A driving regeneration temperature control method, device, electronic device and storage medium

Abstract

The present application discloses a driving regeneration temperature control method, device, electronic device and storage medium, belonging to the technical field of engines. The method includes: monitoring the carbon load of a diesel particulate filter (DPF), when it is determined that the carbon load reaches the regeneration threshold, controlling the engine to enter the driving regeneration mode, and sending a first temperature rise rate to the engine so that the engine adjusts the engine parameters according to the first temperature rise rate to perform the first-stage regeneration, obtaining the temperature measured by the temperature sensor of the DPF, if it is determined that the first closed-loop regeneration temperature set in advance is reached, controlling the engine to perform closed-loop control according to the first closed-loop regeneration temperature, if the closed-loop control time of the first closed-loop regeneration temperature reaches the first time threshold, sending a second temperature rise rate to the engine so that the engine adjusts the engine parameters according to the second temperature rise rate to perform the second-stage regeneration. It can eliminate the influence of the thermal inertia of the temperature sensor and the uneven distribution of the carbon load, and reduce the risk of DPF burnout.

Description

Technical Field

[0001] This application relates to the technical field of engines, and in particular, to a driving regeneration temperature control method, device, electronic device, and storage medium. Background Art

[0002] The diesel engine after-treatment device refers to a device installed in the exhaust system of a diesel engine that can reduce the emissions of pollutants in the exhaust through various physical and chemical actions. The main ones are DOC, DPF, and SCR, etc. Among them, the Diesel Particulate Filter (DPF) is a ceramic filter installed in the diesel engine emission system. It can capture soot particles before they enter the atmosphere and reduce particulate emissions. The Oxidation Catalytic Converter (DOC) is usually connected in series upstream of the DPF and is used to convert NO in the exhaust gas into NO2, oxidize HC and CO, and at the same time provide an environment for fuel combustion during DPF regeneration.

[0003] As carbon particles continuously accumulate in the DPF, the pores of the filter element will gradually become blocked, the exhaust back pressure will rise, the efficiency of the diesel engine will decrease, and the fuel consumption will increase. Therefore, it is necessary to periodically remove the accumulated carbon particles. When the carbon particles accumulated inside the DPF reach a certain value (such as 4 g / L), it is necessary to use an external heat source to heat the exhaust gas (such as injecting diesel into the exhaust pipe), and it is necessary to inject fuel in front of the DOC to burn it in the DOC, so as to increase the temperature of the DPF, oxidize the trapped carbon particles, and make the DPF inlet temperature reach the ignition point of the carbon particles, that is, DPF regeneration. During the DPF regeneration process, the particulate matter inside the DPF continuously decreases. When it decreases to a certain value (such as 0.5 g / L), it is considered that the regeneration is successful. However, due to the inherent thermal inertia of the temperature sensor, excessive fuel injection caused by drastic changes in operating conditions, uneven distribution of carbon loading, etc., the actual internal temperature of the DPF will be much higher than the temperature value measured by the DPF temperature sensor. Therefore, the DPF has a risk of burning out.

[0004] Therefore, how to control the temperature during driving regeneration and reduce the risk of DPF burnout is a technical problem that needs to be solved urgently by those skilled in the art. Summary of the Invention

[0005] The embodiments of this application provide a driving regeneration temperature control method, device, electronic device, and storage medium, which are used to control the temperature during driving regeneration and reduce the risk of DPF burnout.

[0006] In a first aspect, the embodiments of this application provide a driving regeneration temperature control method, including:

[0007] Monitoring the carbon loading of the Diesel Particulate Filter (DPF), and when it is determined that the carbon loading reaches the regeneration threshold, controlling the engine to enter the driving regeneration mode;

[0008] Send the first temperature rise rate to the engine so that the engine adjusts engine parameters according to the first temperature rise rate to perform the first-stage regeneration;

[0009] Obtain the temperature measured by the temperature sensor of the DPF. If it is determined that the first closed-loop regeneration temperature preset is reached, control the engine to perform closed-loop control according to the first closed-loop regeneration temperature;

[0010] If the closed-loop control time of the first closed-loop regeneration temperature reaches the first time threshold, send the second temperature rise rate to the engine so that the engine adjusts engine parameters according to the second temperature rise rate to perform the second-stage regeneration, where the second temperature rise rate is higher than the first temperature rise rate.

[0011] In some embodiments, after sending the second temperature rise rate to the engine so that the engine adjusts engine parameters according to the second temperature rise rate to perform the second-stage regeneration, it further includes:

[0012] Obtain the temperature measured by the temperature sensor of the DPF. If the second closed-loop regeneration temperature preset is not reached and it is determined that the first condition for exiting the in-driving regeneration mode is satisfied, control the engine to exit the in-driving regeneration mode;

[0013] If the second closed-loop regeneration temperature is reached and the first condition for exiting the in-driving regeneration mode is not satisfied, control the engine to perform closed-loop control according to the second closed-loop regeneration temperature. If it is determined that the second condition for exiting the in-driving regeneration mode is satisfied, control the engine to exit the in-driving regeneration mode.

[0014] In some embodiments, determining that the first condition for exiting the in-driving regeneration mode is satisfied includes:

[0015] If the carbon loading of the DPF reaches the regeneration exit threshold, it is determined that the first condition for exiting the in-driving regeneration mode is satisfied;

[0016] Determining that the second condition for exiting the in-driving regeneration mode is satisfied includes:

[0017] If it is determined that the closed-loop control time of the second closed-loop regeneration temperature reaches less than or equal to the second time threshold and the carbon loading of the DPF reaches the regeneration exit threshold, it is determined that the second condition for exiting the in-driving regeneration mode is satisfied.

[0018] In some embodiments, it further includes:

[0019] If it is determined that the closed-loop control time of the second closed-loop regeneration temperature is equal to the second time threshold and the carbon loading of the DPF does not reach the regeneration exit threshold, send the third temperature rise rate to the engine so that the engine adjusts engine parameters according to the third temperature rise rate to perform the third-stage regeneration;

[0020] Obtain the temperature measured by the temperature sensor of the DPF. If the temperature has not reached the preset third closed-loop regeneration temperature and it is determined that the first condition for exiting the in-driving regeneration mode is satisfied, then control the engine to exit the in-driving regeneration mode;

[0021] If the preset third closed-loop regeneration temperature is reached and the first condition for exiting the in-driving regeneration mode is not satisfied, then control the engine to perform closed-loop control according to the third closed-loop regeneration temperature. When it is determined that the third condition for exiting the in-driving regeneration mode is satisfied, then control the engine to exit the in-driving regeneration mode.

[0022] In some embodiments, determining that the third condition for exiting the in-driving regeneration mode is satisfied includes:

[0023] If it is determined that the closed-loop control time of the third closed-loop regeneration temperature is less than the third time threshold and the soot loading of the DPF reaches the regeneration threshold for exit, or if the soot loading of the DPF does not reach the regeneration threshold for exit and the closed-loop control time of the third closed-loop regeneration temperature is equal to the third time threshold, then it is determined that the third condition for exiting the in-driving regeneration mode is satisfied.

[0024] In some embodiments, the second time threshold > the first time threshold > the third time threshold.

[0025] In some embodiments, the first closed-loop regeneration temperature, the second closed-loop regeneration temperature, and the third closed-loop regeneration temperature are determined through the following steps:

[0026] Select multiple DPFs with soot loading reaching the regeneration threshold as test samples, sample the change in soot loading during the regeneration process of each DPF and the corresponding internal temperature of the DPF when the soot loading changes. Among them, at least one temperature sensor is arranged inside each test sample, and at least one temperature sensor is arranged outside each test sample;

[0027] Based on the change in soot loading inside each sampled DPF and the internal temperature of each DPF, determine the safe internal temperature of the DPF corresponding to the maximum soot loading inside the DPF and capable of safe regeneration, and determine the external temperature of the DPF corresponding to the safe internal temperature of the DPF as the first closed-loop regeneration temperature;

[0028] Based on the change in soot loading inside each sampled DPF and the internal temperature of each DPF, determine the critical internal temperature of the DPF corresponding to the maximum soot loading inside the DPF and when the DPF reaches the ignition point, and determine the external temperature of the DPF corresponding to the first threshold not greater than the critical internal temperature of the DPF as the second closed-loop regeneration temperature;

[0029] Determine the DPF external temperature corresponding to the second threshold not greater than the critical DPF internal temperature as the third closed-loop regeneration temperature according to the critical DPF internal temperature, where the second threshold is higher than the first threshold.

[0030] In a second aspect, an embodiment of the present application provides a driving regeneration temperature control device, including:

[0031] A monitoring module, configured to monitor the carbon loading of a diesel particulate filter (DPF), and when it is determined that the carbon loading reaches the regeneration threshold, control the engine to enter the driving regeneration mode;

[0032] A first sending module, configured to send a first temperature rise rate to the engine, so that the engine adjusts engine parameters according to the first temperature rise rate to perform the first-stage regeneration;

[0033] An acquisition module, configured to acquire the temperature measured by the temperature sensor of the DPF, and if it is determined that the first closed-loop regeneration temperature preset is reached, control the engine to perform closed-loop control according to the first closed-loop regeneration temperature;

[0034] A second sending module, configured to, if the closed-loop control time of the first closed-loop regeneration temperature reaches the first time threshold, send a second temperature rise rate to the engine, so that the engine adjusts engine parameters according to the second temperature rise rate to perform the second-stage regeneration, where the second temperature rise rate is higher than the first temperature rise rate.

[0035] In some embodiments, after the second sending module sends the second temperature rise rate to the engine, so that the engine adjusts engine parameters according to the second temperature rise rate to perform the second-stage regeneration, it further includes:

[0036] A determination module, configured to acquire the temperature measured by the temperature sensor of the DPF, and if the preset second closed-loop regeneration temperature is not reached and it is determined that the first condition for exiting the driving regeneration mode is satisfied, control the engine to exit the driving regeneration mode;

[0037] If the second closed-loop regeneration temperature is reached and the first condition for exiting the driving regeneration mode is not satisfied, control the engine to perform closed-loop control according to the second closed-loop regeneration temperature, and if it is determined that the second condition for exiting the driving regeneration mode is satisfied, control the engine to exit the driving regeneration mode.

[0038] In some embodiments, the determination module is specifically configured to:

[0039] If the carbon loading of the DPF reaches the regeneration exit threshold, it is determined that the first condition for exiting the driving regeneration mode is satisfied;

[0040] The determination module is specifically configured to:

[0041] If it is determined that the closed-loop control time of the second closed-loop regeneration temperature reaches less than or equal to the second time threshold and the soot loading of the DPF reaches the exit regeneration threshold, it is determined that the condition for the second exit driving regeneration mode is satisfied.

[0042] In some embodiments, it further includes:

[0043] A third sending module, configured to, if it is determined that the closed-loop control time of the second closed-loop regeneration temperature is equal to the second time threshold and the soot loading of the DPF does not reach the exit regeneration threshold, send the third temperature rise rate to the engine, so that the engine adjusts engine parameters according to the third temperature rise rate to perform third-stage regeneration;

[0044] The determination module is configured to obtain the temperature measured by the temperature sensor of the DPF. If the temperature does not reach the preset third closed-loop regeneration temperature and it is determined that the condition for the first exit driving regeneration mode is satisfied, the engine is controlled to exit the driving regeneration mode;

[0045] If the preset third closed-loop regeneration temperature is reached and the condition for the first exit driving regeneration mode is not satisfied, the engine is controlled to perform closed-loop control according to the third closed-loop regeneration temperature. If it is determined that the condition for the third exit driving regeneration mode is satisfied, the engine is controlled to exit the driving regeneration mode.

[0046] In some embodiments, the determination module is specifically configured to:

[0047] If it is determined that the closed-loop control time of the third closed-loop regeneration temperature is less than the third time threshold and the soot loading of the DPF reaches the exit regeneration threshold, or if the soot loading of the DPF does not reach the exit regeneration threshold and the closed-loop control time of the third closed-loop regeneration temperature is equal to the third time threshold, it is determined that the condition for the third exit driving regeneration mode is satisfied.

[0048] In some embodiments, the second time threshold > the first time threshold > the third time threshold.

[0049] In some embodiments, the first closed-loop regeneration temperature, the second closed-loop regeneration temperature, and the third closed-loop regeneration temperature are determined through the following steps:

[0050] Select a plurality of DPFs with soot loading reaching the regeneration threshold as test samples, sample the change in soot loading during the regeneration process of each DPF and the corresponding internal temperature of the DPF when the soot loading changes. Among them, at least one temperature sensor is arranged inside each test sample, and at least one temperature sensor is arranged outside each test sample;

[0051] Based on the changes in the carbon loading in each DPF and the internal temperature of each DPF through sampling, determine the maximum carbon loading in the DPF and the safe internal temperature of the DPF corresponding to safe regeneration, and determine the external temperature of the DPF corresponding to the safe internal temperature of the DPF as the first closed-loop regeneration temperature;

[0052] Based on the changes in the carbon loading in each DPF and the internal temperature of each DPF through sampling, determine the maximum carbon loading in the DPF and the critical internal temperature of the DPF when the DPF reaches the ignition point, and determine the external temperature of the DPF corresponding to the first threshold not greater than the critical internal temperature of the DPF as the second closed-loop regeneration temperature;

[0053] Determine the external temperature of the DPF corresponding to the second threshold not greater than the critical internal temperature of the DPF as the third closed-loop regeneration temperature, where the second threshold is higher than the first threshold.

[0054] In a third aspect, an embodiment of the present application provides an electronic device, including:

[0055] A memory for storing a computer program;

[0056] A processor, when executing the computer program stored on the memory, implements the steps of the above-mentioned oil pressure relief point determination method.

[0057] In a fourth aspect, a computer-readable storage medium is provided, where the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the above-mentioned oil pressure relief point determination method are implemented.

[0058] In the embodiments of the present application, the carbon loading of the diesel particulate filter (DPF) is monitored. When it is determined that the carbon loading reaches the regeneration threshold, the engine is controlled to enter the on-road regeneration mode, and the first temperature rise rate is sent to the engine so that the engine adjusts the engine parameters according to the first temperature rise rate to perform the first-stage regeneration. The temperature measured by the temperature sensor of the DPF is obtained. If it is determined that the preset first closed-loop regeneration temperature is reached, the engine is controlled to perform closed-loop control according to the first closed-loop regeneration temperature. If the closed-loop control time of the first closed-loop regeneration temperature reaches the first time threshold, the second temperature rise rate is sent to the engine so that the engine adjusts the engine parameters according to the second temperature rise rate to perform the second-stage regeneration, where the second temperature rise rate is higher than the first temperature rise rate. By setting different temperature rise rates during on-road regeneration, after controlling the temperature rise at the first temperature rise rate to reach the first closed-loop regeneration temperature and then performing closed-loop control, when the closed-loop control time of the first closed-loop regeneration temperature reaches the first time threshold, the temperature rise is controlled at the second temperature rise rate higher than the first temperature rise rate to perform the second-stage regeneration. In this way, the on-road regeneration is performed in two stages. During the first-stage regeneration process, the thermal inertia of the temperature sensor and the influence of uneven carbon loading distribution can be eliminated. After a certain period of time, the second-stage regeneration is carried out, which can accelerate the regeneration rate and reduce the risk of DPF burnout at the same time. Description of the Drawings

[0059] The drawings described herein are used to provide a further understanding of the present application and form a part of the present application. The schematic embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation to the present application. In the drawings:

[0060] Figure 1 It is an application scenario diagram of a method for controlling on-road regeneration temperature provided by an embodiment of the present application;

[0061] Figure 2 It is a flowchart of a method for controlling on-road regeneration temperature provided by an embodiment of the present application;

[0062] Figure 3 It is a flowchart of another method for controlling on-road regeneration temperature provided by an embodiment of the present application;

[0063] Figure 4 It is a flowchart of another method for controlling on-road regeneration temperature provided by an embodiment of the present application;

[0064] Figure 5 It is a schematic diagram of the on-road regeneration temperature control gradient provided by an embodiment of the present application;

[0065] Figure 6 It is a schematic structural diagram of an on-road regeneration temperature control device provided by an embodiment of the present application;

[0066] Figure 7Schematic diagram of the hardware structure of an electronic device for implementing a driving regeneration temperature control method provided by an embodiment of the present application. Detailed implementation manners

[0067] In order to control the temperature during driving regeneration and reduce the risk of DPF burnout, an embodiment of the present application provides a driving regeneration temperature control method, device, electronic device and storage medium.

[0068] It should be noted that in the description of the present application, "a plurality of" is understood as "at least two". "And / or" describes the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist, and B exists alone. The connection between A and B can represent: the direct connection between A and B and the connection between A and B through C. In addition, in the description of the present application, words such as "first" and "second" are only used for the purpose of distinguishing descriptions, and cannot be understood as indicating or implying relative importance, nor can they be understood as indicating or implying order.

[0069] The following describes the preferred embodiments of the present application with reference to the accompanying drawings of the specification. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present application, and are not used to limit the present application. And without conflict, the embodiments in the present application and the features in the embodiments can be combined with each other.

[0070] Figure 1It is an application scenario diagram of a driving regeneration temperature control method provided by an embodiment of the present application. There is a post-treatment system 1 and an Electronic Control Unit (ECU) 2. Among them, the post-treatment system 1 includes: a Diesel Oxidation Catalyst (DOC) 11, a DPF 12, a Selective Catalytic Reduction (SCR) 13, and a temperature sensor 14. The DOC is used to convert carbon monoxide (CO) and hydrocarbons (HC) in the engine exhaust into water (H2O) and carbon dioxide (CO2) through an oxidation reaction; when the particles in the DPF accumulate to a certain value, fuel needs to be injected in front of the DOC to burn in the DOC, thereby increasing the temperature of the DPF, oxidizing the trapped particles, and enabling the DPF to regain the ability to trap particles again. The SCR is used to chemically react ammonia-based reductant with nitrogen oxides (NOx) in the flue gas to generate nitrogen and water under the action of a catalyst. The temperature sensor 14 is used to measure the external temperature of the DPF and send the temperature to the ECU. In this embodiment, the ECU is used to monitor the carbon loading of the DPF in real time. When it is determined that the carbon loading reaches the regeneration threshold, the engine is controlled to enter the driving regeneration mode; the first temperature rise rate is sent to the engine so that the engine adjusts the engine parameters according to the first temperature rise rate to perform the first-stage regeneration; the temperature measured by the temperature sensor of the DPF is obtained. If it is determined that the preset first closed-loop regeneration temperature is reached, the engine is controlled to perform closed-loop control according to the first closed-loop regeneration temperature; if the closed-loop control time of the first closed-loop regeneration temperature reaches the first time threshold, the second temperature rise rate is sent to the engine so that the engine adjusts the engine parameters according to the second temperature rise rate to perform the second-stage regeneration, where the second temperature rise rate is higher than the first temperature rise rate.

[0071] After introducing the application scenario of the embodiment of the present application, the driving regeneration temperature control proposed by the present application will be described below with specific embodiments. Figure 2 It is a flowchart of a driving regeneration temperature control method provided by an embodiment of the present application. This method is applied to Figure 1 the ECU therein, and this method includes the following steps.

[0072] In step 201, monitor the carbon loading of the Diesel Particulate Filter (DPF). When it is determined that the carbon loading reaches the regeneration threshold, control the engine to enter the driving regeneration mode.

[0073] In specific implementation, the main methods for judging the carbon loading in the DPF include the exhaust backpressure method, the driving time method, the soot emission method, and the carbon loading estimation method based on differential pressure. Among them, the carbon loading estimation method based on differential pressure has a relatively accurate judgment result. This method determines the carbon loading in the DPF according to the corresponding relationship between the differential pressure value at both ends of the DPF and the internal carbon loading of the DPF. It uses a differential pressure sensor to measure the differential pressure value at both ends of the DPF under different engine operating conditions and corrects the differential pressure value according to the influence of the air flow temperature, and then determines the carbon loading in the DPF. When it is determined that the carbon loading reaches the regeneration threshold, the engine is controlled to enter the on-road regeneration mode.

[0074] In step 202, the first temperature rise rate is sent to the engine so that the engine adjusts the engine parameters according to the first temperature rise rate to perform the first-stage regeneration.

[0075] In specific implementation, when the on-road regeneration mode is triggered, the initial temperature of the engine is very low and the DOC conversion efficiency is also relatively low. If it is quickly raised to the target temperature of regeneration, it will cause overspray of engine fuel. The oversprayed fuel that cannot be burned in time will adhere to the DPF. Moreover, due to the thermal inertia of the sensor, it cannot reflect the real temperature inside the DPF in real time, which will further exacerbate the overspray of fuel. In addition, at the initial regeneration, the carbon loading in the DPF is high and it is difficult to control the uniformity of the carbon loading distribution, which will further increase the risk of DPF burnout. Therefore, the ECU sends the first temperature rise rate to the engine so that the engine adjusts the engine parameters according to the first temperature rise rate to perform the first-stage regeneration. The engine parameters are, for example, the fuel injection quantity, the actuator opening parameter, etc. And the first temperature rise rate can be obtained by pre-measurement through a bench test, or a smaller value that allows the temperature to rise slowly is selected.

[0076] In step 203, the temperature measured by the temperature sensor of the DPF is obtained. If it is determined that the preset first closed-loop regeneration temperature is reached, the engine is controlled to perform closed-loop control according to the first closed-loop regeneration temperature.

[0077] In specific implementation, the ECU pre-sets the first closed-loop regeneration temperature. By comparing it with the temperature measured by the temperature sensor of the DPF obtained, if it is determined that the preset first closed-loop regeneration temperature is reached, closed-loop control can be performed through the classical PID algorithm to control the temperature measured by the temperature sensor of the DPF within the first closed-loop regeneration temperature, or perform the first-stage regeneration within the preset floating range of the first closed-loop regeneration temperature. The first-stage regeneration is the low-temperature regeneration stage.

[0078] In this way, by setting the first closed-loop regeneration temperature and the first temperature rise rate and performing closed-loop control when the first closed-loop regeneration temperature is reached, the risks brought by the thermal inertia of the temperature sensor and the uneven distribution of carbon loading can be eliminated.

[0079] In step 204, if the closed-loop control time of the first closed-loop regeneration temperature reaches the first time threshold, the second temperature rise rate is sent to the engine so that the engine adjusts the engine parameters according to the second temperature rise rate to perform the second-stage regeneration, where the second temperature rise rate is higher than the first temperature rise rate.

[0080] During specific implementation, the closed-loop control time of the first closed-loop regeneration temperature is detected. When the closed-loop control time of the first closed-loop regeneration temperature reaches the first time threshold, at this time, after the first-stage regeneration, the temperature in the DPF rises and is basically stable, and the over-sprayed fuel has been exhausted. At this time, the DOC conversion efficiency has reached the high-efficiency window. At this time, the regeneration speed can be increased, and the second temperature rise rate higher than the first temperature rise rate is sent to the engine so that the engine adjusts the engine parameters according to the second temperature rise rate to perform the second-stage regeneration.

[0081] In the embodiment of the present application, by setting two regeneration stages, first let the DPF rise from a relatively low temperature at the trigger of in-driving regeneration to the first closed-loop regeneration temperature at a relatively slow first temperature rise rate to perform the first-stage regeneration. When the first-stage regeneration reaches the first time threshold, then increase the temperature rise rate, and control the DPF temperature to rise from the first closed-loop temperature at the second temperature rise rate. In this way, an efficient regeneration process can be realized, and the risk of DPF burnout during in-driving regeneration can be further reduced.

[0082] During specific implementation, the second-stage regeneration can also be controlled by setting the second closed-loop regeneration temperature of the second-stage regeneration. Figure 3 It is a flowchart of another in-driving regeneration temperature control method provided by the embodiment of the present application. This method is applied to Figure 1 the ECU therein, and this method includes the following steps.

[0083] In step 301, the carbon loading of the diesel particulate filter (DPF) is monitored. When it is determined that the carbon loading reaches the regeneration threshold, the engine is controlled to enter the in-driving regeneration mode.

[0084] In step 302, the first temperature rise rate is sent to the engine so that the engine adjusts the engine parameters according to the first temperature rise rate to perform the first-stage regeneration.

[0085] In step 303, the temperature measured by the temperature sensor of the DPF is obtained. If it is determined that the temperature reaches the preset first closed-loop regeneration temperature, the engine is controlled to perform closed-loop control according to the first closed-loop regeneration temperature.

[0086] In step 304, if the closed-loop control time of the first closed-loop regeneration temperature reaches the first time threshold, the second temperature rise rate is sent to the engine so that the engine adjusts the engine parameters according to the second temperature rise rate to perform the second-stage regeneration, where the second temperature rise rate is higher than the first temperature rise rate.

[0087] In step 305, obtain the temperature measured by the temperature sensor of the DPF. If it is determined that the second closed-loop regeneration temperature set in advance is reached and the first condition for exiting the in-driving regeneration mode is not met, then control the engine to perform closed-loop control according to the second closed-loop regeneration temperature.

[0088] In specific implementation, if the second closed-loop regeneration temperature is not reached and it is determined that the first condition for exiting the in-driving regeneration mode is met, then the engine can be controlled to exit the in-driving regeneration mode. Among them, the first condition for exiting the in-driving regeneration mode can be that the soot loading of the DPF reaches the regeneration threshold for exiting.

[0089] In specific implementation, if the second closed-loop regeneration temperature is reached and the first condition for exiting the in-driving regeneration mode is not met, and it is determined that the second condition for exiting the in-driving regeneration mode is met, then control the engine to exit the in-driving regeneration mode. For example, a second time threshold is set in advance. If it is determined that the closed-loop control time of the second closed-loop regeneration temperature reaches less than or equal to the second time threshold and the soot loading of the DPF reaches the regeneration threshold for exiting, then it is determined that the second condition for exiting the in-driving regeneration mode is met.

[0090] In this way, after the preset second closed-loop temperature is reached, the second-stage closed-loop control is performed, and the temperature is no longer allowed to continue to rise. During the execution of the second-stage regeneration process, by judging whether the soot loading of the DPF reaches the regeneration threshold for exiting, the in-driving regeneration mode is controlled to exit, which can effectively control the temperature of the DPF and prevent the DPF from burning out.

[0091] During the actual regeneration process, it is also possible that the particulate matter in the DPF is not completely eliminated, resulting in the soot loading of the DPF never reaching the regeneration threshold for exiting and thus the in-driving regeneration mode cannot be exited. Therefore, the third-stage regeneration can also be performed by setting the third closed-loop regeneration temperature, the third temperature rise rate, and the third time threshold. Figure 4 The flowchart of another in-driving regeneration temperature control method provided by the embodiment of the present application, this method is applied to Figure 1 the ECU in, and this method includes the following steps.

[0092] In step 401, monitor the soot loading of the diesel particulate filter (DPF). When it is determined that the soot loading reaches the regeneration threshold, control the engine to enter the in-driving regeneration mode.

[0093] In step 402, send the first temperature rise rate to the engine so that the engine adjusts the engine parameters according to the first temperature rise rate to perform the first-stage regeneration.

[0094] In step 403, obtain the temperature measured by the temperature sensor of the DPF. If it is determined that the first closed-loop regeneration temperature set in advance is reached, then control the engine to perform closed-loop control according to the first closed-loop regeneration temperature.

[0095] In step 404, if the closed-loop control time of the first closed-loop regeneration temperature reaches the first time threshold, the second temperature rise rate is sent to the engine so that the engine adjusts the engine parameters according to the second temperature rise rate to perform the second-stage regeneration, where the second temperature rise rate is higher than the first temperature rise rate.

[0096] In step 405, the temperature measured by the temperature sensor of the DPF is obtained. If it is determined that the preset second closed-loop regeneration temperature is reached and the first condition for exiting the in-driving regeneration mode is not satisfied, the engine is controlled to perform closed-loop control according to the second closed-loop regeneration temperature.

[0097] In step 406, if it is determined that the closed-loop control time of the second closed-loop regeneration temperature is equal to the second time threshold and the soot loading of the DPF has not reached the regeneration threshold for exiting, the third temperature rise rate is sent to the engine so that the engine adjusts the engine parameters according to the third temperature rise rate to perform the third-stage regeneration.

[0098] Among them, the third temperature rise rate can be greater than or equal to the second temperature rise rate, and no limitation is made here.

[0099] In step 407, if the preset third closed-loop regeneration temperature is reached and the first condition for exiting the in-driving regeneration mode is not satisfied, the engine is controlled to perform closed-loop control according to the third closed-loop regeneration temperature. When it is determined that the third condition for exiting the in-driving regeneration mode is satisfied, the engine is controlled to exit the in-driving regeneration mode.

[0100] In specific implementation, the temperature measured by the temperature sensor of the DPF is obtained. If the preset third closed-loop regeneration temperature is not reached and it is determined that the first condition for exiting the in-driving regeneration mode is satisfied, the engine is controlled to exit the in-driving regeneration mode.

[0101] In specific implementation, if it is determined that the closed-loop control time of the third closed-loop regeneration temperature is less than the third time threshold and the soot loading of the DPF reaches the regeneration threshold for exiting, or if the soot loading of the DPF has not reached the regeneration threshold for exiting and the closed-loop control time of the third closed-loop regeneration temperature is equal to the third time threshold, it is determined that the third condition for exiting the in-driving regeneration mode is satisfied.

[0102] In specific implementation, the second time threshold is greater than the first time threshold which is greater than the third time threshold.

[0103] In specific implementation, the first closed-loop regeneration temperature, the second closed-loop regeneration temperature, and the third closed-loop regeneration temperature can be determined through the following steps:

[0104] Select multiple DPFs with soot loading reaching the regeneration threshold as test samples, sample the change of soot loading during regeneration of each DPF and the corresponding internal temperature of the DPF when the soot loading changes. Among them, at least one temperature sensor is set inside each test sample, and at least one temperature sensor is set outside each test sample;

[0105] Based on the changes in the carbon loading in each DPF and the internal temperature of each DPF during sampling, determine the maximum carbon loading in the DPF and the corresponding safe internal temperature of the DPF at which safe regeneration can occur, and determine the external temperature of the DPF corresponding to the safe internal temperature of the DPF as the first closed-loop regeneration temperature; among them, the maximum carbon loading of the DPF is generally the carbon loading that can be tolerated at the highest exhaust temperature of the engine when entering the regeneration mode. In this stage, the thermal inertia of the temperature sensor is mainly eliminated to increase the actual temperature of regeneration.

[0106] Based on the changes in the carbon loading in each DPF and the internal temperature of each DPF during sampling, determine the maximum carbon loading in the DPF and the corresponding critical internal temperature of the DPF when the DPF reaches the ignition point. Determine the external temperature of the DPF corresponding to the first threshold not greater than the critical internal temperature of the DPF as the second closed-loop regeneration temperature; at this time, after the preheating and low-temperature regeneration in the first stage of regeneration, the risk of DPF burnout drops sharply. At this time, it is necessary to quickly eliminate the carbon loading. The second closed-loop regeneration temperature can be determined according to the first threshold of the critical internal temperature of the DPF when the DPF reaches the ignition point. For example, set the first threshold to 80% of the critical internal temperature of the DPF. At this time, the carbon loading can be burned efficiently and economically, and then determine the second closed-loop regeneration temperature according to the corresponding external temperature of the DPF. Specifically, it can be appropriately adjusted by technicians according to the experimental results.

[0107] Determine the external temperature of the DPF corresponding to the second threshold not greater than the critical internal temperature of the DPF as the third closed-loop regeneration temperature, where the second threshold is higher than the first threshold. Specifically, after the first stage of regeneration and the second stage of regeneration, the remaining carbon loading in the DPF is less, and the regeneration temperature can be further appropriately increased to accelerate the progress of regeneration. Therefore, the third closed-loop regeneration temperature can be selected as the external temperature of the DPF corresponding to the second threshold not greater than the critical internal temperature of the DPF. For example, set the second threshold to 90% of the critical internal temperature of the DPF. Specifically, it can be appropriately adjusted by technicians according to the experimental results.

[0108] In this way, setting the third stage to execute the regeneration process can quickly eliminate the remaining carbon loading. When the second stage of regeneration can complete the regeneration requirement, the third stage will not be enabled. When the second stage cannot complete the regeneration requirement, the third stage will be enabled to increase the regeneration closed-loop temperature and quickly remove the residual carbon loading. To control the regeneration risk, when the closed-loop control time of the third stage reaches the third time threshold, even if the carbon loading in the DPF does not drop below the threshold for exiting in-vehicle regeneration, the in-vehicle regeneration will be terminated.

[0109] Figure 5A schematic diagram of the temperature control gradient for in-vehicle regeneration provided by an embodiment of this application. As shown in the figure, the entire regeneration process is divided into three gradients. The closed-loop temperatures for regeneration are T1 (the first closed-loop regeneration temperature), T2 (the second closed-loop regeneration temperature), and T3 (the third closed-loop regeneration temperature) respectively. The temperature relationship among the three stages is T3 > T2 > T1. The three closed-loop control times are ΔH1 (the first time threshold), ΔH2 (the second time threshold), and ΔH3 (the third time threshold) respectively. The relationship among the three closed-loop control times is ΔH2 > ΔH1 > ΔH3. The first temperature rise rate in the Stage1 stage (the first-stage regeneration) is X1 °C / S, and the temperature rise gradients in the Stage2 (the first-stage regeneration) and Stage3 (the third-stage regeneration) stages are X2 °C / S, where X2 > X1.

[0110] During specific implementation: The main functions of the three stages are as follows:

[0111] The main function of the Stage1 stage: Reduce the risk of DPF burnout caused by the thermal inertia of the temperature sensor and the uneven distribution of the carbon load. When the carbon load in the DPF reaches the regeneration threshold to trigger in-vehicle regeneration, if the initial temperature of the engine is low at this time, the conversion efficiency of the DOC is low. Coupled with the large required temperature rise rate, a lot of fuel will be over-injected. The over-injected diesel cannot be burned in time and adheres to the DPF. Moreover, due to the thermal inertia of the sensor, the real temperature inside the DPF cannot be reflected in real time, which will further exacerbate the over-injection of fuel. In addition, at the initial regeneration, the carbon load in the DPF is large, and it is difficult to control the uniformity of the carbon load distribution, which will further increase the risk of DPF burnout. Therefore, the Stage1 stage fully considers the above factors and realizes low-temperature regeneration by restricting the temperature rise rate, reducing the closed-loop temperature, and stabilizing for a period of time, so as to eliminate the risks brought by sensor thermal inertia and uneven carbon load distribution.

[0112] The main function of the Stage2 stage: The main stage for removing the carbon load in the DPF. After the preheating in the Stage1 stage, the temperature inside the DPF rises and is basically stable, and the over-injected fuel has been exhausted. At this time, the conversion efficiency of the DOC has reached the high-efficiency window, and the regeneration speed can be increased, and the temperature rise rate and the regeneration closed-loop temperature can be improved.

[0113] The main function of the Stage3 stage: The standby stage, and the main purpose is to quickly eliminate the remaining carbon load. When the regeneration requirements can be completed in the Stage2 stage, the Stage3 stage will not be enabled. When the regeneration requirements cannot be completed in the Stage2 stage, the Stage3 stage will be enabled to increase the regeneration closed-loop temperature and quickly remove the residual carbon load. To control the regeneration risk, when the closed-loop control time in the stage3 stage reaches ΔH3, even if the carbon load in the DPF is not lower than the in-vehicle regeneration exit threshold, the in-vehicle regeneration will be terminated.

[0114] In this way, considering the factors of the thermal inertia of the sensor and the uneven distribution of the initial carbon loading during in - vehicle regeneration, by means of staged regeneration and controlling the temperature rise gradient, the risk of DPF burnout during in - vehicle regeneration is reduced.

[0115] Based on the same technical concept, the embodiment of the present application also provides an in - vehicle regeneration temperature control device. The principle of solving problems by the in - vehicle regeneration temperature control device is similar to the above - mentioned in - vehicle regeneration temperature control method. Therefore, for the implementation of the in - vehicle regeneration temperature control device, reference can be made to the implementation of the in - vehicle regeneration temperature control method, and repeated parts will not be elaborated.

[0116] Figure 6 FIG. is a schematic structural diagram of an in - vehicle regeneration temperature control device provided by an embodiment of the present application, including a monitoring module 601, a first sending module 602, an acquisition module 603, and a second sending module 604.

[0117] The monitoring module 601 is configured to monitor the carbon loading of the diesel particulate filter (DPF). When it is determined that the carbon loading reaches the regeneration threshold, it controls the engine to enter the in - vehicle regeneration mode.

[0118] The first sending module 602 is configured to send a first temperature rise rate to the engine, so that the engine adjusts engine parameters according to the first temperature rise rate to perform the first - stage regeneration.

[0119] The acquisition module 603 is configured to acquire the temperature measured by the temperature sensor of the DPF. If it is determined that the first closed - loop regeneration temperature is reached, it controls the engine to perform closed - loop control according to the first closed - loop regeneration temperature.

[0120] The second sending module 604 is configured to, if the closed - loop control time of the first closed - loop regeneration temperature reaches a first time threshold, send a second temperature rise rate to the engine, so that the engine adjusts engine parameters according to the second temperature rise rate to perform the second - stage regeneration, where the second temperature rise rate is higher than the first temperature rise rate.

[0121] In some embodiments, after the second sending module 604 sends the second temperature rise rate to the engine so that the engine adjusts engine parameters according to the second temperature rise rate to perform the second - stage regeneration, it further includes:

[0122] A determination module 605 is configured to acquire the temperature measured by the temperature sensor of the DPF. If the second closed - loop regeneration temperature is not reached and it is determined that the first condition for exiting the in - vehicle regeneration mode is met, it controls the engine to exit the in - vehicle regeneration mode.

[0123] If the second closed-loop regeneration temperature is reached and the first condition for exiting the in-driving regeneration mode is not satisfied, the engine is controlled to perform closed-loop control according to the second closed-loop regeneration temperature. When it is determined that the second condition for exiting the in-driving regeneration mode is satisfied, the engine is controlled to exit the in-driving regeneration mode.

[0124] In some embodiments, the determining module 605 is specifically configured to:

[0125] If the soot loading of the DPF reaches the regeneration exit threshold, it is determined that the first condition for exiting the in-driving regeneration mode is satisfied;

[0126] The determining module 605 is specifically configured to:

[0127] If it is determined that the closed-loop control time of the second closed-loop regeneration temperature reaches or is less than the second time threshold and the soot loading of the DPF reaches the regeneration exit threshold, it is determined that the second condition for exiting the in-driving regeneration mode is satisfied.

[0128] In some embodiments, it further includes:

[0129] A third sending module 606, configured to, if it is determined that the closed-loop control time of the second closed-loop regeneration temperature is equal to the second time threshold and the soot loading of the DPF does not reach the regeneration exit threshold, send the third temperature rise rate to the engine, so that the engine adjusts the engine parameters according to the third temperature rise rate to perform the third-stage regeneration;

[0130] The determining module 605 is configured to obtain the temperature measured by the temperature sensor of the DPF. If the third closed-loop regeneration temperature preset is not reached and it is determined that the first condition for exiting the in-driving regeneration mode is satisfied, the engine is controlled to exit the in-driving regeneration mode;

[0131] If the third closed-loop regeneration temperature preset is reached and the first condition for exiting the in-driving regeneration mode is not satisfied, the engine is controlled to perform closed-loop control according to the third closed-loop regeneration temperature. When it is determined that the third condition for exiting the in-driving regeneration mode is satisfied, the engine is controlled to exit the in-driving regeneration mode.

[0132] In some embodiments, the determining module 605 is specifically configured to:

[0133] If it is determined that the closed-loop control time of the third closed-loop regeneration temperature is less than the third time threshold and the soot loading of the DPF reaches the regeneration exit threshold, or if the soot loading of the DPF does not reach the regeneration exit threshold and the closed-loop control time of the third closed-loop regeneration temperature is equal to the third time threshold, it is determined that the third condition for exiting the in-driving regeneration mode is satisfied.

[0134] In some embodiments, the second time threshold > the first time threshold > the third time threshold.

[0135] In some embodiments, the first closed-loop regeneration temperature, the second closed-loop regeneration temperature, and the third closed-loop regeneration temperature are determined through the following steps:

[0136] Select multiple DPFs with a carbon loading reaching the regeneration threshold as test samples, sample the change in carbon loading during the regeneration process of each DPF and the corresponding internal temperature of the DPF when the carbon loading changes. Among them, at least one temperature sensor is arranged inside each test sample, and at least one temperature sensor is arranged outside each test sample;

[0137] Based on the change in carbon loading inside each sampled DPF and the internal temperature of each DPF, determine the safe DPF internal temperature corresponding to the maximum carbon loading inside the DPF and capable of safe regeneration, and determine the external temperature of the DPF corresponding to the safe DPF internal temperature as the first closed-loop regeneration temperature;

[0138] Based on the change in carbon loading inside each sampled DPF and the internal temperature of each DPF, determine the critical DPF internal temperature corresponding to the maximum carbon loading inside the DPF and when the DPF reaches the ignition point, and determine the external temperature of the DPF corresponding to the first threshold not greater than the critical DPF internal temperature as the second closed-loop regeneration temperature;

[0139] Determine the external temperature of the DPF corresponding to the second threshold not greater than the critical DPF internal temperature as the third closed-loop regeneration temperature, where the second threshold is higher than the first threshold.

[0140] The division of modules in the embodiments of the present application is illustrative. It is only a logical function division. In actual implementation, there may be other division methods. In addition, each functional module in the embodiments of the present application can be integrated in a processor, or can exist physically alone, or two or more modules can be integrated in one module. The coupling between each module can be achieved through some interfaces, and these interfaces are usually electrical communication interfaces, but it does not exclude the possibility of being mechanical interfaces or other forms of interfaces. Therefore, the modules described as separate components may or may not be physically separated, and can be located in one place or distributed to different positions of the same or different devices. The above integrated modules can be implemented in the form of hardware or in the form of software functional modules.

[0141] After introducing the driving regeneration temperature control method and device of the exemplary embodiment of the present application, next, an electronic device according to another exemplary embodiment of the present application is introduced.

[0142] The following will refer to Figure 7 to describe the electronic device 130 implemented according to this embodiment of the present application. Figure 7 The electronic device 130 shown is merely an example and should not impose any limitations on the functions and usage scope of the embodiments of the present application.

[0143] As Figure 7 shown, the electronic device 130 is presented in the form of a general electronic device. The components of the electronic device 130 may include, but are not limited to: at least one of the above-mentioned processors 131, at least one of the above-mentioned memories 132, and a bus 133 connecting different system components (including the memory 132 and the processor 131).

[0144] The bus 133 represents one or more of several types of bus structures, including a memory bus or a memory controller, a peripheral bus, a processor, or a local bus using any bus structure in a variety of bus structures.

[0145] The memory 132 may include a readable medium in the form of volatile memory, such as a random access memory (RAM) 1321 and / or a cache memory 1322, and may further include a read-only memory (ROM) 1323.

[0146] The memory 132 may also include a program / utilities 1325 having a set (at least one) of program modules 1324. Such program modules 1324 include, but are not limited to: an operating system, one or more application programs, other program modules, and program data. Each or some combination of these examples may include the implementation of a network environment.

[0147] The electronic device 130 may also communicate with one or more external devices 134 (such as a keyboard, a pointing device, etc.), may also communicate with one or more devices that enable a user to interact with the electronic device 130, and / or communicate with any device that enables the electronic device 130 to communicate with one or more other electronic devices (such as a router, a modem, etc.). Such communication may be carried out through an input / output (I / O) interface 135. And, the electronic device 130 may also communicate with one or more networks (such as a local area network (LAN), a wide area network (WAN), and / or a public network, such as the Internet) through a network adapter 136. As shown in the figure, the network adapter 136 communicates with other modules for the electronic device 130 through the bus 133. It should be understood that although not shown in the figure, other hardware and / or software modules may be used in combination with the electronic device 130, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, RAID systems, tape drives, and data backup storage systems, etc.

[0148] In an exemplary embodiment, a storage medium is further provided. When the computer program in the storage medium is executed by a processor of an electronic device, the electronic device can execute the above-mentioned driving regeneration temperature control method. Optionally, the storage medium may be a non-transitory computer-readable storage medium. For example, the non-transitory computer-readable storage medium may be ROM, random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage devices, etc.

[0149] In an exemplary embodiment, the electronic device of the present application may at least include at least one processor and a memory communicatively connected to the at least one processor. Wherein, the memory stores a computer program executable by the at least one processor. When the computer program is executed by the at least one processor, the at least one processor can execute the steps of any driving regeneration temperature control method provided by the embodiments of the present application.

[0150] In an exemplary embodiment, a computer program product is further provided. When the computer program product is executed by an electronic device, the electronic device can implement any exemplary method provided by the present application.

[0151] Moreover, the computer program product may adopt any combination of one or more readable media. The readable media may be a readable signal medium or a readable storage medium. The readable storage medium may, for example, but not be limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above. More specific examples (non-exhaustive list) of the readable storage medium include: an electrical connection with one or more wires, a portable disk, a hard disk, RAM, ROM, erasable programmable read-only memory (EPROM), flash memory, optical fiber, compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination of the above.

[0152] The program product for driving regeneration temperature control in the embodiments of the present application may adopt a CD-ROM and include program code, and can run on a computing device. However, the program product of the present application is not limited thereto. In this document, the readable storage medium may be any tangible medium that contains or stores a program, and the program can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0153] A readable signal medium can include a data signal propagated in a baseband or as part of a carrier wave, which carries readable program code. Such a propagated data signal can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. The readable signal medium can also be any readable medium other than a readable storage medium, which can send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0154] The program code contained on the readable medium can be transmitted using any appropriate medium, including but not limited to wireless, wired, optical fiber cable, radio frequency (RF), etc., or any suitable combination of the above.

[0155] The program code for performing the operations of this application can be written in any combination of one or more programming languages, including object-oriented programming languages such as Java, C++, etc., and also including conventional procedural programming languages such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computing device, partially on the user's device, executed as a stand-alone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server. In the case of a remote computing device, the remote computing device can be connected to the user's computing device through any type of network such as a local area network (LAN) or a wide area network (WAN), or, alternatively, can be connected to an external computing device (e.g., by connecting through the Internet using an Internet service provider).

[0156] It should be noted that although several units or subunits of the apparatus are mentioned in the above detailed description, this division is merely exemplary and not mandatory. In fact, according to the embodiments of this application, the features and functions of the two or more units described above can be embodied in one unit. Conversely, the features and functions of one unit described above can be further divided and embodied by multiple units.

[0157] In addition, although the operations of the method of this application are described in a specific order in the drawings, this does not require or imply that these operations must be performed in that specific order, or that all the operations shown must be performed to achieve the desired result. Additionally or alternatively, some steps can be omitted, multiple steps can be combined into one step for execution, and / or one step can be decomposed into multiple steps for execution.

[0158] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a system, or a computer program product. Therefore, the present application can take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0159] The present application is described with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and computer program products according to the embodiments of the present application. It should be understood that each flow and / or block in the flowchart and / or block diagram, as well as the combination of flows and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to generate a machine, such that the instructions executed by the processor of the computer or other programmable data processing devices generate a device for implementing the functions specified in Figure 1 one or more of the processes Figure 1 or blocks or combinations of blocks.

[0160] These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing device to work in a specific manner, such that the instructions stored in the computer-readable memory generate a manufactured article including an instruction device that implements the functions specified in Figure 1 one or more of the processes Figure 1 or blocks or combinations of blocks.

[0161] These computer program instructions can also be loaded onto a computer or other programmable data processing device, such that a series of operation steps are executed on the computer or other programmable device to generate a computer-implemented process, so that the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in Figure 1 one or more of the processes Figure 1 or blocks or combinations of blocks.

[0162] Although the preferred embodiments of the present application have been described, those skilled in the art can make additional changes and modifications once they learn the basic creative concepts. Therefore, the appended claims are intended to be construed to include the preferred embodiments as well as all changes and modifications that fall within the scope of the present application.

[0163] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalent technologies, this application also intends to include these modifications and variations.

Claims

1. A driving regeneration temperature control method, characterized in that, Including: Monitoring the carbon loading of the diesel particulate filter (DPF), when it is determined that the carbon loading reaches the regeneration threshold, controlling the engine to enter the on-road regeneration mode; Sending the first temperature rise rate to the engine so that the engine adjusts engine parameters according to the first temperature rise rate to perform the first-stage regeneration; Obtaining the temperature measured by the temperature sensor of the DPF, if it is determined that the first closed-loop regeneration temperature set in advance is reached, controlling the engine to perform closed-loop control according to the first closed-loop regeneration temperature; If the closed-loop control time of the first closed-loop regeneration temperature reaches the first time threshold, sending the second temperature rise rate to the engine so that the engine adjusts engine parameters according to the second temperature rise rate to perform the second-stage regeneration, where the second temperature rise rate is higher than the first temperature rise rate; Obtaining the temperature measured by the temperature sensor of the DPF, if the second closed-loop regeneration temperature set in advance is reached and the first condition for exiting the on-road regeneration mode is not satisfied, controlling the engine to perform closed-loop control according to the second closed-loop regeneration temperature; If it is determined that the closed-loop control time of the second closed-loop regeneration temperature is equal to the second time threshold and the carbon loading of the DPF does not reach the regeneration threshold for exiting, sending the third temperature rise rate to the engine so that the engine adjusts engine parameters according to the third temperature rise rate to perform the third-stage regeneration; where the third temperature rise rate is greater than or equal to the second temperature rise rate; Obtaining the temperature measured by the temperature sensor of the DPF, if the third closed-loop regeneration temperature set in advance is not reached and it is determined that the first condition for exiting the on-road regeneration mode is satisfied, controlling the engine to exit the on-road regeneration mode; If the third closed-loop regeneration temperature set in advance is reached and the first condition for exiting the on-road regeneration mode is not satisfied, controlling the engine to perform closed-loop control according to the third closed-loop regeneration temperature, and if it is determined that the third condition for exiting the on-road regeneration mode is satisfied, controlling the engine to exit the on-road regeneration mode; When the closed-loop control time of the third closed-loop regeneration temperature is less than the third time threshold and the carbon loading of the DPF reaches the regeneration threshold for exiting, or the carbon loading of the DPF does not reach the regeneration threshold for exiting and the closed-loop control time of the third closed-loop regeneration temperature is equal to the third time threshold, it is determined that the third condition for exiting the on-road regeneration mode is satisfied; the second time threshold > the first time threshold > the third time threshold.

2. The method according to claim 1, characterized in that, After sending the second temperature rise rate to the engine so that the engine adjusts engine parameters according to the second temperature rise rate to perform the second-stage regeneration, it further includes: Obtaining the temperature measured by the temperature sensor of the DPF, if the second closed-loop regeneration temperature set in advance is not reached and it is determined that the first condition for exiting the on-road regeneration mode is satisfied, controlling the engine to exit the on-road regeneration mode; If the second closed-loop regeneration temperature is reached and the first condition for exiting the on-road regeneration mode is not satisfied, controlling the engine to perform closed-loop control according to the second closed-loop regeneration temperature, and if it is determined that the second condition for exiting the on-road regeneration mode is satisfied, controlling the engine to exit the on-road regeneration mode.

3. The method according to claim 2, wherein Determine that the first condition for exiting the in - vehicle regeneration mode is met, including: If the soot loading of the DPF reaches the regeneration exit threshold, it is determined that the first condition for exiting the in - vehicle regeneration mode is met; Determine that the second condition for exiting the in - vehicle regeneration mode is met, including: If it is determined that the closed - loop control time of the second closed - loop regeneration temperature reaches less than or equal to the second time threshold and the soot loading of the DPF reaches the regeneration exit threshold, it is determined that the second condition for exiting the in - vehicle regeneration mode is met.

4. The method according to claim 1, wherein The first closed - loop regeneration temperature, the second closed - loop regeneration temperature, and the third closed - loop regeneration temperature are determined through the following steps: Select multiple DPFs with soot loading reaching the regeneration threshold as test samples, sample the change in soot loading during the regeneration process of each DPF and the corresponding internal temperature of the DPF when the soot loading changes. Among them, at least one temperature sensor is set inside each test sample, and at least one temperature sensor is set outside each test sample; Based on the change in soot loading inside each sampled DPF and the internal temperature of each DPF, determine the safe internal temperature of the DPF corresponding to the maximum soot loading inside the DPF and capable of safe regeneration, and determine the external temperature of the DPF corresponding to the safe internal temperature as the first closed - loop regeneration temperature; Based on the change in soot loading inside each sampled DPF and the internal temperature of each DPF, determine the critical internal temperature of the DPF corresponding to the maximum soot loading inside the DPF and when the DPF reaches the ignition point, and determine the external temperature of the DPF corresponding to the first threshold not greater than the critical internal temperature as the second closed - loop regeneration temperature; Determine the external temperature of the DPF corresponding to the second threshold not greater than the critical internal temperature as the third closed - loop regeneration temperature, where the second threshold is higher than the first threshold.

5. A driving regeneration temperature control device, characterized in that, Including: A monitoring module for monitoring the soot loading of the diesel particulate filter (DPF). When it is determined that the soot loading reaches the regeneration threshold, it controls the engine to enter the in - vehicle regeneration mode; A first sending module for sending the first temperature rise rate to the engine so that the engine adjusts the engine parameters according to the first temperature rise rate to perform the first - stage regeneration; An acquisition module for acquiring the temperature measured by the temperature sensor of the DPF. If it is determined that the first closed - loop regeneration temperature is reached, it controls the engine to perform closed - loop control according to the first closed - loop regeneration temperature; A second sending module for, if the closed - loop control time of the first closed - loop regeneration temperature reaches the first time threshold, sending the second temperature rise rate to the engine so that the engine adjusts the engine parameters according to the second temperature rise rate to perform the second - stage regeneration, where the second temperature rise rate is higher than the first temperature rise rate; A determination module for acquiring the temperature measured by the temperature sensor of the DPF. If the second closed - loop regeneration temperature is reached and the first condition for exiting the in - vehicle regeneration mode is not met, it controls the engine to perform closed - loop control according to the second closed - loop regeneration temperature; A third sending module, configured to send a third temperature rise rate to the engine if it is determined that the closed-loop control time of the second closed-loop regeneration temperature is equal to a second time threshold and the carbon loading of the DPF has not reached an exit regeneration threshold, so that the engine adjusts engine parameters according to the third temperature rise rate to perform a third-stage regeneration; wherein, the third temperature rise rate is greater than or equal to the second temperature rise rate; The determination module is configured to obtain the temperature measured by the temperature sensor of the DPF, and if the temperature has not reached a preset third closed-loop regeneration temperature and it is determined that the first condition for exiting the in-driving regeneration mode is satisfied, then control the engine to exit the in-driving regeneration mode; If the temperature reaches the preset third closed-loop regeneration temperature and the first condition for exiting the in-driving regeneration mode is not satisfied, then control the engine to perform closed-loop control according to the third closed-loop regeneration temperature, and if it is determined that the third condition for exiting the in-driving regeneration mode is satisfied, then control the engine to exit the in-driving regeneration mode; Specifically, the determination module is configured to determine that the third condition for exiting the in-driving regeneration mode is satisfied when the closed-loop control time of the third closed-loop regeneration temperature is less than a third time threshold and the carbon loading of the DPF reaches the exit regeneration threshold, or when the carbon loading of the DPF has not reached the exit regeneration threshold and the closed-loop control time of the third closed-loop regeneration temperature is equal to the third time threshold; the second time threshold > the first time threshold > the third time threshold.

6. An electronic device, characterized in that, It includes: A memory for storing a computer program; A processor, configured to implement the method according to any one of claims 1-4 when executing the computer program stored on the memory.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, and when the computer program is executed by the processor, the method according to any one of claims 1-4 is implemented.

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