WO2020118506A1 - 一种dpf上游温度的控制方法、装置及车辆 - Google Patents

一种dpf上游温度的控制方法、装置及车辆 Download PDF

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WO2020118506A1
WO2020118506A1 PCT/CN2018/120218 CN2018120218W WO2020118506A1 WO 2020118506 A1 WO2020118506 A1 WO 2020118506A1 CN 2018120218 W CN2018120218 W CN 2018120218W WO 2020118506 A1 WO2020118506 A1 WO 2020118506A1
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value
doc
block
temperature value
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PCT/CN2018/120218
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English (en)
French (fr)
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解同鹏
杨新达
褚国良
闫立冰
仝玉华
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潍柴动力股份有限公司
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Priority to PCT/CN2018/120218 priority Critical patent/WO2020118506A1/zh
Priority to CN201880099868.8A priority patent/CN113474543B/zh
Priority to EP18943343.6A priority patent/EP3896266A4/en
Publication of WO2020118506A1 publication Critical patent/WO2020118506A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/103—Oxidation catalysts for HC and CO only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/0231—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using special exhaust apparatus upstream of the filter for producing nitrogen dioxide, e.g. for continuous filter regeneration systems [CRT]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
    • F01N3/0253—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/005—Electrical control of exhaust gas treating apparatus using models instead of sensors to determine operating characteristics of exhaust systems, e.g. calculating catalyst temperature instead of measuring it directly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/08—Parameters used for exhaust control or diagnosing said parameters being related to the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
    • F01N2900/1404—Exhaust gas temperature
    • 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
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • 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
    • Y02T10/12—Improving ICE efficiencies
    • 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

Definitions

  • the present application relates to the technical field of vehicles, and in particular to a method, device and vehicle for controlling the temperature of DPF upstream.
  • the exhaust gas treatment system of diesel engine includes: diesel oxidation catalyst (DOC), hydrocarbon (HC) injection device, diesel particulate trap (Diesel Particulate Filter (DPF), DPF upstream temperature sensor and DOC upstream Temperature sensors, etc.
  • DOC diesel oxidation catalyst
  • HC hydrocarbon
  • DPF Diesel Particulate Filter
  • DPF upstream temperature sensor DOC upstream Temperature sensors, etc.
  • DOC diesel oxidation catalyst
  • HC hydrocarbon
  • DPF diesel particulate trap
  • DPF diesel Particulate Filter
  • DOC upstream Temperature sensors etc.
  • DOC diesel oxidation catalyst
  • HC hydrocarbon
  • DPF diesel particulate trap
  • DPF upstream temperature sensor is used to capture particles in the exhaust gas in order to reduce the emission of engine particles.
  • the DPF upstream temperature sensor is used to obtain the upstream temperature of the DPF, that is, the temperature of the exhaust gas entering the DPF.
  • the DOC upstream temperature sensor is used to obtain the
  • the process of DPF regeneration can be specifically: when the temperature upstream of the DOC reaches the fuel ignition point, the electronic control unit (Electronic Control Unit, ECU) controls the HC injection device located upstream of the DOC to perform fuel injection, so that the fuel is burned in the DOC In order to raise the upstream temperature of the DPF to the preset value of the regeneration temperature, so as to oxidize the trapped particles in the DPF, so that the DPF can regain the ability to trap the particles.
  • the preset regeneration temperature refers to a temperature value required for regeneration of the DPF.
  • the control method of the upstream temperature of the DPF is:
  • the fuel quantity value controls the HC injection device to perform injection, and raises the temperature of the exhaust gas by burning fuel, so that the temperature upstream of the DPF can be raised to the preset value of the regeneration temperature.
  • the accuracy of the basic value of the feedforward oil quantity is low; moreover, the increase value of the feedforward oil quantity is obtained by simple calculation , Leading to a lower accuracy of the feedforward oil amount increase value, and therefore, a lower accuracy of the feedforward oil amount value determined based on the feedforward oil amount base value and the feedforward oil amount increase value, which in turn leads to HC injection
  • the accuracy of the total oil quantity to be injected by the device is also low.
  • the total oil amount injected by the HC injection device exceeds the oil amount required by the DPF upstream temperature to reach the preset regeneration temperature value, it will cause the DPF upstream temperature to exceed the preset regeneration temperature value. High and burn out the downstream device of DPF; in addition, if the total oil amount injected by the HC injection device is lower than the oil amount required by the upstream temperature of the DPF to reach the preset value of the regeneration temperature, the DPF will be incompletely regenerated, resulting in frequent regeneration . At this time, frequent regeneration will not only increase fuel consumption, but also reduce the service life of DPF.
  • the present application provides a method, device and vehicle for controlling the upstream temperature of the DPF, which can be avoided by improving the accuracy of the feedforward oil value and the accuracy of the total oil value
  • the upstream temperature of the DPF obtained through the control exceeds or is lower than the preset value of the regeneration temperature, thereby avoiding burning down the downstream device of the DPF due to the excessively high temperature or frequent regeneration due to excessively low temperature.
  • This application provides a DPF upstream temperature control method, including:
  • a physical model is used to obtain the feedforward oil value; the physical model is to transfer the DPF upstream of the DOC A physical model constructed by simulating the combustion process of heating the temperature value to the preset value of the regeneration temperature;
  • the physical model that simulates the combustion process when the DOC heats the upstream temperature value of the DPF to the preset regeneration temperature value includes:
  • the feedforward fuel quantity value is obtained according to the fuel demand of the first DOC sub-block and the fuel demand of the second DOC sub-block.
  • the method before obtaining the total oil quantity value according to the feedforward oil quantity value and the feedback oil quantity value, the method further includes:
  • a PID algorithm is used to obtain a feedback oil quantity value by using a proportional integral derivative arithmetic PID algorithm.
  • the obtaining the feedforward fuel quantity value according to the fuel demand of the first DOC sub-block and the fuel demand of the second DOC sub-block specifically includes:
  • the value obtained by using the physical model to obtain the feedforward oil quantity is:
  • the preset value of the regeneration temperature corresponding to each cycle is increased by a fixed temperature step, or increased by a non-fixed temperature step.
  • the preset value of the regeneration temperature The value range is from the current upstream temperature value of the DPF to the regeneration temperature target value.
  • This application also provides a DPF upstream temperature control device, including:
  • the first obtaining unit is configured to obtain a feedforward fuel quantity value using a physical model based on a preset value of regeneration temperature, a current upstream temperature value of the diesel particulate trap DPF, and a current upstream temperature value of the DOC of the diesel oxidation catalyst.
  • the physical model is A physical model for simulating the combustion process of DOC heating the upstream temperature value of the DPF to the preset value of the regeneration temperature;
  • a second acquiring unit configured to obtain a total oil amount value based on the feedforward oil amount value and the feedback oil amount value
  • a sending unit configured to send the total oil amount value to a hydrocarbon injection device, so that the hydrocarbon injection device injects fuel according to the total oil amount value, so that the upstream temperature value of the DPF reaches the regeneration Temperature preset value.
  • the first acquiring unit includes:
  • a first setting subunit configured to set the current upstream temperature value of the DPF to the initial downstream temperature value of the second DOC sub-block;
  • a first obtaining subunit configured to obtain the initial downstream temperature value of the first DOC sub-block according to the initial downstream temperature value of the second DOC sub-block;
  • a second setting subunit configured to set the current upstream temperature value of the DOC to the upstream temperature value of the first DOC sub-block
  • a second obtaining subunit configured to obtain the fuel demand of the first DOC sub-block according to the upstream temperature value of the first DOC sub-block and the initial downstream temperature value of the first DOC sub-block;
  • a third obtaining subunit configured to obtain the actual downstream temperature value of the first DOC sub-block according to the upstream temperature value of the first DOC sub-block and the fuel demand of the first DOC sub-block;
  • a third setting subunit configured to set the actual downstream temperature value of the first DOC subblock to the upstream temperature value of the second DOC subblock;
  • a fourth obtaining subunit configured to obtain the fuel demand of the second DOC sub-block according to the upstream temperature value of the second DOC sub-block and the initial downstream temperature value of the second DOC sub-block;
  • a fifth obtaining subunit configured to obtain the actual downstream temperature value of the second DOC sub-block according to the upstream temperature value of the second DOC sub-block and the fuel demand of the second DOC sub-block;
  • the sixth obtaining subunit is configured to obtain the feedforward fuel quantity value according to the fuel demand of the first DOC sub-block and the fuel demand of the second DOC sub-block.
  • Optional also includes:
  • the third obtaining unit is configured to obtain a feedback oil quantity value by using a PID algorithm of proportional integral differentiation based on the difference between the actual downstream temperature value of the second DOC sub-block and the current upstream temperature value of the DPF.
  • the sixth obtaining subunit specifically includes:
  • the first acquiring unit includes:
  • the preset value of the regeneration temperature corresponding to each cycle is increased by a fixed temperature step, or increased by a non-fixed temperature step.
  • the preset value of the regeneration temperature The value range is from the current upstream temperature value of the DPF to the regeneration temperature target value.
  • the present application also provides a vehicle, including: any one of the above-mentioned DPF upstream temperature control devices.
  • the DPF upstream temperature control method inputs the preset value of the regeneration temperature, the current DPF upstream temperature value and the current DOC upstream temperature value into the physical model, and uses the physical model to obtain the feedforward oil amount value. Moreover, when using the physical model to obtain the feed-forward fuel amount value, the combustion process of heating the DPF upstream temperature value to the regeneration temperature preset value is simulated in the DOC, and the feed-forward oil is obtained according to the fuel amount required by the combustion process Magnitude.
  • the physical model can accurately simulate the combustion process of heating the DPF upstream temperature value to the preset value of the regeneration temperature according to the current DPF upstream temperature value and the current DOC upstream temperature value, it is possible to accurately according to the simulation
  • the combustion process obtains the feed-forward oil value, which improves the accuracy of the feed-forward oil value, so as to improve the accuracy of the total oil amount that the HC injection device needs to inject, and can avoid the temperature of the DPF upstream obtained by control exceeding or below.
  • the regeneration temperature is preset so as to avoid burning down the downstream devices of the DPF due to excessively high temperature or frequent regeneration due to excessively low temperature.
  • FIG. 1 is a schematic structural diagram of an exhaust gas treatment device of a diesel engine
  • Figure 2 is a flow chart of a method for controlling the temperature of the DPF upstream
  • FIG. 3 is a flowchart of an implementation manner of a DPF upstream temperature control method provided by an embodiment of the present application
  • FIG. 4 is a flowchart of another implementation manner of a method for controlling temperature of an upstream DPF provided by an embodiment of the present application
  • FIG. 6 is a schematic structural diagram of dividing a DOC into 6 DOC sub-blocks provided by an embodiment of the present application
  • FIG. 11 is a schematic structural diagram of a DPF upstream temperature control device according to an embodiment of the present application.
  • FIG. 12 is a schematic structural diagram of a vehicle provided by an embodiment of the present application.
  • the exhaust gas treatment process generally includes: converting NO in the exhaust gas into NO 2 , oxidizing HC and CO, and filtering particles in the exhaust gas.
  • FIG. 1 is a schematic structural diagram of an exhaust gas treatment device of a diesel engine.
  • the exhaust gas treatment device of the diesel engine includes: a DOC upstream temperature sensor 101, an HC injection device 102, a DOC 103, a DPF upstream temperature sensor 104, and a DPF 105.
  • the DOC upstream temperature sensor 101 is used to obtain the upstream temperature of the DOC 103, that is, the temperature when the exhaust gas enters the DOC 103.
  • the HC injection device 102 is used to inject fuel to burn the fuel in the DOC 103 in order to increase the temperature of the exhaust gas.
  • DOC103 is used to convert NO in the exhaust gas to NO 2 and oxidize HC and CO. Moreover, when the DPF 105 needs to be regenerated, the DOC 103 is also used to burn the fuel injected by the HC injection device 102 so that the temperature upstream of the DPF reaches the temperature required for the regeneration of the DPF 105.
  • the DPF upstream temperature sensor 104 is used to obtain the upstream temperature of the DPF 105, that is, the temperature when the exhaust gas enters the DPF 105.
  • DPF105 is used to capture particles in the exhaust gas in order to reduce the emission of engine particles. Moreover, when the DPF 105 is regenerated, the DPF 105 is also used to oxidize the trapped particles in the DPF 105, so that the DPF 105 can regain the ability to trap the particles.
  • the specific process of the exhaust gas treatment by the exhaust gas treatment device is as follows: First, the exhaust gas first passes through the DOC 103, so that the DOC 103 converts the NO in the exhaust gas to NO 2 to reduce the pollution of NO to the air. At the same time, DOC103 also oxidizes HC and CO in the exhaust gas to CO 2 and H 2 O, reducing the air pollution of HC and CO. Then, the exhaust gas passes through the DPF 105 again, so that the DPF 105 captures particles in the exhaust gas and reduces the pollution of the particles to the air.
  • the DPF 105 since the particles that can be contained in the DPF 105 are limited, in order to ensure that the DPF 105 can trap the particles normally, when the particles in the DPF 105 accumulate to a certain value, the DPF 105 needs to be regenerated.
  • the regeneration process of the DPF 105 may specifically include: the DOC 103 controls the HC injection device 102 located upstream of it to perform fuel injection, so that the fuel is burned in the DOC 103, so as to raise the temperature of the DPF upstream to the preset value of the regeneration temperature, so that the DPF 105 The particles that have been trapped inside are oxidized so that the DPF 105 regains the ability to trap particles.
  • FIG. 2 is a flowchart of a method for controlling the temperature of the DPF upstream.
  • control method of the upstream temperature of the DPF is:
  • S201 Based on the mapping table of the current exhaust gas mass flow rate and the upstream temperature of the DOC, obtain the basic value of the feedforward oil amount; the increase value of the feedforward oil amount obtained according to the preset value of the regeneration temperature, the upstream temperature of the DOC, the exhaust gas mass flow rate, and the exhaust heat capacity ; The basic value of the feedforward oil amount is added to the increase value of the feedforward oil amount to obtain the feedforward oil amount value.
  • q is the increase value of feed-forward oil quantity
  • facFu is the heating value of fuel
  • CpEG is the heat capacity of exhaust gas
  • mEG is the mass flow rate of exhaust gas
  • t TG is the preset value of regeneration temperature
  • t docup is the upstream temperature of DOC.
  • S203 Add the feedforward fuel amount value and the feedback fuel amount value to obtain the total fuel amount value that the HC injection device 102 needs to inject, so that the electronic control unit controls the HC injection device 102 to perform injection according to the total fuel amount value, and improves by burning fuel
  • the temperature of the exhaust gas allows the temperature upstream of the DPF to increase to the preset value of the regeneration temperature.
  • the accuracy of the basic value of the feedforward oil quantity is low; moreover, the increase value of the feedforward oil quantity is obtained by simple calculation, which leads to The accuracy of the fuel feed amount increase value is low, and therefore, the accuracy of the feedforward oil amount value determined based on the feedforward oil amount base value and the feedforward oil amount increase value is also low, which in turn causes the HC injection device to inject The accuracy of the total oil value is also low. In this way, if the total oil amount injected by the HC injection device exceeds the oil amount required by the DPF upstream temperature to reach the preset regeneration temperature value, it will cause the DPF upstream temperature to exceed the preset regeneration temperature value.
  • DPF burns down the downstream device of the DPF; if the total oil amount injected by the HC injection device is lower than the oil amount required by the upstream temperature of the DPF to reach the preset value of the regeneration temperature, the DPF will be incompletely regenerated, resulting in frequent regeneration. At this time, frequent regeneration will not only increase fuel consumption, but also reduce the service life of DPF.
  • a DPF upstream temperature control method including: according to the preset value of the regeneration temperature, the current diesel particulate trap DPF upstream temperature value and the current diesel engine
  • the upstream temperature value of the DOC of the oxidation catalyst is obtained by using a physical model; the physical model is a physical model that simulates the combustion process of the DOC heating the upstream temperature value of the DPF to the preset value of the regeneration temperature ; Based on the feedforward oil value and feedback oil value, get the total oil value; send the total oil value to the hydrocarbon injection device, so that the hydrocarbon injection device according to the total oil amount Fuel injection to make the upstream temperature value of the DPF reach the preset value of the regeneration temperature.
  • the physical model is used to obtain the feed-forward oil amount value.
  • the combustion process of heating the DPF upstream temperature value to the regeneration temperature preset value is simulated in the DOC, and the feed-forward oil is obtained according to the fuel amount required by the combustion process Magnitude.
  • the physical model can accurately simulate the combustion process of heating the DPF upstream temperature value to the preset value of the regeneration temperature according to the current DPF upstream temperature value and the current DOC upstream temperature value, it is possible to accurately according to the simulation
  • the combustion process obtains the feed-forward oil value, which improves the accuracy of the feed-forward oil value, so as to improve the accuracy of the total oil amount that the HC injection device needs to inject, and can avoid the temperature of the DPF upstream obtained by control exceeding or below.
  • the regeneration temperature is preset so as to avoid burning down the downstream devices of the DPF due to excessively high temperature or frequent regeneration due to excessively low temperature.
  • this figure is a flowchart of an implementation manner of a method for controlling an upstream temperature of a DPF provided by an embodiment of the present application.
  • the preset value of the regeneration temperature can be set in advance.
  • the preset regeneration temperature may be set according to the temperature required for regeneration by the DPF.
  • the current DPF upstream temperature value can be obtained by the DPF upstream temperature sensor.
  • the current DOC upstream temperature value can be obtained by the DOC upstream temperature sensor.
  • the physical model simulates the combustion process of the DOC heating the DPF upstream temperature value to the preset regeneration temperature value, which may be specifically as follows: First, the physical model is based on the current DOC upstream temperature value and the current The DPF upstream temperature value simulates the current state of the DOC; then, the physical model simulates the combustion process in which the DOC heats the DPF upstream temperature value to the preset regeneration temperature value based on the preset regeneration temperature value and the current state of the DOC.
  • the physical model can accurately simulate the DOC and accurately heat the DPF upstream temperature value to the DOC
  • the combustion process up to the preset value of the regeneration temperature is simulated so that the feedforward fuel amount value can be accurately obtained according to the fuel amount required by the combustion process. Therefore, in this application, S301 can accurately simulate the combustion process of heating the DPF upstream temperature value to the preset value of the regeneration temperature according to the current DPF upstream temperature value and the current DOC upstream temperature value, so that it can accurately according to the simulated combustion
  • the process obtains the value of the feedforward oil quantity, thereby improving the accuracy of the feedforward oil quantity value.
  • S302 Obtain a total oil amount value according to the feedforward oil amount value and the feedback oil amount value.
  • the feedback oil quantity value can be obtained by using the PID algorithm.
  • the specific process may be: according to the difference between the preset value of the regeneration temperature and the current upstream temperature value of the DPF, the PID algorithm is used to obtain the feedback oil quantity value.
  • S302 may specifically be: obtaining a total oil quantity value according to a sum of the feed-forward oil quantity value and the feedback oil quantity value.
  • S302 may specifically be: obtaining the total oil amount value according to the feed-forward oil amount value, the feedback oil amount value, the first weight value, and the second weight value .
  • the first weight value may be preset.
  • the first weight value may be preset according to the proportion of the influence of the feed-forward oil quantity value on the total oil quantity value.
  • the second weight value can be set in advance.
  • the second weight value may be preset in accordance with the proportion of the influence of the feedback oil quantity value on the total oil quantity value.
  • the formula for calculating the total oil value can be:
  • Total oil value first weight value ⁇ feedforward oil value + second weight value ⁇ feedback oil value.
  • S303 Send the total oil amount value to the hydrocarbon injection device, so that the hydrocarbon injection device injects fuel according to the total oil amount value, so that the upstream temperature value of the DPF reaches the regeneration temperature default value.
  • the HC injection device When the HC injection device receives the total fuel amount, the HC injection device will inject fuel according to the total fuel amount to burn the fuel in the DOC so as to heat the exhaust gas in the DOC so that the temperature value of the DPF upstream reaches the regeneration Temperature preset value.
  • the method for controlling the upstream temperature of the DPF inputs the preset value of the regeneration temperature, the current upstream temperature value of the DPF and the current upstream temperature value of the DOC to the physical model, and uses the physical model to obtain the feedforward oil amount value. Moreover, when using the physical model to obtain the feed-forward fuel amount value, the combustion process of heating the DPF upstream temperature value to the regeneration temperature preset value is simulated in the DOC, and the feed-forward oil is obtained according to the fuel amount required by the combustion process Magnitude.
  • the physical model can accurately simulate the combustion process of heating the DPF upstream temperature value to the preset value of the regeneration temperature according to the current DPF upstream temperature value and the current DOC upstream temperature value, it is possible to accurately according to the simulation
  • the combustion process obtains the feed-forward oil value, which improves the accuracy of the feed-forward oil value, so as to improve the accuracy of the total oil amount that the HC injection device needs to inject, and can avoid the temperature of the DPF upstream obtained by control exceeding or below.
  • the regeneration temperature is preset so as to avoid burning down the downstream devices of the DPF due to excessively high temperature or frequent regeneration due to excessively low temperature.
  • the present application also provides another embodiment of the method for controlling the upstream temperature of the DPF, which will be explained and explained below with reference to the drawings.
  • Method embodiment 2 is improved on the basis of method embodiment 1.
  • the content of method embodiment 2 is the same as that of method embodiment 1, which will not be repeated here.
  • this figure is a flowchart of another implementation manner of a method for controlling the upstream temperature of a DPF provided by an embodiment of the present application.
  • a PID algorithm is used to obtain a feedback oil quantity value by using a proportional integral derivative arithmetic PID algorithm.
  • the content of S404 is the same as the content of S302, and will not be repeated here.
  • S405 Send the total oil amount value to the hydrocarbon injection device, so that the hydrocarbon injection device injects fuel according to the total oil amount value, so that the upstream temperature value of the DPF reaches the regeneration temperature default value.
  • the content of S405 is the same as the content of S303, and will not be repeated here.
  • S401 can adopt many different implementation manners, and the specific implementation manners of S401 will be introduced in turn below.
  • FIG. 5 is a flowchart of an implementation manner of S401 provided by an embodiment of the present application.
  • S401 may specifically be:
  • S4011 Divide the DOC into N DOC sub-blocks; where N is a positive integer and N ⁇ 2.
  • the temperature in the DOC is different, especially in the direction of the exhaust gas flow in the DOC, the temperature in different places is different.
  • the DOC in order to further improve the accuracy of the physical model for simulating DOC, the DOC can be divided into multiple DOC sub-blocks along the direction of exhaust gas flow, so as to simulate the process of fuel combustion on each DOC sub-block, thereby improving the The accuracy of the physical model further improves the accuracy of the feedforward oil value.
  • FIG. 6 is a schematic structural diagram of dividing a DOC into 6 DOC sub-blocks provided by an embodiment of the present application.
  • the DOC shown in FIG. 6 includes a first DOC sub-block 501, a second DOC sub-block 502, a third DOC sub-block 503, a fourth DOC sub-block 504, a fifth DOC sub-block 505, and a sixth DOC sub-block 506. Moreover, the current state is different between every two DOC sub-blocks.
  • the exhaust gas passes through the first DOC sub-block 501, the second DOC sub-block 502, the third DOC sub-block 503, the fourth DOC sub-block 504, the fifth DOC sub-block 505, and the sixth DOC sub-block 506 in sequence.
  • the value of N can be set in advance, and the larger the value of N, the closer the DOC simulated by the physical model is to the actual DOC, so that the accuracy of the physical model is higher.
  • N the complexity of the physical model will also increase, and the calculation amount of using the physical model to obtain the relevant parameters of the combustion process will also increase. At this time, if the process is performed by the electronic control unit, The load of the electronic control unit will also increase. Therefore, in practical applications, the value of N can be set according to the accuracy requirements of the physical model and the load rate of the electronic control unit.
  • S4012 Set the current DPF upstream temperature value to the initial downstream temperature value of the Nth DOC sub-block.
  • S4012 may specifically be: setting the current DPF upstream temperature value as the initial downstream temperature value of the sixth DOC sub-block 506.
  • FIG. 7 is a flowchart of an implementation manner of S4013 provided by an embodiment of the present application.
  • S4013 may specifically be:
  • S40131 Obtain the initial downstream temperature value of the N-1th DOC sub-block according to the initial downstream temperature value of the N-th DOC sub-block.
  • S40132 Obtain the initial downstream temperature value of the N-2 DOC sub-block according to the initial downstream temperature value of the N-1 DOC sub-block.
  • S40133 Obtain the initial downstream temperature value of the N-3 DOC sub-block according to the initial downstream temperature value of the N-2 DOC sub-block.
  • S40134 Obtain the initial downstream temperature value of the second DOC sub-block according to the initial downstream temperature value of the third DOC sub-block.
  • S40135 Obtain the initial downstream temperature value of the first DOC sub-block according to the initial downstream temperature value of the second DOC sub-block.
  • S4013 may also be specifically: according to the initial downstream temperature value of the Ni-th DOC sub-block and the first heat dissipation parameter, obtain the Ni-th The initial downstream temperature value of -1 DOC sub-blocks; where, i is a positive integer, and 0 ⁇ i ⁇ N-2.
  • the first heat dissipation parameters include: DOC external ambient temperature value, heat dissipation factor and exhaust heat capacity.
  • the first heat dissipation parameter may be set in advance, or may be determined according to the specific state of the engine.
  • the initial downstream temperature value of the N-i-1th DOC sub-block is obtained according to the initial downstream temperature value of the N-i-th DOC sub-block and the first heat dissipation parameter, and the calculation formula is as follows:
  • t Ni-1 t Ni +((t Ni -t env ) ⁇ facHeatLoss) ⁇ CpEG (1)
  • t Ni-1 is the initial downstream temperature value of the Ni-1th DOC sub-block
  • t Ni is the initial downstream temperature value of the Nith DOC sub-block
  • t env is the external temperature value of DOC
  • facHeatLoss is the heat dissipation factor
  • CpEG is the exhaust heat capacity.
  • S4014 Set the current upstream temperature value of the DOC to the upstream temperature value of the first DOC sub-block; the upstream temperature value of the DOC is the temperature value when the exhaust gas enters the DOC.
  • S4014 may specifically be: setting the current upstream temperature value of the DOC as the upstream temperature value of the first DOC sub-block.
  • S4015 Obtain the fuel demand of each DOC sub-block and the actual downstream temperature of each DOC sub-block in order from front to back.
  • FIG. 8 is a flowchart of an implementation manner of S4015 provided by an embodiment of the present application.
  • S4015a Obtain the fuel demand of the first DOC sub-block based on the upstream temperature value of the first DOC sub-block and the initial downstream temperature value of the first DOC sub-block.
  • S4015b Obtain the actual downstream temperature value of the first DOC sub-block according to the upstream temperature value of the first DOC sub-block and the fuel demand of the first DOC sub-block.
  • S4015c The actual downstream temperature value of the first DOC sub-block is used as the upstream temperature value of the second DOC sub-block.
  • S4015d Obtain the fuel demand of the second DOC sub-block based on the upstream temperature value of the second DOC sub-block and the initial downstream temperature value of the second DOC sub-block.
  • S4015e Obtain the actual downstream temperature value of the second DOC sub-block based on the upstream temperature value of the second DOC sub-block and the fuel demand of the second DOC sub-block.
  • S4015i The actual downstream temperature value of the third DOC sub-block is taken as the upstream temperature value of the fourth DOC sub-block.
  • S4015j Obtain the fuel demand of the N-1th DOC sub-block based on the upstream temperature value of the N-1th DOC sub-block and the initial downstream temperature value of the N-1 DOC sub-block.
  • S4015l The actual downstream temperature value of the N-1th DOC sub-block is taken as the upstream temperature value of the Nth DOC sub-block.
  • the fuel demand of the jth DOC sub-block is obtained, where j is a positive integer and 1 ⁇ j ⁇ N-1, the specific can be:
  • the fuel demand of the jth DOC sub-block is obtained, where j is a positive integer, And 1 ⁇ j ⁇ N.
  • the second heat dissipation parameters include: DOC external ambient temperature value, heat dissipation factor, exhaust heat capacity and fuel heat value.
  • the second heat dissipation parameter may be set in advance, or may be determined according to the specific state of the engine.
  • the fuel of the jth DOC sub-block is obtained based on the upstream temperature value of the jth DOC sub-block, the initial downstream temperature value of the jth DOC sub-block, and the second heat dissipation parameter Demand, its calculation formula is as follows:
  • Q j is the fuel demand of the j th DOC sub-block
  • t j is the initial downstream temperature value of the jth DOC sub-block
  • t env is the external temperature value of DOC
  • facHeatLoss is the heat dissipation factor
  • tup j is the upstream temperature value of the jth DOC sub-block
  • CpEG is the exhaust heat capacity
  • facFu is the calorific value of fuel.
  • the fuel calorific value can be determined according to the type of fuel.
  • the actual downstream temperature value of the jth DOC sub-block is obtained, where j It is a positive integer, and 1 ⁇ j ⁇ N-1.
  • the third heat dissipation parameters include: DOC external ambient temperature value, heat dissipation factor, exhaust heat capacity and fuel heat value.
  • the third heat dissipation parameter may be set in advance, or may be determined according to the specific state of the engine.
  • the actual downstream temperature value of the j-th DOC sub-block is obtained according to the upstream temperature value of the j-th DOC sub-block, the fuel demand of the j-th DOC sub-block, and the third heat dissipation parameter ,
  • the calculation formula is as follows:
  • T j (Q j ⁇ facFu+t env ⁇ facHeatLoss+tup j ⁇ CpEG) ⁇ (facHeatLoss+CpEG) (3)
  • T j is the actual downstream temperature value of the j th DOC sub-block
  • Q j is the fuel demand of the jth DOC sub-block
  • facFu is the fuel calorific value
  • t env is the external temperature value of DOC
  • facHeatLoss is the heat dissipation factor
  • tup j is the upstream temperature value of the jth DOC sub-block
  • CpEG is the exhaust heat capacity.
  • the fuel calorific value can be determined according to the type of fuel.
  • S4016 may be specifically: adding the fuel demand of the first DOC sub-block to the fuel demand of the N-th DOC sub-block to obtain a feed-forward fuel amount value.
  • S4016 may specifically be: obtaining the feedforward fuel quantity value according to the fuel demand and fuel conversion efficiency of all the DOC sub-blocks; wherein , The fuel demand of the DOC sub-block corresponds to the fuel conversion efficiency.
  • Q all is the feedforward oil value
  • Q j is the fuel demand of the jth DOC sub-block
  • e j is the fuel conversion efficiency corresponding to the fuel demand corresponding to the jth DOC sub-block
  • the DOC can be divided into two or more DOC sub-blocks, and the fuel demand and actual downstream temperature of each DOC sub-block can be calculated in order, so that According to the fuel demand of all DOC sub-blocks, the feed-forward fuel quantity of the DOC is accurately obtained.
  • S401 may specifically be:
  • S401a Divide the DOC into two DOC sub-blocks: a first DOC sub-block and a second DOC sub-block.
  • S401b Set the current upstream temperature value of the DPF as the initial downstream temperature value of the second DOC sub-block.
  • S401c Obtain the initial downstream temperature value of the first DOC sub-block according to the initial downstream temperature value of the second DOC sub-block.
  • S401d Set the current upstream temperature value of the DOC to the upstream temperature value of the first DOC sub-block.
  • S401e Obtain the fuel demand of the first DOC sub-block according to the upstream temperature value of the first DOC sub-block and the initial downstream temperature value of the first DOC sub-block.
  • S401f Obtain the actual downstream temperature value of the first DOC sub-block according to the upstream temperature value of the first DOC sub-block and the fuel demand of the first DOC sub-block.
  • S401g Set the actual downstream temperature value of the first DOC sub-block to the upstream temperature value of the second DOC sub-block.
  • S401h Obtain the fuel demand of the second DOC sub-block according to the upstream temperature value of the second DOC sub-block and the initial downstream temperature value of the second DOC sub-block.
  • S401i Obtain the actual downstream temperature value of the second DOC sub-block according to the upstream temperature value of the second DOC sub-block and the fuel demand of the second DOC sub-block.
  • S401j Obtain the feedforward fuel quantity value according to the fuel demand of the first DOC sub-block and the fuel demand of the second DOC sub-block.
  • S402 may specifically include: inputting the preset regeneration temperature value, the current DPF upstream temperature value, and the current DOC upstream temperature value as input parameters into the physical model built in S401, so as to obtain the feedforward oil amount value.
  • the physical model built by S401 can accurately simulate the combustion process of DOC, the physical model built by S401 can accurately obtain the feed-forward oil amount, so as to accurately obtain the accuracy of the total oil amount value, and can avoid DPF
  • the upstream temperature exceeds the preset value of the regeneration temperature, thereby avoiding burning down the downstream device of the DPF due to excessive temperature.
  • the first temperature value may be preset, or may be determined according to the preset value of the regeneration temperature.
  • S403 may specifically be: according to the difference between the preset regeneration temperature value and the current upstream temperature value of the DPF, a proportional integral differential operation PID algorithm is used To get the feedback oil value.
  • S403 may specifically be: first, the preset value of the regeneration temperature, the current DPF upstream temperature value, and the current DOC upstream temperature value are obtained using a physical model to obtain the last one The actual downstream temperature of the DOC sub-block; then, based on the difference between the actual downstream temperature value of the last DOC sub-block and the current DPF upstream temperature value, a proportional integral derivative PID algorithm is used to obtain the feedback oil value.
  • S403 may specifically be: according to the difference between the actual downstream temperature value of the second DOC sub-block and the current DPF upstream temperature value, using proportional integral Differential operation PID algorithm to get the feedback oil value.
  • the DPF upstream temperature control method divides the DOC into two or more DOC sub-blocks, and uses the combustion process of different DOC sub-blocks to simulate the combustion process at different positions in the actual DOC, so as to simulate the DOC
  • the physical model can more accurately simulate the combustion process in the actual DOC, so as to obtain a more accurate feedforward oil value according to the combustion process, can improve the accuracy of the total oil value, and can avoid the temperature of the DPF upstream obtained by control exceeding or It is lower than the preset value of the regeneration temperature, thereby avoiding burning down the downstream devices of the DPF due to too high temperature or frequent regeneration due to too low temperature.
  • this method further improves the accuracy of the feed-forward fuel quantity value according to the fuel demand of each DOC sub-block and its corresponding fuel conversion efficiency, thereby further improving the accuracy of the total fuel quantity value and avoiding DPF
  • the upstream temperature exceeds the preset value of the regeneration temperature, thereby avoiding burning down the downstream device of the DPF due to excessive temperature.
  • the method for controlling the upstream temperature of the DPF provided in the embodiment of the present application also obtains the actual downstream temperature of the last DOC sub-block by using a physical model, so as to be based on the difference between the actual downstream temperature of the last DOC sub-block and the current DPF upstream temperature value Value, using the proportional integral derivative PID algorithm to obtain the feedback oil value.
  • the accuracy of the feedback oil quantity can be improved, so that the accuracy of the total oil quantity value can be improved, and the upstream temperature of the DPF can be prevented from exceeding the preset value of the regeneration temperature, thereby avoiding burning down the downstream device of the DPF due to excessive temperature.
  • the embodiment of the present application also provides another implementation method of the DPF upstream temperature control method, which will be explained and explained below with reference to the drawings.
  • Method Embodiment 3 is an improvement based on Method Embodiment 2 or Method Embodiment 1.
  • Method Embodiment 1 For the sake of brevity, the following will be explained and explained by taking the improvement based on Method Embodiment 1 as an example. Among them, method embodiment 3 and method embodiment 1 have the same content, which will not be repeated here.
  • FIG. 10 is a flowchart of still another implementation manner of the method for controlling the upstream temperature of the DPF provided by the embodiment of the present application.
  • S901 Obtain a preset value of regeneration temperature according to the current upstream temperature of the DPF.
  • S901 may specifically be: obtaining a preset value of the regeneration temperature according to the sum of the current upstream temperature of the DPF and the second increment; wherein the second increment is greater than 0, and the second increment may be a smaller value.
  • S901 may specifically be: obtaining the preset regeneration temperature value according to the sum of the current DPF upstream temperature 400°C and the second increment value 10°C 410°C.
  • S902 According to the preset value of the regeneration temperature, the current upstream temperature value of the diesel particulate trap DPF and the current upstream temperature value of the DOC of the diesel oxidation catalyst, a physical model is used to obtain the feedforward oil amount value; A physical model constructed by simulating the combustion process of heating the temperature value upstream of the DPF to the preset value of the regeneration temperature.
  • the content of S902 is the same as the content of S301 and will not be repeated here.
  • S903 Obtain a total oil quantity value according to the feedforward oil quantity value and the feedback oil quantity value.
  • the content of S903 is the same as the content of S302, and will not be repeated here.
  • S904 Send the total oil amount value to a hydrocarbon injection device, so that the hydrocarbon injection device injects fuel according to the total oil amount value, so that the upstream temperature value of the DPF reaches the preset regeneration temperature value.
  • the content of S904 is the same as the content of S303, and will not be repeated here.
  • S906 Determine whether the updated DPF upstream temperature value reaches the regeneration temperature target value. If yes, execute S909; if no, execute S907.
  • the regeneration temperature target value is a temperature value required for regeneration of the DPF.
  • the regeneration temperature target value is 600°C.
  • S907 Summing up according to the preset regeneration temperature value and the first increment value to obtain the updated preset regeneration temperature value.
  • the first value-added can be obtained according to a specific law.
  • the first temperature value may be a fixed value or a non-fixed value.
  • S907 may specifically be: the updated preset regeneration temperature value is the sum of the regeneration temperature value and the fixed value.
  • the preset value of the regeneration temperature corresponding to each period increases by a fixed temperature step.
  • S907 may specifically be: the updated regeneration temperature preset value is the sum of the regeneration temperature value and the non-fixed value.
  • the preset value of the regeneration temperature corresponding to each period increases in a non-fixed temperature step.
  • S908 Obtain the preset regeneration temperature value and the current DPF upstream temperature value respectively according to the updated preset regeneration temperature value and the updated DPF upstream temperature value, so as to return to execution S902.
  • the method for controlling the upstream temperature of the DPF uses a physical model to obtain the feed-forward oil value according to a preset period, and the preset value of the regeneration temperature corresponding to each period is increased by a fixed temperature step, or non-fixed
  • the temperature step size is increased so that the upstream temperature of the DPF gradually approaches the regeneration temperature target value, and when the regeneration temperature target value is reached, the control process of the upstream temperature of the DPF is ended.
  • periodically controlling the upstream temperature of the DPF to be close to the target value of the regeneration temperature can avoid that the upstream temperature of the DPF obtained by the control exceeds or falls below the target value of the regeneration temperature during the adjustment process, thereby avoiding burning down the downstream device of the DPF due to excessive temperature Or too low to cause incomplete DPF regeneration; at the same time, it also avoids fuel waste caused by the DPF upstream temperature exceeding the regeneration temperature target value during the adjustment process, thereby improving fuel utilization; at the same time, it also prevents the DPF upstream temperature from being adjusted The process exceeds the regeneration temperature target value, resulting in a longer adjustment time, thereby shortening the time required to reach the regeneration temperature target value, and improving the efficiency of temperature control.
  • the DOC periodically controls the HC injection device to inject fuel, which avoids waste of fuel due to insufficient combustion due to excessive fuel injection, thereby improving fuel utilization.
  • an embodiment of the present application further provides a device for controlling the upstream temperature of the DPF, which will be explained and explained below with reference to the drawings.
  • FIG. 11 is a schematic structural diagram of a DPF upstream temperature control device provided by an embodiment of the present application.
  • the first obtaining unit 1001 is configured to obtain a feed-forward fuel quantity value using a physical model according to a preset value of the regeneration temperature, a current upstream temperature value of the diesel particulate trap DPF and a current upstream temperature value of the DOC of the diesel oxidation catalyst. It is a physical model for simulating the combustion process of DOC heating the upstream temperature value of the DPF to the preset value of the regeneration temperature;
  • the second obtaining unit 1002 is configured to obtain a total oil amount value according to the feedforward oil amount value and the feedback oil amount value;
  • the sending unit 1003 is configured to send the total oil amount value to a hydrocarbon injection device, so that the hydrocarbon injection device injects fuel according to the total oil amount value, so that the upstream temperature value of the DPF reaches the Regeneration temperature preset value.
  • the first acquiring unit 1001 includes:
  • a first setting subunit configured to set the current upstream temperature value of the DPF to the initial downstream temperature value of the second DOC sub-block;
  • a first obtaining subunit configured to obtain the initial downstream temperature value of the first DOC sub-block according to the initial downstream temperature value of the second DOC sub-block;
  • a second setting subunit configured to set the current upstream temperature value of the DOC to the upstream temperature value of the first DOC sub-block
  • a second obtaining subunit configured to obtain the fuel demand of the first DOC sub-block according to the upstream temperature value of the first DOC sub-block and the initial downstream temperature value of the first DOC sub-block;
  • a third obtaining subunit configured to obtain the actual downstream temperature value of the first DOC sub-block according to the upstream temperature value of the first DOC sub-block and the fuel demand of the first DOC sub-block;
  • a third setting subunit configured to set the actual downstream temperature value of the first DOC subblock to the upstream temperature value of the second DOC subblock;
  • a fourth obtaining subunit configured to obtain the fuel demand of the second DOC sub-block according to the upstream temperature value of the second DOC sub-block and the initial downstream temperature value of the second DOC sub-block;
  • a fifth obtaining subunit configured to obtain the actual downstream temperature value of the second DOC sub-block according to the upstream temperature value of the second DOC sub-block and the fuel demand of the second DOC sub-block;
  • the sixth obtaining subunit is configured to obtain the feedforward fuel quantity value according to the fuel demand of the first DOC sub-block and the fuel demand of the second DOC sub-block.
  • the DPF upstream temperature control device in order to improve the accuracy of the feedback oil quantity value and thus the accuracy of the total oil quantity value, the DPF upstream temperature control device provided in this application further includes:
  • the third obtaining unit is configured to obtain a feedback oil quantity value by using a PID algorithm of proportional integral differentiation based on the difference between the actual downstream temperature value of the second DOC sub-block and the current upstream temperature value of the DPF.
  • the sixth obtaining subunit specifically includes:
  • the first acquiring unit 1001 includes:
  • the preset value of the regeneration temperature corresponding to each cycle is increased by a fixed temperature step, or increased by a non-fixed temperature step.
  • the preset value of the regeneration temperature The value range is from the current upstream temperature value of the DPF to the regeneration temperature target value.
  • the DPF upstream temperature control device includes: a first acquisition unit 1001, a second acquisition unit 1002, and a transmission unit 1003.
  • the device uses a preset regeneration temperature value, a current DPF upstream temperature value, and a current DOC upstream temperature value Input to the physical model and use the physical model to obtain the feedforward oil value.
  • the combustion process of heating the DPF upstream temperature value to the regeneration temperature preset value is simulated in the DOC, and the feed-forward oil is obtained according to the fuel amount required by the combustion process Magnitude.
  • the physical model can accurately simulate the combustion process of heating the DPF upstream temperature value to the preset value of the regeneration temperature according to the current DPF upstream temperature value and the current DOC upstream temperature value, it can accurately according to the simulation
  • the combustion process obtains the feed-forward oil value, which improves the accuracy of the feed-forward oil value, so as to improve the accuracy of the total oil amount that the HC injection device needs to inject, and can avoid the temperature of the DPF upstream obtained by control exceeding or below.
  • the regeneration temperature is preset so as to avoid burning down the downstream devices of the DPF due to excessively high temperature or frequent regeneration due to excessively low temperature.
  • an embodiment of the present application also provides a vehicle, which will be explained and explained below with reference to the drawings.
  • FIG. 12 is a schematic structural diagram of a vehicle provided by an embodiment of the present application.
  • the vehicle provided by the embodiment of the present application includes: a DPF upstream temperature control device 1101; wherein, the DPF upstream temperature control device 1101 may be any one of the DPF upstream temperature control devices described in the foregoing embodiments.
  • the vehicle provided by the embodiment of the present application includes the DPF upstream temperature control device 1101. Therefore, the vehicle can input the preset value of the regeneration temperature, the current DPF upstream temperature value, and the current DOC upstream temperature value into the physical model, and obtain the front Fuel feed value. Moreover, when using the physical model to obtain the feed-forward fuel amount value, the combustion process of heating the DPF upstream temperature value to the regeneration temperature preset value is simulated in the DOC, and the feed-forward oil is obtained according to the fuel amount required by the combustion process Magnitude.
  • the physical model can accurately simulate the combustion process of heating the DPF upstream temperature value to the preset value of the regeneration temperature according to the current DPF upstream temperature value and the current DOC upstream temperature value, so that the simulation can be accurately based on the simulation
  • the combustion process obtains the feed-forward oil value, which improves the accuracy of the feed-forward oil value, so as to improve the accuracy of the total oil amount that the HC injection device needs to inject, and can avoid the temperature of the DPF upstream obtained by control exceeding or below.
  • the regeneration temperature is preset so as to avoid burning down the downstream devices of the DPF due to excessively high temperature or frequent regeneration due to excessively low temperature.
  • At least one (item) refers to one or more, and “multiple” refers to two or more.
  • “And/or” is used to describe the association relationship of related objects, indicating that there can be three kinds of relationships, for example, “A and/or B” can mean: there are only A, only B, and A and B at the same time , Where A and B can be singular or plural.
  • the character “/” generally indicates that the related object is a "or” relationship.
  • At least one of the following” or a similar expression refers to any combination of these items, including any combination of a single item or a plurality of items.
  • At least one (a) of a, b or c can be expressed as: a, b, c, "a and b", “a and c", “b and c", or "a and b and c ", where a, b, c can be a single or multiple.

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Abstract

一种DPF（105）上游温度的控制方法、装置及车辆，通过将再生温度预设值、当前DPF（105）上游温度值和当前DOC（103）上游温度值输入物理模型，以便获得前馈油量值。物理模型能够模拟在DOC（103）中将DPF（105）上游温度值加热至再生温度预设值的燃烧过程，以便根据燃烧过程所需的燃油量获得前馈油量值。

Description

一种DPF上游温度的控制方法、装置及车辆 技术领域
本申请涉及车辆技术领域，尤其涉及一种DPF上游温度的控制方法、装置及车辆。
背景技术
随着车辆技术的快速发展，为了减少车辆使用时对空气造成污染，发动机的废气处理越来越重要，尤其是柴油机的废气处理越来越重要。
柴油机的废气处理***包括：柴油机氧化催化器(diesel oxidation catalyst，DOC)、碳氢化合物(hydrocarbon，HC)喷射装置、柴油机颗粒捕集器(Diesel Particulate Filter，DPF)、DPF上游温度传感器及DOC上游温度传感器等。其中，DOC用于将废气中的NO转化为NO 2，并氧化HC和CO。DPF用于捕集废气中的颗粒，以便减少发动机颗粒的排放。DPF上游温度传感器用于获得DPF上游温度，也就是进入DPF的废气的温度。DOC上游温度传感器用于获得DOC上游温度，也就是进入DOC的废气的温度。
然而，由于DPF中可容纳的颗粒是有限的，因而，为了保证DPF能够正常捕集颗粒，当DPF内的颗粒累积到一定值时，需要对DPF进行再生。而且，DPF进行再生的过程具体可以为：当DOC上游温度达到燃油燃点时，电控单元(Electronic Control Unit，ECU)控制位于DOC上游的HC喷射装置进行燃油喷射，以使该燃油在DOC中燃烧，以便将DPF上游温度提升至再生温度预设值，从而对DPF内已被捕集的颗粒进行氧化，以使DPF重新获得捕集颗粒的能力。其中，再生温度预设值是指DPF进行再生时所需的温度值。
在DPF再生过程中，控制DPF上游温度达到再生温度预设值十分重要。在现有技术中，DPF上游温度的控制方法为：
首先，基于当前废气质量流量及DOC上游温度的映射表，获得前馈油量基础值；根据再生温度预设值、DOC上游温度、废气质量流量及排气热容，获得的前馈油量增加值；并将前馈油量基础值与前馈油量增加值相加，得到前 馈油量值；然后，根据再生温度预设值和DPF上游温度传感器采集的温度值，并利用比例积分微分(proportional-integral-differential，PID)算法，得到反馈油量值；最后，将前馈油量值和反馈油量值相加得到HC喷射装置需要喷射的总油量值，以便电控单元根据总油量值控制HC喷射装置进行喷射，并通过燃烧燃油提高废气的温度，使得DPF上游温度能够提升至再生温度预设值。
然而，在上述的控制方法中，由于前馈油量基础值是通过映射表查询获取的，导致前馈油量基础值的精确度较低；而且，前馈油量增加值是通过简单计算获得的，导致前馈油量增加值的精确度较低，因而，导致根据前馈油量基础值和前馈油量增加值确定的前馈油量值的精确度也较低，进而导致HC喷射装置需要喷射的总油量值的精确度也较低。如此，如果HC喷射装置喷射的总油量值超过了DPF上游温度达到再生温度预设值所需的油量值时，将导致DPF上游温度超过再生温度预设值，此时，容易因温度过高而烧坏DPF的下游装置；另外，如果HC喷射装置喷射的总油量值低于DPF上游温度达到再生温度预设值所需的油量值时，DPF会再生不完全，将导致频繁再生。此时，频繁再生不仅将增加燃油消耗量，还将降低DPF的使用寿命。
发明内容
为了解决现有技术中存在的以上技术问题，本申请提供一种DPF上游温度的控制方法、装置及车辆，通过提高前馈油量值的精确度，提高总油量值的精确度，能够避免经过控制得到的DPF上游温度超过或低于再生温度预设值，进而避免了因温度过高而烧坏DPF的下游装置或温度过低导致频繁再生。
为了实现上述目的，本申请提供的技术方案如下：
本申请提供一种DPF上游温度的控制方法，包括：
根据再生温度预设值、当前柴油机颗粒捕集器DPF上游温度值和当前柴油机氧化催化器DOC上游温度值，利用物理模型获取前馈油量值；所述物理模型是对DOC将所述DPF上游温度值加热至所述再生温度预设值的燃烧过程进行模拟搭建的物理模型；
根据所述前馈油量值和反馈油量值，得到总油量值；
将所述总油量值发送至碳氢化合物喷射装置，使所述碳氢化合物喷射装置根据所述总油量值控制碳氢化合物喷射装置喷射燃油，以使所述DPF上游温 度值达到所述再生温度预设值。
可选的，所述对DOC将所述DPF上游温度值加热至所述再生温度预设值时的燃烧过程进行模拟搭建的物理模型包括：
将DOC划分成以下至少两个DOC子块：第一DOC子块和第二DOC子块；
将所述当前DPF上游温度值设定为第二DOC子块的初始下游温度值；
根据所述第二DOC子块的初始下游温度值，得到第一DOC子块的初始下游温度值；
将所述当前DOC上游温度值设定为第一DOC子块的上游温度值；
根据所述第一DOC子块的上游温度值和所述第一DOC子块的初始下游温度值，得到所述第一DOC子块的燃油需求量；
根据所述第一DOC子块的上游温度值和所述第一DOC子块的燃油需求量，得到所述第一DOC子块的实际下游温度值；
将所述第一DOC子块的实际下游温度值设定为第二DOC子块的上游温度值；
根据所述第二DOC子块的上游温度值和所述第二DOC子块的初始下游温度值，得到所述第二DOC子块的燃油需求量；
根据所述第二DOC子块的上游温度值和所述第二DOC子块的燃油需求量，得到所述第二DOC子块的实际下游温度值；
根据所述第一DOC子块的燃油需求量和所述第二DOC子块的燃油需求量，得到所述前馈油量值。
可选的，所述根据所述前馈油量值和反馈油量值，得到总油量值之前，还包括：
根据所述第二DOC子块的实际下游温度值和当前DPF上游温度值的差值，利用比例积分微分运算PID算法，得到反馈油量值。
可选的，所述根据所述第一DOC子块的燃油需求量和所述第二DOC子块的燃油需求量，得到所述前馈油量值，具体包括：
根据所述第一DOC子块的燃油需求量以及相应的第一燃油转化率，和所述第二DOC子块的燃油需求量以及相应的第二燃油转化率，得到所述前馈油量值。
可选的，所述利用物理模型获取前馈油量值为：
按照预设周期利用物理模型获取前馈油量值，每个周期对应的所述再生温度预设值以固定温度步长增加，或以非固定温度步长增加，所述再生温度预设值的取值区间为所述当前DPF上游温度值至再生温度目标值。
本申请还提供一种DPF上游温度的控制装置，包括：
第一获取单元，用于根据再生温度预设值、当前柴油机颗粒捕集器DPF上游温度值和当前柴油机氧化催化器DOC上游温度值，利用物理模型获取前馈油量值；所述物理模型是对DOC将所述DPF上游温度值加热至所述再生温度预设值的燃烧过程进行模拟搭建的物理模型；
第二获取单元，用于根据所述前馈油量值和反馈油量值，得到总油量值；
发送单元，用于将所述总油量值发送至碳氢化合物喷射装置，使所述碳氢化合物喷射装置根据所述总油量值喷射燃油，以使所述DPF上游温度值达到所述再生温度预设值。
可选的，所述第一获取单元，包括：
划分子单元，用于将DOC划分成以下至少两个DOC子块：第一DOC子块和第二DOC子块；
第一设定子单元，用于将所述当前DPF上游温度值设定为第二DOC子块的初始下游温度值；
第一获取子单元，用于根据所述第二DOC子块的初始下游温度值，得到第一DOC子块的初始下游温度值；
第二设定子单元，用于将所述当前DOC上游温度值设定为第一DOC子块的上游温度值；
第二获取子单元，用于根据所述第一DOC子块的上游温度值和所述第一DOC子块的初始下游温度值，得到所述第一DOC子块的燃油需求量；
第三获取子单元，用于根据所述第一DOC子块的上游温度值和所述第一DOC子块的燃油需求量，得到所述第一DOC子块的实际下游温度值；
第三设定子单元，用于将所述第一DOC子块的实际下游温度值设定为第二DOC子块的上游温度值；
第四获取子单元，用于根据所述第二DOC子块的上游温度值和所述第二DOC子块的初始下游温度值，得到所述第二DOC子块的燃油需求量；
第五获取子单元，用于根据所述第二DOC子块的上游温度值和所述第二DOC子块的燃油需求量，得到所述第二DOC子块的实际下游温度值；
第六获取子单元，用于根据所述第一DOC子块的燃油需求量和所述第二DOC子块的燃油需求量，得到所述前馈油量值。
可选的，还包括：
第三获取单元，用于根据所述第二DOC子块的实际下游温度值和当前DPF上游温度值的差值，利用比例积分微分运算PID算法，得到反馈油量值。
可选的，所述第六获取子单元，具体包括：
根据所述第一DOC子块的燃油需求量以及相应的第一燃油转化率，和所述第二DOC子块的燃油需求量以及相应的第二燃油转化率，得到所述前馈油量值。
可选的，所述第一获取单元，包括：
按照预设周期利用物理模型获取前馈油量值，每个周期对应的所述再生温度预设值以固定温度步长增加，或以非固定温度步长增加，所述再生温度预设值的取值区间为所述当前DPF上游温度值至再生温度目标值。
本申请还提供一种车辆，包括：上述提供的任一种所述的DPF上游温度的控制装置。
与现有技术相比，本申请至少具有以下优点：
本申请提供的DPF上游温度的控制方法，通过将再生温度预设值、当前DPF上游温度值和当前DOC上游温度值输入物理模型，利用物理模型获得前馈油量值。而且，当利用该物理模型获得前馈油量值时，通过在DOC中模拟将DPF上游温度值加热至再生温度预设值的燃烧过程，并根据该燃烧过程所需的燃油量获得前馈油量值。因而，在该方法中，由于物理模型能够根据当前DPF上游温度值和当前DOC上游温度值，精确地模拟将DPF上游温度值加热至再生温度预设值的燃烧过程，从而能够精确地根据该模拟的燃烧过程获得前馈油量值，从而提高了前馈油量值的精确度，以便提高HC喷射装置需要喷射的总油量的精确度，能够避免经过控制得到的DPF上游温度超过或低于再生温度预设值，进而避免了因温度过高而烧坏DPF的下游装置或温度过低导致频繁再生。
附图说明
为了更清楚地说明本申请实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请中记载的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为柴油机的废气处理装置的结构示意图；
图2为一种DPF上游温度的控制方法的流程图；
图3为本申请实施例提供的DPF上游温度的控制方法的一种实施方式的流程图；
图4为本申请实施例提供的DPF上游温度的控制方法的另一种实施方式的流程图；
图5为本申请实施例提供的S401的一种实施方式的流程图；
图6为本申请实施例提供的将DOC划分为6个DOC子块的结构示意图；
图7为本申请实施例提供的S4013的一种实施方式的流程图；
图8为本申请实施例提供的S4015的一种实施方式的流程图；
图9为本申请实施例提供的N＝2时S401的一种实施方式的流程图；
图10为本申请实施例提供的DPF上游温度的控制方法的又一种实施方式的流程图；
图11为本申请实施例提供的DPF上游温度的控制装置的结构示意图；
图12为本申请实施例提供的车辆的结构示意图。
具体实施方式
为了减少车辆排放的废气对空气造成污染，需要对发动机排放的废气进行废气处理。而且，废气处理过程通常包括：将废气中的NO转化为NO 2、将HC和CO进行氧化以及将废气中的颗粒进行过滤等处理过程。
为了便于解释和说明，下面将以柴油机的废气处理过程为例进行解释。
参见图1，该图为柴油机的废气处理装置的结构示意图。
如图1所示，柴油机的废气处理装置包括：DOC上游温度传感器101、HC喷射装置102、DOC103、DPF上游温度传感器104和DPF105。
其中，DOC上游温度传感器101，用于获取DOC103的上游温度，也就 是获取废气进入DOC103时的温度。
HC喷射装置102，用于喷射燃油，以使燃油在DOC103中燃烧，以便提高废气的温度。
DOC103，用于将废气中的NO转化为NO 2，并氧化HC和CO。而且，当DPF105需要进行再生时，DOC103还用于燃烧HC喷射装置102喷射的燃油，以使DPF上游温度达到DPF105进行再生时所需的温度。
DPF上游温度传感器104，用于获取DPF105的上游温度，也就是获取废气进入DPF105时的温度。
DPF105，用于捕集废气中的颗粒，以便减少发动机颗粒的排放。而且，当DPF105进行再生时，DPF105还用于氧化DPF105内已被捕集的颗粒，以使DPF105重新获得捕集颗粒的能力。
上述废气处理装置进行废气处理的具体过程为：首先，废气先通过DOC103，以便DOC103将废气中的NO转化为NO 2，减少NO对空气的污染。同时，DOC103还将废气中的HC和CO氧化为CO 2和H 2O，减少HC和CO对空气的污染。然后，废气再通过DPF105，以便DPF105捕集废气中的颗粒，减少颗粒对空气的污染。
然而，由于DPF105中可容纳的颗粒是有限的，因而，为了保证DPF105能够正常捕集颗粒，当DPF105内的颗粒累积到一定值时，需要对DPF105进行再生。
而且，DPF105进行再生的过程具体可以为：DOC103控制位于其上游的HC喷射装置102进行燃油喷射，以使该燃油在DOC103中燃烧，以便将DPF上游温度提升至再生温度预设值，从而对DPF105内已被捕集的颗粒进行氧化，以使DPF105重新获得捕集颗粒的能力。
因而，在DPF105再生过程中，控制DPF上游温度达到再生温度预设值十分重要。
下面将介绍现有的一种DPF上游温度的控制方法。
参见图2，该图为一种DPF上游温度的控制方法的流程图。
在现有技术中，DPF上游温度的控制方法为：
S201：基于当前废气质量流量及DOC上游温度的映射表，获得前馈油量基础值；根据再生温度预设值、DOC上游温度、废气质量流量及排气热容获 得的前馈油量增加值；前馈油量基础值与前馈油量增加值相加得到前馈油量值。
其中，前馈油量增加值的计算公式如下：
Figure PCTCN2018120218-appb-000001
其中，q为前馈油量增加值；facFu为燃油热值；CpEG为排气热容；mEG为废气质量流量；t TG为再生温度预设值；t docup为DOC上游温度。
S202：根据再生温度预设值和DPF上游温度传感器104采集的温度值，并利用比例积分微分(proportional-integral-differential，PID)算法，得到反馈油量值。
S203：将前馈油量值和反馈油量值相加得到HC喷射装置102需要喷射的总油量值，以便电控单元根据总油量值控制HC喷射装置102进行喷射，并通过燃烧燃油提高废气的温度，使得DPF上游温度能够提升至再生温度预设值。
但是，经过研究，发明人发现上述提供的DPF上游温度的控制方法存在以下的缺点：
该控制方法中，由于前馈油量基础值是通过映射表查询获取的，导致前馈油量基础值的精确度较低；而且，前馈油量增加值是通过简单计算获得的，导致前馈油量增加值的精确度较低，因而，导致根据前馈油量基础值和前馈油量增加值确定的前馈油量值的精确度也较低，进而导致HC喷射装置需要喷射的总油量值的精确度也较低。如此，如果HC喷射装置喷射的总油量值超过了DPF上游温度达到再生温度预设值所需的油量值时，将导致DPF上游温度超过再生温度预设值，此时，容易因温度过高而烧坏DPF的下游装置；如果HC喷射装置喷射的总油量值低于DPF上游温度达到再生温度预设值所需的油量值时，DPF会再生不完全，将导致频繁再生。此时，频繁再生不仅将增加燃油消耗量，还将降低DPF的使用寿命。
为了解决上述DPF上游温度的控制方法存在的问题，本申请实施例提供了一种DPF上游温度的控制方法，包括：根据再生温度预设值、当前柴油机颗粒捕集器DPF上游温度值和当前柴油机氧化催化器DOC上游温度值，利用物理模型获取前馈油量值；所述物理模型是对DOC将所述DPF上游温度值加热至所述再生温度预设值的燃烧过程进行模拟搭建的物理模型；根据所述前馈 油量值和反馈油量值，得到总油量值；将所述总油量值发送至碳氢化合物喷射装置，使所述碳氢化合物喷射装置根据所述总油量值喷射燃油，以使所述DPF上游温度值达到所述再生温度预设值。
在该方法中，通过将再生温度预设值、当前DPF上游温度值和当前DOC上游温度值输入到物理模型，利用物理模型获得前馈油量值。而且，当利用该物理模型获得前馈油量值时，通过在DOC中模拟将DPF上游温度值加热至再生温度预设值的燃烧过程，并根据该燃烧过程所需的燃油量获得前馈油量值。因而，在该方法中，由于物理模型能够根据当前DPF上游温度值和当前DOC上游温度值，精确地模拟将DPF上游温度值加热至再生温度预设值的燃烧过程，从而能够精确地根据该模拟的燃烧过程获得前馈油量值，从而提高了前馈油量值的精确度，以便提高HC喷射装置需要喷射的总油量的精确度，能够避免经过控制得到的DPF上游温度超过或低于再生温度预设值，进而避免了因温度过高而烧坏DPF的下游装置或温度过低导致频繁再生。
为了使本技术领域的人员更好地理解本发明方案，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
方法实施例一：
参见图3，该图为本申请实施例提供的DPF上游温度的控制方法的一种实施方式的流程图。
本申请实施例提供的DPF上游温度的控制方法，包括：
S301：根据再生温度预设值、当前柴油机颗粒捕集器DPF上游温度值和当前柴油机氧化催化器DOC上游温度值，利用物理模型获取前馈油量值；所述物理模型是对DOC将所述DPF上游温度值加热至所述再生温度预设值的燃烧过程进行模拟搭建的物理模型。
再生温度预设值可以预先设定。例如，再生温度预设值可以根据DPF进行再生时的所需温度进行设定。
当前DPF上游温度值可以由DPF上游温度传感器获得。
当前DOC上游温度值可以由DOC上游温度传感器获得。
作为一种实施方式，物理模型对DOC将所述DPF上游温度值加热至所述再生温度预设值的燃烧过程进行模拟的过程，具体可以为：首先，物理模型根据当前DOC上游温度值和当前DPF上游温度值模拟DOC的当前状态；然后，物理模型根据再生温度预设值以及所述DOC的当前状态，模拟DOC将所述DPF上游温度值加热至所述再生温度预设值的燃烧过程。
如此，当将再生温度预设值、当前DOC上游温度值和当前DPF上游温度值输入到物理模型时，物理模型能够准确的对DOC进行模拟，并准确的对DOC将所述DPF上游温度值加热至所述再生温度预设值的燃烧过程进行模拟，以便能够根据该燃烧过程所需的燃油量准确的获得前馈油量值。因而，在本申请中，S301能够根据当前DPF上游温度值和当前DOC上游温度值，精确地模拟将DPF上游温度值加热至再生温度预设值的燃烧过程，从而能够精确地根据该模拟的燃烧过程获得前馈油量值，从而提高了前馈油量值的精确度。
S302：根据所述前馈油量值和反馈油量值，得到总油量值。
反馈油量值可以利用PID算法获得，其具体过程可以为：根据再生温度预设值和当前DPF上游温度值的差值，利用PID算法得到反馈油量值。
作为一种实施方式，S302具体可以为：根据前馈油量值和反馈油量值的加和，得到总油量值。
作为另一种实施方式，为了进一步提高总油量值的精确度，S302具体可以为：根据前馈油量值、反馈油量值、第一权重值和第二权重值，得到总油量值。
其中，第一权重值可以预先设定。例如，第一权重值可以根据前馈油量值对总油量值的影响比重预先设定。
第二权重值可以预先设定。例如，第二权重值可以根据反馈油量值对总油量值的影响比重预先设定。
总油量值的计算公式可以为：
总油量值＝第一权重值×前馈油量值+第二权重值×反馈油量值。
S303：将所述总油量值发送至所述碳氢化合物喷射装置，使所述碳氢化合物喷射装置根据所述总油量值喷射燃油，以使所述DPF上游温度值达到所述再生温度预设值。
当HC喷射装置接收到总油量值后，HC喷射装置将根据总油量值喷射燃油，以使燃油在DOC内燃烧，以便对DOC内的废气进行加热，使得DPF上游温度值达到所述再生温度预设值。
本申请实施例提供的DPF上游温度的控制方法，通过将再生温度预设值、当前DPF上游温度值和当前DOC上游温度值输入到物理模型，利用物理模型获得前馈油量值。而且，当利用该物理模型获得前馈油量值时，通过在DOC中模拟将DPF上游温度值加热至再生温度预设值的燃烧过程，并根据该燃烧过程所需的燃油量获得前馈油量值。因而，在该方法中，由于物理模型能够根据当前DPF上游温度值和当前DOC上游温度值，精确地模拟将DPF上游温度值加热至再生温度预设值的燃烧过程，从而能够精确地根据该模拟的燃烧过程获得前馈油量值，从而提高了前馈油量值的精确度，以便提高HC喷射装置需要喷射的总油量的精确度，能够避免经过控制得到的DPF上游温度超过或低于再生温度预设值，进而避免了因温度过高而烧坏DPF的下游装置或温度过低导致频繁再生。
为了进一步提高总油量值的精确度，本申请还提供了DPF上游温度的控制方法的另一种实施方式，下面将结合附图进行解释和说明。
方法实施例二
方法实施例二是在方法实施例一的基础上进行改进的，为了简要起见，方法实施例二与方法实施例一内容相同部分，在此不再赘述。
参见图4，该图为本申请实施例提供的DPF上游温度的控制方法的另一种实施方式的流程图。
本申请实施例提供的DPF上游温度的控制方法，包括：
S401：搭建物理模型。
S402：根据再生温度预设值、当前柴油机颗粒捕集器DPF上游温度值和当前柴油机氧化催化器DOC上游温度值，利用物理模型获取前馈油量值。
S403：根据第一温度值和当前DPF上游温度值的差值，利用比例积分微分运算PID算法，得到反馈油量值。
S404：根据所述前馈油量值和反馈油量值，得到总油量值。
S404的内容与S302的内容相同，在此不再赘述。
S405：将所述总油量值发送至所述碳氢化合物喷射装置，使所述碳氢化合物喷射装置根据所述总油量值喷射燃油，以使所述DPF上游温度值达到所述再生温度预设值。
S405的内容与S303的内容相同，在此不再赘述。
下面将依次介绍S401至S403的具体实施方式。
S401可以采用多种不同的实施方式，下面将依次介绍S401的具体实施方式。
参见图5，该图为本申请实施例提供的S401的一种实施方式的流程图。
作为一种实施方式，S401具体可以为：
S4011：将DOC划分成N个DOC子块；其中，N为正整数，且N≥2。
由于DOC内的温度是不同的，尤其是DOC内沿着废气流动的方向上，不同的地方的温度不同。
因而，为了进一步提高模拟DOC的物理模型的精确度，可以将DOC沿着废气流动的方向上划分为多个DOC子块，以便在每个DOC子块上模拟燃油燃烧的过程，从而，提高了物理模型的精确度，进而提高了前馈油量值的精确度。
为了便于解释和说明，下面将结合附图6进行解释和说明。
参见图6，该图为本申请实施例提供的将DOC划分为6个DOC子块的结构示意图。
图6所示的DOC包括：第一DOC子块501、第二DOC子块502、第三DOC子块503、第四DOC子块504、第五DOC子块505和第六DOC子块506。而且，每两个DOC子块之间的当前状态不同。
其中，废气依次通过第一DOC子块501、第二DOC子块502、第三DOC子块503、第四DOC子块504、第五DOC子块505和第六DOC子块506。
N的值可以预先设定，而且，N的值越大，物理模型模拟出的DOC越接近实际的DOC，以使物理模型的精确度越高。
需要说明的是，随着N的值的增加，物理模型的复杂程度也会增加，利用物理模型获取燃烧过程的相关参数的计算量也将增加，此时，若利用电控单元执行该过程，则电控单元负荷也将增加，因而，在实际应用中，N的值可以根据物理模型的精确度要求和电控单元的负荷率进行设定。
S4012：将所述当前DPF上游温度值设定为第N个DOC子块的初始下游温度值。
作为一示例，如图6所示，当DOC被划分为6个子块时，S4012具体可以为：将当前DPF上游温度值设定为第六个DOC子块506的初始下游温度值。
S4013：按照从后向前的顺序，依次获得每个DOC子块的初始下游温度值。
参见图7，该图为本申请实施例提供的S4013的一种实施方式的流程图。
作为一种实施方式，S4013可以具体为：
S40131：根据第N个DOC子块的初始下游温度值，得到第N-1个DOC子块的初始下游温度值。
S40132：根据第N-1个DOC子块的初始下游温度值，得到第N-2个DOC子块的初始下游温度值。
S40133：根据第N-2个DOC子块的初始下游温度值，得到第N-3个DOC子块的初始下游温度值。
……
S40134：根据第3个DOC子块的初始下游温度值，得到第2个DOC子块的初始下游温度值。
S40135：根据第2个DOC子块的初始下游温度值，得到第1个DOC子块的初始下游温度值。
作为另一种实施方式，为了进一步提高不同DOC子块的初始下游温度值的精确度，S4013还可以具体为：根据第N-i个DOC子块的初始下游温度值和第一散热参数，得到第N-i-1个DOC子块的初始下游温度值；其中，i为正整数，且0≤i≤N-2。
其中，第一散热参数包括：DOC外部环境温度值、散热因子和排气热容。
需要说明的是，第一散热参数可以预先设定，也可以根据发动机的具体状态进行确定。
而且，作为一种实施方式，所述根据第N-i个DOC子块的初始下游温度值和第一散热参数，得到第N-i-1个DOC子块的初始下游温度值，其计算公式如下：
t N-i-1＝t N-i+((t N-i-t env)×facHeatLoss)÷CpEG        (1)
式中，t N-i-1为第N-i-1个DOC子块的初始下游温度值；
t N-i为第N-i个DOC子块的初始下游温度值；
t env为DOC外部环境温度值；
facHeatLoss为散热因子；
CpEG为排气热容。
S4014：将当前DOC上游温度值设定为第1个DOC子块的上游温度值；所述DOC上游温度值是废气进入DOC时的温度值。
作为一示例，如图6所示，当DOC被划分为6个子块时，S4014具体可以为：将当前DOC上游温度值设定为第一DOC子块的上游温度值。
S4015：按照从前向后的顺序，依次获得每个DOC子块的燃油需求量以及每个DOC子块的实际下游温度。
参见图8，该图为本申请实施例提供的S4015的一种实施方式的流程图。
S4015a：根据第1个DOC子块的上游温度值和第1个DOC子块的初始下游温度值，得到第1个DOC子块的燃油需求量。
S4015b：根据第1个DOC子块的上游温度值和第1个DOC子块的燃油需求量，得到第1个DOC子块的实际下游温度值。
S4015c：将第1个DOC子块的实际下游温度值作为第2个DOC子块的上游温度值。
S4015d：根据第2个DOC子块的上游温度值和第2个DOC子块的初始下游温度值，得到第2个DOC子块的燃油需求量。
S4015e：根据第2个DOC子块的上游温度值和第2个DOC子块的燃油需求量，得到第2个DOC子块的实际下游温度值。
S4015f：将第2个DOC子块的实际下游温度值作为第3个DOC子块的上游温度值。
S4015g：根据第3个DOC子块的上游温度值和第3个DOC子块的初始下游温度值，得到第3个DOC子块的燃油需求量。
S4015h：根据第3个DOC子块的上游温度值和第3个DOC子块的燃油需求量，得到第3个DOC子块的实际下游温度值。
S4015i：将第3个DOC子块的实际下游温度值作为第4个DOC子块的上游温度值。
……
S4015j：根据第N-1个DOC子块的上游温度值和第N-1个DOC子块的初始下游温度值，得到第N-1个DOC子块的燃油需求量。
S4015k：根据第N-1个DOC子块的上游温度值和第N-1个DOC子块的燃油需求量，得到第N-1个DOC子块的实际下游温度值。
S4015l：将第N-1个DOC子块的实际下游温度值作为第N个DOC子块的上游温度值。
S4015m：根据第N个DOC子块的上游温度值和第N个DOC子块的初始下游温度值，得到第N个DOC子块的燃油需求量。
S4015n：根据第N个DOC子块的上游温度值和第N个DOC子块的燃油需求量，得到第N个DOC子块的实际下游温度值。
作为另一种实施方式，为了进一步提高不同DOC子块的燃油需求量的精确度，在S4015中，
所述根据第j个DOC子块的上游温度值和第j个DOC子块的初始下游温度值，得到所述第j个DOC子块的燃油需求量，其中，j为正整数，且1≤j≤N-1，具体可以为：
根据第j个DOC子块的上游温度值、第j个DOC子块的初始下游温度值和第二散热参数，得到所述第j个DOC子块的燃油需求量，其中，j为正整数，且1≤j≤N。
其中，第二散热参数，包括：DOC外部环境温度值、散热因子、排气热容和燃油热值。
需要说明的是，第二散热参数可以预先设定，也可以根据发动机的具体状态进行确定。
而且，作为一种实施方式，所述根据第j个DOC子块的上游温度值、第j个DOC子块的初始下游温度值和第二散热参数，得到所述第j个DOC子块的燃油需求量，其计算公式如下：
Q j＝((t j-t env)×facHeatLoss+(t j–tup j)×CpEG)÷facFu   (2)
式中，Q j为第j个DOC子块的燃油需求量；
t j为第j个DOC子块的初始下游温度值；
t env为DOC外部环境温度值；
facHeatLoss为散热因子；
tup j为第j个DOC子块的上游温度值；
CpEG为排气热容；
facFu为燃油热值。
需要说明的是，燃油热值可以根据燃油的类型确定。
作为又一种实施方式，为了进一步提高不同DOC子块的实际下游温度值的精确度，在S4015中，
所述根据所述第j个DOC子块的上游温度值和所述第j个DOC子块的燃油需求量，得到所述第j个DOC子块的实际下游温度值，其中，j为正整数，且1≤j≤N-1，具体可以为：
根据所述第j个DOC子块的上游温度值、所述第j个DOC子块的燃油需求量和第三散热参数，得到所述第j个DOC子块的实际下游温度值，其中，j为正整数，且1≤j≤N-1。
其中，第三散热参数，包括：DOC外部环境温度值、散热因子、排气热容和燃油热值。
需要说明的是，第三散热参数可以预先设定，也可以根据发动机的具体状态进行确定。
而且，所述根据所述第j个DOC子块的上游温度值、所述第j个DOC子块的燃油需求量和第三散热参数，得到所述第j个DOC子块的实际下游温度值，其计算公式如下：
T j＝(Q j×facFu+t env×facHeatLoss+tup j×CpEG)÷(facHeatLoss+CpEG)  (3)
式中，T j为第j个DOC子块的实际下游温度值；
Q j为第j个DOC子块的燃油需求量；
facFu为燃油热值；
t env为DOC外部环境温度值；
facHeatLoss为散热因子；
tup j为第j个DOC子块的上游温度值；
CpEG为排气热容。
需要说明的是，燃油热值可以根据燃油的类型确定。
S4016：根据所有所述DOC子块的燃油需求量，得到所述前馈油量值。
作为一种实施方式，S4016可以具体为：将第1个DOC子块的燃油需求量至第N个DOC子块的燃油需求量进行加和，得到前馈油量值。
作为另一种实施方式，为了进一步提高前馈油量值的精确度，S4016可以具体为：根据所有所述DOC子块的燃油需求量和燃油转化效率，得到所述前馈油量值；其中，所述DOC子块的燃油需求量与所述燃油转化效率一一对应。
该实施方式的计算公式可以为：
Figure PCTCN2018120218-appb-000002
式中，Q all为前馈油量值；
Q j为第j个DOC子块的燃油需求量；
e j为第j个DOC子块对应的燃油需求量对应的燃油转化效率；
Figure PCTCN2018120218-appb-000003
如此，在该实施方式中，通过进一步考虑每个DOC子块燃油效率，进一步提高了前馈油量的精确度，而且，还可以提高燃油的利用率。
以上为S401的一种实施方式的具体介绍，在该实施方式中，可以将DOC划分成2个以上的DOC子块，并依次计算出每个DOC子块的燃油需求量和实际下游温度，以便根据所有DOC子块的燃油需求量，精确地获得DOC的前馈油量值。
为了便于本领域技术人员的理解，下面将以N＝2为例对S401进行说明。
参见图9，该图为本申请实施例提供的N＝2时S401的一种实施方式的流程图。
当N＝2时，S401具体可以为：
S401a：将DOC划分成两个DOC子块：第一DOC子块和第二DOC子块。
S401b：将所述当前DPF上游温度值设定为第二DOC子块的初始下游温度值。
S401c：根据所述第二DOC子块的初始下游温度值，得到第一DOC子块的初始下游温度值。
S401d：将所述当前DOC上游温度值设定为第一DOC子块的上游温度值。
S401e：根据所述第一DOC子块的上游温度值和所述第一DOC子块的初始下游温度值，得到所述第一DOC子块的燃油需求量。
S401f：根据所述第一DOC子块的上游温度值和所述第一DOC子块的燃油需求量，得到所述第一DOC子块的实际下游温度值。
S401g：将所述第一DOC子块的实际下游温度值设定为第二DOC子块的上游温度值。
S401h：根据所述第二DOC子块的上游温度值和所述第二DOC子块的初始下游温度值，得到所述第二DOC子块的燃油需求量。
S401i：根据所述第二DOC子块的上游温度值和所述第二DOC子块的燃油需求量，得到所述第二DOC子块的实际下游温度值。
S401j：根据所述第一DOC子块的燃油需求量和所述第二DOC子块的燃油需求量，得到所述前馈油量值。
需要说明的是，上述是以将DOC划分为2个DOC子块的具体实施方式为例进行说明的，但是，本申请实施例提供的S401可以将DOC划分成2个以上的DOC子块，在本申请中对此不做任何限定。
以上是S401的实施方式。
下面将介绍S402的实施方式：
作为一种实施方式，S402具体可以为：将再生温度预设值、当前DPF上游温度值和当前DOC上游温度值作为输入参数，输入到S401搭建的物理模型中，以便获得前馈油量值。
此时，由于S401搭建的物理模型能够精确的模拟DOC的燃烧过程，因而，利用S401搭建的物理模型能够精确的获得前馈油量，以便精确的获得总油量值的精确度，能够避免DPF上游温度超过再生温度预设值，进而避免了因温度过高而烧坏DPF的下游装置。
以上是S402的实施方式。
下面将介绍S403的实施方式：
第一温度值可以是预先设定的，也可以是根据再生温度预设值确定的。
作为一种实施方式，当预先设定第一温度值为再生温度预设值时，S403具体可以为：根据再生温度预设值和当前DPF上游温度值的差值，利用比例积分微分运算PID算法，得到反馈油量值。
作为另一种实施方式，为了进一步提高反馈油量值的精确度，S403可以具体为：首先，将再生温度预设值、当前DPF上游温度值和当前DOC上游温 度值，利用物理模型获得最后一个DOC子块的实际下游温度；然后，根据所述最后一个DOC子块的实际下游温度值和当前DPF上游温度值的差值，利用比例积分微分运算PID算法，得到反馈油量值。
作为示例，当DOC包括：第一DOC子块和第二DOC子块时，则S403具体可以为：根据第二DOC子块的实际下游温度值和当前DPF上游温度值的差值，利用比例积分微分运算PID算法，得到反馈油量值。
以上为S402的实施方式。
本申请实施例提供的DPF上游温度的控制方法，通过将DOC划分为2个以上的DOC子块，并利用不同DOC子块的燃烧过程模拟实际DOC中不同位置的燃烧过程，以使模拟DOC的物理模型能够更精确的模拟实际DOC内的燃烧过程，以便根据该燃烧过程获得更精确的前馈油量值，能够提高总油量值的精确度，能够避免经过控制得到的DPF上游温度超过或低于再生温度预设值，进而避免了因温度过高而烧坏DPF的下游装置或温度过低导致频繁再生。而且，该方法，还通过根据每个DOC子块的燃油需求量及其对应的燃油转化效率，进一步提高前馈油量值的精确度，从而进一步提高总油量值的精确度，能够避免DPF上游温度超过再生温度预设值，进而避免了因温度过高而烧坏DPF的下游装置。
另外，本申请实施例提供的DPF上游温度的控制方法，还通过利用物理模型获得最后一个DOC子块的实际下游温度，以便根据最后一个DOC子块的实际下游温度和当前DPF上游温度值的差值，利用比例积分微分运算PID算法，得到反馈油量值。如此，能够提高反馈油量的精确度，从而能够提高总油量值的精确度，并能够避免DPF上游温度超过再生温度预设值，进而避免了因温度过高而烧坏DPF的下游装置。
为了提高燃油利用率，本申请实施例还提供了DPF上游温度的控制方法的又一种实施方式，下面将结合附图进行解释和说明。
方法实施例三：
方法实施例三是在方法实施例二或方法实施例一的基础上进行的改进，为了简要起见，下面将以在方法实施例一的基础上进行改进为例进行解释和说明。其中，方法实施例三与方法实施例一内容相同的部分，在此不再赘述。
参见图10，该图为本申请实施例提供的DPF上游温度的控制方法的又一种实施方式的流程图。
本申请实施例提供的DPF上游温度的控制方法，包括：
S901：根据当前DPF上游温度，获得再生温度预设值。
作为一种实施方式，S901具体可以为：根据当前DPF上游温度和第二增值的加和，获得再生温度预设值；其中，第二增值大于0，且第二增值可以为较小的值。
例如，假设当前DPF上游温度值为400℃，且第二增值为10℃时，则S901具体可以为：根据当前DPF上游温度400℃和第二增值10℃的加和，获得再生温度预设值410℃。
S902：根据再生温度预设值、当前柴油机颗粒捕集器DPF上游温度值和当前柴油机氧化催化器DOC上游温度值，利用物理模型获取前馈油量值；所述物理模型是对DOC将所述DPF上游温度值加热至所述再生温度预设值的燃烧过程进行模拟搭建的物理模型。
S902的内容与S301的内容相同，在此不再赘述。
S903：根据所述前馈油量值和反馈油量值，得到总油量值。
S903的内容与S302的内容相同，在此不再赘述。
S904：将所述总油量值发送至碳氢化合物喷射装置，使所述碳氢化合物喷射装置根据所述总油量值喷射燃油，以使所述DPF上游温度值达到所述再生温度预设值。
S904的内容与S303的内容相同，在此不再赘述。
S905：获得更新后的DPF上游温度值。
S906：判断更新后的DPF上游温度值是否达到再生温度目标值。若是，则执行S909；若否，则执行S907。
其中，所述再生温度目标值为所述DPF进行再生时所需的温度值。
例如，当DPF进行再生时需要在600℃的温度下进行，因而，再生温度目标值为600摄氏度。
S907：根据再生温度预设值和第一增值进行加和，得到更新后的再生温度预设值。
第一增值可以根据特定的规律获得。例如，第一温度值可以为固定值，也 可以为非固定值。
需要说明的是，无论第一增值采用何种方式获得，第一增值与再生温度预设值的加和均不能超过再生温度目标值。
作为一种实施方式，当第一增值为固定值时，S907具体可以为：更新后的再生温度预设值为再生温度值与固定值的加和。如此，当按照预设周期利用物理模型获取前馈油量值，每个周期对应的所述再生温度预设值以固定温度步长增加。
作为另一种实施方式，当第一增值为非固定值，S907具体可以为：更新后的再生温度预设值为再生温度值与非固定值的加和。如此，当按照预设周期利用物理模型获取前馈油量值，每个周期对应的所述再生温度预设值以非固定温度步长增加。
S908：根据更新后的再生温度预设值和更新后的DPF上游温度值，分别获得再生温度预设值和当前DPF上游温度值，以便返回执行S902。
作为一种实施方式，S908具体可以为：再生温度预设值＝更新后的再生温度预设值，当前DPF上游温度值＝更新后的DPF上游温度值。
S909：结束DPF上游温度的控制过程。
本申请实施例提供的DPF上游温度的控制方法，按照预设周期利用物理模型获取前馈油量值，每个周期对应的所述再生温度预设值以固定温度步长增加，或以非固定温度步长增加，以使DPF上游温度逐渐靠近再生温度目标值，而且，当达到再生温度目标值时，结束DPF上游温度的控制过程。如此，周期性的控制DPF上游温度靠近再生温度目标值，能够避免经过控制得到的DPF上游温度在调节过程超过或低于再生温度目标值，从而避免了因温度过高而烧坏DPF的下游装置或过低导致DPF再生不完全；同时，还避免了因DPF上游温度在调节过程超过再生温度目标值而导致燃油浪费，从而提高了燃油的利用率；同时，还避免了因DPF上游温度在调节过程超过再生温度目标值而导致调整时间加长，从而缩短了达到再生温度目标值所需的时间，提高了温度控制的效率。另外，DOC周期性的控制HC喷射装置喷射燃油，避免了因燃油喷射过多导致燃烧不充分而浪费燃油，从而提高了燃油的利用率。
基于上述实施例提供的一种DPF上游温度的控制方法，本申请实施例还 提供了一种DPF上游温度的控制装置，下面将结合附图进行解释和说明。
装置实施例：
参见图11，该图为本申请实施例提供的DPF上游温度的控制装置的结构示意图。
本申请实施例提供的DPF上游温度的控制装置，包括：
第一获取单元1001，用于根据再生温度预设值、当前柴油机颗粒捕集器DPF上游温度值和当前柴油机氧化催化器DOC上游温度值，利用物理模型获取前馈油量值；所述物理模型是对DOC将所述DPF上游温度值加热至所述再生温度预设值的燃烧过程进行模拟搭建的物理模型；
第二获取单元1002，用于根据所述前馈油量值和反馈油量值，得到总油量值；
发送单元1003，用于将所述总油量值发送至碳氢化合物喷射装置，使所述碳氢化合物喷射装置根据所述总油量值喷射燃油，以使所述DPF上游温度值达到所述再生温度预设值。
作为另一种实施方式，为了提高前馈油量的精确度，进而提高总油量值的精确度，所述第一获取单元1001，包括：
划分子单元，用于将DOC划分成以下至少两个DOC子块：第一DOC子块和第二DOC子块；
第一设定子单元，用于将所述当前DPF上游温度值设定为第二DOC子块的初始下游温度值；
第一获取子单元，用于根据所述第二DOC子块的初始下游温度值，得到第一DOC子块的初始下游温度值；
第二设定子单元，用于将所述当前DOC上游温度值设定为第一DOC子块的上游温度值；
第二获取子单元，用于根据所述第一DOC子块的上游温度值和所述第一DOC子块的初始下游温度值，得到所述第一DOC子块的燃油需求量；
第三获取子单元，用于根据所述第一DOC子块的上游温度值和所述第一DOC子块的燃油需求量，得到所述第一DOC子块的实际下游温度值；
第三设定子单元，用于将所述第一DOC子块的实际下游温度值设定为第二DOC子块的上游温度值；
第四获取子单元，用于根据所述第二DOC子块的上游温度值和所述第二DOC子块的初始下游温度值，得到所述第二DOC子块的燃油需求量；
第五获取子单元，用于根据所述第二DOC子块的上游温度值和所述第二DOC子块的燃油需求量，得到所述第二DOC子块的实际下游温度值；
第六获取子单元，用于根据所述第一DOC子块的燃油需求量和所述第二DOC子块的燃油需求量，得到所述前馈油量值。
作为又一种实施方式，为了提高反馈油量值的精确度，进而提高总油量值的精确度，本申请提供的DPF上游温度的控制装置，还包括：
第三获取单元，用于根据所述第二DOC子块的实际下游温度值和当前DPF上游温度值的差值，利用比例积分微分运算PID算法，得到反馈油量值。
作为再一种实施方式，为了进一步提高前馈油量的精确度，进而进一步提高总油量值的精确度，所述第六获取子单元，具体包括：
根据所述第一DOC子块的燃油需求量以及相应的第一燃油转化率，和所述第二DOC子块的燃油需求量以及相应的第二燃油转化率，得到所述前馈油量值。
作为另一种实施方式，为了提高燃油利用率以及提高温度控制的效率，所述第一获取单元1001，包括：
按照预设周期利用物理模型获取前馈油量值，每个周期对应的所述再生温度预设值以固定温度步长增加，或以非固定温度步长增加，所述再生温度预设值的取值区间为所述当前DPF上游温度值至再生温度目标值。
本申请提供的DPF上游温度的控制装置，包括：第一获取单元1001、第二获取单元1002和发送单元1003，该装置通过将再生温度预设值、当前DPF上游温度值和当前DOC上游温度值输入到物理模型，利用物理模型获得前馈油量值。而且，当利用该物理模型获得前馈油量值时，通过在DOC中模拟将DPF上游温度值加热至再生温度预设值的燃烧过程，并根据该燃烧过程所需的燃油量获得前馈油量值。因而，在该装置中，由于物理模型能够根据当前DPF上游温度值和当前DOC上游温度值，精确地模拟将DPF上游温度值加热至再生温度预设值的燃烧过程，从而能够精确地根据该模拟的燃烧过程获得前馈油量值，从而提高了前馈油量值的精确度，以便提高HC喷射装置需要喷射的总油量的精确度，能够避免经过控制得到的DPF上游温度超过或低于再生温度 预设值，进而避免了因温度过高而烧坏DPF的下游装置或温度过低导致频繁再生。
基于上述实施例提供的一种DPF上游温度的控制方法以及一种DPF上游温度的控制装置，本申请实施例还提供了一种车辆，下面将结合附图进行解释和说明。
车辆实施例：
参见图12，该图为本申请实施例提供的车辆的结构示意图。
本申请实施例提供的车辆，包括：DPF上游温度的控制装置1101；其中，所述DPF上游温度的控制装置1101可以为上述实施例提供的任一种所述的DPF上游温度的控制装置。
本申请实施例提供的车辆包括DPF上游温度的控制装置1101，因而，该车辆能够通过将再生温度预设值、当前DPF上游温度值和当前DOC上游温度值输入到物理模型，利用物理模型获得前馈油量值。而且，当利用该物理模型获得前馈油量值时，通过在DOC中模拟将DPF上游温度值加热至再生温度预设值的燃烧过程，并根据该燃烧过程所需的燃油量获得前馈油量值。因而，在该车辆中，由于物理模型能够根据当前DPF上游温度值和当前DOC上游温度值，精确地模拟将DPF上游温度值加热至再生温度预设值的燃烧过程，从而能够精确地根据该模拟的燃烧过程获得前馈油量值，从而提高了前馈油量值的精确度，以便提高HC喷射装置需要喷射的总油量的精确度，能够避免经过控制得到的DPF上游温度超过或低于再生温度预设值，进而避免了因温度过高而烧坏DPF的下游装置或温度过低导致频繁再生。
应当理解，在本申请中，“至少一个(项)”是指一个或者多个，“多个”是指两个或两个以上。“和/或”，用于描述关联对象的关联关系，表示可以存在三种关系，例如，“A和/或B”可以表示：只存在A，只存在B以及同时存在A和B三种情况，其中A，B可以是单数或者复数。字符“/”一般表示前后关联对象是一种“或”的关系。“以下至少一项(个)”或其类似表达，是指这些项中的任意组合，包括单项(个)或复数项(个)的任意组合。例如，a，b或c中的至少一项(个)，可以表示：a，b，c，“a和b”，“a和c”，“b和c”，或“a和b和c”，其中a，b，c可以是单个，也可以是多个。
以上所述，仅是本发明的较佳实施例而已，并非对本发明作任何形式上的限制。虽然本发明已以较佳实施例揭露如上，然而并非用以限定本发明。任何熟悉本领域的技术人员，在不脱离本发明技术方案范围情况下，都可利用上述揭示的方法和技术内容对本发明技术方案做出许多可能的变动和修饰，或修改为等同变化的等效实施例。因此，凡是未脱离本发明技术方案的内容，依据本发明的技术实质对以上实施例所做的任何简单修改、等同变化及修饰，均仍属于本发明技术方案保护的范围内。

Claims (11)

  1. 一种DPF上游温度的控制方法，其特征在于，包括：
    根据再生温度预设值、当前柴油机颗粒捕集器DPF上游温度值和当前柴油机氧化催化器DOC上游温度值，利用物理模型获取前馈油量值；所述物理模型是对DOC将所述DPF上游温度值加热至所述再生温度预设值的燃烧过程进行模拟搭建的物理模型；
    根据所述前馈油量值和反馈油量值，得到总油量值；
    将所述总油量值发送至碳氢化合物喷射装置，使所述碳氢化合物喷射装置根据所述总油量值喷射燃油，以使所述DPF上游温度值达到所述再生温度预设值。
  2. 根据权利要求1所述的控制方法，其特征在于，所述对DOC将所述DPF上游温度值加热至所述再生温度预设值时的燃烧过程进行模拟搭建的物理模型包括：
    将DOC划分成以下至少两个DOC子块：第一DOC子块和第二DOC子块；
    将所述当前DPF上游温度值设定为第二DOC子块的初始下游温度值；
    根据所述第二DOC子块的初始下游温度值，得到第一DOC子块的初始下游温度值；
    将所述当前DOC上游温度值设定为第一DOC子块的上游温度值；
    根据所述第一DOC子块的上游温度值和所述第一DOC子块的初始下游温度值，得到所述第一DOC子块的燃油需求量；
    根据所述第一DOC子块的上游温度值和所述第一DOC子块的燃油需求量，得到所述第一DOC子块的实际下游温度值；
    将所述第一DOC子块的实际下游温度值设定为第二DOC子块的上游温度值；
    根据所述第二DOC子块的上游温度值和所述第二DOC子块的初始下游温度值，得到所述第二DOC子块的燃油需求量；
    根据所述第二DOC子块的上游温度值和所述第二DOC子块的燃油需求量，得到所述第二DOC子块的实际下游温度值；
    根据所述第一DOC子块的燃油需求量和所述第二DOC子块的燃油需求量，得到所述前馈油量值。
  3. 根据权利要求2所述的控制方法，其特征在于，所述根据所述前馈油量值和反馈油量值，得到总油量值之前，还包括：
    根据所述第二DOC子块的实际下游温度值和当前DPF上游温度值的差值，利用比例积分微分运算PID算法，得到反馈油量值。
  4. 根据权利要求2所述的控制方法，其特征在于，所述根据所述第一DOC子块的燃油需求量和所述第二DOC子块的燃油需求量，得到所述前馈油量值，具体包括：
    根据所述第一DOC子块的燃油需求量以及相应的第一燃油转化率，和所述第二DOC子块的燃油需求量以及相应的第二燃油转化率，得到所述前馈油量值。
  5. 根据权利要求1所述的控制方法，其特征在于，所述利用物理模型获取前馈油量值为：
    按照预设周期利用物理模型获取前馈油量值，每个周期对应的所述再生温度预设值以固定温度步长增加，或以非固定温度步长增加，所述再生温度预设值的取值区间为所述当前DPF上游温度值至再生温度目标值。
  6. 一种DPF上游温度的控制装置，其特征在于，包括：
    第一获取单元，用于根据再生温度预设值、当前柴油机颗粒捕集器DPF上游温度值和当前柴油机氧化催化器DOC上游温度值，利用物理模型获取前馈油量值；所述物理模型是对DOC将所述DPF上游温度值加热至所述再生温度预设值的燃烧过程进行模拟搭建的物理模型；
    第二获取单元，用于根据所述前馈油量值和反馈油量值，得到总油量值；
    发送单元，用于将所述总油量值发送至碳氢化合物喷射装置，使所述碳氢化合物喷射装置根据所述总油量值喷射燃油，以使所述DPF上游温度值达到所述再生温度预设值。
  7. 根据权利要求6所述的控制装置，其特征在于，所述第一获取单元，包括：
    划分子单元，用于将DOC划分成以下至少两个DOC子块：第一DOC子块和第二DOC子块；
    第一设定子单元，用于将所述当前DPF上游温度值设定为第二DOC子块的初始下游温度值；
    第一获取子单元，用于根据所述第二DOC子块的初始下游温度值，得到第一DOC子块的初始下游温度值；
    第二设定子单元，用于将所述当前DOC上游温度值设定为第一DOC子块的上游温度值；
    第二获取子单元，用于根据所述第一DOC子块的上游温度值和所述第一DOC子块的初始下游温度值，得到所述第一DOC子块的燃油需求量；
    第三获取子单元，用于根据所述第一DOC子块的上游温度值和所述第一DOC子块的燃油需求量，得到所述第一DOC子块的实际下游温度值；
    第三设定子单元，用于将所述第一DOC子块的实际下游温度值设定为第二DOC子块的上游温度值；
    第四获取子单元，用于根据所述第二DOC子块的上游温度值和所述第二DOC子块的初始下游温度值，得到所述第二DOC子块的燃油需求量；
    第五获取子单元，用于根据所述第二DOC子块的上游温度值和所述第二DOC子块的燃油需求量，得到所述第二DOC子块的实际下游温度值；
    第六获取子单元，用于根据所述第一DOC子块的燃油需求量和所述第二DOC子块的燃油需求量，得到所述前馈油量值。
  8. 根据权利要求7所述的控制装置，其特征在于，还包括：
    第三获取单元，用于根据所述第二DOC子块的实际下游温度值和当前DPF上游温度值的差值，利用比例积分微分运算PID算法，得到反馈油量值。
  9. 根据权利要求7所述的控制装置，其特征在于，所述第六获取子单元，具体包括：
    根据所述第一DOC子块的燃油需求量以及相应的第一燃油转化率，和所述第二DOC子块的燃油需求量以及相应的第二燃油转化率，得到所述前馈油量值。
  10. 根据权利要求6所述的控制装置，其特征在于，所述第一获取单元，包括：
    按照预设周期利用物理模型获取前馈油量值，每个周期对应的所述再生温度预设值以固定温度步长增加，或以非固定温度步长增加，所述再生温度预设 值的取值区间为所述当前DPF上游温度值至再生温度目标值。
  11. 一种车辆，其特征在于，包括：权利要求6-10任一项所述的DPF上游温度的控制装置。
PCT/CN2018/120218 2018-12-11 2018-12-11 一种dpf上游温度的控制方法、装置及车辆 WO2020118506A1 (zh)

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