A method for controlling the regeneration of a particulate filter and related devices

Abstract

The present application discloses a method and related device for controlling the regeneration of a particulate trap. When it is necessary to control the regeneration of the diesel particulate filter (DPF) of a vehicle, the usage duration of the DPF and the reference duration of the DPF are obtained. Then, based on the relationship between the usage duration and the reference duration, the residual carbon loading of the DPF at the end of regeneration is determined. Among them, the usage duration is used to identify the cumulative duration of the DPF capturing particulate matter in the vehicle exhaust since the brand-new state, and the reference duration is used to identify the duration required for the DPF to establish a trapping efficiency reaching a preset efficiency by capturing ash particles from the brand-new state. Therefore, the relationship between the two can reflect whether the content of the ash particles captured by the current DPF can enable the DPF to establish a trapping efficiency reaching the preset efficiency. Based on this, a method for flexibly controlling the regeneration of the DPF according to the actual usage of the DPF is provided, so that there are still ash particles and residual carbon loading in the DPF at the end of the DPF regeneration, which can ensure that the trapping efficiency reaches the preset efficiency and enables the DPF to be in efficient trapping.

Description

Technical Field

[0001] The present application relates to the technical field of vehicles, and particularly to a method for controlling the regeneration of a particulate filter and related devices. Background Art

[0002] A DPF (Diesel Particulate Filter) is a commonly used vehicle exhaust after-treatment device. The DPF can capture particulate matter (such as soot particles, ash particles, etc.) in the exhaust gas, thereby achieving exhaust gas purification.

[0003] When the particulate matter captured by the DPF reaches a certain amount, the temperature of the engine exhaust can be increased to cause the particulate matter captured in the DPF to burn and oxidize, so as to achieve the purpose of removing the particulate matter. The process of burning off the particulate matter in the DPF is called DPF regeneration. Since the pores in the carrier of a brand-new DPF are relatively large, the initial capture efficiency of the brand-new DPF is relatively low. Only when the pores in the carrier are filled with particulate matter and a filter layer is formed on the wall of the DPF does it have a high capture efficiency. If all the particulate matter in the DPF is removed during DPF regeneration, the capture efficiency of the DPF after regeneration may be reduced.

[0004] Therefore, controlling DPF regeneration is of great significance for ensuring that the DPF is in an efficient capture state. Summary of the Invention

[0005] In order to solve the above technical problems, the present application provides a method for controlling the regeneration of a particulate filter and related devices, which can ensure that the capture efficiency reaches a preset efficiency, so that the DPF is in an efficient capture state.

[0006] The embodiments of the present application disclose the following technical solutions:

[0007] On the one hand, the embodiments of the present application provide a method for controlling the regeneration of a particulate filter. The method includes:

[0008] When controlling the regeneration of the particulate filter (DPF) of a vehicle, obtaining the usage duration of the DPF; the usage duration is used to identify the cumulative duration of the DPF capturing particulate matter in the vehicle exhaust gas starting from a brand-new state, and the particulate matter includes soot particles and ash particles;

[0009] Obtaining the reference duration of the DPF; the reference duration is used to identify the duration required for the DPF to establish a capture efficiency reaching a preset efficiency by capturing the ash particles starting from a brand-new state;

[0010] Determining the residual carbon loading of the DPF at the end of regeneration according to the relationship between the usage duration and the reference duration;

[0011] Control the DPF to perform regeneration so that the content of soot particles in the DPF at the end of regeneration is the residual carbon loading.

[0012] On the other hand, an embodiment of the present application provides a particulate filter regeneration control device, which includes an acquisition unit, a determination unit, and a control unit:

[0013] The acquisition unit is configured to acquire the usage duration of the DPF when controlling the particulate filter (DPF) of the vehicle to perform regeneration; the usage duration is used to identify the cumulative duration of the DPF capturing particulate matter in the vehicle exhaust gas starting from a brand-new state, and the particulate matter includes soot particles and ash particles;

[0014] The acquisition unit is further configured to acquire the reference duration of the DPF; the reference duration is used to identify the duration required for the DPF to establish a capture efficiency reaching a preset efficiency by capturing the ash particles from a brand-new state;

[0015] The determination unit is configured to determine the residual carbon loading of the DPF at the end of regeneration according to the relationship between the usage duration and the reference duration;

[0016] The control unit is configured to control the DPF to perform regeneration so that the content of the soot particles in the DPF at the end of regeneration is the residual carbon loading.

[0017] On yet another aspect, an embodiment of the present application provides a computer device, which includes a processor and a memory:

[0018] The memory is used to store program codes and transmit the program codes to the processor;

[0019] The processor is configured to execute the particulate filter regeneration control method described in the above aspects according to the instructions in the program codes.

[0020] On yet another aspect, an embodiment of the present application provides a computer-readable storage medium, which is used to store a computer program, and the computer program is used to execute the particulate filter regeneration control method described in the above aspects.

[0021] On yet another aspect, an embodiment of the present application provides a computer program product including instructions, which, when running on a computer, causes the computer to execute the particulate filter regeneration control method described in the above aspects.

[0022] As can be seen from the above technical solution, during the driving of the vehicle, when it is necessary to control the regeneration of the diesel particulate filter (DPF) of the vehicle, the usage duration of the DPF and the reference duration of the DPF can be obtained first. Then, based on the relationship between the usage duration and the reference duration, the residual carbon loading at the end of the regeneration of the DPF can be determined. Among them, the usage duration is used to identify the cumulative duration from the brand-new state when the DPF starts to capture particulate matter in the vehicle exhaust. The particulate matter can include soot particles and ash particles. The reference duration is used to identify the duration required for the DPF to establish a capture efficiency reaching a preset efficiency by capturing ash particles from the brand-new state. Therefore, the relationship between the usage duration and the reference duration can reflect whether the content of the ash particles captured by the current DPF can enable the DPF to establish a capture efficiency reaching the preset efficiency. Therefore, the residual carbon loading at the end of the regeneration can be determined based on the relationship between the two, and then the regeneration of the DPF can be controlled, so that the content of the soot particles in the DPF at the end of the regeneration is the residual carbon loading. Based on this, a method for flexibly controlling the regeneration of the DPF based on the actual usage of the DPF is provided, so that at the end of the regeneration of the DPF, there are still ash particles and residual carbon loading in the DPF, which can ensure that the capture efficiency reaches the preset efficiency and the DPF is in an efficient capture state. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0024] Figure 1 It is a schematic structural diagram of an exhaust gas treatment system for a vehicle;

[0025] Figure 2 It is a flowchart of a method for controlling the regeneration of a particulate filter provided by an embodiment of the present application;

[0026] Figure 3 It is a schematic diagram of the relationship between the flow resistance and the number of particles during the passive regeneration of a particulate filter provided by an embodiment of the present application;

[0027] Figure 4 It is a schematic framework diagram of a method for controlling the regeneration of a particulate filter provided by an embodiment of the present application;

[0028] Figure 5 It is a structural diagram of a device for controlling the regeneration of a particulate filter provided by an embodiment of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0029] To enable those skilled in the art to better understand the solution of this application, the following will clearly and completely describe the technical solution in the embodiments of this application in conjunction with the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are only a part of the embodiments of this application, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in this application without creative efforts shall fall within the scope of protection of this application.

[0030] Referring to Figure 1 As shown, a schematic structural diagram of an exhaust gas treatment system of a vehicle is shown. Generally, the exhaust gas treatment system of a vehicle may include a DOC (Diesel Oxidation Catalyst), a DPF, and an SCR (Selective Catalytic Reduction). In practical applications, after the exhaust gas of the vehicle is discharged from the engine, it sequentially passes through the DOC, the DPF, and the SCR, thereby achieving purification.

[0031] Among them, the DPF realizes exhaust gas purification by trapping particulate matter (such as soot particles and ash particles) in the exhaust gas. When the accumulation of particulate matter reaches a certain amount, further treatment is required to remove the particulate matter. Otherwise, the exhaust back pressure of the engine is too high, affecting the performance of the engine. The process of removing the particulate matter of the DPF is called DPF regeneration.

[0032] The passive regeneration of the DPF is a typical DPF regeneration method. During the passive regeneration process, the temperature in front of the DPF can reach above 300 degrees Celsius. Among them, the temperature in front can be used to represent the temperature at the inlet of the DPF. At this time, the soot particles trapped in the DPF can react with nitrogen dioxide in the exhaust gas (the DOC can oxidize nitric oxide in the exhaust gas into nitrogen dioxide), so as to achieve the purpose of removing the soot particles in the DPF, thereby solving the problem of excessive accumulation of particulate matter.

[0033] However, the pores of the carrier in the brand-new DPF are relatively large, resulting in a low initial trapping efficiency of the brand-new DPF. Only when the pores of the carrier are filled with particulate matter and a filter layer is formed on the wall of the DPF does it have a high trapping efficiency. Generally, the formation of ash particles is due to the consumption of engine oil during normal engine operation, and the additives in the engine oil form after combustion. Ash particles have the characteristic of being non-combustible and will not be removed during passive regeneration. It can be seen that the accumulation of ash particles can also enable the DPF to establish a high trapping efficiency. If all the particulate matter in the DPF is removed during DPF regeneration, it may damage the filter layer formed on the wall of the DPF, thereby reducing the trapping efficiency of the regenerated DPF, especially when the amount of ash particles trapped in the DPF is small.

[0034] To this end, the present application provides a method and related device for controlling the regeneration of a particulate filter, which can flexibly control the regeneration mode of the DPF based on the actual usage of the DPF, so that when the DPF regeneration ends, there are still ash particles and residual carbon loading in the DPF, which can ensure that the trapping efficiency reaches the preset efficiency and the DPF is in efficient trapping.

[0035] The method for controlling the regeneration of the particulate filter provided by the embodiments of the present application can be implemented by a computer device, which can be a terminal device or a server. Among them, the server can be an independent physical server, a server cluster or a distributed system composed of multiple physical servers, or a cloud server providing cloud computing services. Terminal devices include, but are not limited to, mobile phones, computers, intelligent voice interaction devices, intelligent home appliances, vehicle terminals, etc. The terminal device and the server can be directly or indirectly connected through wired or wireless communication methods, and the present application does not impose any restrictions on this.

[0036] Specifically, it is described through the following embodiments:

[0037] Figure 2 FIG. is a flowchart of a method for controlling the regeneration of a particulate filter provided by an embodiment of the present application. Taking the terminal device as the aforementioned computer device as an example, the method includes S201-S204:

[0038] S201: When controlling the regeneration of the diesel particulate filter (DPF) of the vehicle, obtain the usage duration of the DPF.

[0039] During the driving process of the vehicle, when it is necessary to control the regeneration of the diesel particulate filter (DPF) of the vehicle, the terminal device can first obtain the usage duration of the DPF for subsequent control of the DPF regeneration. Among them, the usage duration is used to identify the cumulative duration from the brand-new state when the DPF starts to trap particulate matter in the vehicle exhaust, and the particulate matter includes soot particles and ash particles.

[0040] In practical applications, the usage duration can be obtained by starting timing when a brand-new DPF is installed in the vehicle and the vehicle is first powered on and the engine is controlled to work, and it can be used to evaluate the usage of the DPF. Generally, the vehicle's ECU (Electronic Control Unit) can be used to record the usage duration by timing.

[0041] It should be noted that when the vehicle is in the powered-on state but the engine is not controlled to work, it can be considered that there is no exhaust emission, and correspondingly, the DPF is not in the working state. Therefore, the time in this case does not need to be accumulated in the usage duration.

[0042] In practical applications, before S201, during the driving of the vehicle, the front temperature of the DPF can also be monitored through the vehicle's electronic control unit. Here, the front temperature is used to represent the temperature at the inlet of the DPF. Furthermore, when the current temperature reaches the preset temperature, the DPF is controlled to perform regeneration. Based on this, a method for monitoring when to control the vehicle's diesel particulate filter (DPF) to perform regeneration is provided.

[0043] Generally, the preset temperature can be set according to the actual engineering situation. For example, the preset temperature can be set to 300 degrees Celsius. Based on this, the DPF can be controlled to perform regeneration in a passive regeneration manner. Based on this, compared with the active regeneration method, the passive regeneration requires a lower temperature and does not require post-injection of fuel, so it can reduce the fuel consumption of the engine.

[0044] S202: Obtain the reference duration of the DPF.

[0045] To facilitate the evaluation of the DPF's usage, the terminal device can obtain the reference duration of the DPF. The reference duration is used to identify the duration required for the DPF to establish a trapping efficiency reaching the preset efficiency from a brand-new state by trapping ash particles. Here, the preset efficiency can be pre-calibrated and can identify the trapping efficiency when the DPF is in efficient trapping. In practical applications, the reference duration can be pre-calibrated according to the actual engineering situation. Generally, it can be calibrated on a laboratory bench.

[0046] S203: Determine the residual carbon loading of the DPF at the end of regeneration according to the relationship between the usage duration and the reference duration.

[0047] S204: Control the DPF to perform regeneration so that the content of soot particles in the DPF at the end of regeneration is the residual carbon loading.

[0048] Since the usage duration is used to identify the cumulative duration of the DPF trapping particulate matter in the vehicle's exhaust gas from a brand-new state, the particulate matter can include soot particles and ash particles, and the reference duration is used to identify the duration required for the DPF to establish a trapping efficiency reaching the preset efficiency from a brand-new state by trapping ash particles. Therefore, the relationship between the usage duration and the reference duration can reflect whether the content of ash particles trapped by the current DPF can enable the DPF to establish a trapping efficiency reaching the preset efficiency. Thus, the terminal device can determine the residual carbon loading of the DPF at the end of regeneration according to the relationship between the usage duration and the reference duration. Furthermore, the terminal device can control the DPF to perform regeneration and make the content of soot particles in the DPF at the end of regeneration be the residual carbon loading.

[0049] Among them, the residual carbon loading can refer to the content of soot particles in the DPF at the end of regeneration. The residual carbon loading and ash particles are used to establish that the trapping efficiency of the DPF reaches a preset efficiency. That is to say, by controlling the content of soot particles in the DPF at the end of regeneration, at the end of regeneration, the ash particles and the residual carbon loading can be used together to maintain the trapping efficiency of the DPF at the preset efficiency, that is, in efficient trapping.

[0050] In a possible implementation, if the usage duration is greater than or equal to the reference duration, it is considered that the ash particles trapped in the DPF at this time can make the trapping efficiency of the DPF reach the preset efficiency, that is, the DPF can be maintained in efficient trapping only relying on the ash particles. Therefore, in this case, it can be determined that the residual carbon loading is zero, that is, when the DPF is regenerated, all the soot particles trapped in the DPF can be controlled to be eliminated. In practical applications, for example, after the DPF is installed on the vehicle in a brand-new state and has been used for a long time, the ash particles trapped in the DPF are sufficient to form a good filter layer in the DPF. At this time, the DPF can have a high trapping efficiency.

[0051] In another possible way, if the usage duration is less than the reference duration, it is considered that the ash particles trapped in the DPF at this time are not yet able to make the trapping efficiency of the DPF reach the preset efficiency. At this time, in order to maintain the DPF in efficient trapping, the terminal device can obtain the actual flow resistance during the regeneration of the DPF. Since the actual flow resistance can reflect the accumulation of soot particles during the regeneration of the DPF, the residual carbon loading can be determined as the target carbon loading according to the actual flow resistance, and the target carbon loading is greater than zero. That is, when the DPF is regenerated, part of the soot particles trapped in the DPF can be controlled to be eliminated. It can be seen that in this case, part of the soot particles can be controlled to be retained during the regeneration of the DPF, so as to jointly maintain the DPF in efficient trapping with the ash particles. In practical applications, for example, in the initial use stage after the DPF is installed on the vehicle in a brand-new state, the ash particles trapped in the DPF are relatively few, and part of the soot particles can be retained at this time.

[0052] It should be noted that this application does not make any limitation on how to determine the residual carbon loading as the target carbon loading according to the actual flow resistance. For the convenience of understanding, the following method is provided as an example in the embodiments of this application:

[0053] Since there is a certain corresponding relationship between the flow resistance of the DPF and the carbon deposition rate, where the flow resistance can be defined as the pressure difference across the DPF divided by the exhaust gas volume flow rate, and the carbon deposition rate can be defined as the mass of the soot particles trapped in the DPF divided by the volume of the DPF. Specifically, when the flow resistance is greater, it can be considered that the DPF traps more soot particles, and correspondingly, the carbon deposition rate is greater. Therefore, in one possible implementation, the terminal device can convert the actual flow resistance according to the corresponding relationship between the flow resistance of the DPF and the carbon deposition rate to obtain the actual carbon deposition rate of the DPF, and the actual carbon deposition rate can reflect the true carbon deposition situation of the DPF. Further, the terminal device can obtain the reference carbon deposition rate of the DPF, and the reference carbon deposition rate can be pre-calibrated and used to represent the carbon deposition situation of the DPF under ideal conditions. If the actual carbon deposition rate is less than or equal to the reference carbon deposition rate, it is considered that the true carbon deposition situation of the DPF is slow carbon deposition at this time. At this time, the flow resistance of the DPF at the end of regeneration can be determined as the first flow resistance limit value, and the target carbon loading can be determined as the first target carbon loading according to the first flow resistance limit value. If the actual carbon deposition rate is greater than the reference carbon deposition rate, it is considered that the true carbon deposition situation of the DPF is fast carbon deposition at this time. At this time, the flow resistance of the DPF at the end of regeneration can be determined as the second flow resistance limit value, and the target carbon loading can be determined as the second target carbon loading according to the second flow resistance limit value. Among them, the second flow resistance limit value is less than the first flow resistance limit value, and the second target carbon loading is less than the first target carbon loading.

[0054] Based on this, in the case of slow carbon deposition, since the carbon deposition is slow and it is impossible to quickly accumulate enough soot in a short time, a relatively large residual carbon loading can be set to maintain the DPF in efficient trapping. In the case of fast carbon deposition, since the carbon deposition is fast and enough soot can be accumulated in a short time, a relatively small residual carbon loading can be set to maintain the DPF in efficient trapping. Thus, the regeneration of the DPF can be flexibly controlled based on the actual usage situation of the DPF to ensure that the trapping efficiency reaches the preset efficiency and the DPF is in efficient trapping.

[0055] Among them, the reference soot accumulation rate can be pre-calibrated, for example, it can be calibrated in a laboratory bench according to the actual engineering. In actual applications, in a laboratory bench, the total duration of the engine running in a continuous transient condition can be controlled to be t, and the mass increase of the DPF within the duration of t is determined by weighing and recorded as m. That is to say, m is the total mass of the soot particles captured by the DPF within the time t. At this time, the soot accumulation rate is m / t. A large soot accumulation rate means that more soot particles are captured in the DPF in the same time, and the time interval for passive regeneration is short, that is, the interval between two adjacent passive regenerations is short. Since the PN (Particle Number) will increase during the passive regeneration process, and PN can refer to the number of particulate matters contained in the exhaust gas discharged after being treated by the DPF. In actual applications, PN can also be used to reflect the trapping efficiency (trapping capacity) of the DPF. In a laboratory bench, the reference soot accumulation rate in the ideal state can be calibrated by repeatedly testing the soot accumulation rate and recorded as R. Furthermore, when installing the DPF on a vehicle, R can be configured in the vehicle's ECU.

[0056] Since it is difficult to obtain the total mass of the soot particles captured in the DPF during the actual driving process after the vehicle is put into actual use, in a possible implementation, the terminal device can obtain the reference flow resistance of the DPF. The reference flow resistance can be pre-calibrated and used to represent the flow resistance situation of the DPF in the ideal state. Furthermore, if the actual flow resistance is less than or equal to the reference flow resistance, it can be considered that the actual soot accumulation situation of the DPF is slow at this time. At this time, the flow resistance of the DPF at the end of regeneration can be determined as the first flow resistance limit value, and the target carbon loading can be determined as the first target carbon loading according to the first flow resistance limit value. If the actual flow resistance is greater than the reference flow resistance, it can be considered that the actual soot accumulation situation of the DPF is fast at this time. At this time, the flow resistance of the DPF at the end of regeneration can be determined as the second flow resistance limit value, and the target carbon loading can be determined as the second target carbon loading according to the second flow resistance limit value. Among them, the second flow resistance limit value is less than the first flow resistance limit value, and the second target carbon loading is less than the first target carbon loading. Based on this, during the actual driving process, the actual flow resistance can be monitored by the vehicle's ECU, and then the soot accumulation situation of the DPF can be evaluated, which is more convenient.

[0057] Based on this, in the case of slow soot accumulation, since the soot accumulation is slow and not enough soot can be quickly accumulated in a short time, a relatively large first flow resistance limit value can be set to keep the DPF in efficient trapping. In the case of fast soot accumulation, since the soot accumulation is fast and enough soot can be accumulated in a short time, a relatively small second flow resistance limit value can be set to keep the DPF in efficient trapping. Thus, the regeneration of the DPF can be flexibly controlled based on the actual use situation of the DPF to ensure that the trapping efficiency reaches the preset efficiency and the DPF is in efficient trapping.

[0058] Among them, the reference flow resistance can be pre-calibrated, for example, it can be calibrated in a laboratory bench according to the actual engineering situation. In practical applications, the reference flow resistance can be directly determined according to the calibrated reference soot accumulation rate, or the reference flow resistance can be calibrated in a similar way as the calibration of the reference soot accumulation rate.

[0059] As can be seen from the embodiments introduced above, in practical applications, the trapping efficiency (trapping ability) of the DPF can be reflected by the PN, and the soot accumulation situation of the DPF can be evaluated by the flow resistance. In this regard, the embodiments of the present application also provide a schematic diagram of the relationship between the flow resistance and the particle number during the passive regeneration of the particulate filter, which can be specifically referred to Figure 3 as shown. Among them, LZ_1 can represent the aforementioned first flow resistance limit value, and LZ_2 can represent the aforementioned second flow resistance limit value. It should be noted that calibration can be carried out in a laboratory bench to obtain Figure 3 the schematic diagram of the relationship as shown.

[0060] It can be seen from the above technical solutions that during the vehicle driving process, when it is necessary to control the regeneration of the particulate filter DPF of the vehicle, the usage duration of the DPF and the reference duration of the DPF can be obtained first, and then the residual carbon load at the end of the regeneration of the DPF can be determined according to the relationship between the usage duration and the reference duration. Among them, the usage duration is used to identify the cumulative duration of the DPF capturing particulate matter in the vehicle exhaust gas from a brand-new state, and the particulate matter can include soot particles and ash particles. The reference duration is used to identify the duration required for the DPF to establish a trapping efficiency reaching a preset efficiency by capturing ash particles from a brand-new state. Therefore, the relationship between the usage duration and the reference duration can reflect whether the content of the ash particles captured by the current DPF can enable the DPF to establish a trapping efficiency reaching the preset efficiency. Therefore, the residual carbon load at the end of the regeneration can be determined based on the relationship between the two, and then the regeneration of the DPF can be controlled, and the content of the soot particles in the DPF at the end of the regeneration is the residual carbon load. Based on this, a method for flexibly controlling the regeneration of the DPF based on the actual usage situation of the DPF is provided, so that at the end of the regeneration of the DPF, there are still ash particles and residual carbon load in the DPF, which can ensure that the trapping efficiency reaches the preset efficiency and the DPF is in efficient trapping.

[0061] Figure 4It is a schematic framework diagram of a method for controlling the regeneration of a particulate filter provided by an embodiment of the present application. Specifically, when controlling the regeneration of the diesel particulate filter (DPF) of a vehicle, the ECU can monitor the actual flow resistance and service life of the DPF, and then first determine the relationship between the service life and the reference life. When the service life is greater than or equal to the reference life, the soot particles can be completely removed directly during the passive regeneration process. When the service life is less than the reference life, the relationship between the actual carbon deposition rate and the reference carbon deposition rate R is further determined, where the actual carbon deposition rate can be determined according to the actual flow resistance. Furthermore, when the actual carbon deposition rate is less than or equal to the reference carbon deposition rate R, the flow resistance limit value at the end of the passive regeneration can be set to the first flow resistance limit value LZ_1, and when the actual carbon deposition rate is greater than the reference carbon deposition rate R, the flow resistance limit value at the end of the passive regeneration can be set to the second flow resistance limit value LZ_2.

[0062] It can be understood that it basically corresponds to the method embodiment, so the relevant parts can refer to the partial description of the method embodiment.

[0063] Figure 5 It is a structural diagram of a device for controlling the regeneration of a particulate filter provided by an embodiment of the present application. The device includes an acquisition unit 501, a determination unit 502, and a control unit 503:

[0064] The acquisition unit 501 is configured to obtain the service life of the DPF when controlling the regeneration of the diesel particulate filter (DPF) of the vehicle; the service life is used to identify the cumulative time from the brand-new state when the DPF starts to capture the particulate matter in the exhaust gas of the vehicle, and the particulate matter includes soot particles and ash particles;

[0065] The acquisition unit 501 is further configured to obtain the reference life of the DPF; the reference life is used to identify the time required for the DPF to establish a capture efficiency reaching a preset efficiency by capturing the ash particles from the brand-new state;

[0066] The determination unit 502 is configured to determine the residual carbon loading of the DPF at the end of the regeneration according to the relationship between the service life and the reference life;

[0067] The control unit 503 is configured to control the regeneration of the DPF so that the content of the soot particles in the DPF at the end of the regeneration is the residual carbon loading.

[0068] In a possible implementation manner, the determination unit is further configured to:

[0069] If the service life is greater than or equal to the reference life, determine that the residual carbon loading is zero;

[0070] If the usage duration is less than the reference duration, obtain the actual flow resistance of the DPF during the regeneration process;

[0071] Determine that the residual carbon loading is the target carbon loading according to the actual flow resistance; the target carbon loading is greater than zero.

[0072] In a possible implementation, the determining unit is further configured to:

[0073] Convert the actual flow resistance according to the corresponding relationship between the flow resistance and the carbon deposition rate of the DPF to obtain the actual carbon deposition rate of the DPF;

[0074] Obtain the reference carbon deposition rate of the DPF;

[0075] If the actual carbon deposition rate is less than or equal to the reference carbon deposition rate, determine that the flow resistance of the DPF at the end of regeneration is the first flow resistance limit value;

[0076] Determine that the target carbon loading is the first target carbon loading according to the first flow resistance limit value;

[0077] If the actual carbon deposition rate is greater than the reference carbon deposition rate, determine that the flow resistance of the DPF at the end of regeneration is the second flow resistance limit value; the second flow resistance limit value is less than the first flow resistance limit value;

[0078] Determine that the target carbon loading is the second target carbon loading according to the second flow resistance limit value; the second target carbon loading is less than the first target carbon loading.

[0079] In a possible implementation, the determining unit is further configured to:

[0080] Obtain the reference flow resistance of the DPF;

[0081] If the actual flow resistance is less than or equal to the reference flow resistance, determine that the flow resistance of the DPF at the end of regeneration is the first flow resistance limit value;

[0082] Determine that the target carbon loading is the first target carbon loading according to the first flow resistance limit value;

[0083] If the actual flow resistance is greater than the reference flow resistance, determine that the flow resistance of the DPF at the end of regeneration is the second flow resistance limit value; the second flow resistance limit value is less than the first flow resistance limit value;

[0084] Determine that the target carbon loading is the second target carbon loading according to the second flow resistance limit value; the second target carbon loading is less than the first target carbon loading.

[0085] In a possible implementation, the device further includes a monitoring unit:

[0086] The monitoring unit is configured to monitor the temperature in front of the DPF through the vehicle's electronic control unit during the driving of the vehicle; the temperature in front is used to represent the temperature at the inlet of the DPF.

[0087] The control unit is further configured to control the DPF to perform regeneration when the temperature in front reaches a preset temperature.

[0088] In a possible implementation, the residual carbon loading and the ash particles are used to establish that the trapping efficiency of the DPF reaches the preset efficiency.

[0089] It can be seen from the above technical solutions that during the driving of the vehicle, when it is necessary to control the regeneration of the vehicle's particulate filter DPF, the usage duration of the DPF and the reference duration of the DPF can be obtained first. Furthermore, the residual carbon loading of the DPF at the end of regeneration can be determined according to the relationship between the usage duration and the reference duration. Among them, the usage duration is used to identify the cumulative duration from the brand-new state of the DPF for trapping particulate matter in the vehicle's exhaust gas. The particulate matter can include soot particles and ash particles. The reference duration is used to identify the duration required for the DPF to establish a trapping efficiency reaching the preset efficiency by trapping ash particles from the brand-new state. Therefore, the relationship between the usage duration and the reference duration can reflect whether the content of the ash particles trapped by the current DPF can enable the DPF to establish a trapping efficiency reaching the preset efficiency. Therefore, the residual carbon loading at the end of regeneration can be determined based on the relationship between the two, and then the DPF can be controlled to perform regeneration, and the content of the soot particles in the DPF at the end of regeneration is the residual carbon loading. Based on this, a method for flexibly controlling the regeneration of the DPF based on the actual usage of the DPF is provided, so that at the end of the DPF regeneration, there are still ash particles and residual carbon loading in the DPF, which can ensure that the trapping efficiency reaches the preset efficiency and enables the DPF to be in efficient trapping.

[0090] On the other hand, an embodiment of the present application provides a computer device, which includes a processor and a memory:

[0091] The memory is used to store program code and transmit the program code to the processor;

[0092] The processor is used to execute the particulate filter regeneration control method provided in the above embodiment according to the instructions in the program code.

[0093] This computer device may include a terminal device or a server, and the aforementioned particulate filter regeneration control device may be configured in this computer device.

[0094] In another aspect, an embodiment of the present application further provides a storage medium for storing a computer program for executing the particulate trap regeneration control method provided in the above embodiment.

[0095] In addition, an embodiment of the present application further provides a computer program product including instructions, which, when running on a computer, causes the computer to execute the particulate trap regeneration control method provided in the above embodiment.

[0096] Those of ordinary skill in the art can understand that all or part of the steps of implementing the above method embodiments can be completed by hardware related to program instructions. The foregoing program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps including the above method embodiments; and the foregoing storage medium can be at least one of the following media: read-only memory (abbreviation: ROM), RAM, magnetic disk, or optical disk, etc., which can store program codes.

[0097] For the device embodiments, since they basically correspond to the method embodiments, the relevant parts can refer to the partial description of the method embodiments. The device embodiments described above are only illustrative. The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed to multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art can understand and implement without creative effort.

[0098] It should be noted that in this document, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover a non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including a..." does not exclude the existence of additional identical elements in the process, method, article or device including the element.

[0099] The above has introduced in detail a method for controlling the regeneration of a particulate trap and related devices provided by the embodiments of the present application. Specific examples are used herein to elaborate on the principle and implementation manner of the present application. The description of the above embodiments is only used to help understand the method of the present application. At the same time, for those of ordinary skill in the art, based on the method of the present application, there will be changes in the specific implementation manner and application scope.

[0100] In summary, the content of this specification should not be construed as a limitation on the present application. Any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed by the present application should be covered within the protection scope of the present application. Moreover, based on the implementation manners provided in the above aspects of the present application, further combinations can be made to provide more implementation manners.

Claims

1. A method for controlling the regeneration of a particulate trap, characterized in that, The method includes: When controlling the particulate filter (DPF) of a vehicle to perform regeneration, obtaining the usage duration of the DPF; the usage duration is used to identify the cumulative duration of the DPF capturing particulate matter in the vehicle exhaust gas starting from a brand-new state, and the particulate matter includes soot particles and ash particles; Obtaining the reference duration of the DPF; the reference duration is used to identify the duration required for the DPF to establish a trapping efficiency reaching a preset efficiency by capturing the ash particles starting from a brand-new state; Determining the residual carbon loading of the DPF at the end of regeneration according to the relationship between the usage duration and the reference duration; Controlling the DPF to perform regeneration such that the content of the soot particles in the DPF at the end of regeneration is the residual carbon loading; The determining the residual carbon loading of the DPF at the end of regeneration according to the relationship between the usage duration and the reference duration includes: If the usage duration is greater than or equal to the reference duration, determining that the residual carbon loading is zero; If the usage duration is less than the reference duration, obtaining the actual flow resistance of the DPF during the regeneration process; Determining the residual carbon loading as the target carbon loading according to the actual flow resistance; the target carbon loading is greater than zero.

2. The method according to claim 1, wherein The determining the residual carbon loading as the target carbon loading according to the actual flow resistance includes: Converting the actual flow resistance according to the corresponding relationship between the flow resistance and the carbon deposition rate of the DPF to obtain the actual carbon deposition rate of the DPF; Obtaining the reference carbon deposition rate of the DPF; If the actual carbon deposition rate is less than or equal to the reference carbon deposition rate, determining that the flow resistance of the DPF at the end of regeneration is the first flow resistance limit value; Determining the target carbon loading as the first target carbon loading according to the first flow resistance limit value; If the actual carbon deposition rate is greater than the reference carbon deposition rate, determining that the flow resistance of the DPF at the end of regeneration is the second flow resistance limit value; the second flow resistance limit value is less than the first flow resistance limit value; Determining the target carbon loading as the second target carbon loading according to the second flow resistance limit value; the second target carbon loading is less than the first target carbon loading.

3. The method according to claim 1, wherein The determining the residual carbon loading as the target carbon loading according to the actual flow resistance includes: Obtaining the reference flow resistance of the DPF; the reference flow resistance is used to represent the flow resistance situation of the DPF in an ideal state; If the actual flow resistance is less than or equal to the reference flow resistance, determining that the flow resistance of the DPF at the end of regeneration is the first flow resistance limit value; Determining the target carbon loading as the first target carbon loading according to the first flow resistance limit value; If the actual flow resistance is greater than the reference flow resistance, determining that the flow resistance of the DPF at the end of regeneration is the second flow resistance limit value; the second flow resistance limit value is less than the first flow resistance limit value; Determining the target carbon loading as the second target carbon loading according to the second flow resistance limit value; the second target carbon loading is less than the first target carbon loading.

4. The method according to any one of claims 1 to 3, characterized in that, Before obtaining the usage duration of the DPF when controlling the particulate filter (DPF) of a vehicle to perform regeneration, the method further includes: During the driving of the vehicle, the front temperature of the DPF is monitored by the electronic control unit of the vehicle; the front temperature is used to represent the temperature at the inlet of the DPF; When the front temperature reaches a preset temperature, the DPF is controlled to regenerate.

5. The method according to any one of claims 1-3, characterized in that The residual carbon loading and the ash particles are used to establish that the trapping efficiency of the DPF reaches the preset efficiency.

6. A particulate trap regeneration control device, characterized in that, The device includes an acquisition unit, a determination unit, and a control unit: The acquisition unit is configured to, when controlling the particulate trap DPF of the vehicle to regenerate, acquire the usage duration of the DPF; the usage duration is used to identify the cumulative duration of the DPF trapping particulate matter in the vehicle exhaust from a brand-new state, and the particulate matter includes soot particles and ash particles; The acquisition unit is further configured to acquire the reference duration of the DPF; the reference duration is used to identify the duration required for the DPF to establish a trapping efficiency reaching the preset efficiency by trapping the ash particles from a brand-new state; The determination unit is configured to determine the residual carbon loading of the DPF at the end of regeneration according to the relationship between the usage duration and the reference duration; The control unit is configured to control the DPF to regenerate so that the content of the soot particles in the DPF at the end of regeneration is the residual carbon loading; The determination unit is further configured to: If the usage duration is greater than or equal to the reference duration, determine that the residual carbon loading is zero; If the usage duration is less than the reference duration, acquire the actual flow resistance of the DPF during the regeneration process; Determine that the residual carbon loading is the target carbon loading according to the actual flow resistance; the target carbon loading is greater than zero.

7. A computer device, characterized in that, The computer device includes a processor and a memory: The memory is used to store program codes and transmit the program codes to the processor; The processor is used to execute the method according to any one of claims 1-5 according to the instructions in the program codes.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium is used to store a computer program, and the computer program is used to execute the method according to any one of claims 1-5.

9. A computer program product including instructions, when running on a computer, causes the computer to execute the method according to any one of claims 1-5.

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