A parking regenerative control method, device and hybrid electric vehicle

Abstract

The application provides a kind of parking regeneration control method, device and hybrid vehicle, wherein the method comprises: when it is needed to enter the parking regeneration state, the particulate trap regeneration unit sends the parking regeneration control instruction to the vehicle control unit;After the vehicle control unit receives the regeneration control instruction, it is judged whether to allow to enter the parking regeneration according to the current vehicle state condition;If allowed, determine the regeneration strategy according to the current battery available charging power and the temperature value of the particulate trap;The vehicle control unit controls the torque and speed of the engine according to the regeneration strategy.The technical scheme provided by the embodiment of the application ensures the parking regeneration of the hybrid vehicle, also ensures the safety, and provides better regeneration speed and fuel economy.

Description

Technical Field

[0001] This invention relates to the field of vehicle electronic control technology, and in particular to a parking regeneration control method, device, and hybrid vehicle. Background Technology

[0002] A gasoline particulate filter (GPF) is a wall-flow type of particulate trap composed of honeycomb ceramic with a specific pore density. By alternately blocking the honeycomb porous ceramic filter element, exhaust flow is forced through the pore walls, and particles are captured and filtered through four methods: diffusion, interception, gravity, and inertia. After prolonged use, soot particles accumulate on the surface of the filter's micropores, forming a soot layer, and its storage volume gradually decreases. While the formation of this soot layer helps improve filtration efficiency, it also creates a throttling effect in the exhaust pipe, increasing exhaust flow resistance and leading to increased fuel consumption and decreased engine output power. In such cases, the GPF needs to be cleaned and regenerated.

[0003] Parking regeneration utilizes high idling speeds and other methods to create higher exhaust temperatures and greater oxygen flow, allowing for rapid combustion of carbon soot in the GPF (Gas Propeller Filter) and thus restoring its regeneration efficiency. However, current technologies suffer from long parking regeneration times, simplistic control strategies that fail to adequately consider engine operating conditions under varying vehicle conditions, and thus, parking regeneration control remains inadequate. Summary of the Invention

[0004] This invention provides a parking regeneration control method, device, and hybrid vehicle, which ensures both safety and good regeneration speed and fuel economy while enabling parking regeneration in hybrid vehicles.

[0005] In a first aspect, embodiments of the present invention provide a parking regeneration control method, comprising:

[0006] When it is necessary to enter the parking regeneration state, the particulate filter regeneration unit sends a parking regeneration control command to the vehicle control unit.

[0007] After receiving the regeneration control command, the vehicle control unit determines whether to allow parking regeneration based on the current vehicle status conditions;

[0008] If permitted, a regeneration strategy is determined based on the current available charging power of the battery and the temperature value of the particulate filter; the regeneration strategy includes a rapid heating regeneration strategy, an economical regeneration strategy, and a conventional regeneration strategy; wherein, the rapid heating regeneration strategy is to operate the engine at the torque and speed with the highest exhaust temperature under the current available charging power of the battery; the economical regeneration strategy is to operate the engine at the torque and speed with fuel economy under the current available charging power of the battery; and the conventional regeneration strategy is to operate the engine at the torque and speed with the fastest conventional regeneration speed under the current available charging power of the battery.

[0009] The vehicle control unit controls the engine torque and speed according to the regeneration strategy.

[0010] Optionally, a regeneration strategy is determined based on the current available charging power of the battery and the temperature value of the particulate trap, including:

[0011] Compare the relationship between the available charging power and the minimum available charging power, and compare the relationship between the temperature value of the particle trap and the preset temperature value;

[0012] If the available charging power is greater than the minimum available charging power and the temperature value of the particle trap is less than the preset temperature value, then the rapid heating and regeneration strategy is determined.

[0013] If the available charging power is greater than the minimum available charging power and the temperature value of the particle trap is greater than the preset temperature value, then the economical regeneration strategy is determined.

[0014] If the available charging power is less than the minimum available charging power, then it is determined to be the conventional regeneration strategy.

[0015] Optionally, the vehicle status conditions include at least the following: no fault signal for the motor battery, remaining battery capacity, zero vehicle speed signal, and engine coolant temperature within a set range.

[0016] Optionally, when the vehicle control unit determines that at least one of the vehicle state conditions does not meet the set range, it controls the vehicle to maintain the current state and outputs an alarm signal.

[0017] Secondly, embodiments of the present invention provide a parking regeneration control device, comprising:

[0018] The particulate filter regeneration unit is used to send parking regeneration control commands to the vehicle control unit when it is necessary to enter the parking regeneration state.

[0019] The vehicle control unit is used to receive the regeneration control command and determine whether to allow parking regeneration based on the current vehicle status conditions.

[0020] If permitted, a regeneration strategy is determined based on the current available charging power of the battery and the temperature value of the particulate trap; the regeneration strategy includes a rapid heating regeneration strategy, an economical regeneration strategy, and a conventional regeneration strategy;

[0021] The vehicle control unit is also used to control the engine torque and speed according to the regeneration strategy; wherein, the rapid heating regeneration strategy is to operate the engine at the torque and speed with the highest exhaust temperature under the current battery's available charging power; the economical regeneration strategy is to operate the engine at the torque and speed with fuel economy under the current battery's available charging power; and the conventional regeneration strategy is to operate the engine at the torque and speed with the fastest conventional regeneration speed under the current battery's available charging power.

[0022] Optionally, the vehicle control unit includes:

[0023] The strategy determination unit is used to compare the relationship between the available charging power and the minimum available charging power, and to compare the relationship between the temperature value of the particle trap and the preset temperature value.

[0024] If the available charging power is greater than the minimum available charging power and the temperature value of the particle trap is less than the preset temperature value, then the rapid heating and regeneration strategy is determined.

[0025] If the available charging power is greater than the minimum available charging power and the temperature value of the particle trap is greater than the preset temperature value, then the economical regeneration strategy is determined.

[0026] If the available charging power is less than the minimum available charging power, then it is determined to be the conventional regeneration strategy.

[0027] Optionally, the vehicle status conditions include at least the following: no fault signal for the motor battery, remaining battery capacity, zero vehicle speed signal, and engine coolant temperature within a set range.

[0028] The vehicle control unit is also used to determine that when at least one of the vehicle state conditions does not meet the set range, control the vehicle to maintain the current state and output an alarm signal.

[0029] Thirdly, embodiments of the present invention provide a hybrid electric vehicle, including any of the parking regeneration control devices described in the embodiments of the present invention.

[0030] The technical solution provided by this invention determines whether parking regeneration is allowed based on the current vehicle status conditions, and determines three regeneration strategies—rapid heating regeneration strategy, economical regeneration strategy, and conventional regeneration strategy—based on the current available battery charging power P and the temperature value of the particulate filter. Different control strategies are adopted according to the specific vehicle conditions, ensuring both safety and good regeneration speed and fuel economy while enabling parking regeneration of hybrid vehicles. Attached Figure Description

[0031] Figure 1 A schematic flowchart of a parking regeneration control method provided in an embodiment of the present invention;

[0032] Figure 2 A schematic flowchart illustrating another parking regeneration control method provided in an embodiment of the present invention;

[0033] Figure 3 This is a schematic diagram of the state of each parameter in a parking regeneration control method provided in an embodiment of the present invention;

[0034] Figure 4 This is a schematic diagram of a parking regeneration control device provided in an embodiment of the present invention. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0036] Figure 1 This is a flowchart illustrating a parking regeneration control method according to an embodiment of the present invention. This embodiment is applicable to parking regeneration in hybrid vehicles with a series charging mode that can be externally charged, such as a dual-motor hybrid configuration. The method can be executed by a parking regeneration control device, which can be implemented in hardware and / or software. The method specifically includes the following steps:

[0037] S110. When it is necessary to enter the parking regeneration state, the particulate filter regeneration unit sends a parking regeneration control command to the vehicle control unit.

[0038] Specifically, the determination to enter the parking regeneration state can be made directly by the operator or by the particulate filter regeneration unit through the particulate filter's status parameters, including temperature and regeneration efficiency. The particulate filter regeneration unit may include a control unit for the particulate filter, thus possessing data processing functions such as storage and processing. When the need to enter the parking regeneration state is activated or determined, the particulate filter regeneration unit sends a parking regeneration control command to the vehicle control unit.

[0039] S120. After receiving the regeneration control command, the vehicle control unit determines whether to allow parking regeneration based on the current vehicle status conditions.

[0040] Specifically, the vehicle control unit may include the new energy vehicle control unit (VCU) and the engine vehicle control unit (ECU). The VCU and ECU determine whether the current vehicle status conditions permit parking regeneration. For example, the vehicle status conditions determined by the VCU may include whether there are relevant fault signals in the motor and battery (parking regeneration should proceed if there are no faults); whether the motor temperature, battery temperature, and remaining battery capacity are within threshold ranges (parking regeneration should proceed if all of these are within threshold ranges); and whether the powertrain is in a ready state.

[0041] The vehicle status conditions determined by the ECU can include: whether there is an engine fault (parking regeneration should be performed if there is no fault); whether the engine speed is below a threshold (r < rmax, where rmax is the maximum allowable engine speed); whether the gear signal is in P (parking regeneration should be performed in P); whether the accelerator pedal opening signal is 0 (parking regeneration should be performed if no one is pressing the accelerator pedal); whether the brake pedal signal is 0 (parking regeneration should be performed if no one is pressing the brake pedal); whether the vehicle speed signal is 0 (parking regeneration should be performed if the vehicle is stationary); and whether the fuel level is above a threshold (L > Lmin, where Lmin is the minimum allowable fuel level to ensure sufficient fuel for one cycle). Parking regeneration; Whether the vehicle hood is open: Parking regeneration should be performed with the hood open to prevent overheating due to insufficient heat dissipation in the engine compartment; Whether to enter component protection mode: Regeneration should be performed only when other components are not overheating, ensuring that regeneration can be terminated promptly if overheating occurs to prevent component damage; Whether the engine coolant temperature is within the threshold range: Parking regeneration should be avoided when the coolant temperature is too low (engine not warm), and regeneration should be terminated promptly if the coolant temperature exceeds the threshold to prevent engine thermal damage; Whether the GPF temperature is within the allowable range: The GPF temperature should be kept below the maximum allowable temperature during regeneration, and regeneration should be terminated promptly if overheating occurs to prevent GPF damage. The stability of the parking regeneration process and the safety of the entire vehicle are improved by setting multiple vehicle status conditions for judgment. Parking regeneration is allowed if all vehicle status conditions are judged correctly; otherwise, parking regeneration is not allowed.

[0042] S130. If permitted, determine the regeneration strategy based on the current available battery charging power P and the particulate filter temperature value; the regeneration strategy includes a rapid heating regeneration strategy, an economical regeneration strategy, and a normal regeneration strategy; wherein, the rapid heating regeneration strategy is the torque and speed at which the engine operates at the highest exhaust temperature under the current available battery charging power P; the economical regeneration strategy is the torque and speed at which the engine operates at fuel economy under the current available battery charging power P; and the normal regeneration strategy is the torque and speed at which the engine operates at the fastest normal regeneration speed under the current available battery charging power P.

[0043] Specifically, the available charging power P is the maximum power that the battery can be charged under the current conditions of remaining battery capacity (SOC) and battery temperature, representing the current charging capability of the battery. Extremely high or low SOC, or extremely high or low battery temperature, will lead to a decrease in the available charging power P. The temperature value T of the GPF can be obtained by placing temperature sensors near the GPF, and temperature data can also be used to calculate parameters such as soot combustion rate. Since GPF regeneration is essentially the process of burning captured soot, temperature and oxygen are key factors for regeneration. When the battery's available charging power P is less than the minimum allowable available charging power Pmin, the battery's charging capability is considered weak. In this case, the engine should not generate too much power to avoid battery damage. When the GPF temperature value T is low, the engine running time needs to be increased to raise the GPF temperature value T to meet the regeneration standard, which not only reduces the regeneration speed but also increases fuel consumption. Therefore, based on the current available battery charging power P and the particulate filter temperature value, an appropriate regeneration strategy is determined to achieve parking regeneration in combination with the current vehicle status, balancing fuel economy and regeneration speed. For example, if the current GPF temperature T is low, and the battery has sufficient available charging power P to select a suitable operating point for the engine to achieve a rapid increase in GPF temperature, then a rapid heating and regeneration strategy can be identified. When the rapid heating and regeneration strategy is executed, the engine operates at the torque and speed at the highest exhaust temperature. Compared with the traditional method of directly increasing the idle speed and retarding the ignition timing for heating, this strategy utilizes the advantages of the hybrid system to select an operating point with a higher baseline exhaust temperature to increase the GPF temperature, resulting in better fuel economy and noise, vibration, and harshness (NVH) performance.

[0044] When the temperature T of the GPF meets the regeneration requirements and the battery has sufficient available charging power P to select a suitable operating point for engine regeneration, it can be determined as an economical regeneration strategy. When implementing the economical regeneration strategy, it is necessary to control the engine to operate at the torque and speed with the best fuel economy. Compared with traditional vehicles, the idle speed is increased, and regeneration is carried out in the high speed and low torque range. This strategy takes advantage of the hybrid system to select the operating point with the best fuel consumption and the fastest regeneration speed for regeneration, which has better fuel economy and regeneration speed.

[0045] If the battery's available charging power P is relatively small, it cannot enable the engine to generate sufficient power for regeneration. Therefore, it is necessary to control the engine to regenerate without charging. This can be defined as a conventional regeneration strategy. When executing a conventional regeneration strategy, the engine is run at the torque and speed that allows for the fastest regeneration speed. Automatic activation of various devices, including but not limited to all vehicle lights and electric heating equipment, can provide a greater load to the engine, ensuring fuel economy and regeneration speed.

[0046] S140, the vehicle control unit controls the engine torque and speed according to the regeneration strategy.

[0047] The technical solution provided by this invention determines whether parking regeneration is allowed based on the current vehicle status conditions, and determines three regeneration strategies—rapid heating regeneration strategy, economical regeneration strategy, and conventional regeneration strategy—based on the current available battery charging power P and the temperature value of the particulate filter. Different control strategies are adopted according to the specific vehicle conditions, ensuring both safety and good regeneration speed and fuel economy while enabling parking regeneration of hybrid vehicles.

[0048] Optionally, a regeneration strategy can be determined based on the current available charging power P of the battery and the temperature value of the particulate trap, including:

[0049] Compare the relationship between the available charging power P and the minimum available charging power Pmin, and compare the relationship between the temperature value of the particle trap and the preset temperature value T2.

[0050] If the available charging power P is greater than the minimum available charging power Pmin, and the temperature value of the particle trap is less than the preset temperature value T2, then the rapid heating regeneration strategy is determined.

[0051] If the available charging power P is greater than the minimum available charging power Pmin, and the temperature value of the particle trap is greater than the preset temperature value T2, then it is determined to be an economical regeneration strategy.

[0052] If the available charging power P is less than the minimum available charging power Pmin, then the conventional regeneration strategy is determined.

[0053] Specifically, the minimum available charging power Pmin is the minimum power at which the battery can be charged under the current SOC and battery temperature conditions. When the available charging power P is less than the minimum available charging power Pmin, the battery's charging capacity is considered weak, and the engine should not generate excessive power to avoid battery damage. The preset temperature value T2 is the threshold for rapidly heating the GPF. This preset temperature value T2 is less than the target temperature value T1 for the GPF during parking regeneration. The target temperature value T1 is the temperature at which GPF cleaning can be performed safely and effectively. The preset temperature value T2 is less than the target temperature value T1. When the available charging power P is greater than the minimum available charging power Pmin, and the temperature value T of the GPF is less than the preset temperature value T2, it is considered that the current temperature value T of the GPF is low, and the battery has enough available charging power P to select a suitable operating point for the engine to achieve a rapid increase in the temperature T of the GPF. This can be determined as a rapid heating and regeneration strategy. When the rapid heating and regeneration strategy is executed, the engine operates at the torque and speed at the highest exhaust temperature. Compared with the traditional method of directly increasing the idle speed and retarding the ignition timing for heating, this strategy utilizes the advantages of the hybrid system to select an operating point with a higher baseline exhaust temperature to increase the temperature of the GPF, resulting in better fuel economy and noise, vibration, and harshness (NVH) performance.

[0054] When the available charging power P is greater than the minimum available charging power Pmin, and the temperature value T of the GPF is greater than the preset temperature value T2, it can be considered that the GPF has sufficient temperature, the temperature value T of the GPF meets the regeneration requirements, and the battery has sufficient available charging power P to select a suitable operating point for the engine to regenerate. This can be determined as an economical regeneration strategy. When implementing the economical regeneration strategy, it is necessary to control the engine to operate at the torque and speed with the best fuel economy. Compared with traditional vehicles, the idle speed is increased, and regeneration is carried out in the high speed and low torque range. This strategy utilizes the advantages of the hybrid system to select the operating point with the best fuel consumption and the fastest regeneration speed for regeneration, resulting in better fuel economy and regeneration speed.

[0055] When the temperature value T of the GPF meets the requirements, but the available charging power P is less than the minimum available charging power Pmin, the available charging power P of the battery is small and cannot enable the engine to generate a large power for regeneration. It is necessary to control the engine to regenerate without charging. This can be determined as a conventional regeneration strategy. When the conventional regeneration strategy is executed, the engine is run at the torque and speed at which the conventional regeneration speed is fastest. It can automatically turn on, including but not limited to, all the lights and electric heating equipment in the vehicle, to provide a larger load to the engine in order to ensure fuel economy and regeneration speed.

[0056] For example, embodiments of the present invention also provide a calibration method for calibrating the torque and speed of an engine at its highest exhaust temperature, the torque and speed of an engine operating at its fuel-efficient state, and the torque and speed of an engine at its fastest normal regeneration speed.

[0057] Specifically, when calibrating the engine's torque and speed corresponding to its highest exhaust temperature, the engine speed and torque are kept constant. After the system stabilizes, the exhaust temperature is monitored, and the operating point with the highest exhaust temperature under each available charging power P is measured. For example, a data table is generated based on the test data. Therefore, during the rapid heating and regeneration strategy, based on the current available charging power P of the battery, the engine operating point with the highest exhaust temperature under the current available charging power P can be obtained through data querying, i.e., the corresponding speed and torque.

[0058] When calibrating the engine to operate at fuel-efficient torque and speed, the engine is controlled to perform parking regeneration at various speeds and torques. Fuel consumption rate and GPF regeneration speed are monitored. The ratio of fuel consumption rate to GPF regeneration speed is the GPF regeneration fuel consumption ratio. Engine power and available charging power P are then calculated using the operating point corresponding to the minimum GPF regeneration fuel consumption ratio. For example, based on the processed data, a table can be compiled showing the operating points corresponding to the minimum GPF regeneration fuel consumption ratio for each available charging power P. By querying the data, the operating point corresponding to the minimum GPF regeneration fuel consumption ratio under the current available charging power P, i.e., the corresponding speed and torque, can be obtained.

[0059] When calibrating the engine to achieve the fastest torque and speed during conventional regeneration, the engine power can be calculated based on the current vehicle's electronic load power. The engine speed is fixed at r1, and the torque can be calculated based on the electronic load power and speed r1, where r1 is the speed at which the conventional GPF regeneration speed is fastest at different speeds. It should be noted that the conventional regeneration control in the conventional regeneration strategy can be obtained using existing technologies for calculating engine power, speed, and torque, which will not be elaborated upon here.

[0060] Optionally, the vehicle status conditions include at least the following: no fault signal for the motor battery, remaining battery capacity, zero vehicle speed signal, and engine coolant temperature within the set range.

[0061] Specifically, the vehicle control unit may include the new energy vehicle control unit (VCU) and the engine vehicle control unit (ECU). The VCU and ECU determine whether the current vehicle status conditions permit parking regeneration. For example, the vehicle status conditions determined by the VCU may include whether there are relevant fault signals in the motor and battery (parking regeneration should proceed if there are no faults); whether the motor temperature, battery temperature, and remaining battery capacity are within threshold ranges (parking regeneration should proceed if all of these are within threshold ranges); and whether the powertrain is in a ready state.

[0062] The vehicle status conditions determined by the ECU can include: whether there is an engine fault (parking regeneration should be performed if there is no fault); whether the engine speed is below a threshold (r < rmax, where rmax is the maximum allowable engine speed); whether the gear signal is in P (parking regeneration should be performed in P); whether the accelerator pedal opening signal is 0 (parking regeneration should be performed if no one is pressing the accelerator pedal); whether the brake pedal signal is 0 (parking regeneration should be performed if no one is pressing the brake pedal); whether the vehicle speed signal is 0 (parking regeneration should be performed if the vehicle is stationary); and whether the fuel level is above a threshold (L > Lmin, where Lmin is the minimum allowable fuel level to ensure sufficient fuel for one cycle). Parking regeneration; whether the hood is open or not: parking regeneration should be performed with the hood open to prevent overheating due to insufficient heat dissipation in the engine compartment; whether to enter component protection mode: regeneration should be performed only when other components are not overheating to ensure timely termination of regeneration if overheating occurs, preventing component damage; whether the engine coolant temperature is within the threshold range: parking regeneration should be avoided when the coolant temperature is too low (engine not warm), and regeneration should be terminated promptly if overheating occurs, preventing engine thermal damage; whether the GPF temperature is within the allowable range: the GPF temperature should be kept below the maximum allowable temperature during regeneration, and regeneration should be terminated promptly if overheating occurs, preventing GPF damage. The stability of the parking regeneration process and the safety of the entire vehicle are improved by setting multiple vehicle status conditions. Parking regeneration is allowed if all vehicle status conditions are met; otherwise, it is not allowed. Optionally, if the vehicle control unit determines that at least one of the vehicle status conditions does not meet the set range, the vehicle is maintained in its current state, and an alarm signal is output.

[0063] Figure 2 This is a flowchart illustrating another parking regeneration control method provided in an embodiment of the present invention. Figure 3This is a schematic diagram of the state of various parameters in a parking regeneration control method provided in an embodiment of the present invention. See [link / reference]. Figure 2 and Figure 3 ,include:

[0064] S1. When entering parking regeneration mode, the particulate filter regeneration unit sends a parking regeneration control command to the vehicle control unit. S2. After receiving the regeneration control command, the vehicle control unit determines whether parking regeneration is permitted based on the current vehicle status. The determination result can be assigned a digital value for easy digital signal transmission. For example, if permitted, the output is 1; if not permitted, the output is 0. When permitted, S3. The regeneration strategy is determined based on the current available battery charging power P and the particulate filter temperature. The determination result can be assigned a digital value for easy digital signal transmission. For example, if the available charging power P is greater than the minimum available charging power Pmin, and the GPF temperature T is less than the preset temperature T2, then the current GPF temperature T is considered low, and the battery has sufficient available charging power P to select a suitable operating point for the engine to achieve a rapid increase in GPF temperature. Therefore, a rapid heating regeneration strategy can be determined, and the output is 1.

[0065] When the available charging power P is greater than the minimum available charging power Pmin, the temperature value T of the GPF is greater than the preset temperature value T2, it can be considered that the GPF has sufficient temperature, the temperature value T of the GPF meets the regeneration requirements, and the battery has sufficient available charging power P to select a suitable operating point for the engine to regenerate. Therefore, it can be determined as an economical regeneration strategy, and the output value is assigned to 2.

[0066] If the available charging power P is less than the minimum available charging power Pmin, the battery's available charging power P is small and cannot enable the engine to generate sufficient power for regeneration. Therefore, it is necessary to control the engine to regenerate without charging. This can be determined as a conventional regeneration strategy, and the output value is assigned to 3.

[0067] S4. The vehicle control unit controls the engine torque and speed according to the regeneration strategy. When the rapid heating and regeneration strategy is executed, the engine operates at the torque and speed at the highest exhaust temperature. Compared with the traditional method of directly increasing the idle speed and retarding the ignition timing for heating, this strategy takes advantage of the hybrid system to select the operating point with a higher baseline exhaust temperature to increase the GPF temperature, which has better fuel economy and noise, vibration, and harshness (NVH) performance.

[0068] When implementing an economical regeneration strategy, it is necessary to control the engine to operate at the torque and speed with the best fuel economy. Compared with traditional vehicles, the idle speed is increased, and regeneration is carried out in the high speed and low torque range. This strategy utilizes the advantages of the hybrid system to select the operating point with the best fuel consumption and the fastest regeneration speed for regeneration, resulting in better fuel economy and regeneration speed.

[0069] When executing the conventional regeneration strategy, the engine is run at the torque and speed at which the conventional regeneration speed is fastest. It can automatically turn on, including but not limited to, all the lights and electric heating equipment in the vehicle, to provide a greater load on the engine, so as to ensure fuel economy and regeneration speed.

[0070] When the carbon content of the GPF is less than the preset value, S5 indicates that parking regeneration is complete and ends. If the condition is not allowed in S2, parking regeneration is not completed and the current state is maintained, and an alarm signal is output.

[0071] Figure 4 This is a schematic diagram of a parking regeneration control device provided in an embodiment of the present invention. See also: Figure 4 ,include:

[0072] The particulate filter regeneration unit 110 is used to send a parking regeneration control command to the vehicle control unit 120 when it is necessary to enter the parking regeneration state.

[0073] The vehicle control unit 120 is used to receive the regeneration control command and determine whether parking regeneration is allowed based on the current vehicle status conditions.

[0074] If permitted, the regeneration strategy is determined based on the current available battery charging power P and the particulate filter temperature. The regeneration strategies include a rapid heating regeneration strategy, an economical regeneration strategy, and a conventional regeneration strategy. The rapid heating regeneration strategy operates the engine at the torque and speed at the highest exhaust temperature under the current available battery charging power P. The economical regeneration strategy operates the engine at the torque and speed for fuel economy under the current available battery charging power P. The conventional regeneration strategy operates the engine at the torque and speed at the fastest conventional regeneration speed under the current available battery charging power P.

[0075] The vehicle control unit 120 is also used to control the engine torque and speed according to the regeneration strategy.

[0076] Specifically, when the particulate filter regeneration unit 110 is activated or determines that it needs to enter the parking regeneration state, it sends a parking regeneration control command to the vehicle control unit 120. The vehicle control unit 120 may include a new energy vehicle control unit (VCU) and an engine vehicle control unit (ECU). The VCU and ECU determine whether the current vehicle status conditions allow parking regeneration. For example, the vehicle status conditions determined by the VCU may include whether there are relevant fault signals in the motor and battery, and parking regeneration should be performed in a fault-free state; whether the motor temperature, whether the motor temperature is within the temperature threshold range, whether the battery temperature is within the temperature threshold range, whether the remaining battery capacity is within the threshold range, and whether the power system is in a ready state.

[0077] The vehicle status conditions determined by the ECU can include: whether there is an engine fault (parking regeneration should be performed if there is no fault); whether the engine speed is below a threshold (r < rmax, where rmax is the maximum allowable engine speed); whether the gear signal is in P (parking regeneration should be performed in P); whether the accelerator pedal opening signal is 0 (parking regeneration should be performed if no one is pressing the accelerator pedal); whether the brake pedal signal is 0 (parking regeneration should be performed if no one is pressing the brake pedal); whether the vehicle speed signal is 0 (parking regeneration should be performed if the vehicle is stationary); and whether the fuel level is above a threshold (L > Lmin, where Lmin is the minimum allowable fuel level to ensure sufficient fuel for one cycle). Parking regeneration; Whether the vehicle hood is open: Parking regeneration should be performed with the hood open to prevent overheating due to insufficient heat dissipation in the engine compartment; Whether to enter component protection mode: Regeneration should be performed only when other components are not overheating, ensuring that regeneration can be terminated promptly if overheating occurs to prevent component damage; Whether the engine coolant temperature is within the threshold range: Parking regeneration should be avoided when the coolant temperature is too low (engine not warm), and regeneration should be terminated promptly if the coolant temperature exceeds the threshold to prevent engine thermal damage; Whether the GPF temperature is within the allowable range: The GPF temperature should be kept below the maximum allowable temperature during regeneration, and regeneration should be terminated promptly if overheating occurs to prevent GPF damage. The stability of the parking regeneration process and the safety of the entire vehicle are improved by setting multiple vehicle status conditions for judgment. Parking regeneration is allowed if all vehicle status conditions are judged correctly; otherwise, parking regeneration is not allowed. If permissible, the vehicle control unit 120 determines the regeneration strategy based on the current available battery charging power P and the particulate filter temperature. Since GPF regeneration is essentially the process of burning captured carbon soot, temperature and oxygen are key factors for regeneration. When the battery's available charging power P is less than the minimum permissible available charging power Pmin, the battery's charging capacity is considered weak. In this case, the engine should not generate excessive power to avoid battery damage. When the GPF temperature T is low, the engine's operating time needs to be increased to raise the GPF temperature T to meet the regeneration standard, which not only reduces the regeneration speed but also increases fuel consumption. Therefore, a corresponding regeneration strategy is determined based on the current available battery charging power P and the particulate filter temperature, thereby achieving parking regeneration in conjunction with the current vehicle status, balancing fuel economy and regeneration speed.For example, if the current GPF temperature T is low, and the battery has sufficient available charging power P to select a suitable operating point for the engine to achieve a rapid increase in GPF temperature, then a rapid heating and regeneration strategy can be identified. When the rapid heating and regeneration strategy is executed, the engine operates at the torque and speed at the highest exhaust temperature. Compared with the traditional method of directly increasing the idle speed and retarding the ignition timing for heating, this strategy utilizes the advantages of the hybrid system to select an operating point with a higher baseline exhaust temperature to increase the GPF temperature, resulting in better fuel economy and noise, vibration, and harshness (NVH) performance.

[0078] When the temperature T of the GPF meets the regeneration requirements and the battery has sufficient available charging power P to select a suitable operating point for engine regeneration, it can be determined as an economical regeneration strategy. When implementing the economical regeneration strategy, it is necessary to control the engine to operate at the torque and speed with the best fuel economy. Compared with traditional vehicles, the idle speed is increased, and regeneration is carried out in the high speed and low torque range. This strategy takes advantage of the hybrid system to select the operating point with the best fuel consumption and the fastest regeneration speed for regeneration, which has better fuel economy and regeneration speed.

[0079] If the battery's available charging power P is relatively small, it cannot enable the engine to generate sufficient power for regeneration. Therefore, it is necessary to control the engine to regenerate without charging. This can be defined as a conventional regeneration strategy. When executing a conventional regeneration strategy, the engine is run at the torque and speed that allows for the fastest regeneration speed. Automatic activation of various devices, including but not limited to all vehicle lights and electric heating equipment, can provide a greater load to the engine, ensuring fuel economy and regeneration speed.

[0080] Optional, vehicle control unit, including:

[0081] The strategy determination unit is used to compare the relationship between the available charging power P and the minimum available charging power Pmin, and to compare the relationship between the temperature value of the particle trap and the preset temperature value T2.

[0082] If the available charging power P is greater than the minimum available charging power Pmin, and the temperature value of the particle trap is less than the preset temperature value T2, then the rapid heating regeneration strategy is determined.

[0083] If the available charging power P is greater than the minimum available charging power Pmin, and the temperature value of the particle trap is greater than the preset temperature value T2, then it is determined to be an economical regeneration strategy.

[0084] If the available charging power P is less than the minimum available charging power Pmin, then the conventional regeneration strategy is determined.

[0085] Optionally, the vehicle status conditions include at least the following: no fault signal for the motor battery, remaining battery capacity, zero vehicle speed signal, and engine coolant temperature within the set range.

[0086] The vehicle control unit is also used to determine if at least one of the vehicle status conditions does not meet the set range, control the vehicle to maintain the current state, and output an alarm signal.

[0087] The parking regeneration control device provided in this embodiment of the invention and the parking regeneration control method provided in any embodiment of the invention belong to the same inventive concept and have corresponding beneficial effects. For technical details not covered in this embodiment, please refer to the parking regeneration control method provided in any embodiment of the invention.

[0088] This invention also provides a hybrid electric vehicle, including any of the parking regeneration control devices described in this invention. The hybrid electric vehicle includes a series-mode hybrid vehicle capable of external charging. Since the hybrid electric vehicle includes the parking regeneration control device provided in any embodiment of this invention, it has the same beneficial effects as the parking regeneration control device, which will not be elaborated further here.

[0089] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A parking regeneration control method, characterized in that, include: When it is necessary to enter the parking regeneration state, the particulate filter regeneration unit sends a parking regeneration control command to the vehicle control unit. After receiving the regeneration control command, the vehicle control unit determines whether to allow parking regeneration based on the current vehicle status conditions; If permitted, a regeneration strategy is determined based on the current available charging power of the battery and the temperature value of the particulate filter; the regeneration strategy includes a rapid heating regeneration strategy, an economical regeneration strategy, and a conventional regeneration strategy; wherein, the rapid heating regeneration strategy is to operate the engine at the torque and speed with the highest exhaust temperature under the current available charging power of the battery; the economical regeneration strategy is to operate the engine at the torque and speed with fuel economy under the current available charging power of the battery; and the conventional regeneration strategy is to operate the engine at the torque and speed with the fastest conventional regeneration speed under the current available charging power of the battery. The vehicle control unit controls the engine torque and speed according to the regenerative strategy; A regeneration strategy is determined based on the current available charging power of the battery and the temperature value of the particulate trap, including: Compare the relationship between the available charging power and the minimum available charging power, and compare the relationship between the temperature value of the particle trap and the preset temperature value; If the available charging power is greater than the minimum available charging power and the temperature value of the particle trap is less than the preset temperature value, then the rapid heating and regeneration strategy is determined. If the available charging power is greater than the minimum available charging power and the temperature value of the particle trap is greater than the preset temperature value, then the economical regeneration strategy is determined. If the available charging power is less than the minimum available charging power, then it is determined to be the conventional regeneration strategy.

2. The parking regeneration control method according to claim 1, characterized in that, The vehicle status conditions include at least the following: no fault signal for the motor battery, remaining battery capacity, zero vehicle speed signal, and engine coolant temperature within a set range.

3. The parking regeneration control method according to claim 2, characterized in that, When the vehicle control unit determines that at least one of the vehicle status conditions does not meet the set range, it controls the vehicle to maintain the current state and outputs an alarm signal.

4. A parking regeneration control device, characterized in that, include: The particulate filter regeneration unit is used to send parking regeneration control commands to the vehicle control unit when it is necessary to enter the parking regeneration state. The vehicle control unit is used to receive the regeneration control command and determine whether to allow parking regeneration based on the current vehicle status conditions. If permitted, a regeneration strategy is determined based on the current available charging power of the battery and the temperature value of the particulate trap; the regeneration strategy includes a rapid heating regeneration strategy, an economical regeneration strategy, and a conventional regeneration strategy; The vehicle control unit is also used to control the engine torque and speed according to the regeneration strategy; wherein, the rapid heating regeneration strategy is to operate the engine at the torque and speed with the highest exhaust temperature under the current battery's available charging power; the economical regeneration strategy is to operate the engine at the torque and speed with fuel economy under the current battery's available charging power; and the conventional regeneration strategy is to operate the engine at the torque and speed with the fastest conventional regeneration speed under the current battery's available charging power. The vehicle control unit includes: The strategy determination unit is used to compare the relationship between the available charging power and the minimum available charging power, and to compare the relationship between the temperature value of the particle trap and the preset temperature value. If the available charging power is greater than the minimum available charging power and the temperature value of the particle trap is less than the preset temperature value, then the rapid heating and regeneration strategy is determined. If the available charging power is greater than the minimum available charging power and the temperature value of the particle trap is greater than the preset temperature value, then the economical regeneration strategy is determined. If the available charging power is less than the minimum available charging power, then it is determined to be the conventional regeneration strategy.

5. The parking regeneration control device according to claim 4, characterized in that, The vehicle status conditions include at least the following: no fault signal for the motor battery, remaining battery capacity, zero vehicle speed signal, and engine coolant temperature within the set range. The vehicle control unit is also used to determine that when at least one of the vehicle state conditions does not meet the set range, control the vehicle to maintain the current state and output an alarm signal.

6. A hybrid electric vehicle, characterized in that, Includes the parking regeneration control device as described in any one of claims 4-5.

Images