Engine Control Method and Vehicle

Abstract

The present invention belongs to the technical field of vehicles, and discloses an engine control method and a vehicle. The engine control method includes: obtaining the DPF differential pressure and the exhaust gas volume flow rate inside the DPF in real time, obtaining the DPF flow resistance and the change rate of the DPF flow resistance according to the DPF differential pressure and the exhaust gas volume flow rate inside the DPF, obtaining the actual exhaust temperature of the engine in real time. When the actual exhaust temperature of the engine is greater than or equal to the set temperature and the duration of the decrease in the DPF flow resistance is greater than or equal to the first calibrated time limit value, judging whether there is a risk of filter failure of the DPF according to the change rate of the DPF flow resistance; at the same time, judging whether there is a risk of filter failure of the DPF according to the DPF flow resistance; if any of the judgment results is that there is a risk of filter failure of the DPF, adjust the combustion parameters of the engine to maintain the balance between the passive regeneration of the DPF and the carbon accumulation inside the DPF. It can more accurately predict whether there is a risk of filter failure of the DPF and take measures in time.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and particularly to an engine control method and a vehicle. Background Art

[0002] Particulate matter discharged from an engine is highly harmful to the environment and human body. Therefore, a DPF (Diesel Particulate Filter) is provided in the aftertreatment system of a vehicle. When the exhaust gas of the engine flows through the DPF, particulate matters such as soot in the exhaust gas are trapped in the filter element of the filter body, and the remaining relatively clean exhaust gas is discharged into the atmosphere to filter the exhaust gas of the engine and reduce the particulate matter discharged by the engine into the environment. Passive regeneration of the DPF means that within a certain temperature range, NO2 in the exhaust gas of the engine has a strong oxidation ability for the trapped particulate matters such as soot. Therefore, NO2 can be used as an oxidant to remove the trapped particulate matters such as soot in the DPF and generate CO2, while NO2 is reduced to NO, thereby achieving the purpose of removing the trapped particulate matters such as soot in the DPF. An appropriate amount of particulate matters such as soot accumulated in the DPF can improve the filtration efficiency of the DPF. When passive regeneration excessively consumes the particulate matters such as soot inside the DPF, the filtration efficiency of the DPF will decrease, and even the filtration of the DPF will fail, resulting in excessive particulate matter discharged by the vehicle into the atmosphere. In actual use, the frequency of the filtration failure of the DPF caused by passive regeneration is extremely high. Therefore, it is necessary to timely predict whether there is a risk of the filtration failure of the DPF caused by passive regeneration, and then take a series of measures to avoid the filtration failure of the DPF caused by passive regeneration. In the prior art, the filtration failure of the DPF is predicted through a carbon loading model or the exhaust gas temperature. When the carbon loading consumed by passive regeneration reaches a threshold value, it is considered that the DPF filtration fails; or when the exhaust gas temperature is too high for a period of time, it is considered that the DPF filtration fails. However, judging whether the DPF filtration fails through the carbon loading and the exhaust gas temperature is not accurate enough. Summary of the Invention

[0003] The purpose of the present invention is to provide an engine control method and a vehicle to solve the problem that the method for predicting the risk of the filtration failure of the DPF caused by passive regeneration in the prior art is not accurate enough.

[0004] To achieve the above object, the present invention adopts the following technical solutions:

[0005] An engine control method, comprising:

[0006] S1: Real-time obtain the DPF differential pressure and the waste gas volume flow rate inside the DPF;

[0007] S2: Real-time obtain the actual exhaust gas temperature of the engine, and judge whether the actual exhaust gas temperature of the engine is greater than or equal to a set temperature;

[0008] If so, proceed to S3;

[0009] If not, return to S1;

[0010] S3: Obtain the DPF flow resistance according to the DPF differential pressure and the exhaust gas volume flow rate inside the DPF;

[0011] S4: Determine whether the DPF flow resistance decreases;

[0012] If so, proceed to S5;

[0013] If not, return to S1;

[0014] S5: Determine whether the duration of the decrease in the DPF flow resistance is greater than or equal to the first calibrated time limit;

[0015] If so, perform S6 and S8 simultaneously;

[0016] If not, return to S1;

[0017] S6: Obtain the change rate of the DPF flow resistance according to the DPF differential pressure and the exhaust gas volume flow rate inside the DPF;

[0018] S7: Determine whether there is a risk of filter failure in the DPF according to the change rate of the DPF flow resistance;

[0019] If so, proceed to S9;

[0020] S8: Determine whether there is a risk of filter failure in the DPF according to the DPF flow resistance;

[0021] If so, proceed to S9;

[0022] S9: Adjust the combustion parameters of the engine to maintain a balance between the passive regeneration of the DPF and the carbon accumulation inside the DPF.

[0023] As a preferred scheme of the above engine control method, obtaining the DPF flow resistance according to the DPF differential pressure and the exhaust gas volume flow rate inside the DPF includes:

[0024] Dividing the DPF differential pressure by the exhaust gas volume flow rate inside the DPF to obtain the DPF flow resistance; or, obtaining a temperature correction coefficient according to the DPF temperature, and dividing the DPF differential pressure by the exhaust gas volume flow rate inside the DPF and then multiplying by the temperature correction coefficient to obtain the DPF flow resistance.

[0025] As a preferred scheme of the above engine control method, obtaining the temperature correction coefficient according to the DPF temperature includes:

[0026] Obtaining the temperature correction coefficient according to the DPF temperature through a DPF temperature - temperature correction coefficient relationship diagram.

[0027] As a preferred solution of the above engine control method, obtaining the change rate of the DPF flow resistance according to the DPF differential pressure and the exhaust gas volume flow rate in the DPF includes:

[0028] S61: The first set time before the current moment is the first moment, and the second set time before the current moment is the second moment. The second set time is twice the first set time; calculate the DPF flow resistance in real time from the second moment to the current moment to obtain a plurality of the DPF flow resistances;

[0029] S62: Calculate the average value of the plurality of the DPF flow resistances obtained from the first moment to the current moment to obtain a first flow resistance average value, and calculate the average value of the plurality of the DPF flow resistances obtained from the second moment to the first moment to obtain a second flow resistance average value;

[0030] S63: Divide the difference between the first flow resistance average value minus the second flow resistance average value by the first set time to obtain the change rate of the DPF flow resistance.

[0031] As a preferred solution of the above engine control method, between S61 and S62, it further includes:

[0032] Filter the plurality of the DPF flow resistances.

[0033] As a preferred solution of the above engine control method, judging whether the DPF has a risk of filtration failure according to the change rate of the DPF flow resistance includes:

[0034] S71: Judge whether the absolute value of the change rate of the DPF flow resistance is greater than the absolute value of the set flow resistance change rate;

[0035] If so, perform S72;

[0036] S72: Judge whether the duration that the absolute value of the change rate of the DPF flow resistance is greater than the absolute value of the set flow resistance change rate is greater than or equal to the second calibration time limit value;

[0037] If so, the DPF has a risk of filtration failure;

[0038] If not, the DPF does not have a risk of filtration failure.

[0039] As a preferred solution of the above engine control method, judging whether the DPF has a risk of filtration failure according to the DPF flow resistance includes:

[0040] S81: Judge whether the DPF flow resistance is less than the calibrated flow resistance limit value;

[0041] If so, perform S82;

[0042] S82: Determine whether the duration for which the DPF flow resistance is less than the calibrated flow resistance limit value is greater than or equal to the third calibrated time limit value;

[0043] If so, there is a risk of DPF filtration failure;

[0044] If not, there is no risk of DPF filtration failure.

[0045] As a preferred solution of the above engine control method, a first pressure sensor is provided in front of the DPF, and the pressure in front of the DPF is obtained through the first pressure sensor; a second pressure sensor is provided behind the DPF, and the pressure behind the DPF is obtained through the second pressure sensor; the DPF differential pressure is obtained based on the pressure in front of the DPF and the pressure behind the DPF.

[0046] As a preferred solution of the above engine control method, a mass flow sensor is provided inside the DPF, and the exhaust gas mass flow rate inside the DPF is obtained through the mass flow sensor; the exhaust gas volume flow rate inside the DPF is obtained based on the exhaust gas mass flow rate inside the DPF.

[0047] The present invention provides a vehicle which adopts the above engine control method. The vehicle includes an engine and an aftertreatment system. The aftertreatment system includes a DPF which is connected to the exhaust pipe of the engine, and the DPF is used to filter particulate matter in the engine exhaust.

[0048] Advantages of the present invention:

[0049] The present invention provides an engine control method and a vehicle. In the engine control method, when the actual exhaust temperature of the engine is greater than or equal to the set temperature and the duration for which the DPF flow resistance decreases is greater than or equal to the first calibrated time limit value, it is determined whether there is a risk of DPF filtration failure according to the change rate of the DPF flow resistance; meanwhile, it is determined whether there is a risk of DPF filtration failure according to the DPF flow resistance. If any of the two determination results indicates that there is a risk of DPF filtration failure, it is determined that there is a risk of DPF filtration failure, and the combustion parameters of the engine need to be adjusted to maintain the balance between the passive regeneration of the DPF and the carbon accumulation inside the DPF. Only when both determination results indicate that there is no risk of DPF filtration failure is it considered that there is no risk of DPF filtration failure. It can more accurately predict whether there is a risk of DPF filtration failure, so as to make timely responses to prevent excessive particulate matter in the vehicle exhaust due to too low DPF filtration efficiency. Description of the Drawings

[0050] Figure 1 is a flowchart of the engine control method provided by a specific embodiment of the present invention. Detailed Embodiments

[0051] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the present invention, rather than limiting the present invention. Additionally, it should be noted that for the sake of convenience of description, only the parts related to the present invention rather than all the structures are shown in the drawings.

[0052] In the description of the present invention, unless otherwise clearly defined and limited, the terms "connected", "connected to", and "fixed" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0053] In the present invention, unless otherwise clearly defined and limited, the first feature being "above" or "below" the second feature may include the direct contact between the first and second features, or may include the situation where the first and second features are not in direct contact but in contact through other features therebetween. Moreover, the first feature being "above", "over", and "on top of" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the horizontal height of the first feature is higher than that of the second feature. The first feature being "below", "beneath", and "under" the second feature includes the first feature being directly below and obliquely below the second feature, or merely indicating that the horizontal height of the first feature is lower than that of the second feature.

[0054] In the description of this embodiment, the orientation or positional relationships such as "above", "below", "right", etc. are based on the orientation or positional relationships shown in the drawings, and are only for the convenience of description and simplifying the operation, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present invention. In addition, the terms "first" and "second" are only used for distinction in description and have no special meaning.

[0055] The present invention provides an engine control method, as Figure 1 shown, the engine control method includes:

[0056] S1: Obtain the DPF differential pressure and the exhaust gas volume flow rate inside the DPF in real time.

[0057] Specifically, according to the pressure before the DPF and the pressure after the DPF, the DPF differential pressure is obtained. The pressure after the DPF minus the pressure before the DPF equals the DPF differential pressure. A first pressure sensor is provided in front of the DPF, and through the first pressure sensor, the pressure before the DPF is obtained. A second pressure sensor is provided behind the DPF, and through the second pressure sensor, the pressure after the DPF is obtained.

[0058] Specifically, based on the exhaust gas mass flow rate inside the DPF, the exhaust gas volume flow rate inside the DPF is obtained. A mass flow sensor is provided inside the DPF, and through the mass flow sensor, the exhaust gas mass flow rate inside the DPF is obtained. By using the conversion formula between mass flow rate and volume flow rate, the exhaust gas mass flow rate inside the DPF is converted into the exhaust gas volume flow rate inside the DPF.

[0059] S2: Obtain the actual exhaust temperature of the engine in real time, and determine whether the actual exhaust temperature of the engine is greater than or equal to the set temperature; if so, proceed to S3; if not, return to S1. A temperature sensor is provided at the engine exhaust, and the temperature sensor can detect the exhaust temperature of the engine in real time to obtain the actual exhaust temperature of the engine. The set temperature is obtained from a large number of previous tests.

[0060] S3: Based on the DPF differential pressure and the exhaust gas volume flow rate inside the DPF, obtain the DPF flow resistance.

[0061] Specifically, the DPF differential pressure divided by the exhaust gas volume flow rate inside the DPF gives the DPF flow resistance; or, according to the DPF temperature, a temperature correction coefficient is obtained, and the DPF differential pressure divided by the exhaust gas volume flow rate inside the DPF and then multiplied by the temperature correction coefficient gives the DPF flow resistance. The DPF flow resistance after being corrected by the temperature correction coefficient is more accurate. Among them, according to the DPF temperature, by looking up the DPF temperature - temperature correction coefficient relationship diagram, the temperature correction coefficient is obtained. The DPF temperature - temperature correction coefficient relationship diagram is obtained from a large number of previous tests.

[0062] S4: Determine whether the DPF flow resistance has decreased; if so, proceed to S5; if not, return to S1. When the DPF flow resistance at the current moment is less than the DPF flow resistance obtained at the previous moment, proceed to S5.

[0063] S5: Determine whether the duration of the decrease in the DPF flow resistance is greater than or equal to the first calibrated time limit; if so, simultaneously proceed to S6 and S8; if not, return to S1. If the DPF flow resistance continuously decreases within the first calibrated time limit, simultaneously proceed to S6 and S8. Among them, the first calibrated time limit is obtained from a large number of previous tests.

[0064] S6: Based on the DPF differential pressure and the exhaust gas volume flow rate inside the DPF, obtain the change rate of the DPF flow resistance.

[0065] Specifically, S61: The first set time before the current moment is the first moment, and the second set time before the current moment is the second moment. The second set time is twice the first set time; calculate the DPF flow resistance in real time from the second moment to the current moment to obtain multiple DPF flow resistances.

[0066] Filter the multiple DPF flow resistances to reduce signal interference and ensure accuracy.

[0067] S62: Calculate the average value of multiple DPF flow resistances obtained from the first moment to the current moment to obtain the first flow resistance average value, and calculate the average value of multiple DPF flow resistances obtained from the second moment to the first moment to obtain the second flow resistance average value.

[0068] S63: Divide the difference between the first flow resistance average value and the second flow resistance average value by the first set time to obtain the change rate of the DPF flow resistance.

[0069] S7: Determine whether there is a risk of filtration failure of the DPF based on the change rate of the DPF flow resistance; if so, perform S9.

[0070] Specifically, S71: Determine whether the absolute value of the change rate of the DPF flow resistance is greater than the absolute value of the set flow resistance change rate; if so, perform S72.

[0071] S72: Determine whether the duration for which the absolute value of the change rate of the DPF flow resistance is greater than the absolute value of the set flow resistance change rate is greater than or equal to the second calibrated time limit value; if so, there is a risk of filtration failure of the DPF; if not, there is no risk of filtration failure of the DPF. Herein, both the set flow resistance change rate and the second calibrated time limit value are obtained from a large number of previous tests.

[0072] S8: Determine whether there is a risk of filtration failure of the DPF based on the DPF flow resistance; if so, perform S9.

[0073] Specifically, S81: Determine whether the DPF flow resistance is less than the calibrated flow resistance limit value; if so, perform S82.

[0074] S82: Determine whether the duration for which the DPF flow resistance is less than the calibrated flow resistance limit value is greater than or equal to the third calibrated time limit value; if so, there is a risk of filtration failure of the DPF; if not, there is no risk of filtration failure of the DPF. Herein, the third calibrated time limit value is obtained from a large number of previous tests.

[0075] S9: Adjust the combustion parameters of the engine to balance the passive regeneration of the DPF and the carbon deposition in the DPF.

[0076] When the duration for which the change rate of the DPF flow resistance is greater than the set flow resistance change rate is greater than or equal to the second calibrated time limit; or when the duration for which the DPF flow resistance is less than the calibrated flow resistance limit is greater than or equal to the third calibrated time limit, it is considered that the deep bed filtration of the DPF is about to fail and there is a risk of failure in the cake layer filtration, that is, there is a risk of filtration failure in the DPF. At this time, it is necessary to adjust the engine combustion parameters to balance the passive regeneration of the DPF and the carbon deposition in the DPF. Specifically, by adjusting the injection pressure, injection angle, EGR opening, etc., the emission ratio of nitrogen oxides and particulate matter at the engine outlet is adjusted, so as to reduce the passive regeneration rate and increase the particulate matter particle size, thereby balancing the passive regeneration and carbon deposition amount in the deep bed filtration part, keeping the DPF with a high filtration efficiency, and preventing the DPF from failing due to too low filtration efficiency. It can be understood that when there is a risk of filtration failure in the DPF, the combustion parameters such as the injection pressure, injection angle, and EGR opening of the engine are adjusted in the direction of reducing the passive regeneration rate and increasing the particulate matter particle size.

[0077] When there is carbon in the DPF, the carbon has two distribution forms. One is distributed in the pores through deep bed filtration, and the other is distributed on the channel surface through cake layer filtration. Deep bed filtration is very important for the filtration efficiency of the DPF. When the deep bed filtration efficiency decreases, the particulate matter formed by the decomposition of the carbon in the cake layer filtration part or the particulate matter in the engine exhaust will leak out from the DPF, resulting in the filtration failure of the DPF. Therefore, the risk of filtration failure in the DPF can be predicted by the passive regeneration situation of the deep bed filtration part. A large amount of data shows that deep bed filtration and cake layer filtration have different effects on the DPF flow resistance. The increase in the carbon accumulated by deep bed filtration will cause the DPF flow resistance to rise sharply, while the carbon accumulated by cake layer filtration will cause the DPF flow resistance to increase slowly. When the DPF undergoes passive regeneration, the carbon accumulated by deep bed filtration reacts first, and the DPF flow resistance will drop sharply, and then the carbon accumulated by cake layer filtration will react, and the change in the DPF flow resistance is not significant. Therefore, the passive regeneration situation of the carbon accumulated by deep bed filtration can be identified through the change in the DPF flow resistance, and thus the risk of DPF filtration failure caused by passive regeneration can also be predicted.

[0078] For this engine control method, when the actual exhaust temperature of the engine is greater than or equal to the set temperature and the duration during which the DPF flow resistance continuously decreases is greater than or equal to the first calibrated time limit, it is judged whether there is a risk of filter failure of the DPF according to the change rate of the DPF flow resistance; at the same time, it is judged whether there is a risk of filter failure of the DPF according to the DPF flow resistance. If any of the two judgment results indicates a risk of filter failure, it is determined that the DPF has a risk of filter failure, and the combustion parameters of the engine need to be adjusted to maintain the balance between the passive regeneration of the DPF and the carbon accumulation in the DPF. When the judgment results of both are that the DPF has no risk of filter failure, it is considered that the DPF has no risk of filter failure. It can more accurately predict whether there is a risk of filter failure of the DPF, so as to make timely responses to prevent excessive particulate matter in the vehicle exhaust gas caused by too low DPF filtration efficiency.

[0079] The present invention also provides a vehicle that adopts the above engine control method. The vehicle includes an engine and an after-treatment system. The after-treatment system includes a DPF, and the DPF is communicated with the exhaust pipe of the engine. The DPF is used to filter particulate matter in the engine exhaust.

[0080] Obviously, the above embodiments of the present invention are only examples for clearly illustrating the present invention, rather than limiting the implementation manners of the present invention. For those of ordinary skill in the art, various obvious changes, re-adjustments and substitutions can be made without departing from the protection scope of the present invention. It is not necessary and impossible to enumerate all the implementation manners here. Any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the claims of the present invention.

Claims

1. Engine control method, characterized in that, Including: S1: Obtain the differential pressure of the DPF and the exhaust gas volume flow rate inside the DPF in real time; S2: Obtain the actual exhaust temperature of the engine in real time, and determine whether the actual exhaust temperature of the engine is greater than or equal to the set temperature; If so, proceed to S3; If not, return to S1; S3: Obtain the DPF flow resistance according to the differential pressure of the DPF and the exhaust gas volume flow rate inside the DPF; S4: Determine whether the DPF flow resistance decreases; If so, proceed to S5; If not, return to S1; S5: Determine whether the duration of the decrease in the DPF flow resistance is greater than or equal to the first calibrated time limit; If so, perform S6 and S8 simultaneously; If not, return to S1; S6: Obtain the change rate of the DPF flow resistance according to the differential pressure of the DPF and the exhaust gas volume flow rate inside the DPF; S7: Determine whether there is a risk of filtration failure of the DPF according to the change rate of the DPF flow resistance; If so, proceed to S9; S8: Determine whether there is a risk of filtration failure of the DPF according to the DPF flow resistance; If so, proceed to S9; S9: Adjust the combustion parameters of the engine to balance the passive regeneration of the DPF and the carbon accumulation inside the DPF.

2. The engine control method according to claim 1, characterized in that, Obtaining the DPF flow resistance according to the differential pressure of the DPF and the exhaust gas volume flow rate inside the DPF includes: Dividing the differential pressure of the DPF by the exhaust gas volume flow rate inside the DPF to obtain the DPF flow resistance; or, obtaining a temperature correction coefficient according to the DPF temperature, dividing the differential pressure of the DPF by the exhaust gas volume flow rate inside the DPF and then multiplying by the temperature correction coefficient to obtain the DPF flow resistance.

3. The engine control method according to claim 2, characterized in that, Obtaining the temperature correction coefficient according to the DPF temperature includes: Obtaining the temperature correction coefficient according to the DPF temperature through a DPF temperature - temperature correction coefficient relationship diagram.

4. The engine control method according to claim 1, characterized in that, Obtaining the change rate of the DPF flow resistance according to the differential pressure of the DPF and the exhaust gas volume flow rate inside the DPF includes: S61: The first set time before the current moment is the first moment, and the second set time before the current moment is the second moment, and the second set time is twice the first set time; calculate the DPF flow resistance in real time from the second moment to the current moment to obtain a plurality of the DPF flow resistances; S62: Calculate the average value of the plurality of DPF flow resistances obtained from the first moment to the current moment to obtain a first flow resistance average value, and calculate the average value of the plurality of DPF flow resistances obtained from the second moment to the first moment to obtain a second flow resistance average value; S63: Divide the difference between the first flow resistance average value and the second flow resistance average value by the first set time to obtain the change rate of the DPF flow resistance.

5. The engine control method according to claim 2, characterized in that, Between S61 and S62, it further includes: Filtering the plurality of DPF flow resistances.

6. The engine control method according to any one of claims 1-5, characterized in that, Determining whether there is a risk of filtration failure of the DPF according to the change rate of the DPF flow resistance includes: S71: Determine whether the absolute value of the change rate of the DPF flow resistance is greater than the absolute value of the set flow resistance change rate; If so, proceed to S72; S72: Determine whether the duration for which the absolute value of the change rate of the DPF flow resistance is greater than the absolute value of the set flow resistance change rate is greater than or equal to the second calibrated time limit; If so, there is a risk of filtration failure in the DPF; If not, there is no risk of filtration failure in the DPF.

7. The engine control method according to any one of claims 1-5, characterized in that, Judging whether there is a risk of filtration failure in the DPF according to the DPF flow resistance includes: S81: Judge whether the DPF flow resistance is less than the calibrated flow resistance limit value; If so, proceed to S82; S82: Judge whether the duration that the DPF flow resistance is less than the calibrated flow resistance limit value is greater than or equal to the third calibrated time limit value; If so, there is a risk of filtration failure in the DPF; If not, there is no risk of filtration failure in the DPF.

8. The engine control method according to any one of claims 1-5, characterized in that, A first pressure sensor is provided in front of the DPF. Through the first pressure sensor, the pressure in front of the DPF is obtained; a second pressure sensor is provided behind the DPF. Through the second pressure sensor, the pressure behind the DPF is obtained; according to the pressure in front of the DPF and the pressure behind the DPF, the DPF differential pressure is obtained.

9. The engine control method according to any one of claims 1-5, characterized in that, A mass flow sensor is provided in the DPF. Through the mass flow sensor, the exhaust gas mass flow rate in the DPF is obtained; according to the exhaust gas mass flow rate in the DPF, the exhaust gas volume flow rate in the DPF is obtained.

10. A vehicle, characterized in that, Using the engine control method according to any one of claims 1-9, the vehicle includes an engine and an aftertreatment system. The aftertreatment system includes a DPF. The DPF is communicated with the exhaust pipe of the engine. The DPF is used to filter particulate matter in the engine exhaust.

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