Regeneration control method, program product, regeneration control device, and diesel engine system

Abstract

The invention relates to a regeneration control method for a diesel particulate filter of a diesel engine system. The regeneration control method comprises the following steps: judging whether a regeneration condition is met or not; under the condition that the regeneration condition is met, the total oil injection amount used for remote back injection is determined according to the operation parameters of the diesel engine system, and the operation parameters at least comprise the air inlet temperature of the diesel particle filter; the method comprises the following steps of: splitting far rear spraying into a plurality of successive partial far rear spraying parts, the sum of the oil spraying quantity of the partial far rear spraying parts is equal to the total oil spraying quantity, and the front far rear spraying part and the rear far rear spraying part in the adjacent partial far rear spraying parts are spaced by a time difference; the time difference is calculated at least by rail pressure in a common rail pipeline of the diesel engine system and the fuel injection quantity of the front part far rear injection. The invention also relates to a corresponding computer program product, a regeneration control device and a diesel engine system. According to the invention, the fuel injection quantity of each part of the remote rear injection can be accurately controlled, so that the optimized regeneration effect of the diesel particulate filter is realized.

Description

Technical Field

[0001] The present invention relates to the field of diesel engines, and in particular to a regeneration control method for a diesel particle filter of a diesel engine system. The present invention also relates to a corresponding computer program product, a corresponding regeneration control device for a diesel particle filter of a diesel engine system, and a corresponding diesel engine system. Background Art

[0002] In recent years, with the development of technology and the increasing prominence of environmental issues, a diesel oxidation catalyst (DOC) and a diesel particle filter (DPF) are provided in the exhaust device of a diesel engine system. The exhaust gas from the combustion chamber of the diesel engine flows through a carrier having a porous material of the diesel particle filter, thereby capturing particles in the exhaust gas and reducing the environmental pollution caused by the exhaust gas. However, as the diesel engine continues to run, more carbon black particles will accumulate on the carrier of the diesel particle filter, which adversely affects the particle capture efficiency and exhaust efficiency of the diesel particle filter, and may even cause the diesel particle filter to fail and crack. For this purpose, a regeneration process of the diesel particle filter is required, in which the diesel particle filter is heated to the temperature at which the particles burn, thereby removing the particles accumulated in the diesel particle filter.

[0003] In the prior art, the temperature increase of the diesel particle filter is achieved by a post-injection (PoI) process of the diesel engine system, which is performed after the main injection (MI) process of the diesel engine system, wherein the post-injection process includes a near post-injection (PoI2) and a far post-injection (PoI1), wherein the near post-injection usually starts before the exhaust valve opens, and the injected fuel in the near post-injection is atomized and burned in the combustion chamber of the diesel engine, thereby generating hot gases, which flow to the diesel particle filter after the exhaust valve opens, thereby heating the diesel particle filter; and the far post-injection usually starts after the exhaust valve opens, and the injected fuel in the far post-injection is not burned in the combustion chamber, but flows directly through the exhaust pipe to the diesel oxidation catalyst and is oxidized there, thereby further increasing the temperature of the diesel particle filter, thereby stimulating or promoting the regeneration process of the diesel particle filter.

[0004] However, during the far after injection process, the piston of the diesel engine has already moved downward and is close to its bottom dead center (Bottom Dead Center, BDC). Part of the fuel injected during the far after injection process is not burned, which will have an adverse effect on the engine emission performance. Summary of the invention

[0005] Therefore, an object of the present invention is to provide an improved diesel particulate filter regeneration control method for a diesel engine system to achieve a desired temperature increase of the diesel particulate filter, thereby achieving an optimized regeneration effect of the diesel particulate filter and improving the operating performance of the diesel engine system.

[0006] According to a first aspect of the present invention, a regeneration control method for a diesel particulate filter of a diesel engine system is provided, wherein the regeneration control method comprises at least the following steps:

[0007] S1: Determine whether the regeneration conditions are met;

[0008] S2: determining a total amount of fuel injection for remote post injection according to operating parameters of a diesel engine system when the regeneration condition is met, wherein the operating parameters at least include an intake air temperature of the diesel particulate filter;

[0009] S3: splitting the far post injection into a plurality of consecutive partial far post injections, the sum of the injection amounts of the partial far post injections being equal to the total injection amount, wherein a front partial far post injection and a rear partial far post injection in at least some of the adjacent partial far post injections are separated by a time difference, and the time difference is obtained by at least a rail pressure in a common rail pipe of the diesel engine system and the injection amount of the front partial far post injection.

[0010] Compared with the prior art, in the regeneration control method according to the present invention, when the regeneration condition is met, the far post injection is started and the far post injection is split into a plurality of successive partial far post injections, thereby reducing the injection amount of each partial far post injection, which enables the fuel injected in the partial far post injection to be fully atomized and enter the exhaust pipe via the exhaust valve, thereby avoiding the fuel from adhering to the cylinder wall and preventing the dilution of the engine oil as much as possible, wherein the front partial far post injection and the rear partial far post injection in adjacent partial far post injections are separated by a time difference, and the time difference is at least obtained by the rail pressure in the common rail pipe of the diesel engine system and the injection amount of the front partial far post injection, thereby reducing the influence of the rail pressure fluctuation on the injection amount by adjusting the time difference between the adjacent partial far post injections, thereby reducing the oil amount deviation between the injection amount of the partial far post injection and the expected injection amount as much as possible and accurately controlling the injection amount of each partial far post injection, so as to reach the expected temperature of the diesel particulate filter and achieve an optimized regeneration effect.

[0011] According to a second aspect of the present invention, there is provided a computer program product comprising a computer program, wherein when the computer program is executed by one or more processors, the processors are capable of executing the regeneration control method according to the present invention.

[0012] According to a third aspect of the present invention, there is provided a regeneration control device for a diesel particulate filter of a diesel engine system, wherein the regeneration control device at least comprises:

[0013] a rail pressure sensor, the rail pressure sensor being configured to be installed on a common rail pipe of the diesel engine system and to detect a rail pressure in the common rail pipe;

[0014] a temperature sensor configured to be installed upstream of the diesel particulate filter and to detect an intake air temperature of the diesel particulate filter; and

[0015] A controller adapted to receive signals regarding the rail pressure and the intake air temperature and capable of generating control instructions for injectors of the diesel engine system using the computer program product according to the invention.

[0016] According to a fourth aspect of the present invention, there is provided a diesel engine system, wherein the diesel engine system at least comprises:

[0017] - a diesel engine having at least one combustion chamber, an intake valve and an exhaust valve;

[0018] - a common rail pipe configured to supply high-pressure fuel to the diesel engine;

[0019] - a fuel injector, which is arranged between the common rail pipe and the diesel engine and is configured to inject high-pressure fuel into a combustion chamber of the diesel engine;

[0020] - an exhaust device configured to discharge exhaust gas from the diesel engine, wherein an exhaust pipe of the exhaust device is connected to the combustion chamber of the diesel engine via an exhaust valve, and a diesel oxidation catalyst and a diesel particulate filter are arranged in the exhaust pipe; and

[0021] - A regeneration control device according to the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The present invention will be described in more detail below with reference to the accompanying drawings, so that the principles, features and advantages of the present invention can be better understood. The accompanying drawings include:

[0023] Figure 1 A schematic block diagram of a diesel engine system according to an exemplary embodiment of the present invention is shown;

[0024] Figure 2 A schematic flow chart showing a regeneration control method for a diesel particulate filter of a diesel engine system according to an exemplary embodiment of the present invention;

[0025] Figure 3a and Figure 3b The fuel injection amount waveform diagrams of the regeneration control method according to different embodiments of the present invention are respectively shown;

[0026] Figure 4a and Figure 4b The graphs showing the change of rail pressure over time during the remote post-injection process of the regeneration control method according to the present invention are shown respectively. DETAILED DESCRIPTION

[0027] In order to make the technical problems, technical solutions and beneficial technical effects to be solved by the present invention more clearly understood, the present invention will be further described in detail below with reference to the accompanying drawings and multiple exemplary embodiments.

[0028] In this specification, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" 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, or the internal communication of two elements. For ordinary technicians in this field, the meanings of the above terms in this disclosure can be understood according to the circumstances.

[0029] It should be understood that, in this document, the expressions "first", "second", etc. are used for descriptive purposes only and should not be understood as indicating or implying relative importance, nor should they be understood as implicitly indicating the number of technical features indicated. Features defined as "first" or "second" may explicitly or implicitly indicate that at least one of the features is included.

[0030] Figure 1 A schematic block diagram of a diesel engine system 100 according to an exemplary embodiment of the present invention is shown. The diesel engine system 100 is particularly configured as a medium-duty or heavy-duty diesel engine system and can be used in vehicles such as vehicles or ships.

[0031] like Figure 1 As shown, the diesel engine system 100 includes a diesel engine 10 body, the diesel engine having at least one, in particular a plurality of combustion chambers 11, in which a piston can reciprocate, and the diesel engine 10 having an intake valve and an exhaust valve, the intake valve being configured to supply a fresh air flow into the combustion chamber 11 in an open state, and the exhaust valve being configured to discharge exhaust gas in the combustion chamber in an open state. Figure 1 Intake valves and exhaust valves of the diesel engine 10 are not shown.

[0032] like Figure 1As shown, the diesel engine system 100 includes a common rail line 20 and a fuel injector 30, wherein the common rail line 20 receives high-pressure fuel from a high-pressure pump and supplies the high-pressure fuel to the diesel engine 10, and the fuel injector 30 is arranged between the common rail line 20 and the combustion chamber 11 of the diesel engine 10 and is configured to inject the high-pressure fuel from the common rail line 20 into the combustion chamber 11 at a desired injection pressure and injection rate. Here, the number of fuel injectors 30 depends on the number of combustion chambers 11.

[0033] During the operation of the diesel engine system 100, the working cycle of the diesel engine 10 is completed in four reciprocating movements of the piston, and the working cycle includes an intake stroke, a compression stroke, a power stroke, and an exhaust stroke. During the intake stroke, the piston moves from the top dead center (Top Dead Center). Center (TDC) descends to the bottom dead center BDC, the intake valve of the diesel engine 10 opens to allow fresh air to enter the combustion chamber 11, and when the piston approaches the bottom dead center BDC, the intake valve closes; during the compression stroke, the piston rises from the bottom dead center BDC to the top dead center TDC, compressing the air in the combustion chamber 11, and when the piston approaches the top dead center TDC, high-pressure fuel is sprayed into the combustion chamber 11 through the injector 30; during the power stroke, high-temperature and high-pressure gases are generated by the combustion of the fuel in the combustion chamber, and the expansion of these gases applies force to the piston, thereby pushing the piston toward the bottom dead center BDC and generating torque through the rotating shaft; during the subsequent exhaust stroke, the exhaust valve of the diesel engine 10 opens, the piston pushes the exhaust gas to be discharged from the combustion chamber 11 through the exhaust valve, and in the final stage of the exhaust stroke, the exhaust valve is closed, thereby forming a complete working cycle.

[0034] like Figure 1As shown, the diesel engine system 100 includes an exhaust device 40, which is configured to discharge the exhaust gas of the diesel engine 10, wherein the exhaust device 40 has an exhaust pipe 41, which is connected to the combustion chamber 11 of the diesel engine 10 through an exhaust valve. In addition, a diesel oxidation catalyst 42 and a diesel particle filter 43 are arranged in the exhaust pipe 41, wherein the diesel oxidation catalyst 42 is configured to oxidize hydrocarbons and carbon monoxide in the exhaust gas by means of an oxidation reaction to generate pollution-free water and carbon dioxide, and the diesel particle filter 43 is provided with a carrier of a porous material and is configured to capture particles in the exhaust gas, thereby achieving the purpose of purifying the exhaust gas. Here, the diesel oxidation catalyst 42 and the diesel particle filter 43 are particularly integrated. As the diesel engine system 100 continues to run, particles gradually accumulate on the carrier of the diesel particle filter 42, which adversely affects the particle capture efficiency and exhaust efficiency of the diesel particle filter 43, and even causes the diesel particle filter to fail and crack. For this purpose, a regeneration process of the diesel particle filter 43 is required, in which the diesel particle filter 43 is heated to a temperature at which the particles burn, thereby clearing the particles accumulated in the diesel particle filter 43 .

[0035] Here, the regeneration of the diesel particle filter 43 is achieved through a post-injection process of the diesel engine 10, which is carried out after the main injection process of the diesel engine 100. In the main injection process, the injected fuel is atomized in the compression stroke and burned in the power stroke to drive the piston movement and generate the desired torque, wherein the post-injection process includes a near post-injection PoI2 and a far post-injection PoI1. The near post-injection usually starts before the exhaust valve opens. In the near post-injection, the injected fuel is atomized and burned in the combustion chamber 11, thereby generating hot gases, which flow to the diesel particle filter 43 after the exhaust valve opens, thereby heating the diesel particle filter 43; while the far post-injection usually starts after the exhaust valve opens. In the far post-injection, the injected fuel is not burned in the combustion chamber 11, but flows directly through the exhaust pipe 41 to the diesel oxidation catalyst 42 and is oxidized there. The heat generated by the oxidation process further increases the temperature of the diesel particle filter 43, thereby stimulating or promoting the regeneration process of the diesel particle filter 43.

[0036] like Figure 1As shown, the diesel engine system 100 includes a regeneration control device 50 for a diesel particle filter 43, the regeneration control device at least includes a rail pressure sensor 51 arranged in the common rail pipeline 20, a temperature sensor 52 arranged upstream of the diesel particle filter 43, and a controller 53, wherein the rail pressure sensor 51 is configured to detect the rail pressure in the common rail pipeline 20, and the temperature sensor 52 is configured to detect the intake air temperature of the diesel particle filter 43, and the controller 53 is connected in communication with the rail pressure sensor 51 and the temperature sensor 52 to receive signals about the rail pressure and the intake air temperature, and generates a control instruction for the injector 30 of the diesel engine system 100 using a computer program product according to the present invention, wherein the computer program product includes a computer program, wherein when the computer program is executed by one or more processors, the processor can execute the regeneration control method according to the present invention. Here, the controller 53 is connected in communication with the injector 30, and the injector 30 is opened or closed according to the control instruction of the controller 53. In particular, the controller 53 is integrated into the electronic control unit of the diesel engine system 100.

[0037] Figure 2 A schematic flow chart of a regeneration control method of a diesel particulate filter 43 of a diesel engine system 100 according to an exemplary embodiment of the present invention is shown.

[0038] like Figure 2 As shown, the regeneration control method according to the present invention comprises at least the following steps:

[0039] S1: Determine whether the regeneration conditions are met;

[0040] S2: determining the total amount of fuel injection for remote post injection according to the operating parameters of the diesel engine system 100 when the regeneration condition is met, wherein the operating parameters at least include the intake temperature of the diesel particulate filter 43;

[0041] S3: Splitting the far post injection into a plurality of successive partial far post injections, the sum of the injection amounts of the partial far post injections being equal to the total injection amount of the far post injection, the total injection amount being derived from the temperature difference between the intake temperature of the diesel particulate filter 43 and the desired temperature for the regeneration process, wherein the front partial far post injection TP1 and the rear partial far post injection TP2 of adjacent partial far post injections are separated by a time difference Δt, the time difference being derived from at least the rail pressure P in the common rail pipe 20 of the diesel engine system 100 and the injection amount of the front partial far post injection TP1.

[0042] Here, by splitting the far after injection into multiple partial far after injections, the injection amount of each partial far after injection is reduced, so that the fuel injected in the partial far after injection is fully atomized and flows into the exhaust pipe 41 through the exhaust valve, thereby avoiding the fuel from adhering to the cylinder wall of the combustion chamber 11 and preventing the dilution of the engine oil as much as possible, wherein, in the front partial far after injection TP1 of the adjacent partial far after injections, the opening and closing of the injector 30 will cause the rail pressure fluctuation in the common rail pipe 20, and the rail pressure fluctuation will cause the injection amount fluctuation of the rear partial far after injection TP2. In particular, the rail pressure P in the common rail pipeline 20 is positively correlated with the minimum time difference between the front portion far post injection TP1 and the rear portion far post injection TP2. The greater the rail pressure, the greater the minimum time difference. The injection amount of the front portion far post injection TP1 affects the expected injection amount of the rear portion far post injection TP2. The expected injection amount of the rear portion far post injection TP2 is obtained by the total injection amount of the far post injection and the injection amount of the front portion far post injection TP1. The optimized time difference Δt between the front portion far post injection TP1 and the rear portion far post injection TP2 can be obtained by the rail pressure P in the common rail pipeline 20 and the injection amount of the front portion far post injection TP1, thereby specifically reducing the influence of the rail pressure fluctuation on the injection amount of the rear portion far post injection TP2 and reducing the oil amount deviation of the injection amount of the rear portion far post injection TP2 relative to the expected injection amount, thereby achieving precise injection amount control to achieve the expected temperature of the diesel particulate filter 43 and achieve an optimized regeneration effect. It is conceivable to calculate the time difference Δt from a summarized empirical formula, wherein the input parameters are the rail pressure P in the common rail pipe 20 and the injection amount of the front remote post injection TP1, and the output parameter is the time difference Δt.

[0043] Figure 3a and Figure 3b Fuel injection quantity waveform diagrams of the regeneration control method according to different embodiments of the present invention are respectively shown.

[0044] For example, the time difference Δt between the front partial remote post-injection TP1 and the rear partial remote post-injection TP2 in the adjacent partial remote post-injection is determined by the rail pressure P in the common rail pipe 20, the injection amount of the front partial remote post-injection TP1, the preset minimum time difference Δt min and the preset maximum time difference Δt max The fuel injection quantity waveform diagram is obtained by combining the fuel injection quantity waveform diagram. Here, the fuel injection quantity waveform diagram is drawn on a test bench through experimental data of a test experiment and stored in advance in the controller of the diesel engine system 100, and the preset minimum time difference Δt min and the preset maximum time difference Δt max For example, it can also be obtained from experimental data and / or empirical data and stored in advance in the controller.

[0045] like Figure 3a and Figure 3bAs shown, the horizontal axis of the fuel injection amount waveform represents time t, and the vertical axis represents the fuel injection amount Q. In particular, due to the existence of rail pressure fluctuations, the fuel injection amount injected when the fuel injector 30 is opened at different time points also fluctuates, and Q0 represents the desired fuel injection amount of the rear portion far post injection TP2. By changing the time difference Δt between the front portion far post injection TP1 and the rear portion far post injection TP2, the opening timing of the fuel injector 30 can be adjusted, thereby obtaining the desired fuel injection amount Q0 of the rear portion far post injection TP2. Here, the preset minimum time difference Δt min and the preset maximum time difference Δt max The adjustment range of the time difference Δt is limited on the time scale to obtain a more accurate injection amount.

[0046] For example, Figure 3a As shown, the injection amount variation curve in the injection amount waveform diagram intersects with the desired injection amount Q0 of the rear portion of the far-rear injection TP2, and the intersection point is at the minimum time difference Δt min and the maximum time difference Δt max When the fuel injection amount is opened at the intersection point, the fuel injection amount relative to the expected fuel injection amount has a fuel amount deviation of zero. In this case, the time point at the intersection point is selected as the time difference Δt, which can obtain the fuel injection amount of the rear part far-rear injection TP2 with a fuel amount deviation of zero. Here, when the fuel injection amount variation curve is at the minimum time difference Δt min and the maximum time difference Δt max When the time difference Δt intersects with the desired injection amount Q0 of the rear portion far post injection TP2 multiple times, the time difference Δt may be the first time point or the remaining time points at which the injection amount variation curve intersects with the desired injection amount Q0 of the rear portion far post injection TP2.

[0047] For example, Figure 3b As shown, the injection amount variation curve in the injection amount waveform diagram does not intersect with the desired injection amount Q0 of the rear portion far post injection TP2 and is located above the desired injection amount Q0 of the rear portion far post injection TP2 as a whole. In this case, at the minimum time difference Δt min and the maximum time difference Δt max In the area between, the time point at which the injection quantity variation curve has a minimum fuel quantity deviation value relative to the expected fuel quantity Q0 of the rear part far after injection TP2 is selected as the time difference Δt between the front part far after injection TP1 and the rear part far after injection TP2. When the time difference Δt is reached, the fuel quantity deviation of the rear part far after injection TP2 relative to the expected fuel quantity Q0 is the minimum achievable fuel quantity deviation, thereby obtaining the most accurate possible injection quantity of the rear part far after injection TP2.

[0048] Figure 4a and Figure 4b The graphs showing the changes of the rail pressure P and the injection amount over time during the remote post-injection process of the regeneration control method according to the present invention are shown respectively.

[0049] like Figure 4a As shown, at the beginning of the front part far post injection TP1 of the far post injection process, the first rail pressure P1 is caused in the common rail pipe 20 due to the opening of the injector 30, and at the end of the front part far post injection TP1, the second rail pressure P2 is caused in the common rail pipe 20 due to the closing of the injector 30. The first rail pressure P1 and the second rail pressure P2 are superimposed to form a common rail pressure P3 in the common rail pipe 20. The common rail pressure affects the injection amount of the rear part far post injection TP2 when the injector 30 is opened, wherein the greater the rail pressure, the greater the injection amount of the rear part far post injection TP2.

[0050] like Figure 4b As shown, the rear portion remote post injection TP2 is performed and the injector 30 is opened at a time difference Δt after the injector 30 of the front portion remote post injection TP1 is closed. In this case, the injection amount of the rear portion remote post injection TP2 has a zero fuel amount deviation relative to the desired injection amount Q0, and when the additional rear portion remote post injection TP2' is performed at another time difference Δt' after the injector 30 of the front portion remote post injection TP1 is closed, since the common rail pressure P3 in the common rail pipe 20 is relatively large, the injection amount of the additional rear portion remote post injection TP2' will be greater than the desired injection amount Q0, thereby causing the total amount of injection to exceed the amount required for the regeneration process, which may cause an overheating problem of the diesel particulate filter 43.

[0051] Exemplarily, in step S3, the far rear injection is split into two parts of far rear injection, namely, a first part of far rear injection and a second part of far rear injection, wherein the first part of far rear injection corresponds to the front part of far rear injection TP1 and the second part of far rear injection corresponds to the rear part of far rear injection TP2, wherein the injection amount of the first part of far rear injection is equal to the injection amount of the second part of far rear injection, and the injection amounts of the two parts of far rear injection are both one-half of the total injection amount. However, it is also conceivable to split the far rear injection into more parts of far rear injection, such as three parts of far rear injection. In addition, it is also possible that the injection amounts of the various parts of far rear injection are different from each other, for example, the injection amount of the front part of far rear injection TP1 is greater than the injection amount of the rear part of far rear injection TP2.

[0052] For example, in step S1, the regeneration condition includes at least one condition in the following group: receiving a regeneration instruction actively issued by a user; the carbon load of the diesel particulate filter 43 reaches a carbon load threshold, and the carbon load can be obtained based on the intake temperature and exhaust temperature of the diesel particulate filter 43; the pressure difference between the inlet and outlet of the diesel particulate filter reaches a pressure difference threshold; the driving time from the last regeneration process reaches a preset time threshold; the driving mileage from the last regeneration process reaches a preset mileage threshold. Of course, other regeneration conditions that are considered meaningful by those skilled in the art can also be considered.

[0053] For example, in step S2, the operating parameters for the total amount of fuel injection for the remote post-injection also include the engine speed and / or the engine load, and the total amount of fuel injection for the remote post-injection can be corrected and more accurately calculated by considering the engine speed and / or the engine load. Of course, other operating parameters that are considered meaningful by those skilled in the art can also be considered.

[0054] For example, Figure 1 As shown, the regeneration control device 50 of the diesel engine system 100 may include a speed sensor 54, which is installed on the diesel engine 10 of the diesel engine system 100, such as a flywheel, and detects the engine speed of the diesel engine 10. The controller 53 can accurately determine the total amount of fuel injection used for the far post injection based on the engine speed and the intake temperature of the diesel particle sensor 43.

[0055] For example, Figure 1 As shown, the regeneration control device 50 of the diesel engine system 100 may include a pressure difference sensor 55, which is installed on the diesel particulate filter 43 and detects the pressure difference between the inlet and outlet of the diesel particulate filter 43. The controller 53 determines whether the regeneration condition is met according to the pressure difference.

[0056] The above explanation of the embodiments only describes the invention within the framework of the examples. Of course, the individual features of the embodiments can be freely combined with one another as long as it makes technical sense, without departing from the framework of the invention.

[0057] Other advantages and alternative embodiments of the present invention are obvious to those skilled in the art. Therefore, the present invention in its broader sense is not limited to the specific details, representative structures and exemplary embodiments shown and described. On the contrary, those skilled in the art can make various modifications and substitutions without departing from the basic spirit and scope of the present invention.

Claims

1. A regeneration control method for a diesel particulate filter (43) of a diesel engine system (100), characterized in that: The regeneration control method comprises at least the following steps: S1: Determine whether the regeneration conditions are met; S2: determining the total amount of fuel injection for remote post-injection according to operating parameters of the diesel engine system (100) when the regeneration condition is met, the operating parameters at least including an intake temperature of the diesel particulate filter (43); S3: Splitting the far post injection into a plurality of consecutive partial far post injections, the sum of the injection amounts of the partial far post injections being equal to the total injection amount, wherein a front partial far post injection (TP1) and a rear partial far post injection (TP2) in at least some of the adjacent partial far post injections are separated by a time difference (Δt), and the time difference is obtained at least from a rail pressure (P) in a common rail pipe of the diesel engine system and the injection amount of the front partial far post injection (TP1).

2. The regeneration control method according to claim 1, characterized in that: The time difference (Δt) is obtained from the rail pressure (P) and the injection amount of the front part remote post injection (TP1) based on an empirical formula; or The time difference (Δt) is determined by the rail pressure (P), the injection amount of the front remote post injection (TP1), the preset minimum time difference (Δt min ) and the preset maximum time difference (Δt max ) can be obtained by combining with the fuel injection quantity waveform diagram.

3. The regeneration control method according to claim 2, characterized in that: The fuel injection amount waveform diagram, the minimum time difference (Δt min ) and the maximum time difference (Δt max ) is obtained in advance from experimental data and stored in the controller (53); and / or When the time difference (Δt) is reached, the fuel quantity deviation of the injection quantity of the rear portion far post injection (TP2) relative to the expected injection quantity (Q0) is zero; and / or When the time difference (Δt) is reached, the fuel quantity deviation of the injection quantity of the rear portion far post injection (TP2) relative to the desired injection quantity (Q0) is within the minimum time difference (Δt min ) and the maximum time difference (Δt max ) in the area between .

4. The regeneration control method according to any one of the preceding claims, characterized in that: In step S3, the far post injection is split into two partial far post injections, and the two partial far post injections have the same fuel injection amount.

5. The regeneration control method according to any one of the preceding claims, characterized in that: The operating parameters also include engine speed and / or engine load.

6. The regeneration control method according to any one of the preceding claims, characterized in that: The regeneration condition includes at least one condition from the following group: receiving a regeneration instruction; the carbon load of the diesel particulate filter (43) reaches a carbon load threshold; the pressure difference between the inlet and outlet of the diesel particulate filter (43) reaches a pressure difference threshold; the driving time from the last regeneration process reaches a preset time threshold; the driving mileage from the last regeneration process reaches a preset mileage threshold.

7. A computer program product comprising a computer program, wherein: When the computer program is executed by one or more processors, the processors are capable of executing the regeneration control method according to any one of claims 1-6.

8. A regeneration control device (50) for a diesel particulate filter (43) of a diesel engine system (100), characterized in that: The regeneration control device (50) at least comprises: - a rail pressure sensor (51), the rail pressure sensor being configured to be installed on a common rail pipe (20) of the diesel engine system (100) and detecting a rail pressure (P) in the common rail pipe (20); - a temperature sensor (52) configured to be installed upstream of the diesel particulate filter (43) and to detect an intake air temperature of the diesel particulate filter (43); and - a controller (53) adapted to receive signals about the rail pressure (P) and the intake air temperature and capable of generating control instructions for an injector (30) of the diesel engine system (100) using a computer program product according to claim 7.

9. The regeneration control device (50) according to claim 8, characterized in that: The regeneration control device (50) further includes: - a rotation speed sensor (54) configured to be mounted on a diesel engine (10) of the diesel engine system (100) and detect an engine speed of the diesel engine (10); - a differential pressure sensor (55) configured and adapted to be mounted on the diesel particulate filter (43) and to detect a differential pressure between an inlet and an outlet of the diesel particulate filter (43).

10. A diesel engine system (100), characterized in that: The diesel engine system (100) comprises at least: - a diesel engine (10) having at least one combustion chamber (11), an intake valve and an exhaust valve; - a common rail pipeline (20), which is configured to supply high-pressure fuel to the diesel engine (10); - a fuel injector (30) configured to inject high-pressure fuel from the common rail pipe (20) into the combustion chamber (11) of the diesel engine (10); - an exhaust device (40), the exhaust device being configured to discharge exhaust gas from the diesel engine (10), wherein an exhaust pipe (41) of the exhaust device (40) is connected to the combustion chamber (11) of the diesel engine (10) via the exhaust valve, and a diesel oxidation catalyst (42) and a diesel particulate filter (43) are arranged in the exhaust pipe (41); and - A regeneration control device (50) according to claim 8 or 9.

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