CN116104655B - PN emission control method and device - Google Patents

PN emission control method and device Download PDF

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Publication number
CN116104655B
CN116104655B CN202310392942.8A CN202310392942A CN116104655B CN 116104655 B CN116104655 B CN 116104655B CN 202310392942 A CN202310392942 A CN 202310392942A CN 116104655 B CN116104655 B CN 116104655B
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Prior art keywords
temperature
condition
dpf
reference temperature
vehicle
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CN202310392942.8A
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CN116104655A (en
Inventor
薛振涛
褚国良
刘阳
王浩浩
庞斌
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Weichai Power Co Ltd
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Weichai Power Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/0022—Controlling intake air for diesel engines by throttle control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F16H2061/0232—Selecting ratios for bringing engine into a particular state, e.g. for fast warming up or for reducing exhaust emissions
    • 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)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Transmission Device (AREA)
  • Processes For Solid Components From Exhaust (AREA)

Abstract

The utility model provides a PN discharges control method and device, this method is through the parameter of obtaining the particle trap DPF of vehicle under the operating condition, according to the parameter, judges whether the filtration efficiency of DPF is about to become invalid, under the condition that determines filtration efficiency is about to become invalid, according to the temperature, generates the shift request, sends the shift request to the derailleur control unit TCU of vehicle to the TCU is based on the shift request to carry out the gear shifting operation to the vehicle. Therefore, according to the scheme, under the condition that the filtering efficiency is determined to be about to lose efficacy, the gear shifting request is sent to the transmission control unit TCU of the vehicle through the gear shifting request, so that the gear shifting operation is carried out on the vehicle through the TCU based on the gear shifting request, the rotating speed of the engine is adjusted, the temperature is adjusted, the DPF regeneration rate is reduced, and PN emission risks are reduced.

Description

PN emission control method and device
Technical Field
The application relates to the technical field of tail gas treatment of AMT vehicles, in particular to a PN emission control method and device.
Background
Particulate matter trapping technologies (Diesel Particulate Filter, DPF) filter and trap particulates in engine exhaust mainly through diffusion, deposition and impact mechanisms. The exhaust gas flows through the trap where particles are trapped in the filter element of the filter body, leaving cleaner exhaust gas to be discharged into the atmosphere.
In the actual running process of the engine, the emission risk of PN (particle number) is increased, so that PN emission exceeds standard, and most of reasons for PN emission exceeding standard are that the DPF is too fast in re-rising rate, carbon deposition in the DPF is consumed, a carbon layer is destroyed, and part of particles in tail gas are discharged to the atmosphere without being filtered.
Therefore, how to provide a solution capable of reducing the DPF regeneration rate to reduce the risk of PN emission is a problem that needs to be solved by those skilled in the art.
Disclosure of Invention
The inventor finds that DPF regeneration rate is related to temperature in the research process, the temperature is related to gear, and the engine is operated at different rotating speeds by adjusting the gear, so that the temperature can be adjusted, and further the DPF regeneration rate is reduced. Based on the above, the application provides a PN emission control method and device, which can reduce the DPF regeneration rate, thereby reducing PN emission risks.
In order to achieve the above object, the present application provides the following technical solutions:
a PN emission control method comprising:
under the operating condition, acquiring parameters of a particle catcher DPF of a vehicle; the parameters include at least temperature;
judging whether the filtration efficiency of the DPF is invalid or not according to the parameters;
under the condition that the filtering efficiency is about to lose effectiveness, generating a gear shifting request according to the temperature;
the shift request is sent to a transmission control unit, TCU, of the vehicle so that the TCU performs a shift operation on the vehicle based on the shift request.
In the above method, optionally, the parameters further include a pressure difference, an exhaust gas flow, and a carbon loading, and the determining, according to the parameters, whether the filtration efficiency of the DPF will fail includes:
acquiring a flow resistance of the DPF based on the pressure difference and the exhaust gas flow;
if the temperature meets a first condition, the flow resistance meets a second condition or the carbon loading meets a third condition, determining that the filtration efficiency of the DPF is about to be invalid;
the first condition is that a duration of the temperature being greater than a temperature threshold is greater than a first time limit;
the second condition is that the duration of the flow resistance decrease is greater than a second time limit, or the flow resistance is less than a flow resistance threshold;
the third condition is that the duration of the carbon loading drop is greater than a third time limit or the carbon loading is less than a carbon loading threshold.
In the above method, optionally, the generating a shift request according to the temperature includes:
if the temperature is not greater than the first reference temperature or the temperature is greater than the second reference temperature, generating a gear shifting request for requesting gear reduction;
and if the temperature is greater than the first reference temperature and less than the second reference temperature, generating a gear shifting request for requesting to increase gears.
In the above method, optionally, after the sending the shift request to the transmission control unit TCU of the vehicle, if the temperature is greater than the first reference temperature and less than the second reference temperature, the method further includes:
after a preset time period passes, acquiring the current temperature of the DPF;
and adjusting the opening degree of the throttle valve of the engine based on the current temperature and the second reference temperature.
The method, optionally, the adjusting the opening of the throttle valve of the engine based on the current temperature and the second reference temperature includes:
calculating a temperature deviation of the current temperature and the second reference temperature;
and adjusting the opening degree of the throttle valve of the engine by PID control based on the temperature deviation.
A PN emission control device comprising:
the acquisition unit is used for acquiring parameters of a particle catcher DPF of the vehicle under the operation condition; the parameters include at least temperature;
a judging unit for judging whether the filtration efficiency of the DPF will fail or not according to the parameters;
the generating unit is used for generating a gear shifting request according to the temperature under the condition that the filtering efficiency is determined to be about to be invalid;
and a transmission unit configured to transmit the shift request to a transmission control unit TCU of the vehicle so that the TCU performs a shift operation on the vehicle based on the shift request.
The above device, optionally, the parameters further include a pressure difference, an exhaust gas flow rate, and a carbon loading, and the judging unit is specifically configured to:
acquiring a flow resistance of the DPF based on the pressure difference and the exhaust gas flow;
if the temperature meets a first condition, the flow resistance meets a second condition or the carbon loading meets a third condition, determining that the filtration efficiency of the DPF is about to be invalid;
the first condition is that a duration of the temperature being greater than a temperature threshold is greater than a first time limit;
the second condition is that the duration of the flow resistance decrease is greater than a second time limit, or the flow resistance is less than a flow resistance threshold;
the third condition is that the duration of the carbon loading drop is greater than a third time limit or the carbon loading is less than a carbon loading threshold.
The above device, optionally, the generating unit is specifically configured to:
if the temperature is not greater than the first reference temperature or the temperature is greater than the second reference temperature, generating a gear shifting request for requesting gear reduction;
and if the temperature is greater than the first reference temperature and less than the second reference temperature, generating a gear shifting request for requesting to increase gears.
In the above apparatus, optionally, if the temperature is greater than the first reference temperature and less than the second reference temperature, the generating unit is further configured to:
after a preset time period passes, acquiring the current temperature of the DPF;
and adjusting the opening degree of the throttle valve of the engine based on the current temperature and the second reference temperature.
In the above device, optionally, the generating unit is specifically configured to, when adjusting the throttle opening of the engine based on the current temperature and the second reference temperature:
calculating a temperature deviation of the current temperature and the second reference temperature;
and adjusting the opening degree of the throttle valve of the engine by PID control based on the temperature deviation.
A storage medium storing a set of instructions, wherein the set of instructions, when executed by a processor, implement a PN emission control method as described above.
An electronic device, comprising:
a memory for storing at least one set of instructions;
and the processor is used for executing the instruction set stored in the memory, and realizing the PN emission control method by executing the instruction set.
Compared with the prior art, the application has the following advantages:
the utility model provides a PN discharges control method and device, this method is through the parameter of obtaining the particle trap DPF of vehicle under the operating condition, according to the parameter, judges whether the filtration efficiency of DPF is about to become invalid, under the condition that determines filtration efficiency is about to become invalid, according to the temperature, generates the shift request, sends the shift request to the derailleur control unit TCU of vehicle to the TCU is based on the shift request to carry out the gear shifting operation to the vehicle. Therefore, according to the scheme, under the condition that the filtering efficiency is determined to be about to lose efficacy, the gear shifting request is sent to the transmission control unit TCU of the vehicle through the gear shifting request, so that the gear shifting operation is carried out on the vehicle through the TCU based on the gear shifting request, the rotating speed of the engine is adjusted, the temperature is adjusted, the DPF regeneration rate is reduced, and PN emission risks are reduced.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present application, and that other drawings may be obtained according to the provided drawings without inventive effort to a person skilled in the art.
FIG. 1 is a temperature map of an engine provided herein;
FIG. 2 is a method flow chart of a PN emission control method provided herein;
FIG. 3 is a flowchart of another PN emission control method provided herein;
FIG. 4 is a graph of temperature versus DPF regeneration rate provided herein;
FIG. 5 is a flowchart of another PN emission control method provided herein;
FIG. 6 is a flowchart of yet another method of PN emission control method provided herein;
fig. 7 is a schematic structural diagram of a PN emission control device provided in the present application;
fig. 8 is a schematic structural diagram of an electronic device provided in the present application.
Detailed Description
The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all, of the embodiments of the present application. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.
The term "including" and variations thereof as used herein are intended to be open-ended, i.e., including, but not limited to. The term "based on" is based at least in part on. The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments. Related definitions of other terms will be given in the description below.
It should be noted that the terms "first," "second," and the like herein are merely used for distinguishing between different systems, modules, or units and not for limiting the order or interdependence of the functions performed by such systems, modules, or units.
It should be noted that the references to "one" or "a plurality" in this disclosure are intended to be illustrative rather than limiting, and those of ordinary skill in the art will appreciate that "one or more" is intended to be construed as "one or more" unless the context clearly indicates otherwise.
In this embodiment, for convenience of understanding, the following description will be given of the related terms related to the present application:
PN: particle count.
AMT: an electrically controlled mechanical automatic transmission.
DOC: diesel Oxidation Catalysis oxidation catalysis technology of particulate matters.
DPF: diesel particulate filter, particulate matter trap.
Particulate matter: particulate matters contained in the tail gas of the engine generally comprise two components, namely a boot component and an ash component, wherein the boot component can be burnt through regeneration, the ash component can be accumulated in the DPF all the time, and when a certain accumulated amount is reached, ash removal is needed to be carried out to a service station.
Active regeneration: diesel oil is injected through a post injection or seventh injection nozzle of the engine, so that the boot is at high temperature (more than 500 ℃) and O 2 The reaction generally occurs periodically.
Passive regeneration: by engine thermal management measures or when the engine operates under high-temperature working conditions, the boot is made to react with NO at a lower temperature (generally 250 ℃ -450 ℃) 2 The reaction generally occurs continuously.
In the PN emission control method provided in the embodiment of the present application, the inventor found through research that the DPF regeneration rate is related to an active regeneration rate and a passive regeneration rate, and specifically, the DPF regeneration rate is equal to the active regeneration rate plus the passive regeneration rate, and may be represented by formula (1):
（1）
wherein, the liquid crystal display device comprises a liquid crystal display device,indicating DPF regeneration rate, +.>Indicating active regeneration efficiency, +.>Indicating passive regeneration efficiency.
Since active regeneration is a reaction of oxygen in exhaust gas and carbon deposition, the active regeneration rate can be expressed by formula (2):
（2）
wherein, the liquid crystal display device comprises a liquid crystal display device,m soot the carbon loading in the DPF is indicated,tthe temperature of the DPF is indicated,indicating the oxygen concentration at the inlet of the DPF.
Since passive regeneration is a reaction of nitrogen dioxide in the exhaust gas with carbon deposition, the passive regeneration rate can be expressed by the formula (3):
（3）
wherein, the liquid crystal display device comprises a liquid crystal display device,representing the nitrogen dioxide concentration of the DPF inlet, which is generated by the reaction of NO in the DOC (Diesel Oxidation Catalysis, oxidation catalytic technology), the nitrogen dioxide concentration of the DPF inlet can be represented by formula (4):
（4）
wherein, the liquid crystal display device comprises a liquid crystal display device,temperature of DOC, ++>Indicating the nitrogen dioxide concentration at the engine outlet,indicating the concentration of nitric oxide at the engine outlet +.>Indicating the oxygen concentration at the engine outlet,representing the hydrocarbon concentration at the engine outlet.
Since the nitrogen dioxide concentration at the engine outlet and the nitric oxide concentration at the engine outlet are the characteristics of the engine itself, inNO X (NO 2 +NO)In the case of a fixed, the nitrogen dioxide concentration at the engine outlet and the nitrogen monoxide concentration at the engine outlet are fixed, whileFor the engine outlet hydrocarbon concentration, the concentration is too low to be ignored, and thus, equation (1) can be simplified to equation (5):
（5）
from equation (5), at a given carbon loadingm soot In the case of (2), the control of the DPF regeneration rate can be realized by controlling the temperature and the oxygen concentration. That is, the DPF regeneration rate is temperature dependent.
The inventor of the present application found that the temperature difference between the rows is large on the equal power line by studying the temperature discharge curve in the temperature discharge diagram of the engine shown in fig. 1, and as can be seen from fig. 1, the temperature can be raised by lowering the rotation speed, the temperature can be lowered by raising the rotation speed, the rotation speed is related to the gear, the rotation speed of raising the gear can be lowered, and the rotation speed of lowering the gear can be raised, thereby obtaining that the temperature adjustment can be realized by adjusting the gear to make the engine operate at different rotation speeds.
And the formula (5) shows that the regeneration rate of the DPF can be controlled by adjusting the temperature, so that the temperature can be adjusted by adjusting the gear, the regeneration rate of the DPF can be controlled, and the PN emission risk is reduced.
Referring to fig. 2, an embodiment of the present application provides a PN emission control method, which specifically includes the following steps:
s201, under the operation condition, acquiring parameters of a particle catcher DPF of the vehicle.
In this embodiment, under the operating condition, parameters of the particulate filter DPF of the vehicle are obtained, where the parameters include at least a temperature, and may further include a differential pressure, an exhaust gas flow, and a carbon loading. Wherein the pressure difference is the difference between the pressure at which the exhaust gas flows into the DPF and the pressure at which the exhaust gas flows out of the DPF.
S202, judging whether the filtering efficiency of the DPF is about to fail according to the parameters, if so, executing S203, and if not, executing S201.
In this embodiment, according to the parameters, it is determined whether the filtering efficiency of the DPF will fail, that is, whether the PN emission will exceed the standard.
Specifically, referring to fig. 3, according to the parameters, a process of determining whether the filtering efficiency of the DPF will fail includes the following steps:
s301, obtaining the flow resistance of the DPF based on the pressure difference and the exhaust gas flow.
In this embodiment, the flow resistance of the DPF is obtained according to the pressure difference and the exhaust gas flow, specifically, according to the pressure difference and the exhaust gas flow, the flow resistance of the DPF is obtained through a preset calculation strategy, which may be calculated by a flow resistance calculation formula or obtained through a mapping relationship among the preset pressure difference, the exhaust gas flow and the flow resistance, for example.
S302, judging whether the temperature meets the first condition, if so, executing S303, and if not, executing S304.
In this embodiment, it is determined whether the temperature satisfies a first condition, where the first condition is that a duration of time that the temperature is greater than a temperature threshold is greater than a first time limit.
That is, when the duration of the temperature being greater than the temperature threshold is greater than the first time limit, it is determined that the temperature satisfies the first condition, and when the temperature is not greater than the temperature threshold, or when the duration of the temperature being greater than the temperature threshold is not greater than the first time limit, it is determined that the temperature does not satisfy the first condition.
S303, determining that the filtration efficiency of the DPF is about to be invalid.
In this embodiment, if the temperature satisfies the first condition, the flow resistance satisfies the second condition, or the carbon loading satisfies the third condition, it is determined that the filtration efficiency of the DPF is about to be lost.
S304, judging whether the flow resistance meets the second condition, if so, executing S303, and if not, executing S305.
In this embodiment, if the temperature does not satisfy the first condition, it is further determined whether the flow resistance satisfies a second condition, where the second condition is that the duration of the flow resistance decrease is greater than a second time limit, or that the flow resistance is less than a flow resistance threshold.
That is, when the duration of the flow resistance decrease is greater than the second time limit, or the flow resistance is less than the flow resistance threshold, it is determined that the flow resistance satisfies the second condition, otherwise, it is determined that the flow resistance does not satisfy the second condition.
S305, judging whether the carbon loading meets the third condition, if so, executing S303, and if not, executing S306.
In this embodiment, if the flow resistance does not satisfy the second condition, it is further determined whether the carbon loading satisfies a third condition, where the third condition is that the duration of the carbon loading decrease is greater than a third time limit, or the carbon loading is less than a carbon loading threshold.
That is, when the duration of the carbon loading decrease is greater than the third time limit, or the carbon loading is less than the carbon loading threshold, it is determined that the carbon loading satisfies the third condition, otherwise, it is determined that the carbon loading does not satisfy the third condition.
S306, determining that the filtration efficiency of the DPF is not lost.
In this embodiment, if the temperature does not satisfy the first condition, the flow resistance does not satisfy the second condition, and the carbon loading does not satisfy the third condition, it is determined that the filtration efficiency of the DPF will not fail.
S203, generating a gear shifting request according to the temperature.
The inventors have found through studies that there are two inflection points, inflection point 1 and inflection point 2, as shown in fig. 4, in which the temperature and the regeneration rate of the DPF are increased, that is, the regeneration rate of the DPF is decreased and then increased as the temperature increases.
As can be seen from fig. 4, when the temperature is located on the left side of the inflection point 1, the temperature needs to be reduced if the DPF regeneration rate needs to be reduced, when the temperature is located between the inflection point 1 and the inflection point 2, the temperature needs to be increased if the DPF regeneration rate needs to be reduced, and when the temperature is located on the right side of the inflection point 2, the temperature needs to be reduced if the DPF regeneration rate needs to be reduced.
In this embodiment, the shift request is generated according to the temperature, specifically, according to the temperature, a request for requesting to decrease the gear or requesting to increase the gear is generated according to the relationship between the temperature and the DPF regeneration rate.
Referring to fig. 5, the process of generating a shift request according to temperature specifically includes the following steps:
s501, judging whether the temperature is greater than a first reference temperature, if not, executing S502, and if so, executing S503.
In this embodiment, it is determined whether the temperature is greater than a first reference temperature, where the first reference temperature is a temperature corresponding to the inflection point 1 in fig. 4.
I.e. to determine if the temperature is to the left of the inflection point 1.
S502, a gear shifting request for requesting gear reduction is generated.
In this embodiment, if the temperature is not greater than the first reference temperature, that is, the temperature is at the left side of the inflection point 1, the temperature needs to be reduced if the DPF regeneration rate needs to be reduced, and the reduction of the temperature needs to reduce the gear to increase the engine speed.
Thus, if the temperature is not greater than the first reference temperature, a shift request for requesting a downshift is generated.
In this embodiment, if the temperature is greater than the second reference temperature, that is, the temperature is on the right side of the inflection point 2, the temperature needs to be reduced if the DPF regeneration rate needs to be reduced, and the reduction of the temperature needs to reduce the gear to increase the engine speed.
Thus, if the temperature is greater than the second reference temperature, a shift request for requesting a downshift is generated.
S503, judging whether the temperature is smaller than the second reference temperature, if yes, executing S504, otherwise, executing S505.
In this embodiment, if the temperature is not greater than the first reference temperature, it is further determined whether the temperature is less than the second reference temperature, where the second reference temperature is the temperature corresponding to the inflection point 2 in fig. 4.
S504, a shift request for requesting an increase in gear is generated.
In this embodiment, if the temperature is greater than the first reference temperature and less than the second reference temperature, that is, the temperature is between the inflection point 1 and the inflection point 2, if the DPF regeneration rate needs to be reduced, the temperature needs to be increased, and the temperature needs to be increased to increase the gear to reduce the engine speed.
Thus, if the temperature is greater than the first reference temperature and less than the second reference temperature, a shift request is generated for requesting an increase in gear.
S505, judging whether the temperature is greater than a second reference temperature, and if so, executing S502. If not, directly ending.
In this embodiment, if the temperature is not less than the second reference temperature, it is further determined whether the temperature is greater than the second reference temperature.
In this embodiment, if the temperature is greater than the second reference temperature, step S502 is executed, otherwise, the temperature is equal to the second reference temperature, and the current flow is ended.
S204, a shift request is sent to a transmission control unit TCU of the vehicle so that the TCU performs a shift operation on the vehicle based on the shift request.
In the present embodiment, after the shift request is generated, the shift request is transmitted to the transmission control unit TCU of the vehicle so that the TCU performs a shift operation on the vehicle based on the shift request.
Specifically, if a shift request for requesting a downshift is sent to the TCU, the TCU performs a downshift operation on the vehicle, and if a shift request for requesting an upshift is initiated to the TCU, the TCU performs an upshift operation on the vehicle.
In this embodiment, after receiving the shift request, the TCU performs a shift operation on the vehicle, so as to adjust the rotation speed of the engine to adjust the temperature, thereby reducing the DPF regeneration rate, and further reducing the PN emission risk.
According to the PN emission control method, parameters of the DPF of the vehicle are obtained under the operation working condition, whether the filtering efficiency of the DPF is about to be invalid is judged according to the parameters, under the condition that the filtering efficiency is about to be invalid is determined, a gear shifting request is generated according to the temperature, and the gear shifting request is sent to a transmission control unit TCU of the vehicle, so that the TCU executes gear shifting operation on the vehicle based on the gear shifting request. Therefore, according to the scheme, under the condition that the filtering efficiency is determined to be about to lose efficacy, the gear shifting request is sent to the transmission control unit TCU of the vehicle through the gear shifting request, so that the gear shifting operation is carried out on the vehicle through the TCU based on the gear shifting request, the rotating speed of the engine is adjusted, the temperature is adjusted, the DPF regeneration rate is reduced, and PN emission risks are reduced.
Referring to fig. 6, in the PN emission control method provided in the embodiment of the present application, if the temperature is greater than the first reference temperature and less than the second reference temperature, the following steps are further included after step S104:
s601, after a preset time period passes, acquiring the current temperature of the DPF.
In this embodiment, after a shift request is sent to a transmission control unit TCU of the vehicle, and after a preset period of time has elapsed, the current temperature of the DPF is obtained.
And S602, adjusting the opening degree of the throttle valve of the engine based on the current temperature and the second reference temperature.
In the present embodiment, the engine throttle opening of the vehicle is adjusted, that is, the engine throttle opening is reduced, based on the current temperature and the second reference temperature.
Specifically, the process of adjusting the opening of the throttle valve of the engine based on the current temperature and the second reference temperature specifically includes the following steps:
calculating the temperature deviation between the current temperature and the second reference temperature;
and based on the temperature deviation, the opening degree of the throttle valve of the engine is adjusted through PID control.
The temperature deviation of the current temperature and the second reference temperature is calculated based on the current temperature and the second reference temperature, so that the throttle opening of the engine is adjusted by PID (proportional-integral-derivative control) control based on the temperature deviation.
In this embodiment, the temperature of the DPF is made closer to the second reference temperature by adjusting the throttle opening of the engine.
In the PN emission control method provided by the embodiment of the present application, after a shift request is sent to a transmission control unit TCU of a vehicle, the opening of an engine throttle valve may be adjusted through the current temperature and the second reference temperature, so that the temperature of the DPF is closer to the second reference temperature, thereby reducing the DPF regeneration rate again, and further reducing the PN emission risk.
It should be noted that although operations are depicted in a particular order, this should not be understood as requiring that such operations be performed in the particular order shown or in sequential order. In certain circumstances, multitasking and parallel processing may be advantageous.
It should be understood that the various steps recited in the method embodiments disclosed herein may be performed in a different order and/or performed in parallel. Furthermore, method embodiments may include additional steps and/or omit performing the illustrated steps. The scope of the present disclosure is not limited in this respect.
Corresponding to the method shown in fig. 1, the embodiment of the present application further provides a PN emission control device, which is configured to implement the method shown in fig. 1, and the structural schematic diagram of the PN emission control device is shown in fig. 7, and specifically includes:
an acquiring unit 701, configured to acquire parameters of a particle trap DPF of a vehicle under an operating condition; the parameters include at least temperature;
a judging unit 702, configured to judge whether the filtration efficiency of the DPF will fail according to the parameters;
a generating unit 703, configured to generate a shift request according to the temperature when it is determined that the filtering efficiency is about to fail;
a transmitting unit 704 for transmitting the shift request to a transmission control unit TCU of the vehicle so that the TCU performs a shift operation on the vehicle based on the shift request.
According to the PN emission control device, under the operating condition, parameters of the DPF of the vehicle are acquired, whether the filtering efficiency of the DPF is about to be invalid is judged according to the parameters, under the condition that the filtering efficiency is about to be invalid is determined, a gear shifting request is generated according to the temperature, and the gear shifting request is sent to the transmission control unit TCU of the vehicle, so that the TCU executes gear shifting operation on the vehicle based on the gear shifting request. Therefore, according to the scheme, under the condition that the filtering efficiency is determined to be about to lose efficacy, the gear shifting request is sent to the transmission control unit TCU of the vehicle through the gear shifting request, so that the gear shifting operation is carried out on the vehicle through the TCU based on the gear shifting request, the rotating speed of the engine is adjusted, the temperature is adjusted, the DPF regeneration rate is reduced, and PN emission risks are reduced.
In one embodiment of the present application, based on the foregoing solution, the parameters further include a pressure difference, an exhaust gas flow, and a carbon loading, and the determining unit 702 is specifically configured to:
acquiring a flow resistance of the DPF based on the pressure difference and the exhaust gas flow;
if the temperature meets a first condition, the flow resistance meets a second condition or the carbon loading meets a third condition, determining that the filtration efficiency of the DPF is about to be invalid;
the first condition is that a duration of the temperature being greater than a temperature threshold is greater than a first time limit;
the second condition is that the duration of the flow resistance decrease is greater than a second time limit, or the flow resistance is less than a flow resistance threshold;
the third condition is that the duration of the carbon loading drop is greater than a third time limit or the carbon loading is less than a carbon loading threshold.
In one embodiment of the present application, based on the foregoing scheme, the generating unit 703 is specifically configured to:
if the temperature is not greater than the first reference temperature or the temperature is greater than the second reference temperature, generating a gear shifting request for requesting gear reduction;
and if the temperature is greater than the first reference temperature and less than the second reference temperature, generating a gear shifting request for requesting to increase gears.
In one embodiment of the present application, based on the foregoing solution, if the temperature is greater than the first reference temperature and less than the second reference temperature, the generating unit 703 is further configured to:
after a preset time period passes, acquiring the current temperature of the DPF;
and adjusting the opening degree of the throttle valve of the engine based on the current temperature and the second reference temperature.
In one embodiment of the present application, based on the foregoing scheme, the generating unit 703 is specifically configured to, when adjusting the throttle opening of the engine based on the current temperature and the second reference temperature:
calculating a temperature deviation of the current temperature and the second reference temperature;
and adjusting the opening degree of the throttle valve of the engine by PID control based on the temperature deviation.
The present embodiments also provide a storage medium storing a set of instructions, wherein the PN emission control method as disclosed in any of the above embodiments is performed when the set of instructions is run.
The embodiment of the application also provides an electronic device, the structure of which is shown in fig. 8, specifically including a memory 801 for storing at least one instruction set; a processor 802 for executing the instruction set stored in the memory, by executing the instruction set, to implement the PN emission control method as disclosed in any of the embodiments above.
It should be noted that, in the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described as different from other embodiments, and identical and similar parts between the embodiments are all enough to be referred to each other. For the apparatus class embodiments, the description is relatively simple as it is substantially similar to the method embodiments, and reference is made to the description of the method embodiments for relevant points.
Finally, it is further noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The foregoing has described in detail a method and apparatus for PN emission control provided herein, and specific examples have been applied herein to illustrate the principles and embodiments of the present application, the above examples being provided only to assist in understanding the method and core ideas of the present application; meanwhile, as those skilled in the art will have modifications in the specific embodiments and application scope in accordance with the ideas of the present application, the present description should not be construed as limiting the present application in view of the above.

Claims (6)

1. A PN emission control method, comprising:
under the operating condition, acquiring parameters of a particle catcher DPF of a vehicle; the parameters include at least temperature, pressure differential, exhaust gas flow and carbon loading;
acquiring a flow resistance of the DPF based on the pressure difference and the exhaust gas flow;
if the temperature meets a first condition, the flow resistance meets a second condition or the carbon loading meets a third condition, determining that the filtration efficiency of the DPF is about to be invalid;
the first condition is that a duration of the temperature being greater than a temperature threshold is greater than a first time limit;
the second condition is that the duration of the flow resistance decrease is greater than a second time limit, or the flow resistance is less than a flow resistance threshold;
the third condition is that the duration of the carbon loading drop is greater than a third time limit, or the carbon loading is less than a carbon loading threshold;
if the temperature is not greater than a first reference temperature or is greater than a second reference temperature under the condition that the filtering efficiency is determined to be about to fail, a gear shifting request for requesting gear reduction is generated;
if the temperature is greater than the first reference temperature and less than the second reference temperature, generating a gear shifting request for requesting to increase gears;
the shift request is sent to a transmission control unit, TCU, of the vehicle so that the TCU performs a shift operation on the vehicle based on the shift request.
2. The method of claim 1, wherein if the temperature is greater than the first reference temperature and less than the second reference temperature, after sending the shift request to a transmission control unit TCU of the vehicle, further comprising:
after a preset time period passes, acquiring the current temperature of the DPF;
and adjusting the opening degree of the throttle valve of the engine based on the current temperature and the second reference temperature.
3. The method of claim 2, wherein the adjusting the engine throttle opening based on the current temperature and the second reference temperature comprises:
calculating a temperature deviation of the current temperature and the second reference temperature;
and adjusting the opening degree of the throttle valve of the engine by PID control based on the temperature deviation.
4. A PN emission control device, comprising:
the acquisition unit is used for acquiring parameters of a particle catcher DPF of the vehicle under the operation condition; the parameters include at least temperature;
a judging unit for judging whether the filtration efficiency of the DPF will fail or not according to the parameters;
the generating unit is used for generating a gear shifting request according to the temperature under the condition that the filtering efficiency is determined to be about to be invalid;
a transmission unit configured to transmit the shift request to a transmission control unit TCU of the vehicle so that the TCU performs a shift operation on the vehicle based on the shift request;
the parameters further comprise differential pressure, exhaust gas flow and carbon loading, and the judging unit is specifically configured to:
acquiring a flow resistance of the DPF based on the pressure difference and the exhaust gas flow;
if the temperature meets a first condition, the flow resistance meets a second condition or the carbon loading meets a third condition, determining that the filtration efficiency of the DPF is about to be invalid;
the first condition is that a duration of the temperature being greater than a temperature threshold is greater than a first time limit;
the second condition is that the duration of the flow resistance decrease is greater than a second time limit, or the flow resistance is less than a flow resistance threshold;
the third condition is that the duration of the carbon loading drop is greater than a third time limit, or the carbon loading is less than a carbon loading threshold;
the generating unit is specifically configured to:
if the temperature is not greater than the first reference temperature or the temperature is greater than the second reference temperature, generating a gear shifting request for requesting gear reduction;
and if the temperature is greater than the first reference temperature and less than the second reference temperature, generating a gear shifting request for requesting to increase gears.
5. The apparatus of claim 4, wherein if the temperature is greater than the first reference temperature and less than the second reference temperature, the generating unit is further configured to:
after a preset time period passes, acquiring the current temperature of the DPF;
and adjusting the opening degree of the throttle valve of the engine based on the current temperature and the second reference temperature.
6. The apparatus according to claim 5, wherein the generating unit is configured to, when adjusting the engine throttle opening based on the current temperature and the second reference temperature, specifically:
calculating a temperature deviation of the current temperature and the second reference temperature;
and adjusting the opening degree of the throttle valve of the engine by PID control based on the temperature deviation.
CN202310392942.8A 2023-04-13 2023-04-13 PN emission control method and device Active CN116104655B (en)

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US10344657B2 (en) * 2016-02-12 2019-07-09 GM Global Technology Operations LLC System and method for particulate filter regeneration
FR3069887B1 (en) * 2017-08-01 2019-08-09 Psa Automobiles Sa METHOD FOR PASSIVE REGENERATION OF A PARTICLE FILTER FOR AN ENGINE WITH AUTOMATIC GEARBOX
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