A method and related device for controlling the particulate matter number in vehicle exhaust

Abstract

The present application provides a method and related device for controlling the particulate matter quantity of vehicle exhaust, which are applied to a dual SCR device. The dual SCR device includes an exhaust pipe, a front urea nozzle, a front-stage SCR, a DOC, a DPF, a rear-stage SCR, and a rear urea nozzle. The method includes: obtaining the current ash load and current carbon load of the DPF; determining a corresponding particulate matter control strategy according to the current ash load and current carbon load; and controlling the urea injection amounts of the front urea nozzle and the rear urea nozzle according to the particulate matter control strategy. According to the above method, effective control of the particulate matter quantity of vehicle exhaust can be achieved.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and specifically to a method for controlling the particulate matter quantity in vehicle exhaust and related devices. Background Art

[0002] Particulate matter emitted by diesel engines is one of the main sources of air pollution. To protect the environment and reduce the particulate matter emissions of engines, a diesel particulate filter (DPF) needs to be installed in vehicles to capture the particulate matter in vehicle exhaust.

[0003] Although the DPF can capture the particulate matter in vehicle exhaust, its particulate matter capture ability is not effectively guaranteed. That is to say, when the DPF does not fully capture particulate matter, there is still a risk that the particulate matter quantity in vehicle exhaust exceeds the standard. Summary of the Invention

[0004] Embodiments of the present application provide a method for controlling the particulate matter quantity in vehicle exhaust and related devices, which can ensure the particulate matter capture ability of the DPF by controlling the urea injection amounts of the front urea nozzle and the rear urea nozzle of a double SCR device, and thus effectively control the particulate matter quantity in vehicle exhaust.

[0005] In view of this, a first aspect of an embodiment of the present application provides a method for controlling the particulate matter quantity in vehicle exhaust, which is applied to a double selective catalytic reduction (SCR) device of a target vehicle. The double SCR device includes an exhaust pipe, a front urea nozzle, a front-stage SCR, a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF), a rear-stage SCR, and a rear urea nozzle. The front urea nozzle and the front SCR are located on the side of the DPF close to the engine, and the rear urea nozzle and the rear SCR are located on the side of the DPF away from the engine. The vehicle exhaust is discharged from the engine through the exhaust pipe, and the method includes:

[0006] Obtain the current ash load and the current carbon load of the DPF. The current ash load represents the current quantity of non-combustible dust in the DPF, and the current carbon load represents the current quantity of carbon particulate matter in the DPF;

[0007] Determine a corresponding particulate matter control strategy according to the current ash load and the current carbon load;

[0008] Control the urea injection amounts of the front urea nozzle and the rear urea nozzle according to the particulate matter control strategy.

[0009] A second aspect of an embodiment of the present application provides a device for controlling the particulate matter quantity in vehicle exhaust, including:

[0010] An acquisition unit, configured to acquire the current ash load and the current carbon load of the DPF, where the current ash load represents the current quantity of non-combustible dust in the DPF, and the current carbon load represents the current quantity of carbon particulate matter in the DPF;

[0011] A determination unit, configured to determine a corresponding particulate matter control strategy according to the current ash load and the current carbon load;

[0012] A control unit, configured to control the urea injection amounts of the front urea nozzle and the rear urea nozzle according to the particulate matter control strategy.

[0013] A third aspect of the embodiments of the present application provides an electronic device, including:

[0014] A memory, configured to store executable instructions;

[0015] A processor, configured to implement the particulate matter quantity control method for vehicle exhaust provided by the embodiments of the present application when executing the executable instructions stored in the memory.

[0016] A fourth aspect of the embodiments of the present application provides a computer-readable medium, storing executable instructions, which are configured to implement the particulate matter quantity control method for vehicle exhaust provided by the embodiments of the present application when being executed by a processor.

[0017] The embodiments of the present application provide a particulate matter quantity control method and related devices for vehicle exhaust, which are applied to a dual SCR device of a target vehicle. The dual SCR device includes an exhaust pipe, a front urea nozzle, a front-stage SCR, a DOC, a DPF, a rear-stage SCR, and a rear urea nozzle. The front urea nozzle and the front SCR are located on the side of the DPF close to the engine, and the rear urea nozzle and the rear SCR are located on the side of the DPF far from the engine. Vehicle exhaust is discharged outwards from the engine through the exhaust pipe. The method includes: acquiring the current ash load and the current carbon load of the DPF, where the current ash load represents the current quantity of non-combustible dust in the DPF, and the current carbon load represents the current quantity of carbon particulate matter in the DPF; determining a corresponding particulate matter control strategy according to the current ash load and the current carbon load; controlling the urea injection amounts of the front urea nozzle and the rear urea nozzle according to the particulate matter control strategy. According to the above method, the particulate matter trapping ability of the DPF can be ensured by controlling the urea injection amounts of the front urea nozzle and the rear urea nozzle of the dual SCR device, and thus the effective control of the particulate matter quantity in vehicle exhaust can be realized. Description of the Drawings

[0018] 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 the description of the embodiments or the prior art. Obviously, the drawings in the following description are only the embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained according to the provided drawings.

[0019] Figure 1 Schematic diagram of a dual SCR device provided by an embodiment of the present application;

[0020] Figure 2 Flowchart of a method for controlling the particulate matter number in vehicle exhaust provided by an embodiment of the present application;

[0021] Figure 3 Schematic diagram of a device for controlling the particulate matter number in vehicle exhaust provided by an embodiment of the present application. Detailed implementation manners

[0022] In order to enable those skilled in the art to better understand the solution of the present application, the following will clearly and completely describe the technical solutions in the embodiments of the present application in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0023] The terms "first", "second", "third", "fourth", etc. (if any) in the specification and claims of the present application and the above drawings are used to distinguish similar objects, and do not necessarily need to be used to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present application described here can be implemented in an order other than those illustrated or described here. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products, or devices.

[0024] Although DPF is installed in vehicles in the related art to capture particles, since its particle capture ability cannot be effectively guaranteed, when the DPF does not fully capture particles, there is still a risk that the particulate matter number in vehicle exhaust exceeds the standard.

[0025] In view of this, the present application provides a method for controlling the particulate matter quantity in vehicle exhaust and related devices, which can ensure the particle trapping ability of the DPF by controlling the urea injection amounts of the front urea nozzle and the rear urea nozzle of the dual SCR device, thereby effectively controlling the particulate matter quantity in vehicle exhaust.

[0026] The following are corresponding explanations of the terms involved in the present application:

[0027] Selective Catalytic Reduction (SCR) uses a catalyst in a traditional muffler, and also requires a urea supply system and an injection adjustment system, which is generally used to treat nitrogen oxides in diesel engines.

[0028] Ammonia Slip Catalyst (ASC) is installed at the rear end of the SCR and is a device that reduces the ammonia leaked in the exhaust at the rear end of the SCR through catalytic oxidation.

[0029] Diesel Oxidation Catalyst (DOC) refers to a device installed in the exhaust system of a diesel vehicle that can reduce the emissions of harmful gases in the exhaust through various physical and chemical actions.

[0030] The following describes the dual SCR device applied to the method for controlling the particulate matter quantity in vehicle exhaust provided by the present application. As Figure 1 shown, the SCR part includes a front-stage SCR 103 and a rear-stage SCR 108. The front-stage SCR 103 is arranged behind the engine 101. A front urea nozzle 102 is installed in front of the front-stage SCR. The front urea nozzle 102 is used to supply urea to the front-stage SCR 103. A front-stage ASC is installed behind the front-stage SCR, and the front-stage ASC is used to treat the ammonia leaked in the exhaust of the front-stage SCR. DOC 105 and DPF 106 are installed behind the front-stage SCR. A rear-stage SCR 108 is also installed behind the DPF, as well as a rear urea nozzle 107 and a rear-stage ASC 109 that are matched with the rear-stage SCR 108.

[0031] In the related art, a DOC, a DPF, and an SCR are installed behind the engine. Among them, the DOC is used to treat the harmful gases in vehicle exhaust, the DPF is used to trap the particulate matter quantity in vehicle exhaust, and the SCR is used to treat the nitrogen oxides in vehicle exhaust. The present application adds a front-stage SCR before the DOC and adopts a dual SCR device. The dual SCR device can further reduce the nitrogen oxides in vehicle exhaust. At the same time, the particle trapping ability of the DPF can also be adjusted through the dual SCR device.

[0032] The following is an illustration of a method for controlling the particulate matter quantity in vehicle exhaust provided by this application through method embodiments. As Figure 2 shown, Figure 2 FIG. is a flowchart of a method for controlling the particulate matter quantity in vehicle exhaust provided by an embodiment of this application. The method includes:

[0033] S201. Obtain the current ash load and current carbon load of the DPF. The current ash load represents the current quantity of non-combustible dust in the DPF, and the current carbon load represents the current quantity of carbon particulate matter in the DPF.

[0034] The current ash load represents the current quantity of non-combustible dust in the DPF. When the engine burns, various non-combustible inorganic substances are generated, and the above non-combustible inorganic substances will deposit in the DPF in the form of dust.

[0035] The current carbon load represents the current quantity of carbon particulate matter in the DPF. When the engine burns, a certain amount of carbon particulate matter is generated, and the carbon particulate matter will deposit in the DPF.

[0036] The particulate matter capture ability of the DPF is related to the current ash load and current carbon load of the DPF. When the current ash load and current carbon load of the DPF reach a certain value, there will be a strong particulate matter capture ability. Therefore, in order to accurately judge the particulate matter capture ability of the DPF, the current ash load and current carbon load of the DPF can be obtained.

[0037] In some embodiments, in terms of obtaining the current ash load and current carbon load of the DPF, the method includes:

[0038] Obtain the current engine speed, current fuel injection quantity, current operation duration, and current operation mileage of the target vehicle;

[0039] Determine the current ash load according to the current engine speed, current fuel injection quantity, current operation duration, and the DPF ash model;

[0040] Determine the current carbon load according to the current operation duration, current operation mileage, and the DPF carbon load model.

[0041] During the operation of the engine, the current engine speed, current fuel injection quantity, current operation duration, and current operation mileage of the engine can be obtained. The current ash load is calculated by the DPF ash model according to the current engine speed, current fuel injection quantity, and current operation duration; the current carbon load can be calculated according to the DPF carbon load model and corrected by the DPF operation duration and current operation mileage. The DPF operation duration refers to the current operation duration.

[0042] S202. Determine the corresponding particulate matter control strategy according to the current ash load and current carbon load.

[0043] After obtaining the current ash load and current carbon load of the DPF in S201, since the particulate matter capture ability of the DPF is different when it has different ash loads and carbon loads, the corresponding particulate matter control strategy can be determined according to the current ash load and current carbon load.

[0044] S203. Control the urea injection amounts of the front urea nozzle and the rear urea nozzle according to the particulate matter control strategy.

[0045] As Figure 1 shown, the dual SCR device includes a front-stage SCR and a rear-stage SCR. Since nitrogen oxides can promote the passive regeneration of the DPF, when the urea injection amount of the front urea nozzle corresponding to the front-stage SCR is large, the amount of nitrogen oxides in the vehicle exhaust after being treated by the front-stage SCR will be small, which will reduce the passive regeneration of the DPF and promote carbon deposition on the DPF. Therefore, the urea injection amount of the front urea nozzle can be controlled according to the particulate matter control strategy, and the carbon load of the DPF can be regulated by controlling the urea injection amount of the front urea nozzle, thereby achieving the effect of ensuring the particulate matter capture ability of the DPF.

[0046] In addition, in order to control the amount of nitrogen oxides in the vehicle exhaust, since the urea injection amount of the front urea nozzle may not be able to eliminate all the nitrogen oxides, it is also necessary to control the nitrogen oxide emissions in the vehicle exhaust by controlling the urea injection amount of the rear urea nozzle, that is, to jointly control the nitrogen oxides in the vehicle exhaust through the front-stage SCR and the rear-stage SCR.

[0047] In some embodiments, in determining the corresponding particulate matter control strategy according to the current ash load and current carbon load, it includes:

[0048] When the current ash load is greater than the ash load threshold, the particulate matter control strategy is to control the front urea nozzle and the rear urea nozzle to jointly inject urea according to the ammonia storage closed loop to treat the nitrogen oxides in the vehicle exhaust;

[0049] When the current ash load is less than or equal to the ash load threshold, the particulate matter control strategy is determined according to the current carbon load.

[0050] When the current ash load is greater than the ash load threshold, it indicates that the DPF already has a certain ash layer particulate matter capture ability and can effectively capture the particulate matter in the vehicle exhaust. At this time, it is not necessary for the front-stage SCR to perform carbon deposition treatment on the DPF. Therefore, the front urea nozzle and the rear urea nozzle can be controlled to jointly inject urea according to the ammonia storage closed loop to treat the nitrogen oxides in the vehicle exhaust.

[0051] It should be noted that since the treatment amount of nitrogen oxides by the SCR is closely related to the ammonia storage amount of the SCR, the corresponding ammonia storage target value can be determined according to the temperatures and space velocities of the front SCR and the rear SCR, and then the dual SCR is reasonably controlled to jointly inject urea to treat the nitrogen oxides in the vehicle exhaust based on the ammonia storage closed loop.

[0052] When the current ash load is less than or equal to the ash load threshold, it indicates that the ash load in the DPF is relatively small. At this time, it may be because the DPF is in the initial stage of use. That is to say, the DPF does not have good ash stratification trapping ability at this time, and the trapping effect on the particulate matter in the vehicle exhaust is not good. In this regard, since the particulate matter trapping ability of the DPF is also related to the carbon load, and the carbon load of the DPF can be jointly regulated by the front-stage SCR and the rear-stage SCR, the corresponding particulate matter control strategy can be determined according to the current carbon load.

[0053] In some embodiments, in determining the particulate matter control strategy according to the current carbon load, the method includes:

[0054] When the current carbon load is less than the first carbon load threshold, the particulate matter control strategy is to control the front urea nozzle to inject urea at the maximum injection amount of the front-stage SCR and control the rear urea nozzle to supplement the injection of urea to treat the nitrogen oxides in the vehicle exhaust, so as to cause carbon deposition in the DPF. The first carbon load threshold is the minimum carbon load to ensure the particulate matter trapping ability of the DPF;

[0055] When the current carbon load is greater than or equal to the second carbon load threshold, the particulate matter control strategy is to control the rear urea nozzle to inject urea at the maximum injection amount of the rear-stage SCR and control the front urea nozzle to supplement the injection of urea to treat the nitrogen oxides in the vehicle exhaust, so as to remove carbon from the DPF. The second carbon load threshold is the maximum carbon load to ensure the back pressure of the dual SCR device;

[0056] When the current carbon load is greater than or equal to the first carbon load threshold and less than the second carbon load, the particulate matter control strategy is to control the front urea nozzle and the rear urea nozzle to jointly inject urea according to the ammonia storage closed loop to treat the nitrogen oxides in the vehicle exhaust.

[0057] Since the first carbon load is the minimum carbon load to ensure the particulate matter trapping ability of the DPF, when the current carbon load is less than the first carbon load threshold, it indicates that the carbon load in the DPF is relatively low at this time, and the corresponding particulate matter trapping ability is insufficient. At this time, it is necessary to let the front urea nozzle spray more urea. The front urea nozzle can be controlled to spray urea at the maximum injection amount of the front-stage SCR. By reducing the amount of nitrogen oxides in the vehicle exhaust reaching the DPF through the front-stage SCR, the passive regeneration ability of the DPF can be weakened, so as to cause carbon deposition in the DPF to establish a certain carbon layer trapping ability to effectively control the number of particulate matter in the vehicle exhaust. In addition, in order to effectively control the nitrogen oxides in the vehicle exhaust, it is also necessary to control the rear urea nozzle to supplement the injection of urea to treat the nitrogen oxides in the vehicle exhaust.

[0058] The carbon loading of the DPF should not be too high. When the carbon loading of the DPF is too high, it will cause too high back pressure of the double SCR device, making it difficult for the vehicle exhaust to be discharged smoothly. Since the second carbon loading threshold is the maximum carbon loading to ensure the back pressure of the double SCR device, when the current carbon loading is greater than or equal to the second carbon loading threshold, the carbon loading in the DPF is relatively high, exceeding the back pressure requirement, and the DPF needs to be decarbonized. Therefore, the rear urea nozzle can be made to spray more urea and the front urea nozzle to spray less urea. Among them, the rear urea nozzle can be controlled to spray urea at the maximum injection amount of the post-stage SCR. At this time, since the urea injection amount of the front urea nozzle is small, the vehicle exhaust reaching the DPF will contain more nitrogen oxides, which will promote the passive regeneration of the DPF, reduce the thickness of the carbon layer of the DPF, and thus play a role in reducing the back pressure of the double SCR device. Among them, if the working conditions permit and the post-stage SCR has sufficient nitrogen oxide conversion efficiency, the front urea nozzle can stop spraying urea completely in order to promote the passive regeneration of the DPF as soon as possible and quickly reduce the carbon layer.

[0059] When the current carbon loading is greater than or equal to the first carbon loading threshold and less than the second carbon loading, it means that a certain amount of carbon layer has been established in the DPF at this time, which can effectively capture the particulate matter in the vehicle exhaust and does not exceed the back pressure requirement value of the double SCR device. At this time, it is not necessary for the pre-stage SCR to perform carbon deposition treatment on the DPF. Therefore, the front urea nozzle and the rear urea nozzle can be controlled to spray urea jointly according to the ammonia storage closed loop to treat the nitrogen oxides in the vehicle exhaust.

[0060] In some embodiments, the urea injection amount corresponding to the front urea nozzle in the ammonia storage closed loop is greater than the urea injection amount corresponding to the rear urea nozzle.

[0061] Since some particulate matter will also be generated after the urea injection of the rear urea nozzle, and there is no DPF after the rear urea nozzle to capture the particulate matter, in order to effectively control the number of particulate matter in the vehicle exhaust, when the front urea nozzle and the rear urea nozzle are controlled to spray urea jointly according to the ammonia storage closed loop to treat the nitrogen oxides in the vehicle exhaust, it can be set that the front urea nozzle sprays more and the rear urea nozzle sprays less, so as to reduce the particulate matter generated by the urea injection of the rear urea nozzle.

[0062] In some embodiments, in order to obtain the maximum injection amount of the pre-stage SCR, the current temperature and the current space velocity of the pre-stage SCR can be obtained;

[0063] According to the current temperature and the current space velocity, the maximum injection amount of the pre-stage SCR is determined.

[0064] The maximum injection amount of the pre-stage SCR is related to the state of the pre-stage SCR. The current temperature and the current space velocity of the pre-stage SCR can be obtained, and then the maximum urea injection amount of the pre-stage SCR can be determined by looking up the pulse diagram according to the current temperature and the current space velocity of the pre-stage SCR.

[0065] In some embodiments, the total urea injection amount of the front urea nozzle and the rear urea nozzle can be calculated based on the high concentration of nitrogen oxides in the vehicle exhaust. When the front urea nozzle injects urea at the maximum urea injection amount of the front-stage SCR, the urea injection amount of the rear urea nozzle can be determined according to the concentration of nitrogen oxides not converted by the front-stage SCR.

[0066] In some embodiments, when the current carbon loading is less than the first carbon loading threshold, in order to allow the DPF to quickly accumulate carbon, the method further includes:

[0067] Controlling the engine to burn under insufficient air conditions so that the DPF accumulates carbon.

[0068] When the engine burns under insufficient air conditions, the combustion deteriorates to a certain extent, which will cause the engine to burn incompletely, and then a certain amount of carbon is generated to promote the rapid carbon accumulation of the DPF.

[0069] In summary, the embodiments of the present application provide a method for controlling the particulate matter quantity in vehicle exhaust, which is applied to the dual SCR device of the target vehicle. The dual SCR device includes an exhaust pipe, a front urea nozzle, a front-stage SCR, a DOC, a DPF, a rear-stage SCR, and a rear urea nozzle. The front urea nozzle and the front SCR are located on the side of the DPF close to the engine, and the rear urea nozzle and the rear SCR are located on the side of the DPF far from the engine. The vehicle exhaust is discharged from the engine through the exhaust pipe. The method includes: obtaining the current ash loading and the current carbon loading of the DPF, where the current ash loading represents the current quantity of non-combustible dust in the DPF, and the current carbon loading represents the current quantity of carbon particulate matter in the DPF; determining the corresponding particulate matter control strategy according to the current ash loading and the current carbon loading; and controlling the urea injection amounts of the front urea nozzle and the rear urea nozzle according to the particulate matter control strategy. According to the above method, the particulate matter trapping ability of the DPF can be ensured by controlling the urea injection amounts of the front urea nozzle and the rear urea nozzle of the dual SCR device, and thus the effective control of the particulate matter quantity in vehicle exhaust can be achieved.

[0070] The following will illustrate a device for controlling the particulate matter quantity in vehicle exhaust provided by the present application through device embodiments, as Figure 3 shown Figure 3 is a schematic diagram of a device for controlling the particulate matter quantity in vehicle exhaust provided by an embodiment of the present application. The device includes:

[0071] An acquisition unit 301, configured to acquire the current ash loading and the current carbon loading of the DPF, where the current ash loading represents the current quantity of non-combustible dust in the DPF, and the current carbon loading represents the current quantity of carbon particulate matter in the DPF;

[0072] A determination unit 302, configured to determine the corresponding particulate matter control strategy according to the current ash loading and the current carbon loading;

[0073] A control unit 303, configured to control the urea injection amounts of the front urea nozzle and the rear urea nozzle according to a particulate matter control strategy.

[0074] In some embodiments, in determining a corresponding particulate matter control strategy according to the current ash load and the current carbon load, the determining unit 302 is specifically configured to:

[0075] When the current ash load is greater than the ash load threshold, the particulate matter control strategy is to control the front urea nozzle and the rear urea nozzle to jointly inject urea according to the ammonia storage closed loop to treat nitrogen oxides in the vehicle exhaust;

[0076] When the current ash load is less than or equal to the ash load threshold, determine the particulate matter control strategy according to the current carbon load.

[0077] In some embodiments, in determining the particulate matter control strategy according to the current carbon load, the determining unit 302 is specifically configured to:

[0078] When the current carbon load is less than the first carbon load threshold, the particulate matter control strategy is to control the front urea nozzle to inject urea at the maximum injection amount of the front-stage SCR and control the rear urea nozzle to supplement urea injection to treat nitrogen oxides in the vehicle exhaust, so as to accumulate carbon on the DPF. The first carbon load threshold is the minimum carbon load to ensure the particle capture ability of the DPF;

[0079] When the current carbon load is greater than or equal to the second carbon load threshold, the particulate matter control strategy is to control the rear urea nozzle to inject urea at the maximum injection amount of the rear-stage SCR and control the front urea nozzle to supplement urea injection to treat nitrogen oxides in the vehicle exhaust, so as to remove carbon from the DPF. The second carbon load threshold is the maximum carbon load to ensure the back pressure of the dual SCR device;

[0080] When the current carbon load is greater than or equal to the first carbon load threshold and less than the second carbon load, the particulate matter control strategy is to control the front urea nozzle and the rear urea nozzle to jointly inject urea according to the ammonia storage closed loop to treat nitrogen oxides in the vehicle exhaust.

[0081] In some embodiments, the urea injection amount corresponding to the front urea nozzle in the ammonia storage closed loop is greater than the urea injection amount corresponding to the rear urea nozzle.

[0082] In some embodiments, the determining unit 302 is further configured to:

[0083] Obtain the current temperature and the current space velocity of the front-stage SCR;

[0084] Determine the maximum injection amount of the front-stage SCR according to the current temperature and the current space velocity.

[0085] In some embodiments, when the current carbon load is less than the first carbon load threshold, the control unit 303 is further configured to:

[0086] Control the engine to burn under insufficient air conditions so that the DPF accumulates carbon deposits.

[0087] In some embodiments, in terms of obtaining the current ash load and current carbon load of the DPF, the obtaining unit 301 is specifically configured to:

[0088] Obtain the current engine speed, current fuel injection volume, current operation duration, and current operation mileage of the target vehicle;

[0089] Determine the current ash load according to the current engine speed, current fuel injection volume, current operation duration, and the DPF ash model;

[0090] Determine the current carbon load according to the current operation duration, current operation mileage, and the DPF carbon load model.

[0091] It should be noted that the specific working processes of the various modules provided in the above embodiments of the present application can be correspondingly referred to the corresponding implementation manners in the above method embodiments, and will not be elaborated here.

[0092] Another embodiment of the present application provides an electronic device, including:

[0093] A memory for storing executable instructions;

[0094] A processor for implementing the method in the above method embodiments of the present application when executing the executable instructions stored in the memory.

[0095] Another embodiment of the present application provides a computer-readable storage medium storing executable instructions for implementing the method in the above method embodiments of the present application when being executed by a processor.

[0096] Those skilled in the art can further realize that the units and algorithm steps of each example described in combination with the embodiments disclosed herein can be implemented by electronic hardware, computer software, or a combination of the two. To clearly illustrate the interchangeability of hardware and software, the components and steps of each example have been generally described according to functions in the above description. Whether these functions are executed in a hardware or software manner depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods for each specific application to implement the described functions, but such implementation should not be considered to exceed the scope of the present application.

[0097] The foregoing description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for controlling the particulate matter quantity of vehicle exhaust, characterized in that, A dual-SCR device applied to a target vehicle, the dual-SCR device comprising an exhaust pipe, a front urea nozzle, a front-stage SCR, a diesel oxidation catalyst DOC, a diesel particulate filter DPF, a rear-stage SCR, and a rear urea nozzle. The front urea nozzle and the front-stage SCR are located on one side of the DPF close to the engine, and the rear urea nozzle and the rear-stage SCR are located on one side of the DPF away from the engine. The vehicle exhaust is discharged outwards from the engine through the exhaust pipe. The method includes: Obtain the current ash load and current carbon load of the DPF. The current ash load represents the current quantity of non-combustible dust in the DPF, and the current carbon load represents the current quantity of carbon particulate matter in the DPF. Determine a corresponding particulate matter control strategy according to the current ash load and the current carbon load. Control the urea injection amounts of the front urea nozzle and the rear urea nozzle according to the particulate matter control strategy. The step of determining a corresponding particulate matter control strategy according to the current ash load and the current carbon load includes: When the current ash load is greater than the ash load threshold, the particulate matter control strategy is to control the front urea nozzle and the rear urea nozzle to jointly inject urea according to the ammonia storage closed-loop to treat nitrogen oxides in the vehicle exhaust. When the current ash load is less than or equal to the ash load threshold, determine the particulate matter control strategy according to the current carbon load. The step of determining the particulate matter control strategy according to the current carbon load includes: When the current carbon load is less than the first carbon load threshold, the particulate matter control strategy is to control the front urea nozzle to inject urea at the maximum injection amount of the front-stage SCR and control the rear urea nozzle to supplement the injection of urea to treat the nitrogen oxides in the vehicle exhaust, so that the DPF accumulates carbon. The first carbon load threshold is the minimum carbon load to ensure the particle trapping ability of the DPF. When the current carbon load is greater than or equal to the second carbon load threshold, the particulate matter control strategy is to control the rear urea nozzle to inject urea at the maximum injection amount of the rear-stage SCR and control the front urea nozzle to supplement the injection of urea to treat the nitrogen oxides in the vehicle exhaust, so that the DPF removes carbon. The second carbon load threshold is the maximum carbon load to ensure that the back pressure of the dual-SCR device does not exceed the back pressure requirement value. When the current carbon load is greater than or equal to the first carbon load threshold and less than the second carbon load threshold, the particulate matter control strategy is to control the front urea nozzle and the rear urea nozzle to jointly inject urea according to the ammonia storage closed-loop to treat nitrogen oxides in the vehicle exhaust.

2. The method according to claim 1, wherein The ratio of the urea injection amount corresponding to the front urea nozzle in the ammonia storage closed-loop is greater than the ratio of the urea injection amount corresponding to the rear urea nozzle.

3. The method according to claim 1, wherein The method further includes: Obtain the current temperature and current space velocity of the front-stage SCR. Determine the maximum injection amount of the front-stage SCR according to the current temperature and the current space velocity.

4. The method according to claim 1, wherein When the current carbon load is less than the first carbon load threshold, the method further includes: Control the engine to burn under conditions of insufficient air so that the DPF accumulates carbon deposits.

5. The method according to claim 1, characterized in that, The obtaining of the current ash load and current carbon load of the DPF includes: Obtaining the current engine speed, current fuel injection amount, current operation duration, and current operation mileage of the target vehicle; Determining the current ash load according to the current engine speed, the current fuel injection amount, the current operation duration, and the DPF ash model; Determining the current carbon load according to the current operation duration, the current operation mileage, and the DPF carbon load model.

6. A particulate matter quantity control device for vehicle exhaust, wherein the device is controlled by using the method described in any one of the preceding claims 1-5, characterized in that, The device includes: An obtaining unit for obtaining the current ash load and current carbon load of the DPF, where the current ash load represents the current quantity of non-combustible dust in the DPF, and the current carbon load represents the current quantity of carbon particulate matter in the DPF; A determining unit for determining a corresponding particulate matter control strategy according to the current ash load and the current carbon load; A control unit for controlling the urea injection amounts of the front urea nozzle and the rear urea nozzle according to the particulate matter control strategy.

7. An electronic device, characterized in that, Includes: A memory for storing executable instructions; A processor for implementing the method for controlling the particulate matter quantity of vehicle exhaust according to any one of claims 1 to 5 when executing the executable instructions stored in the memory.

8. A computer-readable storage medium, characterized in that, Stored with executable instructions for implementing the method for controlling the particulate matter quantity of vehicle exhaust according to any one of claims 1 to 5 when being executed by a processor.

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