Self-adaptive adjustment control method and system for originally discharged soot of automobile engine

Abstract

The invention relates to the technical field of automobile control, and provides a self-adaptive adjustment control method and system for original emission soot of an automobile engine, and the method comprises the steps: carrying out the pre-calibration through a test bench, so as to obtain a mapping relation between the DPF temperature and the DPF passive regeneration rate; based on the mapping relation between the DPF temperature and the DPF passive regeneration rate, a first preset formula is adopted, and the DPF passive regeneration rate moving average value with the current moment as a node in the preset time period is obtained; based on the DPF passive regeneration rate moving average value, a first preset strategy is adopted, and fuel parameters of the engine are adjusted; wherein the fuel parameters at least comprise common rail pressure and a fuel injection advance angle; and in response to the adjusted engine fuel parameters, triggering a second preset strategy, and judging whether the predicted regeneration cycle mileage meets a preset condition or not through the second preset strategy so as to output a corresponding execution result. Compared with the prior art, the time interval of the active regeneration period is prolonged by applying a strategy means.

Description

TECHNICAL FIELD

[0001] The application relates to the technical field of automobile control, and in particular to a method and system for adaptive adjustment and control of original carbon soot of an automobile engine. BACKGROUND

[0002] Patent document 1 (CN202211530115.2) discloses a vehicle engine power adaptive method, device, equipment and storage medium. The method comprises the following steps: judging whether the route currently taken by a target vehicle is a fixed running route; when the route currently taken by the target vehicle is not a fixed running route, calculating a working condition coefficient of the current route; determining the road working condition of the target vehicle according to the working condition coefficient of the current route, and adaptively adjusting the combustion parameters of the vehicle engine. The application can adjust the engine power and responsiveness under different driving environments, so that the original carbon soot is reduced under the premise of meeting the power demand, the regeneration frequency is reduced, the oil consumption loss caused by the regeneration process is reduced, and the fuel economy is improved. At the same time, the driving adaptability of the vehicle to various operating conditions is improved, and the driving experience of the driver is improved.

[0003] Patent document 2 (CN202410454454.X) discloses a diesel engine particulate emission control method, electronic equipment and readable storage medium, which solves the problem of poor vehicle economy and increased reliability risk of diesel engine and DPF caused by frequent triggering of vehicle regeneration under reverse short working condition. The method comprises the following steps: judging whether the diesel vehicle is in reverse short working condition; if yes, closing the driving regeneration function, increasing the triggering threshold of the parking regeneration function to a preset value C3, and obtaining the current carbon load of the diesel particulate filter; when the carbon load is not less than the preset value C1, controlling the diesel engine to enter a regeneration heat management mode to improve the carbon removal rate of the passive regeneration function; when the carbon load is not less than the preset value C2, controlling the diesel engine to exit the regeneration heat management mode; when the carbon load is not less than the preset value C3, controlling the vehicle to perform parking regeneration, and C1

[0004] Carbon soot is generated during engine operation, and the carbon load in the DPF reaches a certain value, which needs to be regenerated. DPF regeneration has a negative impact on the economy and power of the vehicle, so it is necessary to prolong the DPF regeneration cycle. The regeneration cycle of the DPF is related to the vehicle operating conditions, DPF temperature and engine original carbon soot. Some existing engines correct engine combustion parameters or adjust engine regeneration strategies according to vehicle operating conditions and environmental temperature, but vehicle operating condition recognition is difficult, environmental temperature has limited effect on regeneration cycle, and optimization effect is limited. Therefore, the engine original carbon soot needs to be directly adjusted by the DPF temperature to prolong the engine regeneration cycle and improve the product competitiveness. Based on the above analysis, the existing method needs to quickly respond to the formation of the trajectory to avoid missing the access opportunity, and needs to ensure the smoothness and accuracy of the trajectory to realize safe integration, which often pursues quick response and simplifies calculation logic, resulting in problems such as jerky trajectory and poor connection. Or to ensure the quality of the trajectory, the algorithm complexity rises and the real-time performance decreases. Therefore, the above methods still need to be improved.

[0005] Based on the above, the present application provides a kind of automobile engine original carbon soot self-adaptive regulation control method and system to solve the technical defects in prior art. SUMMARY

[0006] The present application aims to provide a kind of automobile engine original carbon soot self-adaptive regulation control method and system, which prolongs the time interval of active regeneration cycle by using strategy means. The specific scheme is as follows:

[0007] A kind of automobile engine original carbon soot self-adaptive regulation control method, the method comprises the following steps:

[0008] S1: pre-calibration is obtained by test bench, to obtain the mapping relationship between DPF temperature and DPF passive regeneration rate;

[0009] S2: based on the mapping relationship between DPF temperature and DPF passive regeneration rate, a first preset formula is used to obtain the moving average value of DPF passive regeneration rate within a preset time period with the current time as the node;

[0010] S3: based on the moving average value of DPF passive regeneration rate, a first preset strategy is used to adjust the fuel parameters of the engine; wherein the fuel parameters at least include: common rail pressure and injection advance angle;

[0011] S4: in response to the adjusted engine fuel parameters, trigger a second preset strategy, and judge whether the predicted regeneration cycle mileage meets the preset condition through the second preset strategy, to output the corresponding execution result.

[0012] Optionally, the first preset formula in step S2 is: , wherein, is the average passive regeneration rate in a time period , i.e., the DPF passive regeneration rate moving average, the passive regeneration rate at each time in a time period, is a preset time period for calculating the moving average.

[0013] Optionally, in step S3, based on the DPF passive regeneration rate moving average, a first preset strategy is adopted to adjust the fuel parameters of the engine; wherein the fuel parameters at least include: common rail pressure and injection advance angle, and specifically include:

[0014] obtaining the running data of the engine at the current time; the running data at least includes: engine speed and injection amount;

[0015] based on the engine running data, through the first mapping table and the second mapping table, the common rail pressure correction value P correction and the injection advance angle correction value A correction at the current time are obtained respectively;

[0016] based on the DPF passive regeneration rate moving average in step S2, through the third mapping table and the fourth mapping table, the common rail pressure correction coefficient α and the injection advance angle correction coefficient β at the current time are obtained respectively;

[0017] through the second preset formula, the corrected common rail pressure P corrected at the current time is obtained;

[0018] the second preset formula is: P 修正后 = P 初始值 + P 修正值 × α;

[0019] correspondingly, through the third preset formula, the corrected injection advance angle A corrected at the current time is obtained;

[0020] the third preset formula is: A 修正后 = A 初始值 + A 修正值 × β.

[0021] Optionally, in step S4, in response to the adjusted fuel parameters of the engine, a second preset strategy is triggered, and whether the predicted regeneration cycle mileage meets the preset condition is judged through the second preset strategy, to output the corresponding execution result, specifically including:

[0022] if it is judged that the predicted regeneration mileage meets the preset condition, a stop execution result is outputted;

[0023] If it is judged that the predicted regeneration mileage does not meet the preset condition, a continue execution result is output, and based on the continue execution result, steps S1 to S4 are repeated until a stop execution result is output, and then the process is stopped.

[0024] Optionally, if it is judged that the predicted regeneration mileage does not meet the preset condition, a continue execution result is output, and specifically includes:

[0025] In response to the adjusted engine fuel parameter in step S3, the original soot emission model is triggered to correct the original soot emission amount by a fourth preset formula;

[0026] Based on the corrected original soot emission amount, a fifth preset formula is used to obtain the predicted regeneration cycle mileage at the current time, and a comparison is made based on the predicted regeneration cycle mileage compared with the cycle threshold, and a comparison result is output;

[0027] When the predicted regeneration cycle mileage is greater than the cycle threshold, a stop execution result is output;

[0028] When the predicted regeneration cycle mileage is less than or equal to the cycle threshold, a continue execution result is output;

[0029] The fifth preset formula is: , wherein is the mileage from the last successful active regeneration to the present time, is the DPF volume is the DPF active regeneration trigger limit soot density, is the current soot accumulation amount, is the corrected original soot emission amount, is the moving average of the DPF passive regeneration rate within a preset time period at the current time, is the current vehicle speed.

[0030] Optionally, before the step of obtaining the predicted regeneration cycle mileage at the current time based on the corrected original soot emission amount and comparing the predicted regeneration cycle mileage with the cycle threshold, the process further includes the following steps:

[0031] In response to the corrected original soot emission amount, it is judged whether the moving average of the DPF passive regeneration rate within a preset time period at the current time is ≤ a preset value;

[0032] If yes, an oil injection adjustment strategy is triggered;

[0033] The oil injection adjustment strategy is a two-stage near-post injection strategy; wherein the two-stage near-post injection needs to meet the following conditions:

[0034] Condition 1: The oil injection amount of the first near-post injection is the same as that of the second near-post injection, and the oil injection amount of each near-post injection is ≤ 50% of the main oil injection amount.

[0035] Condition 2: the time interval of the first post-injection before the main injection is a first range of crank angles, the time interval of the two post-injections is a second range of crank angles, and the lower limit value of the second range of crank angles is greater than the upper limit value of the first range of crank angles.

[0036] Optionally, the obtaining of the injection amount of the first post-injection and the second post-injection comprises:

[0037] Based on the engine operation data, a correction value Pil correction value of the post-injection at the current time is obtained through a fifth mapping table;

[0038] Based on the moving average value of the DPF passive regeneration rate in a preset time period at the current time, a correction coefficient δ of each post-injection is obtained through a sixth mapping table;

[0039] The corrected post-injection amount Pil correction value at the current time is obtained through a fifth preset formula.

[0040] The fifth preset formula is: Pil 修正后 =Pil 初始值 +Pil 修正值 ×δ.

[0041] An electronic device comprising: a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory complete mutual communication through the communication bus; the memory stores a computer program, when the computer program is executed by the processor, the processor executes the steps of the method.

[0042] A computer readable storage medium stores a computer program executable by an electronic device, when the computer program runs on the electronic device, the electronic device executes the steps of the method.

[0043] An emulation platform comprising:

[0044] An electronic device for implementing the steps of the method;

[0045] A processor, the processor runs a program, when the program runs, the data output from the electronic device executes the steps of the method;

[0046] A storage medium for storing a program, the program executes the steps of the method when running on the data output from the electronic device.

[0047] Through the above scheme, the following beneficial technical effects are obtained:

[0048] The application provides a kind of automobile engine original exhaust soot adaptive adjustment control method and system;First, the way of prelabeling test bench is applied, the mapping relationship of DPF temperature and DPF passive regeneration rate is constructed;Based on the mapping relationship of DPF temperature and DPF passive regeneration rate, using the first preset formula, the moving average of DPF passive regeneration rate in the preset time period is obtained with current time as node;Based on the moving average of DPF passive regeneration rate, by using the first preset strategy, the then parameter of engine is adjusted, so that the fuel in the engine can be fully combusted, thereby reducing the soot emission, on this basis, the second preset strategy is triggered simultaneously, whether the regeneration cycle mileage meets the preset condition is judged by the second preset strategy, i.e. ensure that the interval of two active regeneration cycles meets the cycle threshold, so as to avoid the interval of two active regeneration cycles being too short, causing the increase of fuel consumption cost and bringing bad user experience. BRIEF DESCRIPTION OF DRAWINGS

[0049] Fig. 1 It is a flow chart of the adaptive adjustment control method of the original exhaust soot of automobile engine.

[0050] Fig. 2 It is the effect diagram of the original exhaust soot after correcting fuel parameter. DETAILED DESCRIPTION

[0051] In order to make the purpose, technical scheme and advantages of the present application clearer, specific embodiments will be described below with reference to the accompanying drawings. Figs. 1-2 The application will be described in further detail below. Obviously, the described embodiments are only some of the embodiments of the present application but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of the present application.

[0052] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments and are not intended to limit the present application. The singular forms "a", "an" and "the" used in the embodiments of the present application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. "Multiple" generally includes at least two.

[0053] It should be understood that the term "and / or" used herein is only to describe the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B can mean that A exists alone, A and B exist together, and B exists alone. In addition, the character " / " in this paper generally represents that the front and rear associated objects are in an "or" relationship.

[0054] It should be understood that although the terms first, second, third, etc., may be used in the embodiments of this application, these descriptions should not be limited to these terms. These terms are only used to distinguish the descriptions. For example, first may also be referred to as second without departing from the scope of the embodiments of this application, and similarly, second may also be referred to as first.

[0055] Depending on the context, the words “if” or “suppose” as used here can be interpreted as “when” or “in response to determination” or “in response to detection.” Similarly, depending on the context, the phrases “if determination” or “if detection (of the stated condition or event)” can be interpreted as “when determination” or “in response to determination” or “when detection (of the stated condition or event)” or “in response to detection (of the stated condition or event).”

[0056] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that an article or device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such an article or device. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the article or device that includes said element.

[0057] It should be noted that any symbols and / or numbers present in the specification that are not marked in the accompanying drawings are not reference numerals.

[0058] like Fig. 1 The method shown is an adaptive adjustment and control method for carbon soot emissions from an automotive engine, the method comprising the following steps:

[0059] S1: The mapping relationship between DPF temperature and DPF passive regeneration rate is obtained by pre-calibrating the test bench;

[0060] S2: Based on the mapping relationship between DPF temperature and DPF passive regeneration rate, the first preset formula is used to obtain the moving average value of DPF passive regeneration rate within a preset time period with the current time as the node.

[0061] S3: Based on the moving average of the passive regeneration rate of the DPF, the fuel parameters of the engine are adjusted using a first preset strategy; wherein, the fuel parameters include at least: common rail pressure and injection advance angle;

[0062] S4: In response to the adjusted engine fuel parameters, trigger the second preset strategy, and determine whether the predicted regeneration cycle mileage meets the preset conditions through the second preset strategy, so as to output the corresponding execution result.

[0063] Specifically, in the embodiment, first, a test bench pre-calibration method is applied to construct a DPF temperature and DPF passive regeneration rate mapping relationship; based on the DPF temperature and DPF passive regeneration rate mapping relationship, a first preset formula is used to obtain a DPF passive regeneration rate moving average value in a preset time period with the current time as a node; based on the DPF passive regeneration rate moving average value, a first preset strategy is used to adjust the engine parameters, so that the fuel in the engine can be fully combusted, thereby reducing the soot emission, and on this basis, a second preset strategy is triggered at the same time, and the second preset strategy is used to judge whether the predicted regeneration cycle mileage meets a preset condition, that is, to ensure that the interval between two active regeneration cycles meets a cycle threshold, thereby avoiding that the interval between two active regeneration cycles is too short, reducing the increase in fuel consumption and the decrease in user experience due to too frequent regeneration, and achieving adaptive adjustment of the original soot emission.

[0064] It can be understood that the present application adaptively corrects the combustion parameters of the engine according to the DPF passive regeneration rate moving average value, and corrects the original soot emission model, so as to improve the regeneration cycle. This function has the advantages of not occupying memory, small burden on the controller, and real-time adaptive correction.

[0065] For example, the DPF passive regeneration rate is measured on a test bench, and the passive regeneration rate is measured from 200 degrees to 500 degrees of the DPF average temperature, and the following table is obtained:

[0066]

[0067] The Chinese name of the DPF in the embodiment is a diesel particulate filter, which is used to filter soot to reduce particulate pollutants in exhaust gas, so that the emission meets the environmental protection requirements.

[0068] It should be noted that DPF passive regeneration is to burn off soot particles by using the exhaust gas of the engine; DPF active regeneration is a control process in which when the internal soot accumulation of the DPF reaches a preset active regeneration trigger limit, the ECU increases the exhaust gas temperature to the soot ignition point by external energy, and actively burns off the internal soot accumulation of the DPF to avoid blockage, but the defect is obvious: it is easy to cause thermal fatigue cracking of the DPF ceramic / metal carrier, high-temperature aging of the temperature / pressure difference sensor, and increase the risk of failure.

[0069] Further, the first preset formula in step S2 is: , wherein, is the average passive regeneration rate in the time period is the passive regeneration rate at each time in the time period is the passive regeneration rate at each time in the time period is the preset time period for calculating the moving average value.

[0070] Further, in step S3, based on the DPF passive regeneration rate moving average value, a first preset strategy is adopted to adjust the fuel parameters of the engine; wherein the fuel parameters at least include: common rail pressure and injection advance angle, and specifically include:

[0071] Obtaining the running data of the engine at the current time; the running data at least includes: engine speed and injection amount;

[0072] Based on the engine running data, through the first mapping table and the second mapping table, the common rail pressure correction value and the injection advance angle correction value at the current time are obtained respectively;

[0073] Based on the DPF passive regeneration rate moving average value in step S2, through the third mapping table and the fourth mapping table, the common rail pressure correction coefficient a and the injection advance angle correction coefficient β at the current time are obtained respectively;

[0074] Through the second preset formula, the corrected common rail pressure P 修正后 at the current time is obtained;

[0075] The second preset formula is: P 修正后 =P 初始值 +P 修正值 ×a;

[0076] Correspondingly, through the third preset formula, the corrected injection advance angle at the current time is obtained;

[0077] The third preset formula is: A 修正后 =A 初始值 +A 修正值 ×β.

[0078] Wherein, P 初始值 and A 初始值 are the basic rail pressure value and the basic injection advance angle output by the ECU according to the engine basic working condition in advance at the current time.

[0079] It can be understood that in the embodiment, by adjusting the fuel parameters, the adjustment error caused by instantaneous temperature fluctuation can be avoided, the fuel parameter adjustment is more stable, the original engine exhaust soot is reduced, the DPF carbon deposition is reduced, and the number of active regeneration is reduced, thereby saving fuel consumption.

[0080] In the embodiment, the first mapping table and the second mapping table are calibrated in advance by a test bench.

[0081] For example, the rail pressure correction coefficient table: the horizontal coordinate in the table represents the passive regeneration rate moving average value, and the vertical coordinate represents the rail pressure correction coefficient, see Table 1 below:

[0082]

[0083] Rail pressure correction table: the horizontal coordinate in the table is engine speed, the vertical coordinate is fuel injection amount, the table is the rail pressure correction value based on the speed and fuel injection amount, see Table 2 below:

[0084]

[0085] Advance angle correction coefficient table: the horizontal coordinate in the table represents the passive regeneration rate moving average value, and the vertical coordinate represents the advance angle correction coefficient, see the table below:

[0086]

[0087] Advance angle correction table: the horizontal coordinate in the table is engine speed, the vertical coordinate is fuel injection amount, the table is the advance angle correction value based on the speed and fuel injection amount, see the table below:

[0088] Referring to Fig. 2 As shown, by adjusting the fuel parameters, the original exhaust can be effectively reduced, and there is no negative impact on the nitrogen oxide emissions of the engine.

[0089] Further, the step S4, in response to the adjusted engine fuel parameters, triggers a second preset strategy, and judges whether the predicted regeneration cycle mileage meets the preset condition through the second preset strategy to output the corresponding execution result, specifically including:

[0090] If it is judged that the predicted regeneration mileage meets the preset condition, the stop execution result is output;

[0091] If it is judged that the predicted regeneration mileage does not meet the preset condition, the continue execution result is output, and based on the continue execution result, steps S1 to S4 are repeated until the stop execution result is output, and the stop is stopped.

[0092] Further, the step S4, in response to the adjusted engine fuel parameters, triggers a second preset strategy, and judges whether the predicted regeneration cycle mileage meets the preset condition through the second preset strategy to output the corresponding execution result, specifically including:

[0093] In response to the adjusted engine fuel parameters in step S3, the original exhaust soot model is triggered to correct the calculated original exhaust soot amount through a fourth preset formula to obtain the corrected original exhaust soot amount;

[0094] Based on the corrected original exhaust soot amount, a fifth preset formula is used to obtain the predicted regeneration cycle mileage at the current time, and the predicted regeneration cycle mileage is compared with the cycle threshold value to output a comparison result;

[0095] When the predicted regeneration cycle mileage is greater than the cycle threshold value, the stop execution result is output;

[0096] When the predicted regeneration cycle mileage is less than or equal to the cycle threshold, the output continues to execute the result;

[0097] wherein the fifth preset formula is: , wherein, is the mileage from the last successful active regeneration to the present, is the DPF volume is the DPF active regeneration triggering limit soot density, is the current soot accumulation, is the corrected original exhaust soot amount, is the moving average of the DPF passive regeneration rate in the preset time period at the current time, is the current vehicle speed.

[0098] For example, when the calculated predicted mileage is less than 20,000 kilometers, the correction is continued. If it is greater than 20,000 kilometers, the correction program stops running.

[0099] Specifically, the application corrects the original exhaust soot amount based on the adjusted fuel parameters (such as common rail pressure, injection advance angle), ensures that the soot data input into the prediction model can truly match the current engine emission state, and avoids calculation deviation caused by parameter mismatch; secondly, when calculating the predicted regeneration cycle mileage, according to the physical parameters of the DPF, the current soot accumulation, the corrected soot emission and the passive regeneration rate, the prediction result can accurately reflect the actual drivable mileage; at the same time, based on the cycle threshold as the judgment standard, through the feedback strategy of continuing to adjust if it is not satisfied, the fuel parameters can be continuously optimized to prolong the regeneration cycle, avoid frequent active regeneration caused by too short cycle, thereby reducing fuel consumption and reducing component wear.

[0100] It can be understood that when the predicted regeneration mileage is greater than 20,000 kilometers, it indicates that the current corrected parameters have reached the design target, the carbon deposition speed is slow enough, and it is ensured that the subsequent active regeneration will be triggered after a long period of work. Therefore, there is no need to continue to correct, and the problems of possible increase in fuel consumption, excessive nitrogen oxide emission, or decrease in engine operation stability caused by excessive adjustment of rail pressure / advance angle are avoided.

[0101] The fourth preset formula is: S 修正后 =S 初始值 +S 修正值 ×γ; wherein the original exhaust soot correction value S 修正值 is obtained by looking up the table according to the engine speed and the injection amount, and the original exhaust soot correction coefficient γ is obtained by looking up the table according to the moving average of the DPF passive regeneration rate.

[0102] Further, before the step of obtaining the predicted regeneration cycle mileage at the current time based on the corrected original exhaust soot amount and comparing the predicted regeneration cycle mileage with the cycle threshold and outputting the comparison result, the method further comprises the following steps:

[0103] In response to the corrected original exhaust soot amount, determining whether the moving average value of the DPF passive regeneration rate in a preset time period at the current time is ≤ a preset value;

[0104] If yes, triggering an oil injection adjustment strategy;

[0105] The oil injection adjustment strategy is a two-stage near-post injection strategy; wherein the two-stage near-post injection needs to meet the following conditions:

[0106] Condition 1: the oil injection amount of the first near-post injection is the same as that of the second near-post injection, and the oil injection amount of each near-post injection ≤ 50% of the main injection oil amount;

[0107] Condition 2: the time interval between the first near-post injection and the main injection is a first range crank angle (e.g., crank angle 10°-20°), the time interval between the two near-post injections is a second range crank angle (e.g., crank angle 50°-80°), and the lower limit value of the second range crank angle is greater than the upper limit value of the first range crank angle.

[0108] It can be understood that if it is determined whether the moving average value of passive regeneration is less than 5g / h, if yes, the oil injection mechanism needs to be adjusted.

[0109] Two-stage near-post injection is added, and the oil injection amount of the two-stage near-post injection is the same. The near-post injection correction coefficient and the near-post injection correction amount are calculated: the oil injection amount of each near-post injection does not exceed 50% of the main injection oil amount.

[0110] Wherein, the steps of obtaining the oil injection amount of the first near-post injection and the second near-post injection comprise:

[0111] Based on the engine operating data, the correction value Pil of the near-post injection at the current time is obtained through a fifth mapping table 修正值 ;

[0112] Based on the moving average value of the DPF passive regeneration rate in a preset time period at the current time, the correction coefficient δ of each near-post injection is obtained through a sixth mapping table;

[0113] The corrected near-post injection amount correction value Pil at the current time is obtained through a fifth preset formula 修正后 ;

[0114] The fifth preset formula is: Pil 修正后 =Pil 初始值 +Pil 修正值 ×δ.

[0115] For example, the near-post injection correction coefficient is shown in the following table:

[0116]

[0117] The near-post injection correction amount table (horizontal axis: speed, vertical axis: injection amount, near-post injection correction value) is shown in the following table:

[0118]

[0119] As can be seen from the above, after increasing the two-stage near-post injection amount, the engine exhaust temperature is increased, the passive regeneration rate is greatly increased, and the regeneration period is improved.

[0120] Specifically, in the embodiment, the DPF passive regeneration rate moving average value in a preset time period at the current time is judged to be ≤ a preset value in response to the corrected original soot amount. The design advantage of this method is that the two-stage post-injection strategy is triggered only when the passive regeneration is insufficient, and oil waste is avoided as much as possible. Secondly, the injection amount is limited to ≤ 50% of the main injection, and the two stages are equal, so that the injected oil can be burned in the exhaust to assist the DPF to achieve faster carbon burning and reduce subsequent more fuel-consuming active regeneration. By restricting the injection amount, waste caused by too much injection is avoided, for example, the main injection is 100 mg per time, and the near-post injection is 50 mg per time, the total of the two stages is 100 mg, which only needs to meet the temperature rising demand. Further, the oil utilization efficiency is improved as much as possible through the time interval constraint condition. Through the first near-post injection, the residual high temperature in the cylinder is fully utilized to atomize the oil better, the power fluctuation is controlled within ± 2% under the premise of not affecting the normal work of the main injection, so that the user can feel as little acceleration change as possible during regeneration, and the driving experience is greatly improved. The second near-post injection is set at a crank angle of 50°-80°, at which time the cylinder has sufficient pressure, i.e., the exhaust valve is not fully open, and the atomized fuel can be fully burned in the semi-closed space, and the heat release is more concentrated. The advantage of this design is to ensure that the DPF temperature rising process is more stable, which can effectively reduce the thermal fatigue of the DPF in the high temperature transition stage, and can also avoid waste caused by insufficient combustion of fuel.

[0121] The application provides a self-adaptive adjustment control system for original soot of an automobile engine, which comprises:

[0122] The first acquisition module is configured to be pre-calibrated through a test bench to obtain a DPF temperature and DPF passive regeneration rate mapping relationship;

[0123] The second acquisition module is configured to obtain a DPF passive regeneration rate moving average value in a preset time period at the current time based on the DPF temperature and DPF passive regeneration rate mapping relationship and using a first preset formula;

[0124] an adjusting module configured to adjust a fuel parameter of the engine based on the moving average of the passive regeneration rate of the DPF by using a first preset strategy, wherein the fuel parameter at least includes a common rail pressure and an injection advance angle;

[0125] a strategy control module configured to trigger a second preset strategy in response to the adjusted fuel parameter of the engine, and determine whether the predicted regeneration cycle mileage meets a preset condition by using the second preset strategy, to output a corresponding execution result.

[0126] It is worth noting that, although the system only discloses the first acquisition module, the second acquisition module, the adjusting module and the strategy control module, it does not mean that the system is limited to the above basic functional modules. On the contrary, the meaning expressed by the present application is that on the basis of the above basic functional modules, a person skilled in the art can add one or more functional modules to form an infinite number of embodiments or technical solutions in combination with the prior art. That is to say, the system is open rather than closed, and it cannot be considered that the protection scope of the present application is limited to the above disclosed basic functional modules just because the present embodiment discloses only individual basic functional modules.

[0127] In another aspect, the present application provides an electronic device, comprising: a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory complete communication with each other through the communication bus;

[0128] The memory stores a computer program, and when the computer program is executed by the processor, the processor executes the steps of the method.

[0129] In another aspect, the present application provides a computer readable storage medium having a computer program / instruction stored thereon, which is executed by a processor to implement the steps of the method.

[0130] It should be noted that the user information (including but not limited to user equipment information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in the present application are all information and data authorized by the user or authorized by all parties.

[0131] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer readable storage medium, and when the computer program is executed, the processes of the above-mentioned embodiments of the methods can be included. Any reference to memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical storage, high-density embedded non-volatile memory, resistive memory (ReRAM), magnetic variable memory, etc. The volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration but not limitation, the RAM can be in various forms. The database involved in the embodiments provided in the present application can include at least one of a relational database and a non-relational database. The non-relational database can include a distributed database based on a block chain, etc., and is not limited thereto. The processor involved in the embodiments provided in the present application can be a general-purpose processor, a central processing unit, a graphics processing unit, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, etc., and is not limited thereto.

[0132] An emulation platform comprising:

[0133] An electronic device for implementing the steps of the method;

[0134] A processor, the processor running a program, the program when running performing the steps of the method on data output from the electronic device;

[0135] A storage medium for storing a program, the program when running performing the steps of the method on data output from the electronic device.

[0136] The technical features of the above embodiments can be combined in any way. To make the description concise, not all possible combinations of the technical features in the above embodiments are described, but it should be considered that any combination of the technical features is within the scope of the present disclosure.

[0137] The above-described embodiments only express several implementation manners of the present application, and the description is more specific and detailed, but it should not be understood as a limitation on the patent scope of the present application. It should be noted that for those skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which are all within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the appended claims.

Claims

1. A method for adaptive regulation and control of raw soot in an automotive engine, characterized by, The method comprises the following steps: S1: pre-calibration by a test bench to obtain a DPF temperature and DPF passive regeneration rate mapping relationship; S2: based on the DPF temperature and DPF passive regeneration rate mapping relationship, a first preset formula is used to obtain a DPF passive regeneration rate moving average value within a preset time period with the current time as a node; S3: based on the DPF passive regeneration rate moving average value, a first preset strategy is used to adjust the fuel parameters of the engine; wherein the fuel parameters at least include: common rail pressure and injection advance angle; S4: in response to the adjusted engine fuel parameters, a second preset strategy is triggered, and whether the predicted regeneration cycle mileage meets the preset condition is judged by the second preset strategy to output the corresponding execution result.

2. The method of claim 1, wherein: The first preset formula in step S2 is: , wherein, is the average passive regeneration rate in a time period, the moving average of the DPF passive regeneration rate, the passive regeneration rate at each time in a time period, is a preset time period for calculating the moving average.

3. The method of claim 2, wherein, In step S3, based on the DPF passive regeneration rate moving average value, a first preset strategy is used to adjust the fuel parameters of the engine; wherein the fuel parameters at least include: common rail pressure and injection advance angle, specifically including: Obtain the running data of the engine at the current time; the running data at least includes: engine speed and injection amount; Based on the engine operation data, through the first mapping table and the second mapping table, the common rail pressure correction value P of the current time is obtained 修正值 And the injection advance angle correction value A 修正值 ; Based on the DPF passive regeneration rate moving average value in step S2, through a third mapping table and a fourth mapping table, the common rail pressure correction coefficient a and the injection advance angle correction coefficient β at the current time are obtained respectively; By the second preset formula, the corrected common rail pressure P at the current moment is obtained 修正后 ; The second preset formula is: P 修正后 = P 初始值 + P 修正值 × a; Correspondingly, by a third preset formula, the injection advance angle A at the current moment is obtained 修正后 ; By the third preset formula: A 修正后 = A 初始值 + A 修正值 x β.

4. The method of claim 3, wherein, In step S4, in response to the adjusted engine fuel parameters, a second preset strategy is triggered, and whether the predicted regeneration cycle mileage meets the preset condition is judged by the second preset strategy to output the corresponding execution result, specifically including: If it is judged that the predicted regeneration mileage meets the preset condition, the stop execution result is outputted; If it is judged that the predicted regeneration mileage does not meet the preset condition, the continue execution result is outputted, and based on the continue execution result, steps S1 to S4 are repeated until the stop execution result is outputted, and then the process is stopped.

5. The method of claim 4, wherein, If it is judged that the predicted regeneration mileage does not meet the preset condition, the continue execution result is outputted, specifically including: In response to the adjusted engine fuel parameters in step S3, the original soot emission model is triggered to correct the original soot emission amount by a fourth preset formula; Based on the corrected original soot emission amount, a fifth preset formula is used to obtain the predicted regeneration cycle mileage at the current time, and a comparison result is outputted based on the comparison between the predicted regeneration cycle mileage and the cycle threshold value; When the predicted regeneration cycle mileage is greater than the cycle threshold value, the stop execution result is outputted; When the predicted regeneration cycle mileage is less than or equal to the cycle threshold value, the continue execution result is outputted; wherein the fifth preset formula is: , wherein, is the mileage from the last successful active regeneration to the present, is the DPF volume is the DPF active regeneration trigger limit soot density, is the current soot accumulation amount, is the corrected original exhaust soot amount, is the moving average value of the DPF passive regeneration rate in a preset time period at the current time, is the current vehicle speed.

6. The method of claim 5, wherein, Before the step of outputting the comparison result based on the comparison between the predicted regeneration cycle mileage and the cycle threshold value, the following steps are further included: In response to the corrected original soot emission amount, it is judged whether the DPF passive regeneration rate moving average value within a preset time period with the current time as a node is ≤ a preset value; If yes, the injection adjustment strategy is triggered; The injection adjustment strategy is a two-stage near-post injection strategy; wherein the two-stage near-post injection needs to meet the following conditions: Condition 1: the injection amount of the first post-injection is the same as that of the second post-injection, and the injection amount of each post-injection is less than or equal to 50% of the main injection amount; Condition 2: the time interval between the first post-injection and the main injection is a first range of crank angle, the time interval between the two post-injections is a second range of crank angle, and the lower limit value of the second range of crank angle is greater than the upper limit value of the first range of crank angle.

7. The method of claim 6, wherein, The injection amount of the first post-injection and the second post-injection includes: Based on the engine operating data, through the fifth mapping table, the correction value Pil of the near post-injection at the current time is obtained 修正值 ; Based on the moving average of the DPF passive regeneration rate within a preset time period at the current time, a sixth mapping table is used to obtain a correction coefficient δ of each post-injection; The current time corrected near post-injection quantity correction value Pil is obtained through a fifth preset formula 修正后 ; The fifth preset formula is: Pil 修正后 = Pil 初始值 + Pil 修正值 x δ.

8. An automotive engine raw soot adaptive regulation control system, characterized by, The system includes: The first acquisition module is configured to be pre-calibrated by the test bench to obtain the mapping relationship between the DPF temperature and the DPF passive regeneration rate; The second acquisition module is configured to obtain the moving average of the DPF passive regeneration rate within a preset time period at the current time based on the mapping relationship between the DPF temperature and the DPF passive regeneration rate, and using a first preset formula; The adjustment module is configured to adjust the fuel parameters of the engine based on the moving average of the DPF passive regeneration rate, and using a first preset strategy; wherein the fuel parameters at least include: common rail pressure and injection advance angle; The strategy control module is configured to trigger a second preset strategy in response to the adjusted fuel parameters of the engine, and determine whether the predicted regeneration cycle mileage meets the preset condition by using the second preset strategy, to output the corresponding execution result. 9.A computer readable storage medium storing a computer program executable by an electronic device, the computer program comprising instructions for causing the electronic device to perform the method of any one of claims 1 to 8. When the computer program runs on the electronic device, the electronic device executes the steps of the method as claimed in any one of claims 1-7.

10. An emulation platform, characterized by Including: The electronic device is used to implement the steps of the method as claimed in any one of claims 1 to 7; The processor runs the program, and when the program runs, the data output from the electronic device executes the steps of the method as claimed in any one of claims 1 to 7; The storage medium is used to store the program, and when the program runs, the data output from the electronic device executes the steps of the method as claimed in any one of claims 1 to 7.

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