Gpf regeneration device and control method for vehicle

Abstract

The embodiment of the present disclosure provides a GPF regeneration device and a control method of a vehicle, the GPF regeneration device comprising an engine, a three-way catalyst, a particulate filter and an engine control unit, the engine comprising a plurality of cylinders, the exhaust port of each cylinder being connected to the inlet of the three-way catalyst through an exhaust manifold having a plurality of exhaust pipelines, the outlet of the three-way catalyst being connected to the inlet of the particulate filter, a plurality of catalytic pipelines being arranged in the three-way catalyst and being connected to the plurality of exhaust pipelines one by one, and the engine control unit being used for controlling the plurality of cylinders being operated to alternately be in a cylinder deactivation state according to the driving information of the vehicle, so that the fresh air discharged by the cylinders in the cylinder deactivation state and the exhaust gas generated by the cylinders not in the cylinder deactivation state are respectively introduced into the particulate filter through the corresponding exhaust pipeline and catalytic pipeline to perform GPF regeneration. The present disclosure can realize GPF regeneration in the normal driving state of the vehicle, improve the GPF regeneration control efficiency, and improve the drivability, power performance and economy of the vehicle.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the field of engine aftertreatment technology, in particular to a GPF regeneration device and control method of a vehicle. BACKGROUND

[0002] The national six emission regulations put forward more stringent requirements on the particulate emissions of tail gas compared with the national five. In the prior art, GPF (Gasoline Particle Filter) is usually added in the exhaust system of the vehicle to reduce particulate matter emissions. The carbon particles in the exhaust gas of the gasoline engine are captured by the GPF and continuously accumulate in the GPF. When the carbon load accumulation exceeds a certain limit value, the exhaust pipe will be blocked, causing the exhaust back pressure to rise, the power to decrease, the fuel consumption to increase, and other adverse effects. Therefore, the engine needs to create conditions for high-temperature regeneration to burn off the carbon particles in the GPF at high temperature.

[0003] At present, the regeneration of GPF mainly includes passive regeneration and active regeneration. Passive regeneration refers to when the driver releases the accelerator pedal during daily driving conditions, the engine stops fuel supply, a large amount of oxygen enters the GPF, and an oxidation reaction occurs between the oxygen and the particles adsorbed on the filter wall surface, thereby achieving passive regeneration. Passive regeneration of the vehicle is mainly subject to the exhaust temperature of the engine. Passive regeneration control will make the car unable to be used normally within a certain period of time, which seriously affects the user experience. Active regeneration of the GPF requires deliberate intervention, mainly by changing the engine operating speed, air excess factor of the mixture, ignition angle, etc. of the engine control unit ECU to increase the temperature inside the GPF to the temperature boundary of carbon particle combustion, thereby achieving regeneration, which usually occurs in special conditions. For example, when driving at high speed + constant speed for a long time, the ECU issues an instruction to push back the ignition angle, increases the exhaust gas temperature, and then reduces the air-fuel ratio to provide excess oxygen, thereby creating conditions for the regeneration process. Active regeneration control will make the subjective feeling of drivability worse, and the power and economy worse; and frequent active regeneration will cause emission and drivability problems. SUMMARY

[0004] The purpose of the embodiments of the present disclosure is to provide a GPF regeneration device and control method of a vehicle to solve the technical problems of low regeneration control efficiency, poor drivability, power, economy and user experience in the prior art.

[0005] In order to solve the above technical problems, the embodiments of the present disclosure adopt the following technical solutions:

[0006] In a first aspect, the embodiments of the present disclosure provide a GPF regeneration device of a vehicle, comprising an engine, a three-way catalyst, a particulate filter and an engine control unit, the engine comprising a plurality of cylinders, an exhaust port of each of the cylinders being connected to an inlet of the three-way catalyst through an exhaust manifold having a plurality of exhaust pipelines, an outlet of the three-way catalyst being connected to an inlet of the particulate filter, the three-way catalyst being provided with a plurality of catalytic pipelines corresponding to the plurality of exhaust pipelines one by one, the engine control unit being connected to the engine, the three-way catalyst and the particulate filter respectively, for controlling the plurality of cylinders being operated to alternately be in a deactivation state according to driving information of the vehicle, so that fresh air discharged by the cylinders in the deactivation state and exhaust gas generated by the cylinders not in the deactivation state enter the particulate filter through the corresponding exhaust pipelines and the catalytic pipelines respectively for GPF regeneration.

[0007] In some embodiments, the three-way catalyst is provided with a first partition plate to divide an inner cavity of the three-way catalyst into a plurality of catalytic pipelines corresponding to the plurality of exhaust pipelines one by one.

[0008] In some embodiments, the exhaust manifold comprises a plurality of exhaust branches corresponding to the exhaust ports of the cylinders one by one and a collecting pipe connected to the exhaust branches, the collecting pipe being provided with a second partition plate to divide an inner cavity of the collecting pipe into a plurality of exhaust cavities corresponding to the exhaust branches one by one, the exhaust branches and the exhaust cavities being communicated to form the exhaust pipelines.

[0009] In some embodiments, the carrier in the three-way catalyst is a grid-shaped ceramic carrier or a honeycomb-shaped ceramic carrier.

[0010] In some embodiments, the engine further comprises an oil injector arranged on each of the cylinders respectively, the engine control unit being connected to each of the oil injectors respectively to control the oil injectors to inject oil into the corresponding cylinders or stop injecting oil, so that the cylinders are in an operating state or a deactivation state.

[0011] In some embodiments, the engine further comprises an ignition mechanism connected to each of the cylinders respectively, the engine control unit being connected to the ignition mechanism to control the corresponding cylinders to be ignited or unignited, so that the cylinders are in an operating state or a deactivation state.

[0012] In a second aspect, the disclosure provides a GPF regeneration control method of a vehicle, applied to a GPF regeneration device of the vehicle, the GPF regeneration device of the vehicle comprising an engine, a three-way catalyst and a particulate filter, the engine comprising a plurality of cylinders, the exhaust port of each cylinder being connected to the inlet of the three-way catalyst through an exhaust manifold having a plurality of exhaust pipelines, the outlet of the three-way catalyst being connected to the inlet of the particulate filter, and the three-way catalyst being provided with a plurality of catalytic pipelines corresponding to the plurality of exhaust pipelines, the method comprising:

[0013] obtaining driving information of the vehicle;

[0014] determining whether GPF regeneration is needed according to the driving information of the vehicle;

[0015] if so, controlling the plurality of cylinders of the engine that are in operation to alternately be in a deactivation state, so that fresh air discharged from the cylinders in the deactivation state and exhaust gas generated by the cylinders not in the deactivation state enter the particulate filter through corresponding exhaust pipelines and catalytic pipelines respectively to perform GPF regeneration.

[0016] In some embodiments, determining whether GPF regeneration is needed according to the driving information of the vehicle comprises:

[0017] determining that the vehicle is in a normal operating condition;

[0018] detecting whether the concentration of carbon particles accumulated in the particulate filter reaches a preset concentration threshold;

[0019] if so, determining that GPF regeneration is needed.

[0020] In some embodiments, after determining that GPF regeneration is needed, the method further comprises:

[0021] detecting whether the temperature of exhaust gas discharged from the plurality of cylinders in operation meets a preset temperature threshold;

[0022] if so, controlling the plurality of cylinders in operation to alternately be in the deactivation state to perform GPF regeneration; if not, controlling the plurality of cylinders in operation to alternately be in the deactivation state to perform GPF regeneration, and controlling the cylinders not in the deactivation state to continue operation to warm up.

[0023] In some embodiments, controlling the plurality of cylinders of the engine that are in operation to alternately be in the deactivation state comprises:

[0024] controlling the plurality of cylinders to be sequentially deactivated at intervals of a preset time.

[0025] The GPF regeneration device and control method of the vehicle provided by the embodiments of the present disclosure, by setting multiple catalytic pipes corresponding to each cylinder of the engine in the three-way catalyst, and connecting the exhaust port of each cylinder with the multiple catalytic pipes one by one through the exhaust manifold with multiple exhaust pipes, when GPF regeneration is needed, the engine control unit controls the cylinders in operation to alternately be in the deactivation state, so that the fresh air in the cylinders in the deactivation state and the exhaust gas generated in the cylinders that continue to operate without deactivation enter the particulate filter through different exhaust pipes and catalytic pipes, respectively, during the normal operation of the vehicle, the high-temperature heat of the exhaust gas discharged by the cylinders that continue to operate without deactivation and the fresh air in the deactivation cylinders are used for GPF regeneration through dynamic and alternating deactivation, the carbon particles trapped in the GPF are removed, the carbon accumulation is prevented from blocking the exhaust pipe, the normal operation of the vehicle is affected, and the regeneration control efficiency is effectively improved; and the vehicle does not need to be parked, run in special working conditions, or replace the GPF at the maintenance station for forced carbon removal and GPF regeneration, the power and drivability of the vehicle can be improved, and the user driving experience can be improved. In addition, the exhaust gas discharged by each cylinder does not interact with each other, independently enters the three-way catalyst for chemical reaction, and the fresh air in the deactivation cylinders and the exhaust gas in the cylinders that continue to operate without deactivation will not be mixed in the three-way catalyst, so that the mixture concentration in each cylinder can be effectively controlled, the treatment effect of the three-way catalyst on the exhaust gas is improved, and the aftertreatment effect of the vehicle is improved by cooperating with the GPF regeneration control. In addition, in the embodiments of the present disclosure, by dynamically and alternately deactivating, the load rate of the remaining working cylinders is increased, the engine operation efficiency can be improved, and the fuel consumption can be reduced; and without using additional electric heating regeneration, the fuel consumption can also be reduced, and the fuel economy can be improved. BRIEF DESCRIPTION OF DRAWINGS

[0026] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure or the prior art, the drawings needed to be used in the embodiments or prior art description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments described in the present disclosure, and other drawings can be obtained by those skilled in the art without creative labor.

[0027] Figure 1 A structural schematic diagram of the GPF regeneration device of the vehicle of the embodiments of the present disclosure;

[0028] Figure 2 A sectional structural schematic diagram of the three-way catalyst of the GPF regeneration device of the vehicle of the embodiments of the present disclosure;

[0029] Figure 3 A structural schematic diagram of the exhaust manifold of the GPF regeneration device of the vehicle of the embodiments of the present disclosure;

[0030] Figure 4A working schematic of a GPF regeneration device for a vehicle of an embodiment of the present disclosure;

[0031] Figure 5 A flowchart of a GPF regeneration control method for a vehicle of an embodiment of the present disclosure.

[0032] Reference Signs:

[0033] 1 - engine, 11 - cylinder, 111 - first cylinder, 112 - second cylinder, 113 - third cylinder, 114 - fourth cylinder, 12 - fuel injector; 2 - three-way catalyst, 21 - catalytic pipe, 22 - first partition; 3 - particulate filter; 4 - engine control unit; 5 - exhaust manifold, 51 - exhaust pipe, 52 - exhaust branch pipe, 53 - collecting pipe, 531 - exhaust chamber, 54 - second partition; 6 - exhaust pipe. DETAILED DESCRIPTION

[0034] Various aspects and features of the present disclosure are described herein with reference to the accompanying drawings.

[0035] It is to be understood that various alterations and modifications can be made to the embodiments herein disclosed. Therefore, the above description should not be construed as limiting, but merely as exemplification of the embodiments. Those skilled in the art will envision other modifications within the scope and spirit of the present disclosure.

[0036] The accompanying drawings incorporated in and forming a part of the specification, illustrate embodiments of the present disclosure and, together with the general description of the present disclosure given above, and the detailed description of the embodiments given below, serve to explain the principles of the present disclosure.

[0037] These and other characteristics, features and advantages of the present disclosure will become apparent from the following detailed description, taken in conjunction with the accompanying drawings, which illustrate, by way of non-limiting examples, the principles of the present disclosure.

[0038] It is also to be understood that even though a few examples of implementations of the present disclosure have been described herein, many modifications can be made of the present disclosure, many of which can be apparent to those skilled in the art from this disclosure, having the benefit of the benefit of the knowledge of this disclosure, and as such are intended to fall within the scope of the appended claims.

[0039] The above and other aspects, features, and advantages of the present disclosure will become apparent from the following detailed description, taken in conjunction with the accompanying drawings, which illustrate, by way of non-limiting examples, the principles of the present disclosure.

[0040] Specific embodiments of this disclosure are described thereafter with reference to the accompanying drawings; however, it should be understood that the claimed embodiments are merely examples of this disclosure, which may be implemented in various ways. Well-known and / or repeated functions and structures are not described in detail to avoid unnecessary or redundant details that could obscure this disclosure. Therefore, the specific structural and functional details claimed herein are not intended to be limiting, but merely to serve as the basis and representative basis for the claims to teach those skilled in the art to use this disclosure in a variety of substantially any suitable detailed structures.

[0041] This specification may use the phrases “in one embodiment,” “in another embodiment,” “in yet another embodiment,” or “in still another embodiment,” all of which may refer to one or more of the same or different embodiments according to this disclosure.

[0042] Figures 1 to 3 A schematic diagram of the structure of a GPF regeneration device for a vehicle according to an embodiment of this disclosure is shown. Figures 1 to 3 As shown in the present disclosure, a vehicle GPF regeneration device includes an engine 1, a three-way catalytic converter 2, a particulate filter (GPF) 3, and an engine control unit (ECU) 4. The engine 1 includes multiple cylinders 11. The exhaust port of each cylinder 11 is connected to the inlet of the three-way catalytic converter 2 through an exhaust manifold 5 having multiple exhaust pipes 51. The outlet of the three-way catalytic converter 2 is connected to the inlet of the particulate filter 3. The three-way catalytic converter 2 is provided with multiple catalytic pipes 21 that are connected one-to-one with the multiple exhaust pipes 51. The engine control unit 4 is connected to the engine 1, the three-way catalytic converter 2, and the particulate filter 3 respectively, and is used to control the multiple cylinders 11 that are running to alternately be in a cylinder deactivation state according to the vehicle's driving information, so that the fresh air discharged by the cylinders 11 in the cylinder deactivation state and the exhaust gas generated by the cylinders 11 that are not in the cylinder deactivation state enter the particulate filter 3 through the corresponding exhaust pipes 51 and catalytic pipes 21 respectively for GPF regeneration.

[0043] The GPF regeneration device of the vehicle provided by the embodiments of the present disclosure can effectively improve the regeneration control efficiency, and can improve the power performance and drivability of the vehicle, and improve the user driving experience. In addition, the exhaust gas discharged from each cylinder 11 does not interact with each other, and independently enters the three-way catalyst 2 to react, and the fresh air in the cylinder 11 in the cylinder 11 and the exhaust gas in the cylinder 11 in the cylinder 11 will not be mixed in the three-way catalyst 2, which can effectively control the mixture concentration in each cylinder 11, improve the treatment effect of the three-way catalyst 2 on the exhaust gas, and improve the aftertreatment effect of the vehicle in cooperation with the GPF regeneration control. In addition, in the embodiment, the dynamic alternate cylinder deactivation can increase the load rate of the remaining working cylinders 11, which can improve the engine operation efficiency and reduce fuel consumption. In addition, without using additional electric heating regeneration, the fuel consumption can also be reduced, and the fuel economy can be improved.

[0044] Specifically, the driving information of the vehicle can be vehicle speed, vehicle acceleration, gear position, engine speed, engine torque, and the like, which are used to determine the vehicle operating condition. The vehicle operating condition can be normal operating condition and special operating condition. Under the normal operating condition, the plurality of cylinders 11 of the vehicle are simultaneously operated (full cylinder operation); and under the special operating condition, for example, under the fuel saving condition, part of the cylinders 11 of the vehicle are de-activated (not full cylinder operation). The vehicle operating condition can also be low speed, normal speed or high speed operating condition determined according to the vehicle speed, wherein the low speed and the high speed are special conditions; the vehicle operating condition can also be deceleration, normal speed operation (relative uniform speed) and acceleration operating condition, wherein the deceleration and the acceleration are special conditions.

[0045] GPF regeneration requires two main conditions: the presence of oxygen and a certain temperature. In this embodiment, the vehicle's operating condition can be determined in real time based on the vehicle's driving information. When the vehicle is in normal operating condition (e.g., at normal speed), the concentration of carbon particles accumulated in the particulate filter 3 (cumulative carbon content) is detected to determine whether GPF regeneration is necessary. When GPF regeneration is required, dynamic cylinder deactivation can be used. The oxygen in the fresh air inside the cylinder 11 in the deactivated state (providing oxygen conditions for GPF regeneration) and the high-temperature heat generated by the exhaust gas from the still-operating cylinder 11 are used to perform GPF regeneration. This removes the carbon particles adsorbed and captured by the particulate filter 3, treats the exhaust gas generated by the cylinder 11, and avoids clogging the exhaust pipe 6, ensuring vehicle power and reducing fuel consumption.

[0046] In this embodiment, a four-cylinder engine is used as an example to specifically describe the GPF regeneration device. Figure 4 As shown, when it is determined that GPF regeneration is needed based on the vehicle's driving information, the four running cylinders 11 can be controlled to shut down sequentially at certain intervals. The cylinder shutdown sequence can be: normal combustion of all four cylinders 11 → shutdown of the first cylinder 111 → normal combustion of all four cylinders 11 → shutdown of the second cylinder 112 → normal combustion of all four cylinders 11 → shutdown of the third cylinder 113 → normal combustion of all four cylinders 11 → shutdown of the fourth cylinder 114 → normal combustion of all four cylinders 11.

[0047] When the first cylinder 111 is in the deactivated state, the fresh air introduced into the first cylinder 111 enters the particulate filter 3 through the first exhaust passage and the first catalytic converter. The exhaust gas generated by the second cylinder 112, which is still operating normally without being deactivated, enters the particulate filter 3 through the second exhaust passage and the second catalytic converter. The exhaust gas generated by the third cylinder 113 enters the particulate filter 3 through the third exhaust passage and the third catalytic converter. The exhaust gas generated by the fourth cylinder 114 enters the particulate filter 3 through the fourth exhaust passage and the fourth catalytic converter. Thus, the high temperature heat from the normally operating second cylinder 112, third cylinder 113, and fourth cylinder 114, along with the fresh air from the first cylinder 111, is used for GPF regeneration. After the first cylinder 111 is in the cylinder-stopped state for a first time, all four cylinders 11 are controlled to run for a second time. Then the second cylinder 112 is controlled to be in the cylinder-stopped state for a first time. After that, all four cylinders 11 are controlled to run for a second time, and so on, thereby realizing the dynamic alternating cylinder-stopping of the four cylinders 11.

[0048] In the embodiment, the time interval of the cylinders 11 alternately stopping (including the first time of the full-cylinder normal operation and the second time of the stopping) can be determined in advance according to vehicle parameters such as the number of cylinders and the displacement of the vehicle (for example, the first time is determined in advance as 1 min and the second time is determined in advance as 30 s), or can be determined according to the driving speed of the vehicle, the temperature of the exhaust gas discharged by the cylinders 11, and the concentration of the carbon particles accumulated in the particulate filter 3, and the like during the operation of the vehicle. For example, when the temperature of the exhaust gas discharged is relatively high and stable for a period of time, the stopping time of each cylinder 11 can be set to be relatively long to fully utilize the high-temperature heat for GPF regeneration. For another example, when the vehicle is driven at a relatively high speed for a period of time, for example, at a speed of 80 km / h, the stopping time of each cylinder 11 can be set to be relatively short to ensure the driving performance of the vehicle.

[0049] The time interval of the cylinders 11 alternately stopping can be the same or different, and the disclosure is not specifically limited. Setting the time interval to be the same can ensure the periodic and reliable regeneration of the GPF and improve the service life of the GPF.

[0050] In the above embodiment, the engine control unit 4 controls the first cylinder 111, the second cylinder 112, the third cylinder 113, and the fourth cylinder 114 to stop alternately at a certain time interval. In a specific implementation, the stopping order of each cylinder 11 can be determined in advance as needed, and the disclosure is not specifically limited. For example, the engine control unit 4 can control the first cylinder 111, the third cylinder 113, the second cylinder 112, and the fourth cylinder 114 to stop alternately at a certain time interval.

[0051] In the embodiment, a four-cylinder engine is taken as an example to describe the scheme of GPF regeneration by dynamic stopping. The engine 1 can also be a three-cylinder, six-cylinder, eight-cylinder, ten-cylinder, twelve-cylinder, or sixteen-cylinder, and the like. When the number of cylinders 11 is small, one cylinder 11 is controlled to stop alternately to ensure the driving performance of the vehicle. When the number of cylinders 11 is large, for example, more than eight, two of the cylinders 11 can be controlled to stop to provide sufficient oxygen for GPF regeneration.

[0052] It should be noted that in the embodiment, the normal operating condition of the vehicle is that the cylinders 11 are in a full-cylinder operation state (full-load operation). When the vehicle is in a special condition such as fuel-saving and partial-cylinder operation, the cylinder 11 in the stopping state can be directly used to provide fresh air to the particulate filter 3 to consume the carbon accumulated on the GPF, and dynamic stopping is not needed to achieve GPF regeneration.

[0053] In the embodiment, when the concentration of the accumulated carbon particles in the particulate filter 3 reaches the preset concentration threshold, and the GPF regeneration is needed, after the fresh air in the cylinder 11 of the cylinder deactivation enters the GPF, if the exhaust temperature of the exhaust gas discharged by the cylinder 11 that is not deactivating and / or the residual heat in the cylinder 11 of the cylinder deactivation reaches the regeneration temperature, the carbon particles in the GPF can be directly oxidized or burned into CO2 by using the high-temperature heat and oxygen to realize the GPF regeneration; if the exhaust temperature of the exhaust gas discharged by the cylinder 11 that is not deactivating does not reach the regeneration temperature, while the dynamic cylinder deactivation is performed, the exhaust heat of the cylinder 11 that is operating can be increased by increasing the engine speed and the like, so that the exhaust temperature of the cylinder 11 that is not deactivating and continues to operate can quickly reach the regeneration temperature. In the embodiment, by dynamically alternating the cylinder deactivation, part of the cylinders 11 are deactivated, and the remaining cylinders 11 work harder, which can rapidly increase the exhaust temperature of the engine 1 and the aftertreatment, rapidly increase the regeneration temperature, and help to reduce the emissions of CO2 and nitrogen oxides (NOx), so as to improve the SCR system aftertreatment efficiency and effect under the premise of meeting the emission regulations. x ) of the engine 1 and the aftertreatment, rapidly increase the regeneration temperature, and help to reduce the emissions of CO2 and nitrogen oxides (NOx), so as to improve the SCR system aftertreatment efficiency and effect under the premise of meeting the emission regulations.

[0054] In some embodiments, as shown in Figure 2 , the three-way catalyst 2 is a partitioned three-way catalyst, and the first partition plate 22 is arranged in the three-way catalyst 2 to divide the inner cavity of the three-way catalyst 2 into a plurality of catalytic pipe lines 21 that are connected to the plurality of exhaust pipe lines 51 one by one.

[0055] In the embodiment, four cylinders 11 are arranged, and therefore, the first partition plate 22 can be a cross-shaped partition plate that is arranged alternately to divide the inner cavity of the three-way catalyst 2 into four closed catalytic pipe lines 21. The first partition plate 22 facilitates the formation of the catalytic pipe line 21 and can provide a larger space for the catalytic reaction of the exhaust gas discharged by the operating cylinder 11. In a specific implementation, four independent catalytic pipe lines 21 can be arranged in the three-way catalyst 2.

[0056] In some embodiments, as shown in Figure 2 , the carrier in the three-way catalyst 2 is a grid-shaped ceramic carrier or a honeycomb-shaped ceramic carrier or other porous ceramic carrier, which can increase the catalytic reaction area and improve the catalytic reaction efficiency, and the ceramic carrier is resistant to high temperature.

[0057] In some embodiments, as shown in Figure 1 and Figure 3As shown, the exhaust manifold 5 includes a plurality of exhaust branch pipes 52 connected to the exhaust ports of each cylinder 11 one-to-one and a collecting pipe 53 connected to the exhaust branch pipes 52, and the second partition plate 54 is arranged in the collecting pipe 53 to divide the inner cavity of the collecting pipe 53 into a plurality of exhaust cavities 531 connected to each exhaust branch pipe 52 one-to-one. The exhaust branch pipe 52 and the exhaust cavity 531 are connected to form an exhaust pipeline 51, one end of the exhaust cavity 531 is connected to the exhaust branch pipe 52, and the other end of the exhaust cavity 531 is connected to the catalytic pipeline 21.

[0058] The shape of the second partition plate 54 matches the first partition plate 22, so as to facilitate the one-to-one connection of the exhaust cavity 531 and the catalytic pipeline 21.

[0059] In this embodiment, the exhaust manifold 5 can be improved on the basis of the existing exhaust manifold, and only the second partition plate 54 needs to be arranged in the collecting pipe 53, which is convenient to process and low in transformation cost.

[0060] In other embodiments, the exhaust ports of each cylinder 11 can be directly connected to the inlet of the three-way catalyst 2 through different independent exhaust pipelines 51 and connected to each catalytic pipeline 21 one-to-one.

[0061] In some embodiments, as shown, Figure 1 As shown, the engine 1 further includes an oil injector 12 arranged on each cylinder 11 respectively, and the engine control unit 4 is connected to each oil injector 12 respectively to control the oil injection or stop of the oil injector 12 into the corresponding cylinder 11, so as to control the cylinder 11 to be in the running state or the deactivation state.

[0062] In this embodiment, the deactivation of the cylinder 11 is realized by cutting off the fuel injection supply, and the dynamic alternating deactivation of the cylinder 11 is facilitated by arranging the oil injector 12 on each cylinder 11 respectively, so as to ensure the realization of GPF regeneration.

[0063] In some embodiments, the engine 1 further includes an ignition mechanism connected to each cylinder 11 respectively, and the engine control unit 4 is connected to the ignition mechanism to control the ignition or stop of the corresponding cylinder 11, so as to control the cylinder 11 to be in the running state or the deactivation state. In this embodiment, the deactivation of the cylinder 11 is realized by stopping the ignition of the cylinder 11.

[0064] In specific implementation, the alternating deactivation of the cylinder 11 can also be realized by the coordinated work of oil injection and ignition.

[0065] The intake port of the cylinder 11 is connected to a gas supply unit, and the function of the gas supply unit is to supply as much and as uniform as possible combustible mixture or fresh air to each cylinder 11 to ensure the continuous operation of the engine 1. The gas supply unit includes an intake manifold, an air cleaner, a throttle body and other components connected to the cylinder 11.

[0066] It is understood that in this embodiment, when the cylinder 11 is in the cylinder-off state, the intake and exhaust of the cylinder 11 remain normal, so that when the cylinder 11 is in the cylinder-off state, the fresh air supplied to the cylinder 11 by the air supply unit can enter the particulate filter 3 in sequence through the exhaust port of the cylinder 11, the exhaust pipe 51, and the catalytic pipe 21.

[0067] During normal vehicle operation, when carbon particles accumulate to a certain level, GPF regeneration is triggered. This is achieved by alternately stopping all operating cylinders 11, allowing the captured carbon particles to be oxidized and consumed, completing a full GPF cycle. In this embodiment, the amount of carbon accumulated in the GPF can be determined by real-time monitoring of the pressure difference between the front and rear ends of the GPF, thereby determining whether GPF regeneration is necessary (determining the timing of GPF regeneration). Once GPF regeneration is determined, dynamic alternating cylinder stopping is used to achieve GPF regeneration during normal vehicle operation, improving GPF regeneration control efficiency and user driving experience. In this embodiment, dynamic alternating cylinder stopping, while meeting the vehicle's power output (torque requirements), can reduce engine fuel consumption, improve fuel economy, and maintain overall vehicle performance.

[0068] Engine 1 can be a supercharged engine, an electric supercharged engine, a naturally aspirated engine, etc. Engine 1 can be a diesel engine or a gasoline engine. The specific type of engine is not specifically limited in this disclosure.

[0069] Figure 5 A flowchart of a GPF regeneration control method for a vehicle according to an embodiment of this disclosure is shown, such as... Figure 5 As shown, this disclosure also provides a GPF regeneration control method for a vehicle, applied to a GPF regeneration device for a vehicle. The GPF regeneration device includes an engine 1, a three-way catalytic converter 2, and a particulate filter 3. The engine 1 includes multiple cylinders 11. The exhaust port of each cylinder 11 is connected to the inlet of the three-way catalytic converter 2 through an exhaust manifold 5 having multiple exhaust pipes 51. The outlet of the three-way catalytic converter 2 is connected to the inlet of the particulate filter 3. The three-way catalytic converter 2 has multiple catalytic pipes 21 that are connected one-to-one with the multiple exhaust pipes 51. The method includes:

[0070] S101: Obtain vehicle driving information;

[0071] S102: Determine whether GPF regeneration is required based on the vehicle's driving information;

[0072] S103: If necessary, the control engine 1 of the running multiple cylinders 11 alternately in the state of deactivation, so that the cylinder 11 in the state of deactivation exhaust fresh air and exhaust gas generated by the cylinder 11 not in the state of deactivation running through the corresponding exhaust pipe 51 and catalytic pipe 21 into the particulate filter 3 GPF regeneration.

[0073] Specifically, first according to the vehicle running information to determine whether the vehicle is in normal operating conditions, and then according to the concentration of carbon particles accumulated in the GPF to determine whether GPF regeneration is needed, if necessary, control the running multiple cylinders 11 alternately in the state of deactivation, so that the cylinder 11 in the state of deactivation (for example, the first cylinder 111) exhaust fresh air and exhaust gas generated by the cylinder 11 not in the state of deactivation (for example, the second cylinder 112, the third cylinder 113 and the fourth cylinder 114) running through different exhaust pipe 51 and catalytic pipe 21 into the particulate filter 3, to provide oxygen conditions by deactivation of the cylinder 11, and provide high temperature conditions by the cylinder 11 not deactivation and continue running, to achieve GPF regeneration in the process of normal driving of the vehicle.

[0074] The GPF regeneration control method of the vehicle provided by the embodiment of the present disclosure can determine whether GPF regeneration is needed according to the vehicle running information during the operation of the vehicle, and control the running cylinder 11 alternately in the state of deactivation when GPF regeneration is needed. The GPF regeneration can be performed by dynamic alternation of deactivation, using the high temperature heat of the exhaust gas discharged by the cylinder 11 not deactivation and the fresh air in the cylinder 11 deactivation to perform GPF regeneration, remove the carbon particles trapped in the GPF, avoid carbon accumulation to block the exhaust pipe 6, affect the normal operation of the vehicle, and effectively improve the regeneration control efficiency. The vehicle does not need to be stopped, run in special conditions or replace the GPF at the maintenance station for forced carbon removal and GPF regeneration, which can improve the power and drivability of the vehicle and improve the user driving experience. In addition, the exhaust gas discharged by each cylinder 11 does not interact with each other, and independently enters the three-way catalyst 2 to react, and the fresh air in the cylinder 11 deactivation and the exhaust gas in the cylinder 11 not deactivation do not mix in the three-way catalyst 2, which can effectively control the concentration of the mixed gas in each cylinder 11, improve the treatment effect of the three-way catalyst 2 on the exhaust gas, and improve the aftertreatment effect of the vehicle in cooperation with the GPF regeneration control. In addition, in the embodiment, the dynamic alternation of deactivation increases the load rate of the remaining working cylinder 11, which can improve the engine operation efficiency and reduce fuel consumption. In addition, without using additional electric heating regeneration, fuel consumption can also be reduced and fuel economy can be improved.

[0075] In some embodiments, in step S102, determining whether GPF regeneration is needed according to the vehicle running information, comprising:

[0076] S1021: Determine whether the vehicle is in a normal operating condition;

[0077] S1022: Determine whether the concentration of carbon particles accumulated in the particulate filter 3 reaches a preset concentration threshold;

[0078] S1023: If yes, determine that GPF regeneration is needed.

[0079] Specifically, first determine whether the vehicle is in a normal operating condition of full cylinder operation according to the driving information of the vehicle. If yes, determine whether the concentration of carbon particles accumulated in the particulate filter 3 reaches a preset concentration threshold. If the preset concentration threshold is reached, it is determined that GPF regeneration and carbon cleaning are needed. If the preset concentration threshold is not reached, GPF regeneration and carbon cleaning can not be performed to avoid the impact of frequent GPF regeneration on the operation of the vehicle.

[0080] When the vehicle is not in full cylinder operation, oxygen can be directly provided to the particulate filter 3 by the cylinder 11 that is stopped. The currently operating cylinder 11 continues to operate normally without alternating stop and GPF regeneration when the concentration of carbon particles reaches the preset concentration threshold by using the high temperature heat in the currently operating cylinder 11. When the vehicle is in a special operating condition such as high speed or low speed operation, oxygen can be directly provided by the cylinder 11 that is decelerated and fuel cut, and GPF regeneration can be performed by heating and burning the fuel in some cylinders 11. The GPF regeneration in special conditions can refer to the prior art, and the present disclosure will not be repeated.

[0081] In some embodiments, after determining that GPF regeneration is needed, the method further comprises:

[0082] S201: Determine whether the temperature of the exhaust gas discharged by the plurality of operating cylinders 11 meets a preset temperature threshold;

[0083] S202: If yes, control the plurality of operating cylinders 11 to alternately enter the stopped state for GPF regeneration; if no, control the plurality of operating cylinders 11 to alternately enter the stopped state for GPF regeneration, and control the cylinder 11 that continues to operate without stopping to increase the temperature.

[0084] In this embodiment, while determining that GPF regeneration is required and dynamically alternating cylinder shutdown is performed, the temperature of the exhaust gas discharged from the running cylinder 11 (exhaust temperature) can be monitored in real time to determine whether the temperature has reached the regeneration temperature. If it has, the high-temperature heat in the exhaust gas can be directly used to oxidize or burn the carbon particles in the particulate filter 3 for regeneration. Since the shut-down cylinder 11 may have carried some residual heat during previous operation, in this embodiment, the temperature of the fresh air discharged from the shut-down cylinder 11 can also be monitored simultaneously to determine whether the regeneration temperature has been reached. If it has, the high-temperature residual heat can be directly used to oxidize or burn the carbon particles in the particulate filter 3 for regeneration. If the regeneration temperature has not been reached, the exhaust heat of the running cylinder 11 can be increased by increasing the engine speed of the cylinder that continues to operate normally without shutting down, so that the exhaust temperature of the cylinder that continues to operate without shutting down can quickly reach the regeneration temperature, thereby performing GPF regeneration.

[0085] In some real-time examples, in step S103, the multiple operating cylinders 11 of the engine 1 are alternately deactivated, including:

[0086] The cylinders 11 are controlled to stop sequentially at preset time intervals.

[0087] Specifically, such as Figure 4 As shown, taking a four-cylinder engine as an example, when it is determined that GPF regeneration is needed based on the vehicle's driving information, the four running cylinders 11 can be controlled to shut down sequentially at certain intervals. The cylinder shutdown sequence can be: normal combustion of all four cylinders 11 → shutdown of the first cylinder 111 → normal combustion of all four cylinders 11 → shutdown of the second cylinder 112 → normal combustion of all four cylinders 11 → shutdown of the third cylinder 113 → normal combustion of all four cylinders 11 → shutdown of the fourth cylinder 114 → normal combustion of all four cylinders 11.

[0088] After determining that GPF regeneration is required, the first cylinder 111 is first controlled to be in a stopped state for a first time. During this time, the other cylinders 11 (second cylinder 112, third cylinder 113, and fourth cylinder 114) remain in normal operation. Then, the first cylinder 111 is controlled to resume normal operation for a second time. After that, the second cylinder 112 is controlled to be in a stopped state for a first time, and after the second cylinder 112 is in a stopped state for a first time, it is controlled to resume normal operation for a second time, and so on, thereby achieving dynamic alternating cylinder stopping of multiple operating cylinders 11. Dynamic alternating cylinder stopping can be performed cyclically to ensure reliable GPF regeneration.

[0089] In this embodiment, the sequential shutdown and normal operation of multiple cylinders 11 are alternated to further ensure the vehicle's power performance, avoid the impact of GPF regeneration on the vehicle's normal operation, and improve the user's driving experience.

[0090] In a specific implementation, the cylinders 11 can be directly controlled to stop in sequence for the first time, and there is no need to control the cylinders 11 to normally operate for the second time. However, directly controlling the cylinders 11 to stop in sequence for the first time can affect the power performance of the vehicle.

[0091] The GPF regeneration control method of the vehicle provided by the embodiments of the present disclosure corresponds to the GPF regeneration device of the vehicle in the above embodiments, and any optional items in the embodiments of the GPF regeneration device of the vehicle are also applicable to the embodiments of the battery assembly and the electric vehicle, which will not be described here.

[0092] The above description is merely preferred embodiments of the present disclosure and a description of the principles of the technology applied. Those skilled in the art should understand that the disclosed range of the present disclosure is not limited to the technical solutions formed by the specific combinations of the above technical features, and should also cover other technical solutions formed by any combination of the above technical features or equivalent features without departing from the above disclosed concept. For example, the above features are replaced with the technical features disclosed in the present disclosure (but not limited to) having similar functions to form a technical solution.

[0093] In addition, although each operation is described in a specific order, this should not be understood as requiring the operations to be performed in the specific order shown or in a sequential order. In certain circumstances, multitasking and parallel processing can be advantageous. Similarly, although several implementation details are included in the above discussion, these should not be interpreted as limiting the scope of the present disclosure. Certain features described in the context of separate embodiments can also be combined in a single embodiment. Conversely, various features described in the context of a single embodiment can also be separated and implemented in multiple embodiments.

[0094] Although the subject matter has been described in language specific to structural features and / or methodological acts, it is to be understood that the subject defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are merely exemplary forms of implementing the claims.

[0095] The above describes the embodiments of the present disclosure in detail, but the present disclosure is not limited to these specific embodiments, and those skilled in the art can make various modifications and modifications on the basis of the concept of the present disclosure, and these modifications and modifications should fall within the scope of the present disclosure.

Claims

1. A GPF regeneration device of a vehicle, comprising an engine, a three-way catalyst, a particulate trap, and an engine control unit, the engine including a plurality of cylinders, characterized by, The exhaust ports of each of the cylinders are connected to an inlet of the three-way catalyst through an exhaust manifold having a plurality of exhaust pipelines, an outlet of the three-way catalyst is connected to an inlet of the particulate filter, a plurality of catalytic pipelines corresponding to the plurality of exhaust pipelines are arranged in the three-way catalyst, the engine control unit is connected to the engine, the three-way catalyst and the particulate filter, and is configured to control the cylinders in operation to be alternately in the deactivation state according to the driving information of the vehicle, so that the fresh air discharged by the cylinders in the deactivation state and the exhaust gas generated by the cylinders not in the deactivation state enter the particulate filter through the corresponding exhaust pipelines and catalytic pipelines respectively for GPF regeneration.

2. The GPF regenerating apparatus according to claim 1, characterized by The three-way catalyst is provided with a first partition plate to divide an inner cavity of the three-way catalyst into a plurality of catalytic pipelines corresponding to the plurality of exhaust pipelines.

3. The GPF regenerating apparatus according to claim 2, characterized by The exhaust manifold comprises a plurality of exhaust branches corresponding to the exhaust ports of each of the cylinders and a collecting pipe connected to the exhaust branches, the collecting pipe is provided with a second partition plate to divide an inner cavity of the collecting pipe into a plurality of exhaust cavities corresponding to each of the exhaust branches, and the exhaust branches and the exhaust cavities are communicated to form the exhaust pipelines.

4. The GPF regenerating apparatus according to claim 1, characterized by The carrier in the three-way catalyst is a grid-shaped ceramic carrier or a honeycomb-shaped ceramic carrier.

5. The GPF regenerating apparatus according to claim 1, characterized by The engine further comprises an oil injector arranged on each of the cylinders respectively, and the engine control unit is connected to each of the oil injectors to control the oil injectors to inject oil or stop injecting oil into the corresponding cylinders, so that the cylinders are in the operation state or the deactivation state.

6. The GPF regenerating apparatus according to claim 1, characterized by The engine further comprises an ignition mechanism connected to each of the cylinders respectively, and the engine control unit is connected to the ignition mechanism to control the corresponding cylinders to be ignited or unignited, so that the cylinders are in the operation state or the deactivation state.

7. A GPF regeneration control method of a vehicle, applied to a GPF regeneration device of a vehicle, characterized by, The GPF regeneration device of the vehicle comprises an engine, a three-way catalyst and a particulate filter, the engine comprises a plurality of cylinders, the exhaust ports of each of the cylinders are connected to an inlet of the three-way catalyst through an exhaust manifold having a plurality of exhaust pipelines, an outlet of the three-way catalyst is connected to an inlet of the particulate filter, a plurality of catalytic pipelines corresponding to the plurality of exhaust pipelines are arranged in the three-way catalyst, and the method comprises: obtaining driving information of the vehicle; determining whether GPF regeneration is needed according to the driving information of the vehicle; if so, controlling a plurality of cylinders in operation of the engine to be alternately in a deactivation state, so that fresh air discharged by the cylinders in the deactivation state and exhaust gas generated by the cylinders not in the deactivation state enter the particulate filter through corresponding exhaust pipelines and catalytic pipelines respectively for GPF regeneration.

8. The GPF regeneration control method of a vehicle according to claim 7, characterized by The method further comprises: determining that the vehicle is in a normal operation condition; detecting whether the concentration of carbon particles accumulated in the particulate filter reaches a preset concentration threshold; if so, determining that GPF regeneration is needed.

9. The GPF regeneration control method of a vehicle according to claim 7, characterized by, After determining that GPF regeneration is needed, the method further comprises: detecting whether the temperature of the exhaust gas discharged from the plurality of cylinders meets a preset temperature threshold value; if yes, controlling the plurality of cylinders in operation to alternately enter the deactivation state for GPF regeneration; if no, controlling the plurality of cylinders in operation to alternately enter the deactivation state for GPF regeneration, and controlling the cylinders not in the deactivation state to continue operation and increase temperature.

10. The GPF regeneration control method of a vehicle according to claim 7, characterized by controlling the plurality of cylinders in operation of the engine to alternately enter the deactivation state, comprising: controlling the plurality of cylinders to be sequentially deactivated at intervals of a preset time.

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