-loop regeneration temperature according to the critical DPF internal temperature, wherein the second threshold value is higher than the first threshold value.
5. A traffic regeneration temperature control device, characterized by comprising:
The monitoring module is used for monitoring the carbon loading of the DPF, and controlling the engine to enter a driving regeneration mode when the carbon loading is determined to reach a regeneration threshold;
the first sending module is used for sending a first temperature rise rate to the engine so that the engine can adjust engine parameters according to the first temperature rise rate to execute first-stage regeneration;
The acquisition module is used for acquiring the temperature measured by the temperature sensor of the DPF, and if the temperature reaches a preset first closed-loop regeneration temperature, the engine is controlled to perform closed-loop control according to the first closed-loop regeneration temperature;
The second sending module is used for sending a second temperature rise rate to the engine if the closed-loop control time of the first closed-loop regeneration temperature reaches a first time threshold value so that the engine can adjust engine parameters according to the second temperature rise rate to execute second-stage regeneration, wherein the second temperature rise rate is higher than the first temperature rise rate;
The determining module is used for acquiring the temperature measured by the temperature sensor of the DPF, and controlling the engine to perform closed-loop control according to the second closed-loop regeneration temperature if the temperature reaches the preset second closed-loop regeneration temperature and the condition of the first exiting driving regeneration mode is not met;
A third sending module, configured to send a third temperature rise rate to the engine if it is determined that the closed-loop control time of the second closed-loop regeneration temperature is equal to a second time threshold and the carbon loading of the DPF does not reach an exit regeneration threshold, so that the engine executes a third-stage regeneration by adjusting an engine parameter according to the third temperature rise rate;
The determining module is used for acquiring the temperature measured by the temperature sensor of the DPF, and controlling the engine to exit the driving regeneration mode if the temperature does not reach the preset third closed loop regeneration temperature and the condition of the first exiting the driving regeneration mode is determined to be met;
If the preset third closed-loop regeneration temperature is reached and the condition of the first exiting running regeneration mode is not met, controlling the engine to perform closed-loop control according to the third closed-loop regeneration temperature, and if the condition of the third exiting running regeneration mode is met, controlling the engine to exit the running regeneration mode;
The determining module is specifically configured to determine that a third exiting driving regeneration mode condition is satisfied when a closed-loop control time of the third closed-loop regeneration temperature is less than a third time threshold and a carbon loading of the DPF reaches the exiting regeneration threshold, or when the carbon loading of the DPF does not reach the exiting regeneration threshold and the closed-loop control time of the third closed-loop regeneration temperature is equal to the third time threshold, where the second time threshold > the first time threshold > the third time threshold.
6. An electronic device comprising a memory for storing a computer program;
A processor for implementing the method of any of claims 1-4 when executing a computer program stored on the memory.
7. A computer readable storage medium, characterized in that the computer readable storage medium stores a computer program which, when executed by a processor, implements the method of any of claims 1-4.
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