Method for preventing blockage and false blockage of particle trap in winter of PHEV (Particle Headset Electric Vehicle)

Abstract

The invention belongs to the technical field of engine management system control, and particularly relates to a method for preventing blockage and false blockage of a PHEV type particle trap in winter. When the whole vehicle runs at the environment temperature of-7 DEG C and the set condition is met, an engine control unit (ECU) prompts a user whether to agree to enter a winter cruising mode or not; after the driver agrees, the ECU takes over the vehicle, and the vehicle is controlled to enter a winter cruising mode and cruise at the current vehicle speed V; when the real-time vehicle speed V is larger than or equal to 30 km / h, the ECU increases the rotating speed of the engine to 1900 rpm till the temperature of the GPF of the gasoline engine is increased to 500-600 DEG C; the ECU controls the rotating speed of the engine to be maintained at the time of 1900 rpm according to the real-time vehicle speed V; the winter cruise mode is quitted, and the vehicle control unit VCU controls the vehicle to enter a pure electric working condition until the vehicle stops; according to the method, real blockage caused by carbon particle accumulation or blockage false alarm caused by ice particles during cold start of the engine in the GPF is prevented, and the vehicle use experience of a driver is prevented from being influenced.

Description

Technical Field

[0001] The invention belongs to the technical field of engine management system control, and in particular relates to a method for preventing a particle collector of a PHEV vehicle from being blocked and falsely reporting blockage in winter. Background Art

[0002] Gasoline direct injection (GDI) engines have been widely used in both pure oil models and plug-in hybrid electric vehicles (PHEV) due to their good power and fuel economy. The fuel of the GDI engine is directly injected into the cylinder. Since the oil and gas do not have time to mix evenly, the number and quality of emitted particulate matter can easily increase significantly. The National VI regulations have stricter restrictions on the quality of particulate matter emissions, and the PM limit value is required to transition from 4.5mg / km in the first stage to 3mg / km. It is difficult to meet the particulate matter emission limits required by the regulations by internal combustion purification of the engine alone.

[0003] In order to solve this problem, the industry generally uses a gasoline particulate filter (GPF, the abbreviation of Gasoline Particulate Filter) to capture particles in the gasoline engine exhaust pipe into a ceramic filter. With the increase in the accumulation of particulate matter, the exhaust pipe back pressure will increase, increasing the engine fuel consumption. In order to solve this problem, it is necessary to promptly determine whether the GPF is blocked. That is, the particles captured by the GPF are cleaned by combustion to achieve a cycle of capture → regeneration → capture. GPF regeneration requires a higher exhaust temperature condition (such as above 600°C) and a certain oxygen content to be carried out. According to the acquisition of the temperature required for regeneration, it is divided into passive regeneration and active regeneration. Passive regeneration is carried out spontaneously by the vehicle during operation without adjusting the GPF emission temperature. Active regeneration prompts the driver to carry out active regeneration through text and symbols on the instrument, that is, the driver is required to increase the engine speed and vehicle speed, increase the injection amount and intake amount through the engine control unit, and delay the ignition angle to increase the GPF inlet temperature and burn the particulate matter in the GPF. In order to prevent the exhaust temperature in the GPF from exceeding the threshold, the active regeneration time generally does not exceed 30 minutes.

[0004] Air ducts (hard pipes + hoses) are arranged at the inlet and outlet of the upstream and downstream of the GPF and connected to the differential pressure sensor. At the same time, an exhaust temperature sensor is also arranged on the GPF, which is connected to the engine control unit to measure the exhaust temperature flowing through the GPF. Under the intake volume of the engine per unit time, when the air pressure difference between the air ducts at the two GPFs exceeds a certain threshold, the engine control system determines that the GPF is blocked and needs to be actively regenerated. For PHEV models, due to the large number of electricity usage scenarios and the small number of oil usage scenarios, the engine will be cold-started when the endurance torque is insufficient under pure electric conditions; once the pure electric torque is met, the engine will immediately stop injecting fuel. At this time, the GPF temperature is often not high, and the particulate matter generated during the cold start is adsorbed on the GPF and cannot be eliminated, especially in winter, when the GPF is prone to blockage. At the same time, in winter, the steam generated by the engine exhaust will also be adsorbed on the GPF and frozen, resulting in excessive air pressure upstream and downstream of the particulate filter, which is easily misdiagnosed as GPF blockage by the engine control system, and the user is required to perform active regeneration through the instrument prompt, affecting the user experience.

[0005] Currently, there is no corresponding control method for identifying ice on the GPF pressure line of the engine. There is also a device designed to direct the intercooled gas to flow to the GPF through a metal tube close to the exhaust pipe. Since the gas temperature is not very high at this time, the rate of increasing the temperature in the GPF is slow, and the efficiency of burning the carbon particles in the GPF is reduced.

[0006] In summary, for PHEV models, continuous oil consumption is rare. When the torque provided by the vehicle's power battery capacity (SOC, State Of Charge) is less than the target torque, the engine cold start is carried out instantly. After the target torque is reduced, the engine is turned off. According to the driving habits of some drivers, cold starts occur more frequently, and the incompletely burned carbon particles in the exhaust gas will adhere to the GPF, speeding up the GPF accumulation speed and increasing the lighting frequency of the instrument's active regeneration fault light. In addition, for PHEV models, the frequent lighting of the GPF blockage fault light in winter will also cause complaints from some drivers. Summary of the invention

[0007] In order to overcome the above problems, the present invention provides a method for preventing particulate filter blockage and false blockage alarms in PHEV vehicles in winter. By meeting the necessary parameters under low temperature conditions in winter, the control logic is designed to prompt the driver to enter the "winter cruise mode" to consume the carbon particles and ice particles in the GPF, prevent the accumulation of carbon particles in the GPF during cold start of the engine, resulting in real blockage or false blockage alarms caused by ice particles, thereby improving the driver's car experience.

[0008] A method for preventing a particulate filter from being blocked and falsely reporting blockage in a PHEV vehicle in winter, comprising the following contents:

[0009] Step 1: The engine control unit ECU measures the remaining power SOC of the power battery through the power battery sensor EBS, and receives the ambient temperature T, the real-time vehicle speed V, the driving time t, the fuel level fuel_level in the vehicle tank, and the brake pedal signal brake_pedal from the CAN bus;

[0010] Step 2: When the vehicle is detected to be driving in a low-temperature winter environment with an ambient temperature of T < -7°C and all the following conditions are met, the engine control unit ECU will prompt the user to confirm whether to enter the winter cruise mode by pressing the key switch through a pop-up window on the instrument panel;

[0011] All the conditions to be met are as follows:

[0012] 1.SOC<SOC0;

[0013] 2. V>V0;

[0014] 3. The duration of V>V0 is t>t0;

[0015] 4.brake_pedal = 0;

[0016] 5. fuel_level ≥ 1 grid;

[0017] Step 3: When the driver agrees to enter the winter cruise mode, the engine control unit ECU takes over the control of the vehicle, controls the vehicle to enter the winter cruise mode, and cruises at the current speed V; when the real-time speed V of the vehicle reaches 30km / h or above, the engine control unit ECU increases the engine speed to 1900rpm by increasing the injection amount and the intake amount, and then delays the engine ignition advance angle until the temperature of the gasoline engine particulate filter GPF rises to 500-600℃, and controls the internal temperature of the gasoline engine particulate filter GPF to be always no higher than 600℃, so as to burn the carbon particles accumulated in the GPF;

[0018] Step 4: Divide the vehicle speed into four sections, including

[0019] 30~50km / h,50~70km / h,70~80km / h,80km / h~and above, including:

[0020] The engine control unit ECU determines the speed segment of the current real-time vehicle speed V. According to the speed segment of the real-time vehicle speed V, the engine control unit ECU controls the engine speed to maintain at 1900rpm for different time periods, which is represented by T_duration. When the real-time vehicle speed V is between 30 and 50 km / h, T_duration is 30 minutes; when the real-time vehicle speed V is between 50 and 70 km / h, T_duration is 20 minutes; when the real-time vehicle speed V is between 70 and 80 km / h, T_duration is 15 minutes; when the real-time vehicle speed V is above 80 km / h, T_duration is 10 minutes;

[0021] Step 5: When T_duration reaches the required time, the engine control unit ECU will prompt the user to confirm the exit of winter cruise mode by pressing the key switch through the instrument pop-up window;

[0022] Step six, after the user agrees to exit the winter cruise mode, the engine control unit ECU controls the engine to shut down, exits the winter cruise mode, and notifies the vehicle control unit VCU to control the vehicle to enter a pure electric condition until the vehicle stops; during this period, the vehicle is completely powered by the PHEV vehicle power battery. If the driver believes that the vehicle speed does not meet the driving intention, he can drive the vehicle by stepping on the accelerator pedal and brake pedal.

[0023] The initial value of the SOC0 value in step 2 is set to 30%.

[0024] The initial value of the V0 value in step 2 is set to 30 km / h.

[0025] In the step 2, t0 is set to 20s.

[0026] In the step 2, if any one or more of the conditions do not meet the requirements, the engine control unit ECU will not prompt the user to enter the winter cruise mode.

[0027] In the step three, the internal temperature of the gasoline engine particulate filter GPF is controlled to be no higher than 600° C. by reducing the fuel injection amount and adjusting the ignition advance angle.

[0028] In the step three, the engine control unit ECU takes over the control of the vehicle, controls the vehicle to enter the winter cruise mode, and cruises at the current vehicle speed V, which means that the whole vehicle does not use the power battery as power, but the engine control unit ECU controls the engine starting, fuel injection, ignition, and air intake to drive the vehicle to travel at the real-time vehicle speed V.

[0029] Beneficial effects of the present invention:

[0030] The present invention prevents the GPF from freezing in winter, so that the pressure difference between the upstream and downstream of the GPF exceeds the calibration threshold, and falsely reports GPF blockage. The driver is informed by instrument prompt text and symbols to operate the vehicle as soon as possible to carry out active regeneration, thereby avoiding unnecessary fault alarms.

[0031] The present invention actively identifies cold road conditions in winter, adjusts the engine operation mode, and provides friendly prompts to users to prevent false alarms of GPF blockage and timely handle carbon particles, thereby improving the driver's car experience. It can avoid false alarms caused by GPF assembly icing in winter and reduce prompts for active regeneration required for GPF accumulated carbon particles, thereby improving the driver's driving experience.

[0032] The present invention innovatively introduces a winter cruising mode to remove the carbon particles accumulated in the GPF in winter before they accumulate, while effectively preventing the exhaust pressure difference at both ends of the GPF caused by ice particles from falsely reporting GPF blockage, thereby improving the driver's driving experience.

[0033] The present invention designs the time length of the ECU controlling the starting engine under appropriate working conditions, and designs the corresponding engine working time at different vehicle speeds.

[0034] The present invention not only satisfies the driver's car-using experience and prevents the anxiety caused by unnecessary active regeneration prompts and false alarms, but also provides electric energy replenishment for the power battery with a low SOC value by entering the cruise mode.

[0035] In summary, the present invention can give an alarm to the user before the ice blockage condition affects the normal use of the vehicle, reminding the user to change the vehicle driving mode to eliminate the risk of ice blockage of the GPF and the carbon particles accumulated in the GPF. Active regeneration of carbon particles in the GPF is completed without the driver's perception. The present invention does not require changes to the hardware, but only requires the development of software to identify the vehicle's driving conditions and control it according to the set values. After reaching the set target value, the engine running time is controlled, which can effectively prevent the accumulation of carbon particles and avoid the problem of false alarms of GPF ice blockage. It is driver-friendly and improves the driving experience. In addition, the present invention has low development costs and a short cycle. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings used in the description of the embodiments of the present invention. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the contents of the embodiments of the present invention and these drawings without creative work.

[0037] Figure 1 It is a flow chart of the present invention. DETAILED DESCRIPTION

[0038] The present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the present invention, rather than to limit the present invention. It should also be noted that, for ease of description, only parts related to the present invention, rather than all structures, are shown in the accompanying drawings.

[0039] In the description of the present invention, unless otherwise clearly specified and limited, the terms "connected", "connected", and "fixed" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0040] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0041] In the description of this embodiment, the terms "upper", "lower", "left", "right" and other directions or positional relationships are based on the directions or positional relationships shown in the drawings, and are only for the convenience of description and simplification of operation, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operate in a specific direction, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are only used to distinguish in the description and have no special meaning.

[0042] Example 1

[0043] A method for preventing the particle filter of a PHEV vehicle from being blocked and falsely reporting blockage in winter, such as Figure 1 As shown, including the following:

[0044] Step 1: The engine control unit ECU measures the remaining power SOC of the power battery through the power battery sensor EBS, and receives the ambient temperature T, the real-time vehicle speed V, the driving time t, the fuel level fuel_level in the vehicle tank, and the brake pedal signal brake_pedal from the CAN bus;

[0045] Step 2: When the vehicle is detected to be driving in a low-temperature winter environment with an ambient temperature of T < -7°C and all the following conditions are met, the engine control unit ECU will prompt the user to confirm whether to enter the winter cruise mode by pressing the key switch through a pop-up window on the instrument panel;

[0046] All the conditions to be met are as follows:

[0047] 1.SOC<SOC0;

[0048] 2. V>V0;

[0049] 3. The duration of V>V0 is t>t0;

[0050] 4.brake_pedal = 0 (not braking);

[0051] 5. fuel_level ≥ 1 grid (the fuel level in the vehicle tank has 8 values, i.e. 8 grids in total);

[0052] Step three, when the driver presses the button switch to agree to enter the winter cruise mode, the engine control unit ECU takes over the control of the vehicle, controls the vehicle to enter the winter cruise mode, and cruises at the current vehicle speed V, that is, the vehicle does not use the power battery as power, but the engine control unit ECU automatically controls the engine start, fuel injection, ignition, and air intake to drive the vehicle to travel at the real-time vehicle speed V; when the real-time vehicle speed V reaches 30km / h or above, the engine speed is quickly increased to 1900rpm by increasing the fuel injection amount and the air intake amount, and then the engine ignition advance angle is delayed (delaying the ignition advance angle allows part of the mixture to come out of the engine exhaust valve, flow through the three-way catalytic converter, and enter the GPF to continue burning, which can quickly increase the GPF temperature and allow the accumulation in the GPF to continue burning. The accumulated carbon particles are burned. Combined with the engine bench simulation test, when the speed reaches 1900rpm, the GPF temperature can rise to more than 500℃), until the gasoline engine particulate filter GPF temperature rises to 500-600℃ (the real-time temperature in the GPF can be obtained through the exhaust temperature sensor, the temperature is monitored, and kept below 600℃. If it exceeds 600℃, there is a risk of burning the GPF. Delay the ignition advance angle to allow a part of the mixture to burn in the GPF to maintain the GPF temperature at 500-600℃. When the GPF temperature overshoots, reduce the injection amount and the ignition advance angle callback to ensure that the internal temperature of the GPF is not higher than 600℃), and control the internal temperature of the gasoline engine particulate filter GPF to always be no higher than 600℃ to burn the accumulated carbon particles in the GPF;

[0053] Step 4: Divide the vehicle speed into four sections, including

[0054] 30~50km / h, 50~70km / h, 70~80km / h, 80km / h~ and above, in each speed range, the engine control unit ECU controls the duration of injection, ignition and intake at different times, among which:

[0055] The engine control unit ECU determines the speed segment of the current real-time vehicle speed V. According to the speed segment of the real-time vehicle speed V, the engine control unit ECU controls the engine speed to maintain at 1900rpm for different periods of time, which is represented by T_duration. T_duration is no longer than 30 minutes (to prevent GPF from overheating and reduce the fuel consumption of PHEV models); when the real-time vehicle speed V is low, the engine speed is often low, the fuel injection amount is small, and the GPF temperature is relatively low. On the contrary, when the real-time vehicle speed V is high, the engine speed is high, the fuel injection amount is large, and the GPF temperature is relatively high. Among them, when the real-time vehicle speed V is between 30 and 50 km / h, T_duration is 30 minutes, when the real-time vehicle speed V is between 50 and 70 km / h, T_duration is 20 minutes, when the real-time vehicle speed V is between 70 and 80 km / h, T_duration is 15 minutes, and when the real-time vehicle speed V is above 80 km / h, T_duration is 10 minutes;

[0056] Step 5: When T_duration reaches the required time, the engine control unit ECU will prompt the user to confirm the exit of winter cruise mode by pressing the key switch through the instrument pop-up window;

[0057] Step six, after the user agrees to exit the winter cruise mode, the engine control unit ECU controls the engine to shut down (stop ignition and fuel injection), exits the winter cruise mode, and notifies the vehicle control unit VCU to control the vehicle to enter the pure electric condition. The vehicle slowly decelerates until the vehicle stops; during this period, the PHEV vehicle power battery provides power to drive the vehicle. If the driver believes that the speed does not meet the driving intention, he can drive the vehicle by stepping on the accelerator pedal and brake pedal; the engine control unit of the vehicle only performs one or more operations in this driving cycle.

[0058] The initial value of the SOC0 value in step 2 is set to 30%.

[0059] The initial value of the V0 value in step 2 is set to 30 km / h.

[0060] In the step 2, t0 is set to 20s.

[0061] In the step three, the internal temperature of the gasoline engine particulate filter GPF is controlled to be no higher than 600° C. by reducing the fuel injection amount and adjusting the ignition advance angle.

[0062] This control method, by meeting the necessary parameters and designing control logic under low temperature conditions in winter, prompts the driver to enter the "winter cruise mode" to consume the carbon particles and ice particles in the GPF, prevent the accumulation of carbon particles in the GPF during cold start of the engine, resulting in real blockage or false alarm of blockage caused by ice particles, affecting the driver's driving experience.

[0063] Example 2

[0064] A method for preventing a particulate filter from being blocked and falsely reporting blockage in a PHEV vehicle in winter, comprising the following contents:

[0065] Step 1: The engine control unit ECU measures the remaining power SOC of the power battery through the power battery sensor EBS, and receives the ambient temperature T, the real-time vehicle speed V, the driving time t, the fuel level fuel_level in the vehicle tank, and the brake pedal signal brake_pedal from the CAN bus;

[0066] Step 2: The vehicle is driven in a low-temperature winter environment with an ambient temperature of T < -7°C, and meets SOC < SOC0 (the SOC0 value can be calibrated, that is, the initial value can be set to 30% or less), V > V0 (the value can be calibrated, and the initial value can be set to a vehicle speed of 30km / h or above), the duration of V > V0 t > t0 (t0 can be calibrated and can be set to 20s or more), brake_pedal = 0 (no brake), fuel_level ≥ 1 grid (the fuel level fuel_level in the vehicle tank has 8 values, that is, a total of 8 grids). The instrument pop-up window displays "Please agree to enter winter cruise mode", prompting the user to confirm by pressing the switch;

[0067] Step 3: When the driver presses the button switch to agree to the content displayed in the instrument pop-up window, the engine control unit ECU takes over the control of the vehicle, controls the vehicle to enter the "winter cruise mode", and cruises at the current speed V, that is, the vehicle does not use the power battery as power, but the ECU automatically controls the engine start, fuel injection, ignition, and air intake to drive the vehicle at the real-time vehicle speed V. The ECU control strategy is preset to start from 30km / h, and the vehicle speed is divided into four sections, including 30~50km / h, 50~70km / h, 70~80km / h, and 80km / h~ and above. In each speed section, the duration of ECU control of fuel injection, ignition, and air intake is different. For example, when the vehicle's real-time speed V reaches 30km / h or above, the engine speed is quickly increased to 1900rpm by increasing the amount of fuel injection and intake air, and then the engine ignition angle is delayed (delaying the ignition advance angle allows part of the mixture to come out of the engine exhaust valve, flow through the three-way catalytic converter, and enter the GPF to continue burning, which can quickly increase the GPF temperature and burn the accumulated carbon particles in the GPF. Combined with the engine bench simulation test, when the speed reaches 1900rpm, the GPF temperature can rise to more than 500℃), and the GPF temperature is increased to 500-600℃ (the real-time temperature in the GPF can be obtained through the exhaust temperature sensor, and the temperature is monitored and maintained at no more than 600℃. Super If the temperature exceeds 600℃, there is a risk of burning the GPF. The ignition advance angle is delayed to allow part of the mixture to burn in the GPF to maintain the GPF temperature at 500-600℃. When the GPF temperature is over-adjusted, the injection amount and the ignition advance angle are reduced to ensure that the internal temperature of the GPF is not higher than 600℃) to burn the carbon particles accumulated in the GPF; the ECU determines the current real-time vehicle speed V, and starts the engine according to the speed segment of the real-time vehicle speed V until the engine speed reaches 1900rpm, and then maintains the speed. The time to maintain the speed is represented by T_duration, and T_duration is no longer than 30min (to prevent GPF from overheating and reduce the fuel consumption of PHEV models). When the real-time vehicle speed V is low, the engine speed is often low, the injection amount is small, and the GPF temperature is relatively low. On the contrary, when the real-time vehicle speed V is high, the engine speed is high, the injection amount is large, and the GPF temperature is relatively high. The ECU selects the corresponding duration according to the current real-time vehicle speed V. When the real-time cruising speed is between 30 and 50 km / h, the duration of the engine speed at 1900 rpm is set to 30 minutes. When the real-time cruising speed is between 50 and 70 km / h, the duration of the engine speed at 1900 rpm is set to 20 minutes. When the real-time cruising speed is between 70 and 80 km / h, the duration of the engine speed at 1900 rpm is set to 15 minutes. When the real-time cruising speed is between 80 km / h and above, the duration of the engine speed at 1900 rpm is set to 10 minutes.

[0068] Step 4. When the duration reaches the above pre-set time, the vehicle prompts the driver to "automatically exit winter cruise mode" through a pop-up window on the instrument panel; the ECU controls the engine to shut down (stop ignition and fuel injection) and exit the "winter cruise mode". And notify the vehicle control unit VCU to control the vehicle to enter the pure electric condition, and the vehicle slowly decelerates until the vehicle stops. During this period, the PHEV vehicle power battery is fully powered to drive the vehicle. If the driver believes that the speed does not meet the driving intention, he can drive the vehicle by stepping on the accelerator pedal and brake pedal; the engine control unit of this vehicle only performs more than one operation in this driving cycle.

[0069] The preferred embodiments of the present invention are described in detail above in conjunction with the accompanying drawings. However, the protection scope of the present invention is not limited to the specific details in the above embodiments. Within the technical concept of the present invention, any technician familiar with the technical field can make equivalent replacements or changes according to the technical scheme and inventive concept of the present invention within the technical scope disclosed by the present invention. These simple variations all belong to the protection scope of the present invention.

[0070] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present invention will not further describe various possible combinations.

[0071] In addition, various embodiments of the present invention may be arbitrarily combined, and as long as they do not violate the concept of the present invention, they should also be regarded as the contents disclosed by the present invention.

Claims

1. A method for preventing the particle collector of a PHEV from being blocked and falsely reporting blockage in winter, characterized in that: It includes the following: Step 1: The engine control unit ECU measures the remaining power SOC of the power battery through the power battery sensor EBS, and receives the ambient temperature T, the real-time vehicle speed V, the driving time t, the fuel level fuel_level in the vehicle tank, and the brake pedal signal brake_pedal from the CAN bus; Step 2: When the vehicle is detected to be driving in a low-temperature winter environment with an ambient temperature of T < -7°C and all the following conditions are met, the engine control unit ECU will prompt the user to confirm whether to enter the winter cruise mode by pressing the key switch through a pop-up window on the instrument panel; All the conditions to be met are as follows: 1.SOC<SOC0; 2. V>V0; 3. The duration of V>V0 is t>t0; 4.brake_pedal = 0; 5. fuel_level ≥ 1 grid; Step 3: When the driver agrees to enter the winter cruise mode, the engine control unit ECU takes over the control of the vehicle, controls the vehicle to enter the winter cruise mode, and cruises at the current speed V; when the real-time speed V of the vehicle reaches 30km / h or above, the engine control unit ECU increases the engine speed to 1900rpm by increasing the injection amount and the intake amount, and then delays the engine ignition advance angle until the temperature of the gasoline engine particulate filter GPF rises to 500-600℃, and controls the internal temperature of the gasoline engine particulate filter GPF to be always no higher than 600℃, so as to burn the carbon particles accumulated in the GPF; Step 4: Divide the vehicle speed into four sections, including 30~50km / h,50~70km / h,70~80km / h,80km / h~and above, including: The engine control unit ECU determines the speed segment of the current real-time vehicle speed V. According to the speed segment of the real-time vehicle speed V, the engine control unit ECU controls the engine speed to maintain at 1900rpm for different time periods, which is represented by T_duration. When the real-time vehicle speed V is between 30 and 50 km / h, T_duration is 30 minutes; when the real-time vehicle speed V is between 50 and 70 km / h, T_duration is 20 minutes; when the real-time vehicle speed V is between 70 and 80 km / h, T_duration is 15 minutes; when the real-time vehicle speed V is above 80 km / h, T_duration is 10 minutes; Step 5: When T_duration reaches the required time, the engine control unit ECU will prompt the user to confirm the exit of winter cruise mode by pressing the key switch through the instrument pop-up window; Step six, after the user agrees to exit the winter cruise mode, the engine control unit ECU controls the engine to shut down, exits the winter cruise mode, and notifies the vehicle control unit VCU to control the vehicle to enter a pure electric condition until the vehicle stops; during this period, the vehicle is completely powered by the PHEV vehicle power battery. If the driver believes that the vehicle speed does not meet the driving intention, he can drive the vehicle by stepping on the accelerator pedal and brake pedal.

2. A method for preventing blockage and false blockage of a particulate filter in a PHEV vehicle in winter according to claim 1, characterized in that: The initial value of the SOC0 value in step 2 is set to 30%.

3. The method for preventing the particle collector from being blocked and falsely reporting blockage in winter for a PHEV vehicle according to claim 1, characterized in that: The initial value of the V0 value in step 2 is set to 30 km / h.

4. A method for preventing blockage and false blockage of a particulate filter of a PHEV vehicle in winter according to claim 1, characterized in that: In the step 2, t0 is set to 20s.

5. The method for preventing the particle collector from being blocked and falsely reporting blockage in winter for a PHEV vehicle according to claim 1, characterized in that: In the step 2, if any one or more of the conditions do not meet the requirements, the engine control unit ECU will not prompt the user to enter the winter cruise mode.

6. A method for preventing blockage and false blockage of a particulate filter in a PHEV vehicle in winter according to claim 1, characterized in that: In the step three, the internal temperature of the gasoline engine particulate filter GPF is controlled to be no higher than 600° C. by reducing the fuel injection amount and adjusting the ignition advance angle.

7. A method for preventing the particle collector from being blocked and falsely reporting blockage in a PHEV vehicle in winter according to claim 1, characterized in that: In the step three, the engine control unit ECU takes over the control of the vehicle, controls the vehicle to enter the winter cruise mode, and cruises at the current vehicle speed V, which means that the whole vehicle does not use the power battery as power, but the engine control unit ECU controls the engine starting, fuel injection, ignition, and air intake to drive the vehicle to travel at the real-time vehicle speed V.

Images