CN114763772A - Method and device for protecting particle catcher - Google Patents
Method and device for protecting particle catcher Download PDFInfo
- Publication number
- CN114763772A CN114763772A CN202110034568.5A CN202110034568A CN114763772A CN 114763772 A CN114763772 A CN 114763772A CN 202110034568 A CN202110034568 A CN 202110034568A CN 114763772 A CN114763772 A CN 114763772A
- Authority
- CN
- China
- Prior art keywords
- engine
- current
- torque
- misfire rate
- temperature
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 239000002245 particle Substances 0.000 title claims abstract description 155
- 238000000034 method Methods 0.000 title claims abstract description 42
- 229910052799 carbon Inorganic materials 0.000 claims abstract description 127
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 claims abstract description 126
- 239000003054 catalyst Substances 0.000 claims abstract description 47
- 238000002485 combustion reaction Methods 0.000 claims description 30
- 230000009849 deactivation Effects 0.000 claims description 16
- 230000008859 change Effects 0.000 claims description 10
- 239000002826 coolant Substances 0.000 claims description 10
- 239000000110 cooling liquid Substances 0.000 claims description 7
- 230000008569 process Effects 0.000 description 9
- 238000010586 diagram Methods 0.000 description 5
- 230000000694 effects Effects 0.000 description 5
- 239000000446 fuel Substances 0.000 description 5
- 125000004122 cyclic group Chemical group 0.000 description 4
- 238000000889 atomisation Methods 0.000 description 2
- 239000000295 fuel oil Substances 0.000 description 2
- 239000007789 gas Substances 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 238000004088 simulation Methods 0.000 description 2
- 239000000126 substance Substances 0.000 description 2
- 239000002912 waste gas Substances 0.000 description 2
- 241000186781 Listeria Species 0.000 description 1
- 238000007084 catalytic combustion reaction Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000004590 computer program Methods 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 238000001914 filtration Methods 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 230000017525 heat dissipation Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
- F02D17/02—Cutting-out
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0802—Temperature of the exhaust gas treatment apparatus
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0812—Particle filter loading
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1015—Engines misfires
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/26—Control of the engine output torque by applying a torque limit
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
The application discloses a method and a device for protecting a particle catcher, and relates to the technical field of vehicles. The method comprises the following steps: under the starting state of the engine, acquiring the running rotating speed and the running torque of the engine under the current state and the current fire rate of the engine; determining a misfire rate threshold value causing damage to the catalyst and determining a current temperature and a current carbon amount inside the particulate trap according to the operating speed and the operating torque; and under the conditions that the misfire rate of the engine is greater than or equal to a preset percentage of a misfire rate threshold value and the current temperature and the current carbon amount meet preset particle trap damage conditions, reducing the operation torque of the engine, and performing the steps of acquiring the operation rotating speed and the operation torque of the engine in the current state and acquiring the current misfire rate of the engine. This application reduces fresh air and gets into particle trap through the running torque who reduces the engine, reduces particle trap and takes place the possibility that the burning leads to damaging, realizes the protection to particle trap.
Description
Technical Field
The present application relates to the field of vehicle technology, and more particularly, to a method and apparatus for protecting a particulate trap.
Background
In the structure of a vehicle, an engine cylinder is a cylindrical metal member in which a piston is guided to reciprocate linearly in the cylinder, and air and fuel undergo a combustion reaction in the engine cylinder to convert thermal energy into mechanical energy, thereby causing the vehicle to move. And the waste gas generated by combustion in the cylinder enters the catalyst, catalytic combustion reaction occurs in the catalyst, and the waste gas is converted into harmless substances and then enters the atmosphere through the particle trap. Because the harmless substances usually mix with the particles, the particles generated after combustion can be captured by the particle catcher and regenerated and combusted under proper conditions, so that the particles are prevented from polluting the environment.
In the prior art, the engine often has a misfire phenomenon, which refers to a combustion bad event generated in a cylinder due to phenomena such as ignition, fuel metering, poor compression and the like. The unburned air and fuel discharged into the catalyst increases due to poor combustion of the fuel and air in the cylinder caused by the misfire phenomenon. When an exothermic combustion reaction occurs in the catalyst, the temperature of the catalyst increases. If the misfire phenomenon is severe to a certain extent, for example, the misfire rate of the cylinder reaches 5% to 25%, the exothermic combustion reaction occurring in the catalyst may cause the temperature of the catalyst to be excessively high, resulting in high-temperature damage of the catalyst. In order to avoid the high-temperature damage of the catalyst, when the misfire rate reaches 5% -25%, the cylinder of the cylinder in which the misfire phenomenon occurs is subjected to cylinder-cut operation, such as fuel cut, so that only fresh air enters the catalyst, and the high-temperature damage of the catalyst is avoided.
However, in the process of implementing the present application, the inventors found that at least the following problems exist in the prior art:
after the cylinder of the cylinder with poor combustion is cut off, although the catalyst is protected, a large amount of fresh air enters the particle catcher, and the large amount of fresh air and the carbon particulate matters caught by the particle catcher are subjected to combustion reaction, so that the particle catcher can be damaged.
Disclosure of Invention
In view of the above, the present application is directed to a method and an apparatus for protecting a particle trap, so as to solve the problem in the prior art that a large amount of fresh air enters the particle trap due to a cylinder deactivation operation, and the particle trap may be damaged by combustion.
In order to achieve the purpose, the technical scheme of the application is realized as follows:
in a first aspect, embodiments of the present application provide a method of protecting a particle trap, the method comprising:
under the starting state of an engine, acquiring the running rotating speed and the running torque of the engine under the current state and the current misfire rate of the engine;
determining a misfire rate threshold value causing damage to the catalyst and determining a current temperature and a current carbon amount inside the particulate trap based on the operating speed and the operating torque;
and under the conditions that the misfire rate of the engine is greater than or equal to the preset percentage of the misfire rate threshold value, and the current temperature and the current carbon amount meet the preset damage condition of the particle trap, reducing the running torque of the engine, and performing the steps of obtaining the running rotating speed and the running torque of the engine under the current state and the current misfire rate of the engine.
Optionally, the method further comprises:
determining whether there is an operation of performing the operation of reducing the operating torque of the engine in a case where a misfire rate of the engine is less than a preset percentage of the misfire rate threshold value;
locking a current execution torque if there is an operation of executing the operation of reducing the operation torque of the engine;
if the operation of reducing the operating torque of the engine is not performed, the change in the operating torque is not limited.
Optionally, the method further comprises:
under the condition that the misfire rate of the engine is larger than or equal to the preset percentage of the misfire rate threshold value and under the condition that the current temperature and the current carbon amount do not accord with the preset damage condition of the particle catcher, judging whether the operation of reducing the running torque of the engine is executed or not;
locking a current execution torque if there is an execution of the operation of reducing the operation torque of the engine;
if the operation of reducing the operating torque of the engine is not performed, the change in the operating torque is not limited.
Optionally, after the locking the current execution torque, the method further includes:
judging whether the misfire rate of the engine is larger than or equal to the misfire rate threshold value or not;
and if the misfire rate of the engine is larger than or equal to the misfire rate threshold value, performing cylinder deactivation operation.
Optionally, the current temperature and the current carbon amount meet a preset particulate trap damage condition, including: the combination of the current temperature and the current carbon amount is matched with a preset particle trap damage point table; wherein the pre-set particle trap damage point table comprises: a combination of temperature and amount of carbon used to indicate the particle trap is damaged.
Optionally, said determining a current temperature and a current carbon amount inside the particulate trap based on said operating speed and said operating torque comprises:
determining the current temperature inside the particle catcher by using a temperature model according to the running rotating speed and the running torque;
and determining the current carbon amount inside the particle catcher by using a carbon amount model according to the running rotating speed and the running torque.
Optionally, the method further comprises:
acquiring the temperature of the cooling liquid of the engine;
according to the temperature, inquiring a corresponding relation table, and determining a corresponding carbon quantity correction factor at the temperature; wherein the correspondence table stores the correspondence between the temperature of the coolant and the carbon amount correction factor;
determining the carbon amount which is currently combusted in the particle catcher by utilizing a combustion model according to the running rotating speed and the running torque;
and correcting the current carbon amount of the particle catcher according to the carbon amount correction factor and the carbon amount which is combusted in the particle catcher at present.
In a second aspect, embodiments of the present application also provide an apparatus for protecting a particle trap, the apparatus comprising:
the acquisition module is used for acquiring the running rotating speed and the running torque of the engine in the current state and the current misfire rate of the engine in the starting state of the engine;
the determining module is used for determining a misfire rate threshold value causing damage to the catalyst according to the operation rotating speed and the operation torque, and determining the current temperature and the current carbon amount inside the particle trap;
and the adjusting module is used for reducing the running torque of the engine under the conditions that the misfire rate of the engine is greater than or equal to the preset percentage of the misfire rate threshold value, and the current temperature and the current carbon amount meet the preset damage condition of the particle trap, and entering the step of acquiring the running rotating speed and the running torque of the engine under the current state and the current misfire rate of the engine.
In a third aspect, an embodiment of the present application further provides an electronic device, which includes a processor, a memory, and a program or instructions stored in the memory and executable on the processor, where the program or instructions, when executed by the processor, perform the steps of the method for protecting a particle trap as described above.
In a fourth aspect, the present application further provides a readable storage medium, on which a program or instructions are stored, which when executed by a processor implement the aforementioned steps of the method of protecting a particle trap.
In summary, according to the method for protecting a particle trap provided by the embodiment of the present application, in the engine starting state, the operation rotation speed and the operation torque of the engine in the current state and the current misfire rate of the engine are obtained, and then the misfire rate threshold value causing the catalyst to be damaged is determined according to the operation rotation speed and the operation torque, and the current temperature and the current carbon amount inside the particle trap are determined. Furthermore, when the misfire rate of the engine is greater than or equal to a preset percentage of the misfire rate threshold value and the current temperature and the current carbon amount meet preset particulate trap damage conditions, the operating torque of the engine is reduced, so that the exhaust temperature of the engine is reduced, fresh air entering the particulate trap is reduced, and the possibility of damage to the particulate trap is reduced. After the operation torque of the engine is reduced, the steps of obtaining the operation rotating speed and the operation torque of the engine in the current state and the current misfire rate of the engine are re-entered to judge whether the current particle catcher has the possibility of damage again. The operation torque is continuously reduced when the condition is met through the cyclic judgment, so that the possibility of damage of the particle catcher is continuously reduced, and the particle catcher is protected. Even if the cylinder deactivation operation is subsequently performed, the particle trap is not protected because the torque has been reduced in advance and the particle trap is not likely to be damaged by combustion.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this application, are included to provide a further understanding of the application, and the description of the exemplary embodiments of the application are intended to be illustrative of the application and are not intended to limit the application. In the drawings:
FIG. 1 is a flow chart of a method of protecting a particle trap according to an embodiment of the present disclosure;
FIG. 2 is a flow chart illustrating another method for protecting a particle trap according to an exemplary embodiment of the present disclosure;
FIG. 3 is a block diagram of an apparatus for protecting a particle trap according to an embodiment of the present disclosure;
fig. 4 is a block diagram of an electronic device according to an embodiment of the present disclosure;
fig. 5 is a schematic diagram of a hardware structure of an electronic device according to an embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some, but not all, embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
Referring to fig. 1, a flow chart of a method of protecting a particle trap according to an embodiment of the present application is shown.
Step 101: acquiring the running rotating speed and the running torque of the engine in the current state and the current misfire rate of the engine in the starting state of the engine;
specifically, when a driver starts the engine with a key such that the engine is in a start state, a vehicle ECU (electronic control unit) acquires an operating rotational speed, an operating torque, and a misfire rate of a cylinder of the engine in a current state of the engine in the current state. Where misfire rate is the percentage of combustion cylinder events where misfire occurred over the total combustion cylinder events.
Step 102: determining a misfire rate threshold value causing damage to the catalyst, and determining a current temperature and a current carbon amount inside the particulate trap according to the operating rotation speed and the operating torque;
in the embodiment of the application, a corresponding relation table of the running rotating speed, the running torque and the misfire rate threshold value causing damage to the catalyst is stored in the vehicle ECU in advance. Illustratively, as shown in table 1 below:
TABLE 1
As can be seen from Table 1, different operating speeds and operating torques correspond to different misfire rate thresholds that cause catalyst damage. The vehicle ECU is also provided with a temperature model and a carbon amount model in advance.
Specifically, the ECU may query table 1 above according to the obtained operating speed and operating torque of the engine in the current state, so as to determine that, under the current operating speed and operating torque, the catalyst may be damaged when the percentage of the total combustion cylinder events is reached when the combustion cylinder events in which the cylinders of the engine misfire cause the catalyst to be damaged, that is, the misfire rate threshold value that may cause the catalyst to be damaged may be determined. And the vehicle ECU can utilize the temperature model and the carbon quantity model to determine the current temperature and the current carbon quantity in the particle catcher by taking the acquired running rotating speed and running torque as input.
Step 103: and under the conditions that the misfire rate of the engine is greater than or equal to the preset percentage of the misfire rate threshold value, and the current temperature and the current carbon amount meet the preset damage condition of the particle trap, reducing the running torque of the engine, and performing the steps of obtaining the running rotating speed and the running torque of the engine under the current state and the current misfire rate of the engine.
In the embodiment of the application, the acquired misfire rate of the engine is compared with the preset percentage of the determined misfire rate threshold value causing damage to the catalyst. Wherein the preset percentage of the misfire rate threshold value may be set to 85% of the misfire threshold value. Other preset percentages can be set by those skilled in the art according to actual requirements, as long as the preset percentages are set to indicate that the catalyst is in a state of being damaged but not damaged. The predetermined particle trap damage condition is a predetermined condition that causes damage to the particle trap after the cylinder deactivation operation is performed.
Specifically, when the current misfire rate of the engine is greater than or equal to the preset percentage of the misfire rate threshold value, it indicates that the current misfire rate of the engine is sufficient to cause the catalyst to be damaged, and the catalyst has a possibility of being damaged, and it indicates that a cylinder deactivation operation needs to be performed at a subsequent high probability, and the cylinder deactivation operation causes a large amount of fresh air to enter the particulate trap, so that the particulate trap has a possibility of being damaged. That is, when the current misfire rate of the engine is greater than or equal to a preset percentage of the misfire rate threshold value, the current particulate trap is indicated as having a likelihood of being damaged. Meanwhile, when the current temperature and the current carbon amount inside the particle trap meet the preset conditions for causing damage of the particle trap after cylinder breaking operation is executed, it is stated that for the current temperature and the current carbon amount inside the particle trap, once cylinder breaking operation is subsequently executed on a cylinder of an engine, the particle trap is damaged. Thus, in order to avoid damage to the particulate trap when both conditions are met, the vehicle ECU performs an operation to reduce the running torque of the engine. As the operating torque of the engine is reduced, the amount of fresh air entering the particulate trap is reduced, which reduces the likelihood of damage to the interior of the particulate trap due to combustion.
In the embodiment of the present application, when the operating torque of the engine is reduced, the operating torque is reduced by a preset magnitude, for example, by 100N/M at a time. The routine proceeds to step 101 again for another determination each time the engine running torque is reduced. Specifically, when the running torque of the engine is reduced once, the running rotating speed of the engine in the current state needs to be obtained again, the obtained running torque of the engine in the current state is the running torque reduced according to the preset amplitude value, so that the misfire rate threshold value causing damage to the catalyst is determined again according to the table 1, the current temperature and carbon quantity of the particle trap are determined, and the subsequent judgment process of the current misfire rate of the engine and the preset percentage of the misfire rate threshold value is carried out. Obviously, after the operation torque of the engine is reduced for a plurality of times by the preset amplitude, if the conditions that the preset percentage of the current misfire rate of the engine and the misfire rate threshold value are not met when the conditions that the preset percentage of the misfire rate of the engine is greater than or equal to the misfire rate threshold value and the current temperature and the current carbon amount meet the preset particulate trap damage condition are met occur at a certain time, the possibility that the combustion damage of the particulate trap at the moment does not exist is shown, and the operation of reducing the operation torque of the engine does not need to be executed any more. That is to say, at least once after the torque has been reduced, it is no longer possible for a large amount of fresh air to enter the particle trap and be burnt, so that the particle trap is protected.
In summary, according to the method for protecting a particle trap provided by the embodiment of the present application, in the engine starting state, the operation rotation speed and the operation torque of the engine in the current state and the current misfire rate of the engine are obtained, and then the misfire rate threshold value causing the catalyst to be damaged is determined according to the operation rotation speed and the operation torque, and the current temperature and the current carbon amount inside the particle trap are determined. Furthermore, when the misfire rate of the engine is greater than or equal to a preset percentage of the misfire rate threshold value and the current temperature and the current carbon amount meet preset particulate trap damage conditions, the operating torque of the engine is reduced, so that the exhaust temperature of the engine is reduced, fresh air entering the particulate trap is reduced, and the possibility of damage to the particulate trap is reduced. After the operation torque of the engine is reduced, the steps of obtaining the operation rotating speed and the operation torque of the engine in the current state and the current misfire rate of the engine are re-entered to judge whether the current particle catcher has the possibility of damage again. The operation torque is continuously reduced when the condition is met through the cyclic judgment, so that the possibility of damage of the particle catcher is continuously reduced, and the particle catcher is protected. Even if the cylinder deactivation operation is subsequently performed, the particle trap is not protected because the torque has been reduced in advance and the particle trap is not likely to be damaged by combustion.
Referring to fig. 2, a flow chart of another method for protecting a particle trap provided by an embodiment of the present application is shown.
Step 201: under the starting state of an engine, acquiring the running rotating speed and the running torque of the engine under the current state and the current misfire rate of the engine;
in the embodiment of the present application, the implementation process of step 201 may refer to step 101, which is not described again. Step 202: determining a misfire rate threshold value causing damage to the catalyst, and determining a current temperature and a current carbon amount inside the particulate trap according to the operating rotation speed and the operating torque;
in the embodiment of the present application, the implementation process of determining the misfire rate threshold value causing the catalyst damage according to the operation rotation speed and the operation torque may refer to step 102, and is not described herein again. The implementation process for determining the current temperature and the current carbon amount inside the particle catcher according to the operation rotating speed and the operation torque can be realized by the following sub-steps:
substep 2021: determining a current temperature inside the particle catcher by using a temperature model according to the operating rotation speed and the operating torque;
specifically, after the running rotating speed and the running torque of the engine in the current state are obtained, the running rotating speed and the running torque are input into a preset temperature model in an ECU (electronic control unit) of the vehicle, so that after the running rotating speed is converted by the temperature model according to the running torque, the temperature of an exhaust outlet of the engine can be determined according to the running rotating speed, the running load, the exhaust flow, the ignition efficiency and other data of the engine, the determined temperature of the exhaust outlet of the engine is corrected by utilizing the heat conduction coefficient and the environmental heat dissipation coefficient of an exhaust pipeline of the engine, and the current temperature inside the particle trap is obtained by adopting a first-order time filtering algorithm. Wherein, each coefficient can be obtained by the vehicle ECU.
Substep 2022: and determining the current carbon amount inside the particle catcher by using a carbon amount model according to the running rotating speed and the running torque.
Specifically, after the running rotating speed and the running torque of the engine in the current state are obtained, the running rotating speed and the running torque are input into a carbon quantity model preset in an ECU of the vehicle, so that the carbon quantity model adopts the following formula to determine the carbon quantity in the particulate trap from the start of the engine to the current moment:
wherein 1.18478 is the density of the exhaust gas when the gas is converted from 0 ℃ to 25 ℃; msabg _ w is exhaust flow, and the exhaust flow can be obtained by the running rotating speed and the running torque; MS _483 carbon number bulk Density, which can be measured using the AVL company (Listeria company) equipment for measuring particle bulk Density. It should be noted that, the process of obtaining the exhaust flow rate from the operating speed and the operating torque may refer to the prior art, and is not described herein again.
In the present embodiment, the current amount of carbon inside the particulate trap determined in sub-step 2022 is only the amount of carbon determined in theoretical terms. In practical application, the engine is provided with the cooling liquid, the cooling liquid can be used for cooling the cylinder and the catalyst of the engine, wherein the combustion reaction occurs in the cylinder and the catalyst, the temperature of the cooling liquid can influence the temperature of the cylinder and the catalyst, the temperature in the cylinder and the catalyst can influence the atomization effect of fuel oil, and when the atomization effect is poor, the fuel oil is insufficiently combusted, so that the carbon production amount is additionally increased, and further the carbon amount captured by the particle catcher can be increased. Moreover, for the particle catcher itself, since a certain amount of carbon is captured and a certain small amount of air enters the particle catcher, a slow and small amount of combustion reaction occurs inside the particle catcher, which also affects the amount of carbon inside the particle catcher.
In order to improve the accuracy of determining the current carbon amount of the particle trap, after step 2022, optionally, the present embodiment further includes the following sub-steps:
substep 2023: acquiring the temperature of the cooling liquid of the engine;
specifically, the temperature of the coolant of the engine in the current state may be acquired by the vehicle ECU.
Substep 2024: according to the temperature, inquiring a corresponding relation table, and determining a corresponding carbon quantity correction factor at the temperature; wherein the correspondence table stores the correspondence between the temperature of the coolant and the carbon amount correction factor;
in the embodiment of the application, a corresponding relation table of the engine coolant temperature and the carbon amount correction factor is stored in the vehicle ECU in advance, and different coolant temperatures correspond to different carbon amount correction factors. It should be noted that the correspondence relationship between the engine coolant temperature and the carbon amount correction factor can be obtained by simulation experiments in advance by those skilled in the art. Exemplarily, the correspondence of the temperature of the coolant to the carbon amount correction factor is shown in table 2 below:
| temperature of cooling liquid | -30.040 | -25.040 | -20.040 | -10.040 | 0.060 | 10.060 | 20.060 | 40.060 | 50.060 | 80.06 |
| Carbon correction factor | 432.000 | 335.000 | 180.000 | 144.000 | 90.000 | 50.375 | 21.625 | 5.375 | 1.813 | 1.000 |
TABLE 2
Substep 2025: determining the carbon amount which is currently combusted in the particle catcher by utilizing a combustion model according to the running rotating speed and the running torque;
in the exemplary embodiment of the present application, a combustion model is also provided in advance in the vehicle ECU for determining the amount of carbon currently burning inside the particulate trap. Specifically, after the operation rotating speed and the operation torque are input into the combustion model, the combustion model can output the carbon quantity which is currently combusted in the particle catcher.
It should be noted that the temperature model, the carbon quantity model and the combustion model in the embodiment of the present application are all set up in advance on the engine rack dynamometer by a person skilled in the art, and the setting up method of each model refers to the prior art, which is not limited in the present application.
Substep 2026: and correcting the current carbon amount of the particle catcher according to the carbon amount correction factor and the carbon amount which is combusted in the particle catcher at present.
Specifically, the modified current carbon amount of the particulate trap may be expressed using the following equation:
d × current carbon amount — carbon amount burned;
wherein d is a carbon correction factor;
after the current carbon amount is corrected, the corrected carbon amount can be used as the final current carbon amount in the particle catcher.
In the embodiment of the invention, after the current misfire rate of the engine and the misfire rate threshold value causing the damage of the catalyst are obtained, whether the misfire rate of the engine is larger than or equal to the preset percentage of the misfire rate threshold value can be judged. Meanwhile, after the current temperature and the current carbon amount inside the particle catcher are determined, whether the current temperature and the current carbon amount meet the preset damage condition of the particle catcher can be judged. That is, the determination of whether the particle trap is likely to be damaged is made by the determination of the above-mentioned two conditions.
Specifically, in determining whether the above two conditions are satisfied, there are several judgment cases as follows:
optionally, the first case is:
step 203: under the conditions that the misfire rate of the engine is larger than or equal to the preset percentage of the misfire rate threshold value and the current temperature and the current carbon amount meet the preset damage condition of the particle trap, reducing the operation torque of the engine, and performing the steps of obtaining the operation rotating speed and the operation torque of the engine under the current state and the current misfire rate of the engine;
in the embodiment of the present application, the predetermined damage condition of the particle catcher is: a combination of temperature and carbon amount that can cause damage to the particulate trap after a cylinder deactivation operation is performed on the catalyst. Specifically, one skilled in the art may employ a particle trap real misfire simulation experiment to determine all combinations of temperatures and amounts of carbon that can cause damage to the particle trap after performing a cylinder deactivation operation, and pre-store the determined all combinations of temperatures and amounts of carbon in the vehicle ECU as a table of particle trap damage points.
Specifically, the current temperature and the current carbon amount meet the preset particulate trap damage condition as follows: the combination of the current temperature and the current carbon amount is matched with a preset particle catcher damage point table; wherein the preset particle trap damage point table comprises: a combination of temperature and amount of carbon used to indicate particle trap damage. Namely, the determined current temperature and the determined current carbon amount of the particle trap are used as a combination to be detected, and the combination is matched with a preset particle trap damage point table. If the same damage point combination can be found in the damage point table of the particle catcher, the current temperature and the current carbon amount accord with the preset damage condition of the particle catcher; if the same damage point combination cannot be found in the particle trap damage point table, the current temperature and the current carbon amount do not meet the preset particle trap damage condition.
In the embodiment of the present application, the implementation process of step 203 may refer to step 103, which is not described herein again.
Optionally, the second case is:
step 204: under the condition that the misfire rate of the engine is larger than or equal to the preset percentage of the misfire rate threshold value and under the condition that the current temperature and the current carbon amount do not accord with the preset damage condition of the particle catcher, judging whether the operation of reducing the running torque of the engine is executed or not;
specifically, in a case where the misfire rate of the engine is greater than or equal to a preset percentage of the misfire rate threshold value, for example, the misfire rate of the engine is greater than or equal to 85% of the misfire rate threshold value, it indicates that the current severity of the misfire of the engine is immediately causing the catalyst to be damaged, and once the misfire rate reaches the misfire rate threshold value, a cylinder deactivation operation is performed on a cylinder of the engine, which may cause a large amount of fresh air to enter the particulate trap, and may cause the particulate trap to be damaged instead. That is, where the misfire rate of the engine is greater than or equal to a preset percentage of the misfire rate threshold value, the particulate trap is already at risk of being damaged. Meanwhile, when the current temperature inside the particle catcher and the carbon amount of the current day do not meet the preset damage condition of the particle catcher, the possibility that the particle catcher is damaged is described, but at the current temperature, even if a large amount of fresh air enters the particle catcher after the subsequent cylinder-off operation, the current carbon amount and the large amount of fresh air can generate a combustion reaction, but the carbon amount is not enough to cause the damage of the particle catcher. Therefore, the vehicle ECU continues to determine whether there is an operation to reduce the running torque of the engine to perform a different response.
Step 205: locking a current execution torque if there is an operation of executing the operation of reducing the operation torque of the engine;
specifically, if it is determined that the vehicle ECU has previously performed an operation to reduce the engine torque, it is indicated that there has been a previous case where "the misfire rate of the engine is greater than or equal to a preset percentage of the misfire rate threshold value, and the current temperature and the current carbon amount meet a preset particulate trap damage condition" has been satisfied at least once. With a particle trap, whether the torque is reduced once or many times before, the particle trap has a possibility of being damaged before. After the current reduction of the operating torque, it is determined in step 204 that the current particle catcher is not damaged. That is, after the current pair of operating torques is reduced, the current actuating torque can prevent the particle catcher from being damaged. Thus, the vehicle ECU locks the current execution torque to maintain the current execution torque constant to place the particulate trap in a stable and continuously contained state.
Step 206: if the operation of reducing the operating torque of the engine is not performed, the change in the operating torque is not limited.
Specifically, if it is determined that the vehicle ECU has not previously performed an operation to reduce the running torque of the engine, it indicates that there has not previously been a case where "the misfire rate of the engine is greater than or equal to a preset percentage of the misfire rate threshold value, and the current temperature and the current carbon amount meet a preset particulate trap damage condition". That is, the particulate trap has no possibility of damage throughout the engine start-up phase, i.e., the particulate trap itself is in a safe state. Therefore, the vehicle ECU does not need to limit the change of the running torque, and the driver can normally drive the vehicle.
Optionally, the third case is:
step 207: determining whether there is an operation of performing the operation of reducing the operating torque of the engine in a case where a misfire rate of the engine is less than a preset percentage of the misfire rate threshold value;
specifically, in a case where the misfire rate of the engine is less than the predetermined percentage of the misfire rate threshold value, for example, the misfire rate of the engine is less than 85% of the misfire rate threshold value, which indicates that the current misfire level of the engine is not enough to cause the catalyst to be damaged, and when the catalyst has no possibility of being damaged, the cylinder deactivation operation is not performed, and accordingly, a large amount of fresh air does not enter the particulate trap to damage the particulate trap. That is, where the misfire rate of the engine is less than a preset percentage of the misfire rate threshold value, it is an indication that the particulate trap is completely safe and has no possibility of being damaged. At this time, the vehicle ECU continues to determine whether there has been an operation performed to reduce the running torque of the engine.
Step 208: locking a current execution torque if there is an operation of executing the operation of reducing the operation torque of the engine;
specifically, if it is determined that the vehicle ECU has previously performed an operation to reduce the engine torque, it is described that there has been a case where "the misfire rate of the engine is greater than or equal to a preset percentage of the misfire rate threshold value, and the current temperature and the current carbon amount meet a preset particulate trap damage condition" has been previously satisfied at least once. With a particle trap, whether the torque is reduced once or many times before, the particle trap has a possibility of being damaged before. After the current reduction of the operating torque, it is determined in step 207 that the current particle trap has no possibility of being damaged. Thus, the vehicle ECU locks the current execution torque to maintain the current execution torque constant to place the particulate trap in a stable and continuously contained state.
Step 209: not limiting the change of the operating torque if the operation of reducing the operating torque of the engine is not performed;
specifically, if it is determined that the operation of reducing the operating torque of the engine has not been previously performed by the vehicle ECU, it indicates that there has not been a case where "the misfire rate of the engine is greater than or equal to a preset percentage of the misfire rate threshold value, and the current temperature and the current carbon amount meet the preset particulate trap damage condition" has not been previously satisfied. That is, the particulate trap is always in a safe state during operation of the engine. Therefore, the vehicle ECU does not need to limit the change of the running torque, and the driver can normally drive the vehicle.
Step 210: judging whether the misfire rate of the engine is larger than or equal to the misfire rate threshold value or not;
specifically, for steps 205 and 208, after the current execution torque is locked, although the particulate trap is protected. However, reducing the operating torque does not have any effect on the misfire rate of the engine, which may continue to be severe. At this time, after the current execution torque is locked, the vehicle ECU continuously judges whether the misfire rate of the engine is greater than or equal to a misfire rate threshold value before the driver turns off the engine using the key, and once the misfire rate of the engine is greater than or equal to the misfire rate threshold value, the vehicle ECU needs to perform a cylinder deactivation operation to protect the catalyst.
Step 211: and if the misfire rate of the engine is larger than or equal to the misfire rate threshold value, executing cylinder cut-off operation.
Specifically, when the misfire rate of the engine is greater than or equal to a misfire rate threshold value, a cylinder deactivation operation is performed to protect the catalyst. At the same time, since the current torque has been locked in step 205 and step 208, even if the cylinder deactivation operation is performed, the current torque is such that the fresh air entering the particle trap is not sufficient for the particle trap and the particle trap is still protected.
In summary, according to the method for protecting a particle trap provided by the embodiment of the present application, in the engine starting state, the operation rotation speed and the operation torque of the engine in the current state and the current misfire rate of the engine are obtained, and then the misfire rate threshold value causing the catalyst to be damaged is determined according to the operation rotation speed and the operation torque, and the current temperature and the current carbon amount inside the particle trap are determined. Furthermore, when the misfire rate of the engine is greater than or equal to a preset percentage of the misfire rate threshold value and the current temperature and the current carbon amount meet preset particulate trap damage conditions, the operating torque of the engine is reduced, so that the exhaust temperature of the engine is reduced, fresh air entering the particulate trap is reduced, and the possibility of damage to the particulate trap is reduced. After the operation torque of the engine is reduced, the steps of obtaining the operation rotating speed and the operation torque of the engine in the current state and the current misfire rate of the engine are re-entered to judge whether the current particle catcher has the possibility of damage again. The operation torque is continuously reduced when the condition is met through the cyclic judgment, so that the possibility of damage of the particle catcher is continuously reduced, and the particle catcher is protected. And when the misfire rate of the engine does not meet the preset percentage which is larger than or equal to the misfire rate threshold value any more, the current temperature and the current carbon amount meet the preset damage condition of the particle trap, and the operation of reducing the running torque of the engine is executed before, the current execution torque is locked, so that even if cylinder breaking operation is performed subsequently, the torque is locked, a large amount of fresh air can be prevented from entering the particle trap, the particle trap is not damaged, and the catalyst is protected while the protection of the particle trap is still maintained.
Referring to fig. 3, a block diagram of an apparatus for protecting a particle trap according to an embodiment of the present disclosure is shown. The apparatus 300 comprises:
the acquiring module 301 is configured to acquire an operating rotation speed and an operating torque of an engine in a current state and a current misfire rate of the engine in an engine starting state;
a determination module 302 configured to determine a misfire rate threshold that causes damage to the catalyst and determine a current temperature and a current carbon amount inside the particulate trap based on the operating speed and the operating torque;
and the adjusting module 303 is configured to reduce the operation torque of the engine when the misfire rate of the engine is greater than or equal to the preset percentage of the misfire rate threshold value, and the current temperature and the current carbon amount meet a preset particulate trap damage condition, and perform the steps of obtaining the operation rotation speed and the operation torque of the engine in the current state and obtaining the current misfire rate of the engine.
Optionally, the apparatus 300 further includes:
the first judgment module is used for judging whether the operation of reducing the running torque of the engine exists or not under the condition that the misfire rate of the engine is smaller than the preset percentage of the misfire rate threshold value;
a first locking module for locking a current execution torque if there is an operation of executing the operation of reducing the operation torque of the engine;
a first limiting module to not limit the change in the operating torque if the operation to reduce the operating torque of the engine is not performed.
Optionally, the apparatus 300 further includes:
the second judgment module is used for judging whether the operation of reducing the running torque of the engine exists or not under the conditions that the misfire rate of the engine is larger than or equal to the preset percentage of the misfire rate threshold value and the current temperature and the current carbon amount do not accord with the preset damage condition of the particle catcher;
a second locking module for locking a current execution torque if there is an execution of the operation of reducing the operation torque of the engine;
a second limiting module to not limit the change in the operating torque if the operation to reduce the operating torque of the engine is not performed.
Optionally, the first locking module and the second locking module are further configured to: judging whether the misfire rate of the engine is larger than or equal to the misfire rate threshold value or not; and if the misfire rate of the engine is larger than or equal to the misfire rate threshold value, executing cylinder cut-off operation.
Optionally, the current temperature and the current carbon amount meet a preset particulate trap damage condition, specifically: the combination of the current temperature and the current carbon amount is matched with a preset particle trap damage point table; wherein the pre-set particle trap damage point table comprises: a combination of temperature and amount of carbon used to indicate the particle trap is damaged.
Optionally, the determining module 302 includes:
a temperature determination module for determining a current temperature inside the particle trap using a temperature model based on the operating speed and the operating torque;
and the carbon quantity determining module is used for determining the current carbon quantity in the particle catcher by utilizing a carbon quantity model according to the running rotating speed and the running torque.
Optionally, the carbon amount determination module is further configured to obtain a temperature of a coolant of the engine; according to the temperature, inquiring a corresponding relation table, and determining a corresponding carbon quantity correction factor at the temperature; wherein the correspondence table stores the correspondence between the temperature of the coolant and the carbon amount correction factor; determining the carbon amount which is currently combusted in the particle catcher by utilizing a combustion model according to the running rotating speed and the running torque; and correcting the current carbon amount of the particle catcher according to the carbon amount correction factor and the carbon amount which is burnt in the particle catcher at present.
In summary, according to the device for protecting the particulate trap provided by the embodiment of the present application, the operation rotation speed and the operation torque of the engine in the current state and the current misfire rate of the engine are obtained in the engine starting state, and then the misfire rate threshold value causing the catalyst damage is determined according to the operation rotation speed and the operation torque, and the current temperature and the current carbon amount inside the particulate trap are determined. Furthermore, when the misfire rate of the engine is greater than or equal to a preset percentage of the misfire rate threshold value and the current temperature and the current carbon amount meet preset particulate trap damage conditions, the operating torque of the engine is reduced, so that the exhaust temperature of the engine is reduced, fresh air entering the particulate trap is reduced, and the possibility of damage to the particulate trap is reduced. After the operation torque of the engine is reduced, the steps of obtaining the operation rotating speed and the operation torque of the engine in the current state and the current misfire rate of the engine are carried out again so as to judge whether the current particle catcher has the possibility of damage or not again. The operation torque is continuously reduced when the condition is met through the cyclic judgment, so that the possibility of damage of the particle catcher is continuously reduced, and the particle catcher is protected. Even if the cylinder deactivation operation is subsequently performed, the particle trap is not protected because the torque has been reduced in advance and the particle trap is not likely to be damaged by combustion.
Referring to fig. 4, an electronic device 400 is further provided in an embodiment of the present application, and includes a processor 402, a memory 401, and a computer program or an instruction stored in the memory 401 and executable on the processor 402, where the program or the instruction is executed by the processor 402 to implement the processes of the above-mentioned method for protecting a particle trap, and achieve the same technical effects, and are not repeated herein to avoid repetition.
Referring to fig. 5, a hardware structure diagram of an electronic device implementing the present application is shown.
The electronic device 500 includes, but is not limited to: a radio frequency unit 5001, a network module 5002, an audio output unit 5003, an input unit 5004, a sensor 5005, a display unit 5006, a user input unit 5007, an interface unit 5008, a memory 5009, and a processor 5010.
Those skilled in the art will appreciate that the electronic device 500 may also include a power supply (e.g., a battery) for powering the various components, and that the power supply may be logically coupled to the processor 5010 via a power management system to perform the functions of managing charging, discharging, and power consumption via the power management system. The electronic device structure shown in fig. 5 does not constitute a limitation of the electronic device, and the electronic device may include more or less components than those shown, or combine some components, or arrange different components, and thus, the description is omitted here.
The embodiment of the present application further provides a readable storage medium, where a program or an instruction is stored, and when the program or the instruction is executed by a processor, the program or the instruction implements each process of the above method for protecting a particle trap, and can achieve the same technical effect, and in order to avoid repetition, details are not repeated here.
The processor is the processor in the electronic device described in the above embodiment. The readable storage medium includes a computer-readable storage medium, such as a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and so on.
The above description is only exemplary of the present application and should not be taken as limiting the present application, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present application should be included in the protection scope of the present application.
Claims (10)
1. A method of protecting a particle trap, comprising:
acquiring the running rotating speed and the running torque of the engine in the current state and the current misfire rate of the engine in the starting state of the engine;
determining a misfire rate threshold value causing damage to the catalyst and determining a current temperature and a current carbon amount inside the particulate trap based on the operating speed and the operating torque;
and under the conditions that the misfire rate of the engine is greater than or equal to the preset percentage of the misfire rate threshold value and the current temperature and the current carbon amount meet the preset damage condition of the particle trap, reducing the running torque of the engine, and performing the steps of obtaining the running rotating speed and the running torque of the engine under the current state and the current misfire rate of the engine.
2. The method of claim 1, further comprising:
judging whether the operation of reducing the running torque of the engine is executed or not under the condition that the misfire rate of the engine is smaller than the preset percentage of the misfire rate threshold value;
locking a current execution torque if there is an operation of executing the operation of reducing the operation torque of the engine;
if the operation of reducing the operating torque of the engine is not performed, the change in the operating torque is not limited.
3. The method of claim 1, further comprising:
under the condition that the misfire rate of the engine is larger than or equal to a preset percentage of the misfire rate threshold value and under the condition that the current temperature and the current carbon amount do not accord with preset particle trap damage conditions, judging whether the operation of reducing the running torque of the engine is executed or not;
locking a current execution torque if there is an execution of the operation of reducing the operation torque of the engine;
if the operation of reducing the operating torque of the engine is not performed, the change in the operating torque is not limited.
4. The method of claims 2-3, wherein after said locking the current execution torque, further comprising:
judging whether the misfire rate of the engine is larger than or equal to the misfire rate threshold value or not;
and if the misfire rate of the engine is larger than or equal to the misfire rate threshold value, performing cylinder deactivation operation.
5. The method of claim 1, wherein the current temperature and the current amount of carbon comply with a preset particulate trap damage condition, comprising: the combination of the current temperature and the current carbon amount is matched with a preset particle trap damage point table; wherein the pre-set particle trap damage point table comprises: a combination of temperature and carbon amount to indicate damage to the particle trap.
6. The method of claim 1, wherein determining a current temperature and a current amount of carbon inside a particulate trap based on the operating speed and the operating torque comprises:
determining a current temperature inside the particle catcher by using a temperature model according to the operating rotation speed and the operating torque;
and determining the current carbon amount inside the particle catcher by using a carbon amount model according to the running rotating speed and the running torque.
7. The method of claim 6, further comprising:
acquiring the temperature of the cooling liquid of the engine;
according to the temperature, inquiring a corresponding relation table, and determining a corresponding carbon quantity correction factor at the temperature; wherein the correspondence table stores the correspondence between the temperature of the coolant and the carbon amount correction factor;
determining the carbon amount which is currently combusted in the particle catcher by utilizing a combustion model according to the running rotating speed and the running torque;
and correcting the current carbon amount of the particle catcher according to the carbon amount correction factor and the carbon amount which is combusted in the particle catcher at present.
8. An apparatus for protecting a particle trap, comprising:
the acquisition module is used for acquiring the running rotating speed and the running torque of the engine in the current state and the current misfire rate of the engine in the starting state of the engine;
the determining module is used for determining a misfire rate threshold value causing damage to the catalyst according to the operation rotating speed and the operation torque, and determining the current temperature and the current carbon amount inside the particle trap;
and the adjusting module is used for reducing the running torque of the engine under the conditions that the misfire rate of the engine is greater than or equal to the preset percentage of the misfire rate threshold value, and the current temperature and the current carbon amount meet the preset damage condition of the particle trap, and entering the step of acquiring the running rotating speed and the running torque of the engine under the current state and the current misfire rate of the engine.
9. An electronic device comprising a processor, a memory, and a program or instructions stored on the memory and executable on the processor, which program or instructions, when executed by the processor, carry out the steps of the method of protecting a particle trap according to any one of claims 1-7.
10. A readable storage medium, characterized in that a program or instructions are stored thereon, which program or instructions, when being executed by a processor, carry out the steps of the method of protecting a particle trap according to any one of claims 1-7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110034568.5A CN114763772B (en) | 2021-01-11 | 2021-01-11 | Method and device for protecting particle catcher |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110034568.5A CN114763772B (en) | 2021-01-11 | 2021-01-11 | Method and device for protecting particle catcher |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114763772A true CN114763772A (en) | 2022-07-19 |
| CN114763772B CN114763772B (en) | 2024-04-26 |
Family
ID=82363679
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110034568.5A Active CN114763772B (en) | 2021-01-11 | 2021-01-11 | Method and device for protecting particle catcher |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114763772B (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2016125374A (en) * | 2014-12-26 | 2016-07-11 | いすゞ自動車株式会社 | Exhaust emission control system |
| JP2016153629A (en) * | 2015-02-20 | 2016-08-25 | いすゞ自動車株式会社 | Exhaust emission control system |
| CN110360008A (en) * | 2018-04-11 | 2019-10-22 | 丰田自动车株式会社 | The misfire detecting apparatus of internal combustion engine |
| CN111677596A (en) * | 2020-06-29 | 2020-09-18 | 潍柴动力股份有限公司 | Regeneration method and device of diesel particulate filter |
| CN111946435A (en) * | 2020-07-31 | 2020-11-17 | 东风汽车集团有限公司 | Failure control method for temperature sensor of automobile particle catcher |
-
2021
- 2021-01-11 CN CN202110034568.5A patent/CN114763772B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2016125374A (en) * | 2014-12-26 | 2016-07-11 | いすゞ自動車株式会社 | Exhaust emission control system |
| JP2016153629A (en) * | 2015-02-20 | 2016-08-25 | いすゞ自動車株式会社 | Exhaust emission control system |
| CN110360008A (en) * | 2018-04-11 | 2019-10-22 | 丰田自动车株式会社 | The misfire detecting apparatus of internal combustion engine |
| CN111677596A (en) * | 2020-06-29 | 2020-09-18 | 潍柴动力股份有限公司 | Regeneration method and device of diesel particulate filter |
| CN111946435A (en) * | 2020-07-31 | 2020-11-17 | 东风汽车集团有限公司 | Failure control method for temperature sensor of automobile particle catcher |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114763772B (en) | 2024-04-26 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US8316638B2 (en) | Control system for a particulate matter filter | |
| CN109595089B (en) | Method and device for determining fuel injection quantity of engine | |
| CN113756917B (en) | Tail gas treatment method and device and vehicle | |
| CN113177314B (en) | DPF active regeneration method, device, computer equipment and storage medium | |
| CN114542306A (en) | Regeneration control method of particle catcher and related device | |
| CN112081644B (en) | Regeneration method and device of particle catcher | |
| CN113217156A (en) | GPF regeneration control method and device for automobile and computer storage medium | |
| CN112682141A (en) | Carbon load detection method, device, ECU, storage medium, and program product | |
| CN115638042B (en) | Carbon loading model correction method and device, storage medium and electronic equipment | |
| CN114763772B (en) | Method and device for protecting particle catcher | |
| JP2019039319A (en) | Internal combustion engine drive controller and internal combustion engine drive control method | |
| CN114704361B (en) | DPF partial regeneration control method, device, electronic equipment and storage medium | |
| CN115506907B (en) | Vehicle control method and device, vehicle and storage medium | |
| CN114233471B (en) | High-sulfur oil identification and post-processing method and device and working vehicle | |
| CN115324696A (en) | Smoke intensity control method and device and vehicle | |
| CN113279865B (en) | Control method of engine, controller of engine and vehicle | |
| CN115898602A (en) | Method for monitoring carbon loading of DPF, computer program product and memory | |
| CN112523885B (en) | Method and device for controlling fire in engine | |
| US20130317722A1 (en) | Combustion controller for internal combustion engine | |
| KR101350693B1 (en) | Control method of exhaust gas recirculation system | |
| CN114687874A (en) | Regeneration control method, device, medium, equipment and vehicle of particulate matter trap | |
| CN114753907B (en) | Control method and device of particle catcher, storage medium and vehicle | |
| CN114837834B (en) | Engine fuel cut control method, device, equipment and storage medium | |
| CN117345448A (en) | Method for correcting DPF regeneration efficiency based on environmental change and engine controller | |
| CN113606023B (en) | Particle catcher running-in method, device, computer equipment and storage medium |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |