CN110242420A - Airflow throttle valve control method and related equipment for an engine - Google Patents

Abstract

The invention discloses the air-flow throttle valve control methods and relevant device of a kind of engine, by the current operation mode for obtaining engine, when the current operation mode is normal operation mode, control the air-flow throttle valve power-off of the engine, when the current operation mode is heating mode or particle trap dpf regeneration mode, the air-flow throttle valve for controlling the engine is powered, so that vehicle is while can be with normally travel, avoid non-essential power consumption of the vehicle when engine is in normal operation mode and the abrasion for air-flow throttle valve, and then it saves vehicle accumulator electric energy and reduces the abrasion of air-flow throttling valve driving mechanism.

Description

Airflow throttle valve control method and related equipment for an engine

technical field

The invention relates to the field of engine control, in particular to an engine airflow throttle control method and related equipment.

Background technique

On June 22, 2018, my country issued the national standard (standard number GB17691-2018) of "Heavy-duty Diesel Vehicle Pollutant Emission Limits and Measurement Methods (China Phase VI)". The national standard will come into effect on July 1, 2019. my country's pollutant emission requirements for various vehicles, including heavy-duty diesel vehicles, are getting higher and higher, which is conducive to the continuous optimization of my country's natural environment.

In the prior art, vehicle exhaust gas is usually purified by selective catalytic reduction (SCR, Selective Catalytic Reduction) and particle trap (DPF, Diesel Particulate Filter). Since the SCR and DPF have certain requirements on the exhaust gas temperature, the engine of the vehicle sometimes runs in the heating mode or the DPF regeneration mode. At this time, the electronic control unit (ECU, Electronic Control Unit) of the vehicle will control the opening of the air flow throttle valve of the engine. to increase the temperature of the exhaust gas.

But when the engine is in normal operating mode, the existing technology still powers the air flow throttle, which brings power loss. Simultaneously, when the engine is in the normal operation mode, the opening degree of the airflow throttle valve will still change in a small range on the basis of a certain opening degree, which undoubtedly increases the wear and tear of the airflow throttle valve.

Of course, in addition to heavy-duty diesel vehicles, other diesel vehicles also have the same problem. In addition to diesel vehicles, motor vehicles with other fuels may also have the same problem.

Contents of the invention

In view of the above problems, the present invention provides an engine air flow throttle control method and related equipment to overcome the above problems or at least partially solve the above problems, the technical solutions are as follows:

A method for controlling an airflow throttle valve of an engine, comprising:

Obtain the current working mode of the engine;

When the current working mode is the normal running mode, controlling the power-off of the air flow throttle valve of the engine;

When the current working mode is a heating mode or a particulate trap DPF regeneration mode, the airflow throttle valve of the engine is controlled to be energized.

Optionally, the obtaining the current working mode of the engine includes:

Obtain exhaust gas temperature and pressure difference before and after DPF;

When the engine is started, when the exhaust gas temperature is lower than a preset temperature, it is determined that the current working mode of the engine is a heating mode;

When the engine is started, when the pressure difference before and after the DPF is greater than the preset pressure difference, determine that the current working mode of the engine is the DPF regeneration mode;

When the engine is started, if the exhaust gas temperature is not lower than the preset temperature and the pressure difference across the DPF is not greater than the preset pressure difference, it is determined that the current working mode of the engine is the normal mode.

Optionally, the controlling the power-off of the airflow throttle valve of the engine includes:

The air flow throttle valve controlling the engine has a duty ratio of 0.

Optionally, the controlling the energization of the airflow throttle valve of the engine includes:

determining the gas pressure demand value corresponding to the air flow throttle valve of the engine according to the engine speed and the fuel supply;

Obtaining the difference between the actual value of the gas pressure at the current moment of the engine and the demand value of the gas pressure;

The difference is input into the PID controller to calculate the required opening degree of the gas throttle valve, the duty ratio is determined according to the required opening degree, and the air flow throttle valve of the engine is controlled to work according to the duty ratio.

An electronic control unit, comprising: a working mode acquisition unit, a power-off control unit, and a power-on control unit, wherein:

The working mode obtaining unit is used to obtain the current working mode of the engine;

The power-off control unit is configured to control the power-off of the air flow throttle valve of the engine when the current working mode is the normal running mode;

The energization control unit is configured to control the energization of the airflow throttle valve of the engine when the current working mode is a heating mode or a particle trap DPF regeneration mode.

Optionally, the working mode obtaining unit specifically includes: a temperature and pressure difference obtaining unit, a heating mode determining unit, a DPF regeneration mode determining unit, and a normal mode determining unit, wherein:

The temperature and pressure difference obtaining unit is used to obtain the exhaust gas temperature and the pressure difference before and after the DPF;

The heating mode determination unit is configured to determine that the current working mode of the engine is the heating mode when the exhaust gas temperature is lower than a preset temperature when the engine is started;

The DPF regeneration mode determining unit is configured to determine that the current working mode of the engine is the DPF regeneration mode when the pressure difference across the DPF is greater than a preset pressure difference when the engine is started;

The normal mode determining unit is configured to determine the current working mode of the engine when the engine is started, if the exhaust gas temperature is not lower than a preset temperature and the pressure difference across the DPF is not greater than a preset pressure difference for normal mode.

Optionally, the power-off control unit is specifically used for:

When the current working mode is the normal running mode, the duty cycle of the air flow throttle valve of the engine is controlled to be 0.

Optionally, the energization control unit specifically includes: a pressure demand value determination unit, a pressure difference value acquisition unit and a valve control unit, wherein:

The pressure demand value determination unit is used to determine the gas pressure demand corresponding to the air flow throttle valve of the engine according to the engine speed and fuel supply when the current working mode is the heating mode or the particle trap DPF regeneration mode value;

The pressure difference obtaining unit is configured to obtain the difference between the actual gas pressure value of the engine at the current moment and the gas pressure demand value;

The valve control unit is used to input the difference into the PID controller to calculate the required opening degree of the gas throttle valve, determine the duty ratio according to the required opening degree, and control the engine according to the duty ratio. The air flow throttle valve operates.

A storage medium, where computer-executable instructions are stored, and when the computer-executable instructions are loaded and executed by a processor, any one of the above methods for controlling an airflow throttle valve of an engine is realized.

A computer device, including a processor, a memory, and a program stored on the memory and operable on the processor, when the processor executes the program, at least the following steps are implemented:

Obtain the current working mode of the engine;

When the current working mode is the normal running mode, controlling the power-off of the air flow throttle valve of the engine;

When the current working mode is a heating mode or a particulate trap DPF regeneration mode, the airflow throttle valve of the engine is controlled to be energized.

The air flow throttle valve control method and related equipment of the engine proposed by the present invention, by powering off the air flow throttle valve when the engine is in the normal operation mode and by throttling the air flow when the engine is in the heating mode or the particle trap DPF regeneration mode The throttling valve is energized so that the vehicle can run normally while avoiding unnecessary power loss and wear on the airflow throttle valve when the engine is in normal operation mode, thereby saving the battery power of the vehicle and reducing airflow throttling Wear of the valve train.

The above description is only an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention, it can be implemented according to the contents of the description, and in order to make the above and other purposes, features and advantages of the present invention more obvious and understandable , the specific embodiments of the present invention are enumerated below.

Description of drawings

Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiment. The drawings are only for the purpose of illustrating a preferred embodiment and are not to be considered as limiting the invention. Also throughout the drawings, the same reference numerals are used to designate the same parts. In the attached picture:

FIG. 1 shows a flow chart of an engine airflow throttle valve control method proposed by an embodiment of the present invention;

Fig. 2a shows a control strategy of an airflow throttle valve of an engine proposed by an embodiment of the present invention;

Fig. 2b shows another control strategy of an air flow throttle valve of an engine proposed by an embodiment of the present invention;

FIG. 3 shows a flow chart of another engine air flow throttle valve control method proposed by an embodiment of the present invention;

Fig. 4 shows a schematic structural diagram of an electronic control unit proposed by an embodiment of the present invention;

Fig. 5 shows a schematic structural diagram of another electronic control unit proposed by an embodiment of the present invention.

Detailed ways

Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided for more thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art.

As shown in FIG. 1 , an embodiment of the present invention proposes a method for controlling an airflow throttle valve of an engine, and the method may include the following steps:

S100, obtaining the current working mode of the engine;

Wherein, the airflow throttle valve of the engine may be an intake throttle valve installed in an intake pipeline of the engine and/or an exhaust throttle valve installed in an exhaust pipeline of the engine.

Wherein, the working mode of the engine may include a starting mode, a normal running mode, a heating mode, a DPF regeneration mode and the like. Specifically, the above-mentioned start-up mode, normal operation mode, heating mode and DPF regeneration mode are all common in the national standard of "Heavy-duty Diesel Vehicle Pollutant Emission Limits and Measurement Methods (China Phase VI)" or other professional books in this industry Use, those skilled in the art will know the meaning of the above modes.

It should be noted that the method for controlling the airflow throttle valve of the engine proposed in the embodiment of the present invention can be applied to the ECU.

When the engine is running, when the exhaust gas temperature does not meet the requirements of the SCR system for normal operation, the engine can enter the heating mode. At this time, the ECU can control the actual opening of the air flow throttle valve of the engine to the required opening through closed-loop position control. The air flow throttle valve is used to increase the intake air flow and/or reduce the exhaust air flow, so as to hold the air and increase the exhaust temperature of the vehicle.

It should be noted that there are generally two types of air flow throttle valves: intake throttle valves and exhaust throttle valves. Generally, one of these two airflow throttle valves is provided in the engine. The intake throttle valve can control the intake air flow through its opening, and the exhaust throttle valve can control the exhaust flow through its opening. When the intake flow increases or the exhaust flow decreases, the exhaust pressure will increase, and the exhaust temperature will also increase, thereby realizing the heating mode. In this heating mode, the temperature of the exhaust gas will rise to the temperature required by the catalytic reduction method, thereby ensuring the purification effect of the catalytic reduction method on the exhaust gas.

When the engine is running, when the pressure difference between the front and back of the DPF (the pressure difference between the exhaust gas before entering the DPF system and the exhaust gas after entering the DPF system) or the exhaust gas temperature does not meet the normal working requirements of the DPF system, the engine can enter the DPF regeneration mode , Similarly, the ECU can control the air flow throttle valve through the closed loop position. When the intake air flow increases or the exhaust flow decreases, the exhaust gas pressure will increase, and the exhaust gas temperature will also increase, thereby realizing the DPF regeneration mode. In this DPF regeneration mode, the exhaust gas temperature will rise to the temperature required for DPF regeneration, so as to ensure that the particulate matter captured by the DPF is burned to ensure the continuous purification effect of the DPF.

When the engine is running, when the current state of the vehicle can meet the working requirements of the SCR system and the DPF system, the engine can enter or maintain the normal operation mode, and the opening of the airflow throttle valve can be maintained at a certain opening degree, without Variety.

Specifically, the present invention can judge which working mode the engine is in according to the current value of certain parameters of the vehicle, such as exhaust gas temperature and pressure difference between front and rear of the DPF. The present invention can also determine which working mode the engine is in according to the parameter name representing the working mode of the engine in the ECU.

In the airflow throttle valve control method of the engine proposed in other embodiments, the obtaining the current working mode of the engine may include:

Obtain exhaust gas temperature and pressure difference before and after DPF;

When the engine is started, when the exhaust gas temperature is lower than a preset temperature, it is determined that the current working mode of the engine is a heating mode;

When the engine is started, when the pressure difference before and after the DPF is greater than the preset pressure difference, determine that the current working mode of the engine is the DPF regeneration mode;

When the engine is started, if the exhaust gas temperature is not lower than the preset temperature and the pressure difference across the DPF is not greater than the preset pressure difference, it is determined that the current working mode of the engine is the normal mode.

Specifically, the ECU can respectively obtain the exhaust gas temperature and the pressure difference before and after the DPF according to the temperature sensor and the pressure difference sensor.

Specifically, when the temperature of the exhaust gas is lower than the preset temperature, the ECU will adjust the current working mode of the engine to the heating mode to heat the exhaust gas. Therefore, when the engine is started, when the temperature of the exhaust gas is lower than the preset temperature, the ECU may determine that the current working mode of the engine is the heating mode.

It should be noted that when the ECU is powered on and the engine is not started, the ECU can obtain the value of the exhaust gas temperature and judge that the current working mode of the engine is the heating mode. However, the engine is not running at this time, and the engine will naturally It will not be in any operating mode, and it is meaningless for the ECU to judge which operating mode the engine is currently in. Therefore, the present invention can judge the current operating mode of the engine after confirming that the engine has been started, which is applicable to the ECU's judgment or determination process for whether the engine is in the heating mode, DPF regeneration mode or normal operation mode .

Specifically, the present invention can judge whether the engine has been started according to the engine speed value.

Wherein, the preset temperature can be formulated by technicians according to the vehicle conditions and the actual performance of the SCR system. For example, when the SCR system performs urea injection, the exhaust gas temperature must be greater than 190 degrees Celsius. The present invention does not limit the process of setting the preset temperature.

Specifically, when the engine has been started, the present invention can determine whether the current working mode of the engine is the DPF regeneration mode according to the relationship between the pressure difference before and after the DPF and the preset pressure difference. When the pressure difference before and after the DPF is greater than the preset pressure difference , the ECU will adjust the current working mode of the engine to the DPF regeneration mode to burn particulate matter. Therefore, when the engine is started, when the pressure difference across the DPF is greater than the preset pressure difference, the present invention can determine that the current working mode of the engine is the DPF regeneration mode.

It should be noted that the preset differential pressure can be formulated by technicians according to the vehicle conditions and the actual performance of the DPF system, such as the deposition of carbon particles in the DPF system. The present invention does not limit the formulation process of the preset differential pressure.

From the above description of the heating mode and the DPF regeneration mode, it can be seen that in both modes, the exhaust gas temperature will be raised by controlling the air flow throttle valve to ensure the exhaust gas purification effect. However, under these two modes, the exhaust gas needs to be heated to a different target temperature. For example, in the heating mode, the exhaust gas temperature needs to be heated to above 190 degrees, while in the DPF regeneration mode, the exhaust gas temperature needs to be heated to above 550 degrees to make the particles burn. In order to achieve different exhaust gas temperatures, the opening degree of the air flow throttle valve is also different.

Specifically, when the engine has been started, if the exhaust gas temperature and the pressure difference before and after the DPF respectively meet the normal operation requirements of the SCR system and the DPF system, the ECU can determine that the engine is currently in a normal operation mode.

It should be noted that the engine will not be in any two operating modes at the same time. Among them, when the current state of the vehicle does not meet the normal working requirements of the SCR system and the DPF system, the engine will first enter the DPF regeneration mode, that is, when the exhaust gas temperature is lower than the preset temperature, and the pressure difference between the front and rear of the DPF is greater than the preset pressure difference, the ECU can control The engine enters the DPF regeneration mode with priority.

S200. When the current working mode is the normal running mode, control the airflow throttle valve of the engine to be powered off;

It should be noted that, when the vehicle is in a normal running mode, the opening degree of the airflow throttle valve of the engine may be fully opened. However, since the prior art controls the opening of the airflow throttle valve of the engine through closed-loop position control, in the prior art, even if the vehicle is in the normal operating mode, the prior art still supplies power to the airflow throttle valve, The opening degree of the air flow throttle valve of the engine will still change in a small range on the basis of full opening, that is, the transmission mechanism will make the air flow throttle valve of the engine perform a small range of action near the fully open position. This results in power loss and increased wear on the airflow throttle.

Specifically, when the vehicle is in the normal mode, in order to avoid unnecessary power loss of the air flow throttle valve of the engine, and unnecessary wear and tear of the transmission mechanism of the air flow throttle valve of the engine, the ECU of the present invention can be discarded or no longer Issue a position closed-loop control command for the air flow throttle valve of the engine, and power off the air flow throttle valve of the engine.

Optionally, the controlling the power-off of the airflow throttle valve of the engine includes: controlling the duty cycle of the airflow throttle valve of the engine to be 0.

Among them, the duty cycle refers to the percentage of the time when the circuit is turned on to the entire circuit duty cycle. For example, a circuit that supplies power to a certain working element is turned on for half of its working cycle, then its duty cycle is 50%. If the signal voltage applied to the working element is 5V, In fact, in this working cycle, the average working voltage or effective value of the working voltage of the element is 2.5V.

Specifically, when the duty cycle of the airflow throttle valve of the engine is controlled to be 0, the time for the power supply circuit of the transmission mechanism of the valve to be turned on is 0, and the valve will enter a natural open state due to the setting of the return spring, that is, The valve is fully open.

S300. When the current working mode is the heating mode or the particle trap DPF regeneration mode, control the airflow throttle valve of the engine to be powered on.

Specifically, when the engine is in the heating mode or the particulate trap DPF regeneration mode, the ECU can control the opening degree of the air flow throttle valve of the engine according to the position closed-loop control.

Specifically, the ECU can control the energization and opening of the airflow throttle valve by controlling the duty ratio of the airflow throttle valve.

In practical applications, the ECU can use the control strategy shown in Figure 2a or Figure 2b to control the airflow throttle valve of the engine. As shown in FIG. 2 a , when the engine operation mode is the normal operation mode, the ECU switches or maintains the duty cycle of the airflow throttle valve of the engine at zero. As shown in Figure 2b, when the engine operation mode is the heating mode or the DPF regeneration mode, the ECU can use the duty ratio calculated by the PID controller in the position closed-loop control as the duty ratio of the airflow throttle valve of the engine.

The embodiment of the present invention proposes a method for controlling the airflow throttle valve of an engine, by powering off the airflow throttle valve when the engine is in the normal operating mode and controlling the airflow when the engine is in the heating mode or the particle trap DPF regeneration mode The throttle valve is energized, so that the vehicle can run normally while avoiding unnecessary power loss and wear on the airflow throttle valve when the engine is in normal operation mode, thereby saving the vehicle battery power and reducing airflow throttling. Wear of the flow valve drive mechanism.

Based on the steps shown in FIG. 1, the embodiment of the present invention proposes another method for controlling the airflow throttle valve of the engine. Similarly, this method can also be applied to an electronic control unit. As shown in FIG. 3, step S300 can be Specifically include:

S301. Determine the gas pressure demand value corresponding to the air flow throttle valve of the engine according to the engine speed and fuel supply amount;

Among them, when the air flow throttle valve is an intake throttle valve, the corresponding gas pressure demand value is the intake pressure demand value; when the air flow throttle valve is an exhaust throttle valve, the corresponding gas pressure demand value is the exhaust gas pressure demand value Pressure demand value.

Specifically, the rotational speed of the engine can be obtained by the ECU according to the sensor used for monitoring the rotational speed of the engine, and the amount of fuel supplied can be obtained by the ECU according to the sensor used for monitoring the opening of the accelerator pedal.

It should be noted that when the engine is in the heating mode or the DPF regeneration mode, the ECU in the present invention will control the airflow throttle valve of the engine to hold air to increase the exhaust temperature of the vehicle. Therefore, the airflow throttle valve in step S300 The opening degree will change (if the air flow throttle valve is an intake throttle valve, the opening degree will increase; if the air flow throttle valve is an exhaust throttle valve, the opening degree will decrease), the airflow after the opening degree changes The specific opening degree of the throttle valve (that is, the required opening degree value) can be determined according to the corresponding gas pressure difference.

S302. Obtain the difference between the actual gas pressure value of the engine at the current moment and the gas pressure demand value;

Wherein, the actual value of the gas pressure of the engine at the current moment may be the actual intake pressure and exhaust pressure at the present moment.

Wherein, when the airflow throttle valve is an air intake throttle valve, the gas pressure difference corresponding to the airflow throttle valve is the difference between the demand value of the intake pressure and the actual value of the intake pressure (the intake pressure is the air intake throttle gas pressure before the valve); when the air flow throttle valve is an exhaust throttle valve, the gas pressure demand value corresponding to the air flow throttle valve is the exhaust pressure demand value (the exhaust pressure is the gas pressure before the exhaust throttle valve pressure).

S303. Input the difference into the PID controller to calculate the required opening of the gas throttle valve, determine the duty cycle according to the required opening, and control the air flow throttle valve of the engine to work according to the duty cycle .

Specifically, the present invention can control the opening of the air flow throttle valve according to the position closed-loop control, the PID controller in the position closed-loop control is a proportional-integral-derivative controller, and the setting of the parameters in the controller can be done by a technician It is set according to the actual situation, which is not limited in the present invention.

For the duty cycle of the air flow throttle valve in the embodiment of the present invention, when the circuit for supplying power to the valve is fully connected, the valve state can be fully open; when the duty cycle is 50%, the valve state can be half open; When the duty cycle is 0, the valve state can be fully closed. Similarly, when the duty cycle is set to 20%, the opening of the valve can be 20%. In this way, by adjusting the duty ratio of the valve, the ECU can adjust the valve arbitrarily within the range of 0% (fully closed) to 100% (fully opened).

It should be noted that the corresponding relationship between the duty cycle of the valve and the opening of the valve may not be strictly equal. For example, in other embodiments, when the duty cycle of the valve is 0%, the opening of the valve is fully open. When the duty cycle of the valve is 20%, the valve opening is 30% of the full opening. The corresponding relationship between the valve duty ratio and the valve opening can be set according to the specific valve performance and actual vehicle conditions, and the present invention does not limit the corresponding relationship between the valve duty ratio and the valve opening.

The air flow throttle valve control method of the engine proposed in the embodiment of the present invention can obtain the required opening degree of the gas throttle valve according to the relationship between the demand value of the gas pressure and the actual value of the gas pressure, and obtain the duty cycle according to the required opening degree and the PID controller. According to the corresponding relationship between the duty cycle and the valve opening, the valve opening can be adjusted arbitrarily from 0% to 100%.

Corresponding to the method shown in FIG. 1, an embodiment of the present invention proposes an electronic control unit. As shown in FIG. 300, of which:

The working mode obtaining unit 100 can be used to obtain the current working mode of the engine;

The power-off control unit 200 may be configured to control the power-off of the airflow throttle valve of the engine when the current working mode is the normal running mode;

The energization control unit 300 may be used to control the energization of the air flow throttle valve of the engine when the current working mode is the heating mode or the particulate trap DPF regeneration mode.

Wherein, the airflow throttle valve of the engine may be an intake throttle valve installed in an intake pipeline of the engine and/or an exhaust throttle valve installed in an exhaust pipeline of the engine.

Wherein, the working mode of the engine may include a starting mode, a normal running mode, a heating mode, a DPF regeneration mode and the like.

When the engine is running, when the exhaust gas temperature does not meet the requirements of the SCR system for normal operation, the engine can enter the heating mode. At this time, the ECU can control the actual opening of the air flow throttle valve of the engine to the required opening through closed-loop position control. The air flow throttle valve is used to increase the intake air flow and/or reduce the exhaust air flow, so as to hold the air and increase the exhaust temperature of the vehicle. It should be noted that there are generally two types of air flow throttle valves: intake throttle valves and exhaust throttle valves. Generally, one of these two air flow throttle valves is provided in the engine. The intake throttle valve can control the intake air flow through its opening, and the exhaust throttle valve can control the exhaust flow through its opening. When the intake air flow increases or the exhaust air flow decreases, the pressure of the exhaust gas will increase, and the temperature of the exhaust gas will also increase, thereby realizing the heating mode. In this heating mode, the temperature of the exhaust gas will rise to the temperature required by the catalytic reduction method, thereby ensuring the purification effect of the catalytic reduction method on the exhaust gas.

When the engine is running, when the pressure difference before and after the DPF or the exhaust temperature does not meet the normal working requirements of the DPF system, the engine can enter the DPF regeneration mode. Similarly, the ECU can control the airflow throttle valve through the closed loop position. When the intake air flow increases or the exhaust flow decreases, the exhaust gas pressure will increase, and the exhaust gas temperature will also increase, thereby realizing the DPF regeneration mode. In this DPF regeneration mode, the exhaust gas temperature will rise to the temperature required for DPF regeneration, so as to ensure that the particulate matter captured by the DPF is burned to ensure the continuous purification effect of the DPF.

When the engine is running, when the current state of the vehicle can meet the working requirements of the SCR system and the DPF system, the engine can enter or maintain the normal operation mode, and the opening of the airflow throttle valve can be maintained at a certain opening degree, without Variety.

Specifically, the present invention can judge which working mode the engine is in according to the value of some current parameters of the vehicle. The present invention can also determine which working mode the engine is in according to the parameter name representing the working mode of the engine in the ECU.

In the electronic control unit proposed in other embodiments, the working mode obtaining unit 100 may specifically include: a temperature and pressure difference obtaining unit, a heating mode determining unit, a DPF regeneration mode determining unit, and a normal mode determining unit, wherein:

The temperature and pressure difference obtaining unit is used to obtain the exhaust gas temperature and the pressure difference before and after the DPF;

The heating mode determination unit is configured to determine that the current working mode of the engine is the heating mode when the exhaust gas temperature is lower than a preset temperature when the engine is started;

The DPF regeneration mode determining unit is configured to determine that the current working mode of the engine is the DPF regeneration mode when the pressure difference across the DPF is greater than a preset pressure difference when the engine is started;

The normal mode determining unit is configured to determine the current working mode of the engine when the engine is started, if the exhaust gas temperature is not lower than a preset temperature and the pressure difference across the DPF is not greater than a preset pressure difference for normal mode.

Specifically, the ECU can respectively obtain the exhaust gas temperature and the pressure difference before and after the DPF according to the temperature sensor and the pressure difference sensor.

Specifically, when the engine has been started, when the exhaust gas temperature is lower than the preset temperature, the ECU will adjust the current working mode of the engine to the heating mode to heat the exhaust gas (the exhaust gas temperature does not meet the normal catalytic reduction reaction in the SCR system. When the request is in progress, the SCR system cannot inject urea, the catalytic reduction reaction cannot be carried out, and the SCR system cannot work normally). Therefore, when the engine is started, when the temperature of the exhaust gas is lower than the preset temperature, the ECU may determine that the current working mode of the engine is the heating mode.

It should be noted that when the ECU is powered on and the engine is not started, the ECU can obtain the value of the exhaust gas temperature and judge that the current working mode of the engine is the heating mode. However, the engine is not running at this time, and the engine will naturally It will not be in any operating mode, and it is meaningless for the ECU to judge which operating mode the engine is currently in. Therefore, the present invention can judge the current operating mode of the engine after confirming that the engine has been started, which is applicable to the ECU's judgment or determination process for whether the engine is in the heating mode, DPF regeneration mode or normal operation mode .

Specifically, the present invention can judge whether the engine has been started according to the engine speed value.

Wherein, the preset temperature can be set by technicians according to the vehicle condition and the actual performance of the SCR system, etc., and the present invention does not limit the setting process of the preset temperature.

Specifically, when the engine has been started, the present invention can determine whether the current working mode of the engine is the DPF regeneration mode according to the relationship between the pressure difference before and after the DPF and the preset pressure difference. When the pressure difference before and after the DPF is greater than the preset pressure difference , the ECU will adjust the current working mode of the engine to the DPF regeneration mode to burn particulate matter. Therefore, when the engine is started, when the pressure difference across the DPF is greater than the preset pressure difference, the present invention can determine that the current working mode of the engine is the DPF regeneration mode.

It should be noted that the preset differential pressure can be formulated by technicians according to the vehicle conditions and the actual performance of the DPF system, and the present invention does not limit the process of formulating the preset differential pressure.

From the above description of the heating mode and the DPF regeneration mode, it can be seen that in both modes, the exhaust gas temperature will be raised by controlling the air flow throttle valve to ensure the exhaust gas purification effect. However, the target temperature to which the exhaust gas needs to be heated is different in these two modes. In order to achieve different exhaust gas temperatures, the opening degree of the air flow throttle valve is also different.

Specifically, when the engine has been started, if the exhaust gas temperature and the pressure difference before and after the DPF respectively meet the normal operation requirements of the SCR system and the DPF system, the ECU can determine that the engine is currently in a normal operation mode.

It should be noted that the engine will not be in any two operating modes at the same time. Among them, when the current state of the vehicle does not meet the normal working requirements of the SCR system and the DPF system, the engine will first enter the DPF regeneration mode, that is, when the exhaust gas temperature is lower than the preset temperature, and the pressure difference between the front and rear of the DPF is greater than the preset pressure difference, the ECU can control The engine enters the DPF regeneration mode with priority.

It should be noted that, when the vehicle is in a normal running mode, the opening degree of the airflow throttle valve of the engine may be fully opened. However, since the prior art controls the opening of the airflow throttle valve of the engine through closed-loop position control, in the prior art, even if the vehicle is in the normal operating mode, the prior art still supplies power to the airflow throttle valve, The opening degree of the air flow throttle valve of the engine will still change in a small range on the basis of full opening, that is, the transmission mechanism will make the air flow throttle valve of the engine perform a small range of action near the fully open position. This results in power loss and increased wear on the airflow throttle.

Specifically, when the vehicle is in the normal mode, in order to avoid unnecessary power loss of the air flow throttle valve of the engine and unnecessary wear and tear of the transmission mechanism of the air flow throttle valve of the engine, the ECU of the present invention can be discarded or no longer Issue a position closed-loop control command for the air flow throttle valve of the engine, and power off the air flow throttle valve of the engine.

In the electronic control unit proposed in other embodiments, the power-off control unit 200 can be specifically used for:

When the current working mode is the normal running mode, the duty cycle of the air flow throttle valve of the engine is controlled to be 0.

Among them, the duty cycle refers to the percentage of the time when the circuit is turned on to the entire circuit duty cycle.

Specifically, when the duty cycle of the airflow throttle valve of the engine is controlled to be 0, the time for the power supply circuit of the transmission mechanism of the valve to be turned on is 0, and the valve will enter a natural open state due to the setting of the return spring, that is, The valve is fully open.

Specifically, when the engine is in the heating mode or the particulate trap DPF regeneration mode, the ECU can control the opening degree of the air flow throttle valve of the engine according to the position closed-loop control.

Specifically, the ECU can control the energization and opening of the airflow throttle valve by controlling the duty ratio of the airflow throttle valve.

In practical applications, the ECU can use the control strategy shown in Figure 2a or Figure 2b to control the airflow throttle valve of the engine. As shown in FIG. 2 a , when the engine operation mode is the normal operation mode, the ECU switches or maintains the duty cycle of the airflow throttle valve of the engine at zero. As shown in Figure 2b, when the engine operation mode is the heating mode or the DPF regeneration mode, the ECU can use the duty ratio calculated by the PID controller in the position closed-loop control as the duty ratio of the airflow throttle valve of the engine.

An electronic control unit proposed by an embodiment of the present invention, by powering off the air flow throttle valve when the engine is in the normal operating mode and powering on the air flow throttle valve when the engine is in the heating mode or the particle trap DPF regeneration mode, While the vehicle can run normally, it avoids unnecessary power loss and wear on the airflow throttle valve when the engine is in normal operation mode, thereby saving the electric energy of the vehicle battery and reducing the transmission mechanism of the airflow throttle valve. wear and tear.

Optionally, as shown in FIG. 5 , in another electronic control unit proposed by the present invention, the energization control unit 300 may specifically include: a pressure demand value determination unit 301 , a pressure difference value acquisition unit 302 and a valve control unit 300 . Unit 303, where:

The pressure demand value determination unit 301 can be used to determine the gas corresponding to the airflow throttle valve of the engine according to the engine speed and fuel supply when the current working mode is the heating mode or the particulate trap DPF regeneration mode. Pressure demand value;

The pressure difference obtaining unit 302 can be used to obtain the difference between the actual gas pressure value of the engine at the current moment and the gas pressure demand value;

The valve control unit 303 can be used to input the difference into the PID controller to calculate the required opening degree of the gas throttle valve, determine the duty ratio according to the required opening degree, and control the valve according to the duty ratio. The engine's airflow throttle valve operates.

Among them, when the air flow throttle valve is an intake throttle valve, the corresponding gas pressure demand value is the intake pressure demand value; when the air flow throttle valve is an exhaust throttle valve, the corresponding gas pressure demand value is the exhaust gas pressure demand value Pressure demand value.

Specifically, the rotational speed of the engine can be obtained by the ECU according to the sensor used for monitoring the rotational speed of the engine, and the amount of fuel supplied can be obtained by the ECU according to the sensor used for monitoring the opening of the accelerator pedal.

It should be noted that, when the engine is in the heating mode or the DPF regeneration mode, the ECU in the present invention will control the airflow throttle valve of the engine to hold the air to increase the exhaust temperature of the vehicle. Therefore, the opening degree of the airflow throttle valve is will change (if the air flow throttle valve is an intake throttle valve, the opening will increase; if the air flow throttle valve is an exhaust throttle valve, the opening will decrease), the air flow throttle valve after the opening changes The specific opening can be determined according to the corresponding gas pressure difference.

Wherein, the actual value of the gas pressure of the engine at the current moment may be the actual intake pressure and exhaust pressure at the present moment.

Among them, when the airflow throttle valve is an air intake throttle valve, the gas pressure difference corresponding to the airflow throttle valve is the difference between the demand value of the intake pressure and the actual value of the intake pressure; When the throttle valve is used, the gas pressure demand value corresponding to the air flow throttle valve is the exhaust pressure demand value.

Specifically, the present invention can control the opening of the air flow throttle valve according to the position closed-loop control, the PID controller in the position closed-loop control is a proportional-integral-derivative controller, and the setting of the parameters in the controller can be done by a technician It is set according to the actual situation, which is not limited in the present invention.

For the duty cycle of the air flow throttle valve in the embodiment of the present invention, when the circuit for supplying power to the valve is fully connected, the valve state can be fully open; when the duty cycle is 50%, the valve state can be half open; When the duty cycle is 0, the valve state can be fully closed. Similarly, when the duty cycle is set to 20%, the opening of the valve can be 20%. In this way, by adjusting the duty ratio of the valve, the ECU can adjust the valve arbitrarily within the range of 0% (fully closed) to 100% (fully opened).

It should be noted that the corresponding relationship between the duty ratio of the valve and the opening degree of the valve may not be strictly equal, and the present invention does not limit the corresponding relationship between the duty ratio of the valve and the opening degree of the valve.

The electronic control unit proposed in the embodiment of the present invention can obtain the required opening degree of the gas throttle valve according to the relationship between the required value of the gas pressure and the actual value of the gas pressure, obtain the duty ratio according to the required opening degree and the PID controller, and obtain the duty ratio according to the duty cycle The corresponding relationship between the empty ratio and the valve opening realizes the arbitrary adjustment of the valve opening from 0% to 100%.

The electronic control unit includes a processor and a memory. The above-mentioned working mode obtaining unit, the power-off control unit and the power-on control unit are all stored in the memory as program units, and the processor executes the above-mentioned program units stored in the memory to realize corresponding function.

The processor includes a kernel, and the kernel fetches corresponding program units from the memory. One or more kernels can be set to control the airflow throttle valve of the engine by adjusting kernel parameters.

Memory may include non-permanent memory in computer-readable media, random access memory (RAM) and/or non-volatile memory, such as read-only memory (ROM) or flash memory (flash RAM), memory includes at least one memory chip.

An embodiment of the present invention provides a storage medium on which a program is stored, and when the program is executed by a processor, the method for controlling the airflow throttle valve of the engine is realized.

An embodiment of the present invention provides a processor, and the processor is used to run a program, wherein the air flow throttle valve control method of the engine is executed when the program is running.

An embodiment of the present invention provides a device. The device includes a processor, a memory, and a program stored on the memory and operable on the processor. When the processor executes the program, at least the following steps are implemented:

Obtain the current working mode of the engine;

When the current working mode is the normal running mode, controlling the power-off of the air flow throttle valve of the engine;

When the current working mode is a heating mode or a particulate trap DPF regeneration mode, the airflow throttle valve of the engine is controlled to be energized.

The devices in this article can be servers, PCs, PADs, mobile phones, etc.

The present application also provides a computer program product, which, when executed on a data processing device, is adapted to execute a program initialized with the following method steps:

Obtain the current working mode of the engine;

When the current working mode is the normal running mode, controlling the power-off of the air flow throttle valve of the engine;

When the current working mode is a heating mode or a particulate trap DPF regeneration mode, the airflow throttle valve of the engine is controlled to be energized.

Those skilled in the art should understand that the embodiments of the present application may be provided as methods, apparatuses or computer program products. 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, etc.) having computer-usable program code embodied therein.

The present application is described with reference to flowcharts and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the present application. It should be understood that each procedure and/or block in the flowchart and/or block diagram, and a combination of procedures and/or blocks in the flowchart and/or block diagram can be realized by computer program instructions. These computer program instructions may be provided to a general purpose computer, special purpose computer, embedded processor, or processor of other programmable data processing equipment to produce a machine such that the instructions executed by the processor of the computer or other programmable data processing equipment produce a An apparatus for realizing the functions specified in one or more procedures of the flowchart and/or one or more blocks of the block diagram.

These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing apparatus to operate in a specific manner, such that the instructions stored in the computer-readable memory produce an article of manufacture comprising instruction means, the instructions The device realizes the function specified in one or more procedures of the flowchart and/or one or more blocks of the block diagram.

These computer program instructions can also be loaded onto a computer or other programmable data processing device, causing a series of operational steps to be performed on the computer or other programmable device to produce a computer-implemented process, thereby The instructions provide steps for implementing the functions specified in the flow chart or blocks of the flowchart and/or the block or blocks of the block diagrams.

In a typical configuration, a computing device includes one or more processors (CPUs), input/output interfaces, network interfaces, and memory.

Memory may include non-permanent storage in computer readable media, in the form of random access memory (RAM) and/or nonvolatile memory such as read only memory (ROM) or flash RAM. The memory is an example of a computer readable medium.

Computer-readable media, including both permanent and non-permanent, removable and non-removable media, can be implemented by any method or technology for storage of information. Information may be computer readable instructions, data structures, modules of a program, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read only memory (ROM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Flash memory or other memory technology, Compact Disc Read-Only Memory (CD-ROM), Digital Versatile Disc (DVD) or other optical storage, Magnetic tape cartridge, tape magnetic disk storage or other magnetic storage device or any other non-transmission medium that can be used to store information that can be accessed by a computing device. As defined herein, computer-readable media excludes transitory computer-readable media, such as modulated data signals and carrier waves.

It should also be noted that the term "comprises", "comprises" or any other variation thereof is intended to cover a non-exclusive inclusion such that a process, method, article, or apparatus comprising a set of elements includes not only those elements, but also includes Other elements not expressly listed, or elements inherent in the process, method, commodity, or apparatus are also included. Without further limitations, an element defined by the phrase "comprising a ..." does not preclude the presence of additional identical elements in the process, method, article, or apparatus that includes the element.

Those skilled in the art should understand that the embodiments of the present application may be provided as methods, systems or computer program products. Accordingly, the present application can 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, etc.) having computer-usable program code embodied therein.

The above are only examples of the present application, and are not intended to limit the present application. For those skilled in the art, various modifications and changes may occur in this application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included within the scope of the claims of the present application.

Claims (10)

1. An air flow throttle valve control method of an engine, characterized in that, comprising: Obtain the current working mode of the engine; When the current working mode is the normal running mode, controlling the power-off of the air flow throttle valve of the engine; When the current working mode is a heating mode or a particulate trap DPF regeneration mode, the airflow throttle valve of the engine is controlled to be energized. 2. The method according to claim 1, wherein said obtaining the current operating mode of the engine comprises: Obtain exhaust gas temperature and pressure difference before and after DPF; When the engine is started, when the exhaust gas temperature is lower than a preset temperature, it is determined that the current working mode of the engine is a heating mode; When the engine is started, when the pressure difference before and after the DPF is greater than the preset pressure difference, determine that the current working mode of the engine is the DPF regeneration mode; When the engine is started, if the exhaust gas temperature is not lower than the preset temperature and the pressure difference across the DPF is not greater than the preset pressure difference, it is determined that the current working mode of the engine is the normal mode. 3. The method according to claim 1 or 2, wherein the controlling the power-off of the airflow throttle valve of the engine comprises: The air flow throttle valve controlling the engine has a duty ratio of 0. 4. The method according to claim 1 or 2, wherein the controlling the energization of the airflow throttle valve of the engine comprises: determining the gas pressure demand value corresponding to the air flow throttle valve of the engine according to the engine speed and the fuel supply; Obtaining the difference between the actual value of the gas pressure at the current moment of the engine and the demand value of the gas pressure; The difference is input into the PID controller to calculate the required opening degree of the gas throttle valve, the duty ratio is determined according to the required opening degree, and the air flow throttle valve of the engine is controlled to work according to the duty ratio. 5. An electronic control unit, characterized in that it includes: a working mode obtaining unit, a power-off control unit and a power-on control unit, wherein: The working mode obtaining unit is used to obtain the current working mode of the engine; The power-off control unit is configured to control the power-off of the air flow throttle valve of the engine when the current working mode is the normal running mode; The energization control unit is configured to control the energization of the airflow throttle valve of the engine when the current working mode is a heating mode or a particle trap DPF regeneration mode. 6. The electronic control unit according to claim 5, wherein the working mode obtaining unit specifically includes: a temperature and pressure difference obtaining unit, a heating mode determining unit, a DPF regeneration mode determining unit and a normal mode determining unit, in: The temperature and pressure difference obtaining unit is used to obtain the exhaust gas temperature and the pressure difference before and after the DPF; The heating mode determination unit is configured to determine that the current working mode of the engine is the heating mode when the exhaust gas temperature is lower than a preset temperature when the engine is started; The DPF regeneration mode determining unit is configured to determine that the current working mode of the engine is the DPF regeneration mode when the pressure difference across the DPF is greater than a preset pressure difference when the engine is started; The normal mode determining unit is configured to determine the current working mode of the engine when the engine is started, if the exhaust gas temperature is not lower than a preset temperature and the pressure difference across the DPF is not greater than a preset pressure difference for normal mode. 7. The electronic control unit according to claim 5 or 6, wherein the power-off control unit is specifically used for: When the current working mode is the normal running mode, the duty cycle of the air flow throttle valve of the engine is controlled to be 0. 8. The electronic control unit according to claim 5 or 6, wherein the energization control unit specifically includes: a pressure demand value determination unit, a pressure difference acquisition unit and a valve control unit, wherein: The pressure demand value determination unit is used to determine the gas pressure demand corresponding to the air flow throttle valve of the engine according to the engine speed and fuel supply when the current working mode is the heating mode or the particle trap DPF regeneration mode value; The pressure difference obtaining unit is configured to obtain the difference between the actual gas pressure value of the engine at the current moment and the gas pressure demand value; The valve control unit is used to input the difference into the PID controller to calculate the required opening degree of the gas throttle valve, determine the duty ratio according to the required opening degree, and control the engine according to the duty ratio. The air flow throttle valve operates. 9. A storage medium, characterized in that computer-executable instructions are stored in the storage medium, and when the computer-executable instructions are loaded and executed by a processor, the implementation of any one of claims 1 to 4 A method for controlling an airflow throttle valve of an engine. 10. A kind of computer equipment, it is characterized in that, comprise processor, memory and the program that is stored on described memory and can run on described processor, when described processor executes program, realize following steps at least: Obtain the current working mode of the engine; When the current working mode is the normal running mode, controlling the power-off of the air flow throttle valve of the engine; When the current working mode is a heating mode or a particulate trap DPF regeneration mode, the airflow throttle valve of the engine is controlled to be energized.