Vehicle engine regeneration control method and device, electronic equipment and storage medium

Abstract

The application discloses a vehicle engine regeneration control method and device, electronic equipment and a storage medium. The method comprises the following steps: acquiring the current altitude of the vehicle; correcting the cumulative carbon rate according to the current altitude to obtain a corrected cumulative carbon rate, and correcting the unit mileage crystallization amount according to the current altitude to obtain a corrected unit mileage crystallization amount; judging whether the vehicle meets the regeneration condition according to the corrected cumulative carbon rate and the corrected unit mileage crystallization amount; if the vehicle meets the regeneration condition, correcting the post-regeneration fuel injection amount according to the current altitude to obtain a corrected post-regeneration fuel injection amount, and performing the fuel injection regeneration operation by using the corrected post-regeneration fuel injection amount. The application corrects the cumulative carbon rate, the unit mileage crystallization amount and the post-regeneration fuel injection amount based on the current altitude of the vehicle, thereby optimizing the plateau regeneration strategy, reducing the frequency of aftertreatment failure, increasing the service life of the aftertreatment, and ensuring the smooth operation of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle-related technologies, and in particular to a vehicle engine regeneration control method, device, electronic equipment, and storage medium. Background Technology

[0002] With the upgrading of motor vehicle emission regulations, the requirements for vehicle exhaust emissions are becoming increasingly stringent. To meet these requirements, heavy-duty vehicles meeting the China VI emission standard need auxiliary aftertreatment systems. Currently, the mainstream aftertreatment approach is to use an aftertreatment system consisting of a catalytic oxidizer (DOC) + a particulate filter (DPF) + a selective oxidation-reduction (SCR) + an ammonia slip catalyst (ASC).

[0003] DOC+DPF primarily treats particulate matter in exhaust gases, while SCR and ASC mainly treat nitrogen oxides in aftertreatment exhaust gases. After an engine has run a certain mileage, the DPF collects a significant amount of particulate matter, increasing back pressure and affecting engine performance. At this point, after-injection technology is needed to allow some fuel to enter the aftertreatment system. The strong oxidizing power of DOC raises the aftertreatment temperature, burning off the combustible particulate matter collected in the DPF – this process is called active regeneration. With increasingly stringent environmental requirements, regeneration technology is now used not only to burn off particulate matter in the DPF but also for aftertreatment temperature control (thermal management) and to remove excess unreacted urea crystals (crystallization). Therefore, the engine regeneration cycle for vehicles has been significantly shortened.

[0004] The current China VI emission standard requires all vehicles to meet the emission standards at altitudes below 2400m. However, most after-treatment systems are currently calibrated at low altitudes. When the engine reaches high altitudes, it faces the risk of failing to meet emission standards. Furthermore, the lack of oxygen at high altitudes makes regeneration difficult, leading to regeneration failures. Regeneration failures can affect engine performance, which in turn affects emissions and contributes to the deterioration of the high-altitude environment. Summary of the Invention

[0005] Therefore, it is necessary to address the technical problem of the lack of an optimized method for engine regeneration at high altitudes in existing technologies by providing a vehicle engine regeneration control method, device, electronic equipment, and storage medium.

[0006] This invention provides a vehicle engine regenerative control method, comprising:

[0007] Get the vehicle's current altitude;

[0008] The carbon accumulation rate is corrected based on the current altitude to obtain the corrected carbon accumulation rate; the crystallization amount per unit mileage is corrected based on the current altitude to obtain the corrected crystallization amount per unit mileage.

[0009] The vehicle's regeneration conditions are determined based on the corrected carbon accumulation rate and the corrected crystallization amount per unit mileage.

[0010] If the vehicle meets the regeneration conditions, the regenerated fuel injection quantity is corrected according to the current altitude to obtain the corrected regenerated fuel injection quantity, and the fuel injection regeneration operation is performed using the corrected regenerated fuel injection quantity.

[0011] Furthermore, the step of correcting the carbon accumulation rate based on the current altitude to obtain the corrected carbon accumulation rate specifically includes:

[0012] Obtain the current main fuel injection quantity and current engine speed of the vehicle's engine;

[0013] The carbon accumulation rate correction factor is determined based on the current altitude and the current engine main injection quantity;

[0014] Obtain the current main fuel injection quantity of the engine and the standard carbon accumulation rate at the current engine speed;

[0015] The corrected carbon accumulation rate is calculated based on the carbon accumulation rate correction factor and the standard carbon accumulation rate.

[0016] Furthermore, the step of calculating the corrected carbon accumulation rate based on the carbon accumulation rate correction coefficient and the standard carbon accumulation rate specifically includes:

[0017] The corrected carbon accumulation rate is calculated as follows:

[0018] n = α × (m θ +m θ-1 ...m 2 +m+k1), where n is the corrected carbon accumulation rate, m is the standard carbon accumulation rate, θ is the first constant, k1 is the second constant, and α is the carbon accumulation rate correction coefficient.

[0019] Furthermore, the step of correcting the crystallization amount per unit mileage based on the current altitude to obtain the corrected crystallization amount per unit mileage specifically includes:

[0020] Obtain the current inlet temperature and current exhaust gas flow rate of the vehicle's selective oxidizer;

[0021] The correction factor for the amount of crystallization per unit mileage is determined based on the current altitude and the current inlet temperature of the selective oxidizer.

[0022] Obtain the current inlet temperature of the selective oxidizer and the standard unit mileage crystallization amount under the current exhaust gas flow rate;

[0023] The corrected crystallization amount per unit mileage is calculated based on the correction factor for crystallization amount per unit mileage and the standard crystallization amount per unit mileage.

[0024] Furthermore, the step of calculating the corrected crystallization amount per unit mileage based on the correction factor for crystallization amount per unit mileage and the standard crystallization amount per unit mileage specifically includes:

[0025] The corrected amount of crystallization per unit mileage is calculated as follows:

[0026] a = β × (b) η +b η-1 ...b 2 +b+k2), where a is the corrected crystallization amount per unit mileage, b is the standard crystallization amount per unit mileage, η is the third constant, k2 is the fourth constant, and β is the correction coefficient for the crystallization amount per unit mileage.

[0027] Furthermore, the step of correcting the regenerated fuel injection quantity based on the current altitude to obtain the corrected regenerated fuel injection quantity specifically includes:

[0028] Obtain the current inlet temperature of the vehicle's catalytic oxidizer and the current engine speed;

[0029] The correction factor for the fuel injection quantity after regeneration is determined based on the current altitude and the current inlet temperature of the catalytic oxidizer.

[0030] Obtain the current inlet temperature of the catalytic oxidizer and the standard post-regeneration fuel injection quantity at the current engine speed;

[0031] The corrected regenerated fuel injection quantity is calculated based on the regenerated fuel injection quantity correction coefficient and the standard regenerated fuel injection quantity.

[0032] Furthermore, the step of calculating the corrected regenerated fuel injection quantity based on the regenerated fuel injection quantity correction coefficient and the standard regenerated fuel injection quantity specifically includes:

[0033] The calculated fuel injection quantity after regeneration is as follows:

[0034] p1 = γ × (p2) λ +p2 λ-1 ...p2 2 +p2+k3), where p1 is the corrected regenerated fuel injection quantity, p2 is the standard regenerated fuel injection quantity, λ is the fifth constant, k3 is the sixth constant, and γ is the regenerated fuel injection quantity correction coefficient.

[0035] This invention provides a vehicle engine regeneration control device:

[0036] The altitude acquisition module is used to obtain the vehicle's current altitude.

[0037] The correction module is used to correct the carbon accumulation rate based on the current altitude to obtain the corrected carbon accumulation rate, and to correct the crystallization amount per unit mileage based on the current altitude to obtain the corrected crystallization amount per unit mileage.

[0038] The calculation module is used to determine whether a vehicle meets the regeneration conditions based on the corrected carbon accumulation rate and the corrected crystallization amount per unit mileage.

[0039] The regeneration module is used to correct the regenerated fuel injection quantity based on the current altitude if the vehicle meets the regeneration conditions, and then perform the fuel injection regeneration operation using the corrected regenerated fuel injection quantity.

[0040] This invention provides an electronic device, comprising:

[0041] At least one processor; and,

[0042] A memory communicatively connected to at least one of the processors; wherein,

[0043] The memory stores instructions that can be executed by at least one of the processors to enable at least one of the processors to perform the vehicle engine regeneration control method as described above.

[0044] The present invention provides a storage medium that stores computer instructions, which, when executed by a computer, are used to perform all the steps of the vehicle engine regeneration control method as described above.

[0045] This invention, based on the vehicle's current altitude, modifies the carbon accumulation rate, crystallization amount per unit mileage, and post-regeneration fuel injection quantity to optimize the high-altitude regeneration strategy, reduce the frequency of aftertreatment failures, increase the aftertreatment's service life, ensure stable vehicle operation, and extend the overall vehicle's operational lifespan. By optimizing the regeneration strategy, the normal operation of the engine aftertreatment system can be ensured, thereby guaranteeing emissions and protecting the high-altitude environment. Attached Figure Description

[0046] Figure 1 This is a flowchart illustrating the process of a vehicle engine regeneration control method according to an embodiment of the present invention.

[0047] Figure 2 This is a flowchart illustrating the process of a vehicle engine regeneration control method according to another embodiment of the present invention.

[0048] Figure 3 This is a schematic diagram of the fitting curves between the carbon accumulation rate measured at altitude h and the carbon accumulation rate measured at the plain.

[0049] Figure 4 A flowchart illustrating the workflow of a vehicle engine regeneration control method according to a preferred embodiment of the present invention;

[0050] Figure 5 This is a schematic diagram of a vehicle engine regeneration control device according to an embodiment of the present invention;

[0051] Figure 6 This is a schematic diagram of the hardware structure of an electronic device according to the present invention. Detailed Implementation

[0052] The specific embodiments of the present invention will be further described below with reference to the accompanying drawings. Identical components are indicated by the same reference numerals. It should be noted that the terms "front," "rear," "left," "right," "up," and "down" used in the following description refer to directions in the accompanying drawings, while the terms "inner" and "outer" refer to directions toward or away from the geometric center of a specific component, respectively.

[0053] like Figure 1 The diagram shown is a flowchart of a vehicle engine regenerative control method according to an embodiment of the present invention, including:

[0054] Step S101: Obtain the vehicle's current altitude;

[0055] Step S102: Correct the carbon accumulation rate according to the current altitude to obtain the corrected carbon accumulation rate; correct the crystallization amount per unit mileage according to the current altitude to obtain the corrected crystallization amount per unit mileage.

[0056] Step S103: Determine whether the vehicle meets the regeneration conditions based on the corrected carbon accumulation rate and the corrected crystallization amount per unit mileage.

[0057] Step S104: If the vehicle meets the regeneration conditions, the regenerated fuel injection quantity is corrected according to the current altitude to obtain the corrected regenerated fuel injection quantity, and the fuel injection regeneration operation is performed using the corrected regenerated fuel injection quantity.

[0058] Specifically, the present invention can be applied to electronic devices with processing capabilities in vehicles, such as electronic control units (ECUs).

[0059] First, the electronic device executes step S101 to obtain the vehicle's current altitude.

[0060] The vehicle's current altitude can be determined using existing altitude measurement methods.

[0061] In some embodiments, obtaining the vehicle's current altitude specifically includes:

[0062] Detect the current outside air pressure and determine the vehicle's current altitude based on the current outside air pressure.

[0063] Then, step S102 is executed to correct the carbon accumulation rate based on the current altitude to obtain the corrected carbon accumulation rate, and to correct the crystallization amount per unit mileage based on the current altitude to obtain the corrected crystallization amount per unit mileage.

[0064] After obtaining the corrected value, step S103 is executed to determine whether the vehicle meets the regeneration conditions based on the corrected carbon accumulation rate and the corrected crystallization amount per unit mileage.

[0065] Specifically, the carbon accumulation rate is used to calculate carbon loading, and regeneration is triggered when the accumulated carbon loading reaches a set target.

[0066] Existing carbon loading calculation methods can be used to calculate carbon loading based on the corrected carbon accumulation rate.

[0067] In some embodiments, calculating the cumulative carbon loading based on the corrected carbon accumulation rate specifically includes:

[0068] At each preset time interval, the current carbon load is calculated as the corrected carbon accumulation rate multiplied by the time interval;

[0069] The cumulative carbon loading is calculated as the sum of the cumulative carbon loading and the current carbon loading.

[0070] After performing fuel injection regeneration on the engine, the accumulated carbon load is reduced to zero.

[0071] The amount of crystallization per unit mileage is used to calculate the crystallization removal mileage. Due to the large number of low-temperature and low-speed operating conditions during the actual operation of the vehicle, urea injection may fail to convert and crystallize, thus affecting the aftertreatment performance. Therefore, a crystallization removal mileage based on temperature and exhaust gas flow rate is set according to the actual amount of crystallization. When the regeneration mileage calculated from the last regeneration reaches this mileage, it is determined that the second regeneration requirement is met, and regeneration is triggered to remove urea crystals in the aftertreatment.

[0072] The existing method for calculating the clearing crystallization mileage can be used, and the clearing crystallization mileage can be calculated based on the corrected amount of crystallization per unit mileage.

[0073] In some embodiments, calculating the clearing mileage based on the corrected crystallization amount per unit mileage specifically includes:

[0074] The calculation of the clearing crystallization mileage is the preset crystallization amount threshold divided by the corrected crystallization amount per unit mileage;

[0075] After performing fuel injection regeneration on the engine, the regeneration mileage is reset to zero. The regeneration mileage is the mileage calculated from the last regeneration.

[0076] In some embodiments, determining whether a vehicle meets regeneration conditions based on the corrected carbon accumulation rate and the corrected crystallization amount per unit mile specifically includes: calculating the accumulated carbon load based on the corrected carbon accumulation rate, and calculating the clearing crystallization mileage based on the corrected crystallization amount per unit mile.

[0077] Then, if the vehicle meets the regeneration conditions, step S104 is executed, the regenerated fuel injection quantity is corrected according to the current altitude to obtain the corrected regenerated fuel injection quantity, and the fuel injector is controlled to perform the fuel injection regeneration operation using the corrected regenerated fuel injection quantity.

[0078] In some embodiments, the vehicle meets the regeneration conditions, specifically: the accumulated carbon load reaches a preset carbon load threshold, or the vehicle mileage reaches the cleaning crystallization mileage, or the user manually triggers regeneration.

[0079] When the vehicle detects that the accumulated carbon load has reached the preset carbon load threshold, or detects that the vehicle mileage has reached the cleaning crystal mileage, or when the user presses the regeneration button, step S104 will be triggered. The regenerated fuel injection quantity will be corrected according to the current altitude to obtain the corrected regenerated fuel injection quantity, and the fuel injection regeneration operation will be performed using the corrected regenerated fuel injection quantity.

[0080] The engine injects fuel through injectors. Injection includes main injection and after-injection. Main injection is the engine's power source; it starts after the piston reaches top dead center, and the amount of fuel injected during the main injection process is the same. After-injection occurs during engine regeneration. After-injection typically occurs after compression reaches top dead center and does not increase engine torque. After-injection technology allows some fuel to enter the aftertreatment system. Under the strong oxidizing power of DOC (distilled carbon dioxide), the aftertreatment temperature rises, burning off the combustible particulate matter captured in the DPF (discharge powder filter).

[0081] The regenerated fuel injection quantity is the fuel injection quantity during the regeneration operation minus the main fuel injection quantity, which can also be understood as the fuel injection quantity other than the power injection quantity.

[0082] This invention, based on the vehicle's current altitude, modifies the carbon accumulation rate, crystallization amount per unit mileage, and post-regeneration fuel injection quantity to optimize the high-altitude regeneration strategy, reduce the frequency of aftertreatment failures, increase the aftertreatment's service life, ensure stable vehicle operation, and extend the overall vehicle's operational lifespan. By optimizing the regeneration strategy, the normal operation of the engine aftertreatment system can be ensured, thereby guaranteeing emissions and protecting the high-altitude environment.

[0083] like Figure 2 The diagram shown is a flowchart of a vehicle engine regeneration control method according to another embodiment of the present invention, including:

[0084] Step S201: Obtain the vehicle's current altitude.

[0085] Step S202: Obtain the current main fuel injection quantity and current engine speed of the vehicle.

[0086] Step S203: Determine the carbon accumulation rate correction coefficient based on the current altitude and the current engine main injection quantity.

[0087] Step S204: Obtain the current main fuel injection quantity of the engine and the standard carbon accumulation rate at the current engine speed.

[0088] Step S205: Calculate the corrected carbon accumulation rate based on the carbon accumulation rate correction coefficient and the standard carbon accumulation rate.

[0089] In one embodiment, the step of calculating the corrected carbon accumulation rate based on the carbon accumulation rate correction coefficient and the standard carbon accumulation rate specifically includes:

[0090] The corrected carbon accumulation rate is calculated as follows:

[0091] n = α × (m θ +m θ-1 ...m 2 +m+k1), where n is the corrected carbon accumulation rate, m is the standard carbon accumulation rate, θ is the first constant, k1 is the second constant, and α is the carbon accumulation rate correction coefficient.

[0092] Step S206: Obtain the current inlet temperature and current exhaust gas flow rate of the vehicle's selective oxidizer.

[0093] Step S207: Determine the correction factor for the amount of crystallization per unit mileage based on the current altitude and the current inlet temperature of the selective oxidizer.

[0094] Step S208: Obtain the current inlet temperature of the selective oxidizer and the standard unit mileage crystallization amount under the current exhaust gas flow rate.

[0095] Step S209: Calculate the corrected crystallization amount per unit mileage based on the correction coefficient for crystallization amount per unit mileage and the standard crystallization amount per unit mileage.

[0096] In one embodiment, the step of calculating the corrected crystallization amount per unit mileage based on the unit mileage crystallization amount correction factor and the standard unit mileage crystallization amount specifically includes:

[0097] The corrected amount of crystallization per unit mileage is calculated as follows:

[0098] a = β × (b) η +b η-1 ...b 2+b+k2), where a is the corrected crystallization amount per unit mileage, b is the standard crystallization amount per unit mileage, η is the third constant, k2 is the fourth constant, and β is the correction coefficient for the crystallization amount per unit mileage.

[0099] Step S210: Determine whether the vehicle meets the regeneration conditions based on the corrected carbon accumulation rate and the corrected crystallization amount per unit mileage.

[0100] Step S211: If the vehicle meets the regeneration conditions, obtain the current inlet temperature of the vehicle's catalytic oxidizer and the current engine speed.

[0101] Step S212: Determine the regeneration fuel injection quantity correction coefficient based on the current altitude and the current inlet temperature of the catalytic oxidizer.

[0102] Step S213: Obtain the current inlet temperature of the catalytic oxidizer and the standard post-regeneration fuel injection quantity at the current engine speed.

[0103] Step S214: Calculate the corrected regenerated fuel injection quantity based on the regenerated fuel injection quantity correction coefficient and the standard regenerated fuel injection quantity.

[0104] In one embodiment, the step of calculating the corrected post-regeneration injection quantity based on the post-regeneration injection quantity correction coefficient and the standard post-regeneration injection quantity specifically includes:

[0105] The calculated fuel injection quantity after regeneration is as follows:

[0106] p1 = γ × (p2) λ +p2 λ-1 ...p2 2 +p2+k3), where p1 is the corrected regenerated fuel injection quantity, p2 is the standard regenerated fuel injection quantity, λ is the fifth constant, k3 is the sixth constant, and γ is the regenerated fuel injection quantity correction coefficient.

[0107] Step S215: Perform fuel injection regeneration operation using the corrected regenerated fuel injection quantity.

[0108] Specifically, first, step S201 is executed to obtain the vehicle's current altitude. Then, steps S202 to S205 are executed to correct the carbon accumulation rate based on the current altitude, resulting in a corrected carbon accumulation rate. Steps S206 to S209 are executed to correct the crystallization amount per unit mileage based on the current altitude, resulting in a corrected crystallization amount per unit mileage. Steps S202 to S205 are parallel to steps S206 to S209; steps S202 to S205 can be executed first, followed by steps S206 to S209, or vice versa.

[0109] In step S202, the current main fuel injection quantity and current engine speed of the vehicle's engine are obtained. Existing sensors can be used to obtain the current main fuel injection quantity and current engine speed of the vehicle's engine.

[0110] Then, step S203 is executed to determine the carbon accumulation rate correction coefficient based on the current altitude and the current engine main injection quantity.

[0111] Specifically, a carbon accumulation model for calculating the carbon accumulation rate can be established based on the fuel injection quantity and engine speed.

[0112] The carbon accumulation rate is mainly used to calculate the carbon loading. When the carbon loading reaches the set target, regeneration is triggered to remove the carbon soot particles adsorbed by the DPF.

[0113] Existing technologies typically calculate carbon accumulation rates by establishing carbon accumulation models for plains areas through calibration methods. Plains areas are generally regions with an elevation below 200 meters.

[0114] Table 1 shows the Carbon Accumulation Model (MAP) for plains areas. When the vehicle reaches the engine speed and main fuel injection quantity specified in Table 1, the carbon accumulation rate is taken from the corresponding carbon accumulation rate in Table 1. For intermediate states not listed in Table 1, the corresponding carbon accumulation rate is calculated by interpolation using linear differences. The carbon accumulation rate in the plains area carbon accumulation model MAP is the standard carbon accumulation rate.

[0115] Table 1. Carbon Accumulation Model (MAP) for Plains Areas

[0116]

[0117] Note: y is the engine main injection quantity, in mg / hub; x is the engine speed, in rpm; m11-m35 are the carbon accumulation rates at different engine speeds and different main injection quantities, in mg / s.

[0118] This embodiment corrects the carbon accumulation rate based on the vehicle's current altitude. First, carbon accumulation models of the entire vehicle at different altitudes are collected and organized, or the carbon accumulation models of the engine at different altitudes are compared using altitude simulation equipment on an engine bench. This yields the MAPs corresponding to the engine at different altitudes, as shown in Table 1. Since multiple MAP datasets are too large to be fully written into the database, this embodiment uses a set of carbon accumulation rate correction coefficients to represent the relationship (based on a plain). This significantly reduces data storage. At altitude h, the required MAP can be obtained simply by calculating based on the carbon accumulation rate correction coefficients.

[0119] The carbon accumulation rate correction coefficient is determined by fitting. First, the carbon accumulation model MAP corresponding to altitude h is selected. Then, a set of data corresponding to the main injection quantity Q (data in MAP) and the same injection quantity at the plain are selected for data fitting. The carbon accumulation rate correction coefficient α, which represents the relationship between the carbon accumulation rate at altitude h and the carbon accumulation rate at the plain, is obtained.

[0120] Example data set is as follows: select the carbon accumulation rate at different engine speeds (h altitude and plain) and the carbon accumulation rate at different engine speeds under a main injection quantity of 10 mg / stroke (mg / hub). After fitting the two, we can obtain the correction coefficient of the carbon accumulation rate at a main injection quantity of 10 mg / hub and at h altitude.

[0121] Table 2

[0122]

[0123] Note: m11-m14 represent the carbon accumulation rate at different engine speeds with a main fuel injection quantity of 10mg / hub at plains, and n11-n14 represent the carbon accumulation rate at different engine speeds with a main fuel injection quantity of 10mg / hub at altitude h.

[0124] Using the same engine speed at altitude h and the same altitude at plains as one set of training data, and different engine speeds at different altitudes and altitudes as multiple sets of training data, a fitting process is performed on all data to obtain a carbon accumulation rate correction coefficient α at different altitudes. This correction coefficient α represents the correction factor for the relationship between the carbon accumulation rate measured at altitude h and the carbon accumulation rate measured at plains after data fitting. Figure 3 The figure shows a schematic diagram of the fitting curve 31 of the carbon accumulation rate measured at altitude h and the carbon accumulation rate measured at the plain, where the horizontal axis is the carbon accumulation rate measured at the plain and the vertical axis is the carbon accumulation rate measured at altitude h.

[0125] Specifically, the carbon accumulation rate correction coefficient α is obtained by fitting the following function:

[0126] n = α × (m θ +m θ-1 ...m 2 +m+k1) Formula (1)

[0127] Where θ is the first constant, k1 is the second constant, and α is the carbon accumulation rate correction coefficient.

[0128] When fitting the data, the first constant θ and the second constant k1 are predetermined. The carbon accumulation rate at the plain is substituted into m, and the carbon accumulation rate measured at altitude h is substituted into n. After fitting training, the carbon accumulation rate correction coefficient of the main injection quantity at altitude h is obtained.

[0129] Since the carbon accumulation model calculation is mainly related to the main injection quantity, it is necessary to calculate the carbon accumulation rate under different main injection quantities. The correction coefficients for the carbon accumulation rate under different altitudes and main injection quantities are shown in Table 3.

[0130] Table 3 Correction coefficients for carbon accumulation rate

[0131]

[0132] Note: h1-h3 represent different altitudes. Q1-Q3 represent different main injection quantities, and α11-α33 represent carbon accumulation rate correction coefficients at different altitudes and main injection quantities.

[0133] When step S203 is executed, the carbon accumulation rate correction coefficient is determined based on the current altitude and the current engine main injection quantity.

[0134] For example, when the vehicle reaches the engine main injection quantity and corresponding altitude in Table 3, the carbon accumulation rate correction coefficient is taken from the corresponding carbon accumulation rate correction coefficient in Table 3. For intermediate states not in the table, the corresponding carbon accumulation rate correction coefficient is calculated by interpolation based on the linear difference.

[0135] Then, step S204 is executed to obtain the current main fuel injection quantity of the engine and the standard carbon accumulation rate at the current engine speed.

[0136] For example, when the vehicle reaches the engine speed and main fuel injection quantity in Table 1, the standard carbon accumulation rate is taken from the corresponding carbon accumulation rate in Table 1. For intermediate states not in Table 1, the corresponding standard carbon accumulation rate is calculated by interpolation based on the linear difference.

[0137] Then, step S205 is executed to calculate the corrected carbon accumulation rate based on the carbon accumulation rate correction coefficient and the standard carbon accumulation rate.

[0138] In one embodiment, the step of calculating the corrected carbon accumulation rate based on the carbon accumulation rate correction coefficient and the standard carbon accumulation rate specifically includes:

[0139] The corrected carbon accumulation rate is calculated as follows:

[0140] n = α × (m θ +m θ-1 ...m 2 +m+k1), where n is the corrected carbon accumulation rate, m is the standard carbon accumulation rate, θ is the first constant, k1 is the second constant, and α is the carbon accumulation rate correction coefficient.

[0141] Specifically, the corrected carbon accumulation rate is calculated using the same formula (1). Here, m is the standard carbon accumulation rate obtained in step S204, and α is the carbon accumulation rate correction coefficient determined in step S203. θ and k1 are constants used when applying the fitting function.

[0142] When executing step S206, the current inlet temperature and current exhaust gas flow rate of the vehicle's selective oxidizer are obtained. Existing sensors can be used to obtain the current inlet temperature and current exhaust gas flow rate of the selective oxidizer.

[0143] Then, step S207 is executed to determine the correction factor for the amount of crystallization per unit mileage based on the current altitude and the current inlet temperature of the selective oxidizer.

[0144] Existing technologies generally determine the amount of crystallization per unit mileage (MAP) in plain areas based on the SCR inlet temperature (upstream temperature) and exhaust gas flow rate.

[0145] Table 4 shows the MAP (Mean Amount of Crystallization per Unit Mileage). When the vehicle reaches the SCR inlet temperature and exhaust gas flow rate in Table 4, the MAP is taken from the corresponding MAP in Table 4. For intermediate states not shown in Table 4, the corresponding MAP is calculated by interpolation using linear differences. The MAP in the plains area represents the standard MAP.

[0146] Table 4. Crystallization rate per unit distance in plains areas (MAP)

[0147]

[0148] Note: y is the SCR inlet temperature in °C; x is the exhaust gas flow rate in kg / h; b11-b35 is the crystallization amount per unit mileage in g / km.

[0149] As altitude increases, temperature gradually decreases, and the increased duration of low temperature affects the injection of urea in the post-treatment process, which in turn affects the crystallization state. Therefore, this embodiment modifies the crystallization treatment strategy at different altitudes.

[0150] First, based on the collected crystallization amount at different altitudes (crystallization amount when the whole vehicle travels the same mileage or crystallization amount simulated on the test bench), a statistical table of crystallization amount per unit mileage at each altitude, as shown in Table 4, will be obtained.

[0151] The correction factor for crystallization amount per unit mileage was determined using a fitting method. First, a MAP (map) of crystallization amount per unit mileage corresponding to altitude h was selected. Then, a set of data corresponding to the SCR inlet temperature (data in the MAP) was selected and fitted with data of the same SCR inlet temperature at the plain. This yielded the correction factor β for crystallization amount per unit mileage, which represents the relationship between crystallization amount per unit mileage at altitude h and crystallization amount per unit mileage at the plain.

[0152] Using the same SCR inlet temperature at h-altitude and the same amount of crystallization per unit mile at plains as one set of training data, and different SCR inlet temperatures at h-altitude and the same amount of crystallization per unit mile at plains as multiple sets of training data, a fitting process is performed on all data to obtain a correction coefficient β for the amount of crystallization per unit mile at different altitudes. This correction coefficient β represents the correction factor for the relationship between the amount of crystallization per unit mile measured at altitude h and the amount measured at plains after data fitting. The correction coefficient β for the amount of crystallization per unit mile is obtained by fitting the data using the following function:

[0153] a = β × (b) η +b η-1 ...b 2 +b+k2) Formula (2)

[0154] Where η is the third constant, k2 is the fourth constant, and β is the correction coefficient for crystallization per unit mileage.

[0155] When fitting the data, the third constant η and the fourth constant k2 are predetermined. The amount of crystallization per unit mileage at the plain is substituted into b, and the amount of crystallization per unit mileage measured at altitude h is substituted into a. After fitting training, the correction coefficient of the amount of crystallization per unit mileage at the SCR inlet temperature at altitude h is obtained.

[0156] After batch processing of data at different altitudes and SCR inlet temperatures, the correction coefficient β for the amount of crystallization per unit mileage at different altitudes and SCR inlet temperatures was obtained, as shown in Table 5.

[0157] Table 5 Correction Factors for Crystallization Amount Per Unit Mileage

[0158]

[0159] Note: h1-h3 represent different altitudes. T11-T13 represent different SCR inlet temperatures, and β11-β33 represent correction factors for crystallization per unit mileage at different altitudes and SCR inlet temperatures.

[0160] When the vehicle reaches an altitude of h, the MAP of crystallization per unit mileage in the plain area needs to be calculated using Formula 2 with the corresponding β in Table 5 to obtain the MAP of crystallization per unit mileage at the current altitude. At this time, the calculation of crystallization cleaning mileage is based on the MAP of crystallization per unit mileage at the current altitude.

[0161] Specifically, when step S207 is executed, a correction factor for the amount of crystallization per unit mileage is determined based on the current altitude and the current inlet temperature of the selective oxidizer.

[0162] For example, when the vehicle reaches the SCR inlet temperature and corresponding altitude in Table 5, the correction factor for crystallization amount per unit mileage is taken from the corresponding correction factor for crystallization amount per unit mileage in Table 5. For intermediate states not in the table, the corresponding correction factor for crystallization amount per unit mileage is calculated by interpolation based on the linear difference.

[0163] Then, step S208 is executed to obtain the current inlet temperature of the selective oxidizer and the standard unit mileage crystallization amount under the current exhaust gas flow rate.

[0164] For example, when the vehicle reaches the SCR inlet temperature and exhaust gas flow rate in Table 4, the standard unit mileage crystallization amount is taken from the corresponding unit mileage crystallization amount in Table 4. For intermediate states not in Table 4, the corresponding standard unit mileage crystallization amount is calculated by interpolation based on the linear difference.

[0165] Then, step S209 is executed to calculate the corrected crystallization amount per unit mileage based on the correction coefficient for crystallization amount per unit mileage and the standard crystallization amount per unit mileage.

[0166] In one embodiment, the step of calculating the corrected crystallization amount per unit mileage based on the unit mileage crystallization amount correction factor and the standard unit mileage crystallization amount specifically includes:

[0167] The corrected amount of crystallization per unit mileage is calculated as follows:

[0168] a = β × (b) η +b η-1 ...b 2 +b+k2), where a is the corrected crystallization amount per unit mileage, b is the standard crystallization amount per unit mileage, η is the third constant, k2 is the fourth constant, and β is the correction coefficient for the crystallization amount per unit mileage.

[0169] Specifically, the corrected crystallization amount per unit mileage is calculated using the same formula (2). Here, b is the standard crystallization amount per unit mileage obtained in step S208, and β is the correction coefficient for the crystallization amount per unit mileage determined in step S207. η and k2 are constants used when applying the fitting function.

[0170] Then, step S210 is executed to determine whether the vehicle meets the regeneration conditions based on the corrected carbon accumulation rate and the corrected crystallization amount per unit mileage.

[0171] In some embodiments, the vehicle meets the regeneration conditions, specifically: the accumulated carbon load reaches a preset carbon load threshold, or the vehicle mileage reaches the cleaning crystal mileage, or the user selects to manually trigger regeneration.

[0172] When the vehicle detects that the accumulated carbon load has reached the preset carbon load threshold, or detects that the vehicle mileage has reached the cleaning crystal mileage, or when the user presses the regeneration button, steps S211 to S214 will be triggered. The regenerated fuel injection quantity will be corrected according to the current altitude to obtain the corrected regenerated fuel injection quantity, and the fuel injection regeneration operation will be performed using the corrected regenerated fuel injection quantity.

[0173] Specifically, step S211 is first executed to obtain the current inlet temperature of the vehicle's catalytic oxidizer and the current engine speed. Then, step S212 is executed to determine the post-regeneration fuel injection quantity correction coefficient based on the current altitude and the current inlet temperature of the catalytic oxidizer.

[0174] Among them, the post-regeneration injection quantity is the amount of fuel injected to achieve the set target temperature during regeneration. In the prior art, the post-regeneration injection quantity in plain areas is set based on temperature and speed.

[0175] When regeneration is triggered, the fuel injection quantity after regeneration is set according to the operating conditions in Table 6 to achieve the set regeneration target temperature.

[0176] Table 6 shows the post-regeneration injection quantity MAP. When the vehicle reaches the DOC inlet temperature and engine speed in Table 6, the post-regeneration injection quantity is taken from the corresponding post-regeneration injection quantity in Table 6. For intermediate states not in Table 6, the corresponding post-regeneration injection quantity is calculated by interpolation based on the linear difference. The post-regeneration injection quantity in the post-regeneration injection quantity MAP for plain areas is the standard post-regeneration injection quantity.

[0177] Table 6. MAP of fuel injection quantity after regeneration in plain areas

[0178]

[0179] Note: y is the DOC inlet temperature in °C; x is the engine speed in rpm; p is the fuel injection quantity after regeneration in mg / hub.

[0180] 3) The air is thinner at high altitudes than at plains, making combustion more difficult. Therefore, more fuel is needed to ensure engine power during combustion at high altitudes. The requirements for after-treatment regeneration fuel also differ at high altitudes compared to plains, necessitating adjustments to the regeneration fuel requirements at different altitudes.

[0181] The method involves conducting DOC ignition tests at different DOC inlet temperatures and altitudes, compiling the amount of fuel injected after regeneration required to reach the target temperature, and obtaining a statistical table of multiple sets of fuel injected after regeneration at different altitudes, as shown in Table 6.

[0182] The post-regeneration injection quantity correction factor is determined by fitting. First, the post-regeneration injection quantity MAP corresponding to altitude h is selected. Then, a set of data corresponding to the DOC inlet temperature (data in the MAP) is selected and fitted with data of the same DOC inlet temperature at the plain. The resulting post-regeneration injection quantity correction factor γ represents the relationship between the post-regeneration injection quantity at altitude h and the post-regeneration injection quantity at the plain.

[0183] Using the same DOC inlet temperature at altitude h and the same altitude for post-regeneration fuel injection quantity and post-regeneration fuel injection quantity at plain as one set of training data, and using different DOC inlet temperatures at different altitudes and the same altitude for post-regeneration fuel injection quantity and the same altitude for post-regeneration fuel injection quantity as multiple sets of training data, and fitting all the data, we obtain the post-regeneration fuel injection quantity correction coefficient γ at different altitudes. The post-regeneration fuel injection quantity correction coefficient γ represents the correction coefficient for the relationship between the post-regeneration fuel injection quantity measured at altitude h and the post-regeneration fuel injection quantity measured at plain after data fitting. The post-regeneration fuel injection quantity correction coefficient γ is obtained by fitting the following function:

[0184] p1 = γ × (p2) λ +p2 λ-1 ...p2 2 +p2+k3) Formula (3)

[0185] Where λ is the fifth constant, k3 is the sixth constant, and γ is the correction coefficient for the fuel injection quantity after regeneration.

[0186] When fitting the data, the fifth constant λ and the sixth constant k3 are predetermined. The regenerated fuel injection quantity at the plain is substituted into p2, and the regenerated fuel injection quantity measured at altitude h is substituted into p1. After fitting training, the regenerated fuel injection quantity correction coefficient at the DOC inlet temperature at altitude h is obtained.

[0187] After batch processing of data at different altitudes and DOC inlet temperatures, the post-regeneration injection quantity correction coefficient γ at different altitudes and DOC inlet temperatures was obtained, as shown in Table 7.

[0188] Table 7 Correction coefficient for fuel injection quantity after regeneration

[0189]

[0190] Note: h1-h3 represent different altitudes. T21-T23 represent different DOC inlet temperatures, and γ11-γ33 represent post-regeneration injection quantity correction factors at different altitudes and DOC inlet temperatures.

[0191] When the vehicle detects the current altitude h, the regeneration should be calculated based on the relationship between the regeneration fuel injection quantity MAP in the plain area and the corresponding correction coefficient γ in Table 7 according to formula (3). The fuel injection quantity should be based on the regeneration fuel injection quantity MAP at the current altitude.

[0192] Specifically, when step S212 is executed, the correction coefficient for the amount of fuel injected after regeneration is determined based on the current altitude and the current inlet temperature of the catalytic oxidizer.

[0193] For example, when the vehicle reaches the DOC inlet temperature and corresponding altitude in Table 7, the regenerated fuel injection quantity correction factor is taken from the corresponding regenerated fuel injection quantity correction factor in Table 7. For intermediate states not in the table, the corresponding regenerated fuel injection quantity correction factor is calculated by interpolation based on the linear difference.

[0194] Then, step S213 is executed to obtain the current inlet temperature of the catalytic oxidizer and the standard post-regeneration fuel injection quantity at the current engine speed.

[0195] For example, when the vehicle reaches the DOC inlet temperature and engine speed in Table 6, the standard regenerated fuel injection quantity is taken from the corresponding regenerated fuel injection quantity in Table 6. For intermediate states not in Table 6, the corresponding standard regenerated fuel injection quantity is calculated by interpolation based on the linear difference.

[0196] Then, step S214 is executed to calculate the corrected regenerated fuel injection quantity based on the regenerated fuel injection quantity correction coefficient and the standard regenerated fuel injection quantity.

[0197] In one embodiment, the step of calculating the corrected post-regeneration injection quantity based on the post-regeneration injection quantity correction coefficient and the standard post-regeneration injection quantity specifically includes:

[0198] The calculated fuel injection quantity after regeneration is as follows:

[0199] p1 = γ × (p2) λ +p2 λ-1 ...p2 2 +p2+k3), where p1 is the corrected regenerated fuel injection quantity, p2 is the standard regenerated fuel injection quantity, λ is the fifth constant, k3 is the sixth constant, and γ is the regenerated fuel injection quantity correction coefficient.

[0200] Specifically, the same formula (3) is used to calculate the corrected regenerated fuel injection quantity. Here, p2 is the standard regenerated fuel injection quantity obtained in step S213, and γ is the regenerated fuel injection quantity correction coefficient determined in step S212. λ and k3 are constants used when applying the fitting function.

[0201] Finally, step S215 is executed to perform the fuel injection regeneration operation using the corrected regenerated fuel injection quantity.

[0202] Since the number of regeneration cycles has a significant impact on the engine and aftertreatment components, too few regeneration cycles can lead to blockages and insufficient power, while too many regeneration cycles can severely damage the lifespan of the engine and aftertreatment components. To ensure the rationality of engine regeneration at high altitudes, this embodiment simultaneously optimizes multiple regeneration conditions to coordinate their operation, thereby optimizing the number of regeneration cycles. This aims to ensure both engine power and the lifespan of the engine and aftertreatment components.

[0203] like Figure 4 The diagram shown is a flowchart of a vehicle engine regenerative control method according to a preferred embodiment of the present invention, comprising:

[0204] Step S401: Determine altitude based on air pressure;

[0205] Step S402: Determine the carbon accumulation rate correction factor based on altitude, obtain the standard carbon accumulation rate from the plains carbon accumulation model MAP, and calculate the corrected carbon accumulation rate based on the carbon accumulation rate correction factor and the standard carbon accumulation rate.

[0206] Step S403: Determine whether the accumulated carbon loading has reached the preset carbon loading threshold based on the corrected carbon accumulation rate. If yes, proceed to step S407; otherwise, end.

[0207] Step S404: Determine the correction factor for crystallization per unit mileage based on altitude, obtain the standard crystallization per unit mileage from the MAP of crystallization per unit mileage in the plains area, and calculate the corrected crystallization per unit mileage based on the correction factor for crystallization per unit mileage and the standard crystallization per unit mileage.

[0208] Step S405: Determine whether the vehicle mileage has reached the crystallization clearing mileage based on the corrected crystallization amount per unit mileage. If yes, proceed to step S407; otherwise, end.

[0209] Step S406: If manual triggering of regeneration is detected, proceed to step S407; otherwise, end.

[0210] Step S407: Determine the regeneration fuel injection quantity correction coefficient based on altitude, obtain the standard regeneration fuel injection quantity from the regeneration fuel injection quantity MAP of the plain area, and calculate the corrected regeneration fuel injection quantity based on the regeneration fuel injection quantity correction coefficient and the standard regeneration fuel injection quantity.

[0211] Step S408: Regenerate fuel by injecting fuel at the corrected regeneration fuel injection amount;

[0212] Step S409: Regeneration ends, accumulated carbon load is reset to zero, and regeneration mileage is reset to zero.

[0213] Specifically, when a vehicle is in a high-altitude area, the altitude is determined based on the detected air pressure. The corrected carbon accumulation rate and the corrected crystallization amount per unit mile are calculated based on the plain carbon accumulation model MAP and the plain crystallization amount per unit mile MAP, respectively, and the regeneration conditions are determined based on the corrected carbon accumulation rate and the corrected crystallization amount per unit mile.

[0214] If the regeneration conditions are met, or if manual regeneration is detected, the corrected regeneration injection quantity is calculated based on the MAP of the regeneration injection quantity in the plains area and the correction coefficient of the regeneration injection quantity. After regeneration, the accumulated carbon load is reset to zero, the regeneration mileage is reset to zero, and then the regeneration ends.

[0215] This embodiment modifies the carbon accumulation model, the clearing crystallization mileage, and the fuel injection amount after regeneration, and adds the detection and judgment of manually triggered regeneration conditions, thereby comprehensively covering different conditions for triggering regeneration, so as to achieve the goal of comprehensively optimizing the high-altitude regeneration strategy.

[0216] Based on the same inventive concept, such as Figure 5 The diagram shown is a schematic representation of a vehicle engine regeneration control device according to an embodiment of the present invention, comprising:

[0217] Altitude acquisition module 501 is used to acquire the current altitude of the vehicle;

[0218] The correction module 502 is used to correct the carbon accumulation rate according to the current altitude to obtain the corrected carbon accumulation rate, and to correct the crystallization amount per unit mileage according to the current altitude to obtain the corrected crystallization amount per unit mileage.

[0219] Calculation module 503 is used to determine whether a vehicle meets the regeneration conditions based on the corrected carbon accumulation rate and the corrected crystallization amount per unit mileage.

[0220] The regeneration module 504 is used to correct the regenerated fuel injection quantity according to the current altitude if the vehicle meets the regeneration conditions, and then use the corrected regenerated fuel injection quantity to perform the fuel injection regeneration operation.

[0221] This invention, based on the vehicle's current altitude, modifies the carbon accumulation rate, crystallization amount per unit mileage, and post-regeneration fuel injection quantity to optimize the high-altitude regeneration strategy, reduce the frequency of aftertreatment failures, increase the aftertreatment's service life, ensure stable vehicle operation, and extend the overall vehicle's operational lifespan. By optimizing the regeneration strategy, the normal operation of the engine aftertreatment system can be ensured, thereby guaranteeing emissions and protecting the high-altitude environment.

[0222] In one embodiment, the step of correcting the carbon accumulation rate based on the current altitude to obtain the corrected carbon accumulation rate specifically includes:

[0223] Obtain the current main fuel injection quantity and current engine speed of the vehicle's engine;

[0224] The carbon accumulation rate correction factor is determined based on the current altitude and the current engine main injection quantity;

[0225] Obtain the current main fuel injection quantity of the engine and the standard carbon accumulation rate at the current engine speed;

[0226] The corrected carbon accumulation rate is calculated based on the carbon accumulation rate correction factor and the standard carbon accumulation rate.

[0227] In one embodiment, the step of calculating the corrected carbon accumulation rate based on the carbon accumulation rate correction coefficient and the standard carbon accumulation rate specifically includes:

[0228] The corrected carbon accumulation rate is calculated as follows:

[0229] n = α × (m θ +m θ-1 ...m 2 +m+k1), where n is the corrected carbon accumulation rate, m is the standard carbon accumulation rate, θ is the first constant, k1 is the second constant, and α is the carbon accumulation rate correction coefficient.

[0230] In one embodiment, the step of correcting the crystallization amount per unit mileage based on the current altitude to obtain the corrected crystallization amount per unit mileage specifically includes:

[0231] Obtain the current inlet temperature and current exhaust gas flow rate of the vehicle's selective oxidizer;

[0232] The correction factor for the amount of crystallization per unit mileage is determined based on the current altitude and the current inlet temperature of the selective oxidizer.

[0233] Obtain the current inlet temperature of the selective oxidizer and the standard unit mileage crystallization amount under the current exhaust gas flow rate;

[0234] The corrected crystallization amount per unit mileage is calculated based on the correction factor for crystallization amount per unit mileage and the standard crystallization amount per unit mileage.

[0235] In one embodiment, the step of calculating the corrected crystallization amount per unit mileage based on the unit mileage crystallization amount correction factor and the standard unit mileage crystallization amount specifically includes:

[0236] The corrected amount of crystallization per unit mileage is calculated as follows:

[0237] a = β × (b) η +b η-1 ...b 2+b+k2), where a is the corrected crystallization amount per unit mileage, b is the standard crystallization amount per unit mileage, η is the third constant, k2 is the fourth constant, and β is the correction coefficient for the crystallization amount per unit mileage.

[0238] In one embodiment, the step of correcting the regenerated fuel injection quantity based on the current altitude to obtain the corrected regenerated fuel injection quantity specifically includes:

[0239] Obtain the current inlet temperature of the vehicle's catalytic oxidizer and the current engine speed;

[0240] The correction factor for the fuel injection quantity after regeneration is determined based on the current altitude and the current inlet temperature of the catalytic oxidizer.

[0241] Obtain the current inlet temperature of the catalytic oxidizer and the standard post-regeneration fuel injection quantity at the current engine speed;

[0242] The corrected regenerated fuel injection quantity is calculated based on the regenerated fuel injection quantity correction coefficient and the standard regenerated fuel injection quantity.

[0243] In one embodiment, the step of calculating the corrected post-regeneration injection quantity based on the post-regeneration injection quantity correction coefficient and the standard post-regeneration injection quantity specifically includes:

[0244] The calculated fuel injection quantity after regeneration is as follows:

[0245] p1 = γ × (p2) λ +p2 λ-1 ...p2 2 +p2+k3), where p1 is the corrected regenerated fuel injection quantity, p2 is the standard regenerated fuel injection quantity, λ is the fifth constant, k3 is the sixth constant, and γ is the regenerated fuel injection quantity correction coefficient.

[0246] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0247] like Figure 6 The diagram shown is a hardware structure schematic of an electronic device according to the present invention, comprising:

[0248] At least one processor 601; and,

[0249] A memory 602 is communicatively connected to at least one of the processors 601; wherein,

[0250] The memory 602 stores instructions that can be executed by at least one of the processors to enable the at least one of the processors to perform the vehicle engine regeneration control method as described above.

[0251] Figure 6 Take the 601 processor as an example.

[0252] The electronic device may also include an input device 603 and a display device 604.

[0253] The processor 601, memory 602, input device 603 and display device 604 can be connected by a bus or other means. The figure shows an example of connection by a bus.

[0254] The memory 602, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer-executable programs, and modules, such as the program instructions / modules corresponding to the vehicle engine regeneration control method in the embodiments of this application, for example, Figure 1 , Figure 2 The method flow is shown. The processor 601 executes various functional applications and data processing by running non-volatile software programs, instructions, and modules stored in the memory 602, thereby realizing the vehicle engine regeneration control method in the above embodiments.

[0255] The memory 602 may include a program storage area and a data storage area. The program storage area may store the operating system and application programs required for at least one function; the data storage area may store data created based on the use of the vehicle engine regeneration control method, etc. Furthermore, the memory 602 may include high-speed random access memory and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state storage device. In some embodiments, the memory 602 may optionally include memory remotely located relative to the processor 601, and these remote memories may be connected via a network to the apparatus performing the vehicle engine regeneration control method. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0256] The input device 603 can receive user clicks and generate signal inputs related to user settings and function control of the vehicle engine regeneration control method. The display device 604 may include a display screen or other display equipment.

[0257] When one or more modules are stored in the memory 602, and are run by one or more processors 601, the vehicle engine regeneration control method in any of the above method embodiments is executed.

[0258] This invention, based on the vehicle's current altitude, modifies the carbon accumulation rate, crystallization amount per unit mileage, and post-regeneration fuel injection quantity to optimize the high-altitude regeneration strategy, reduce the frequency of aftertreatment failures, increase the aftertreatment's service life, ensure stable vehicle operation, and extend the overall vehicle's operational lifespan. By optimizing the regeneration strategy, the normal operation of the engine aftertreatment system can be ensured, thereby guaranteeing emissions and protecting the high-altitude environment.

[0259] One embodiment of the present invention provides a storage medium that stores computer instructions, which, when executed by a computer, are used to perform all the steps of the vehicle engine regeneration control method as described above.

[0260] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.

Claims

1. A method for regenerative control of a vehicle engine, characterized in that, include: Get the vehicle's current altitude; The carbon accumulation rate is corrected based on the current altitude to obtain the corrected carbon accumulation rate, and the crystallization amount per unit mileage is corrected based on the current altitude to obtain the corrected crystallization amount per unit mileage. The vehicle's regeneration conditions are determined based on the corrected carbon accumulation rate and the corrected crystallization amount per unit mileage. If the vehicle meets the regeneration conditions, the regenerated fuel injection quantity is corrected according to the current altitude to obtain the corrected regenerated fuel injection quantity, and the fuel injection regeneration operation is performed using the corrected regenerated fuel injection quantity. The step of correcting the carbon accumulation rate based on the current altitude to obtain the corrected carbon accumulation rate specifically includes: Obtain the current main fuel injection quantity and current engine speed of the vehicle's engine; The carbon accumulation rate correction factor is determined based on the current altitude and the current engine main injection quantity; Obtain the current main fuel injection quantity of the engine and the standard carbon accumulation rate at the current engine speed; The corrected carbon accumulation rate is calculated based on the carbon accumulation rate correction factor and the standard carbon accumulation rate. The process of calculating the corrected carbon accumulation rate based on the carbon accumulation rate correction coefficient and the standard carbon accumulation rate specifically includes: The corrected carbon accumulation rate is calculated as follows: n = α × (m θ +m θ-1 ...m 2 +m+k1), where n is the corrected carbon accumulation rate, m is the standard carbon accumulation rate, θ is the first constant, k1 is the second constant, and α is the carbon accumulation rate correction coefficient.

2. The vehicle engine regenerative control method according to claim 1, characterized in that, The step of correcting the crystallization amount per unit mileage based on the current altitude to obtain the corrected crystallization amount per unit mileage specifically includes: Obtain the current inlet temperature and current exhaust gas flow rate of the vehicle's selective oxidizer; The correction factor for the amount of crystallization per unit mileage is determined based on the current altitude and the current inlet temperature of the selective oxidizer. Obtain the current inlet temperature of the selective oxidizer and the standard unit mileage crystallization amount under the current exhaust gas flow rate; The corrected crystallization amount per unit mileage is calculated based on the correction factor for crystallization amount per unit mileage and the standard crystallization amount per unit mileage.

3. The vehicle engine regenerative control method according to claim 2, characterized in that, The process of calculating the corrected crystallization amount per unit mileage based on the correction factor for crystallization amount per unit mileage and the standard crystallization amount per unit mileage specifically includes: The corrected amount of crystallization per unit mileage is calculated as follows: a = β × (b) η +b η-1 ...b 2 +b+k2), where a is the corrected crystallization amount per unit mileage, b is the standard crystallization amount per unit mileage, η is the third constant, k2 is the fourth constant, and β is the correction coefficient for the crystallization amount per unit mileage.

4. The vehicle engine regenerative control method according to claim 1, characterized in that, The step of correcting the regenerated fuel injection quantity based on the current altitude to obtain the corrected regenerated fuel injection quantity specifically includes: Obtain the current inlet temperature of the vehicle's catalytic oxidizer and the current engine speed; The correction factor for the fuel injection quantity after regeneration is determined based on the current altitude and the current inlet temperature of the catalytic oxidizer. Obtain the current inlet temperature of the catalytic oxidizer and the standard post-regeneration fuel injection quantity at the current engine speed; The corrected regenerated fuel injection quantity is calculated based on the regenerated fuel injection quantity correction coefficient and the standard regenerated fuel injection quantity.

5. The vehicle engine regenerative control method according to claim 4, characterized in that, The step of calculating the corrected regenerated fuel injection quantity based on the regenerated fuel injection quantity correction coefficient and the standard regenerated fuel injection quantity specifically includes: The calculated fuel injection quantity after regeneration is as follows: p1 = γ × (p2) λ +p2 λ-1 ...p2 2 +p2+k3), where p1 is the corrected regenerated fuel injection quantity, p2 is the standard regenerated fuel injection quantity, λ is the fifth constant, k3 is the sixth constant, and γ is the regenerated fuel injection quantity correction coefficient.

6. A vehicle engine regenerative control device, characterized in that: The altitude acquisition module is used to obtain the vehicle's current altitude. The correction module is used to correct the carbon accumulation rate based on the current altitude to obtain a corrected carbon accumulation rate, and to correct the crystallization amount per unit mileage based on the current altitude to obtain a corrected crystallization amount per unit mileage. Specifically, the correction of the carbon accumulation rate based on the current altitude to obtain the corrected carbon accumulation rate includes: Obtain the current main fuel injection quantity and current engine speed of the vehicle's engine; The carbon accumulation rate correction factor is determined based on the current altitude and the current engine main injection quantity; Obtain the current main fuel injection quantity of the engine and the standard carbon accumulation rate at the current engine speed; The corrected carbon accumulation rate is calculated based on the carbon accumulation rate correction factor and the standard carbon accumulation rate. The calculation module is used to determine whether a vehicle meets the regeneration conditions based on the corrected carbon accumulation rate and the corrected crystallization amount per unit mileage. The regeneration module is used to correct the regenerated fuel injection quantity according to the current altitude if the vehicle meets the regeneration conditions, and then use the corrected regenerated fuel injection quantity to perform the fuel injection regeneration operation. The process of calculating the corrected carbon accumulation rate based on the carbon accumulation rate correction coefficient and the standard carbon accumulation rate specifically includes: The corrected carbon accumulation rate is calculated as follows: n = α × (m θ +m θ-1 ...m 2 +m+k1), where n is the corrected carbon accumulation rate, m is the standard carbon accumulation rate, θ is the first constant, k1 is the second constant, and α is the carbon accumulation rate correction coefficient.

7. An electronic device, characterized in that, include: At least one processor; as well as, A memory communicatively connected to at least one of the processors; wherein, The memory stores instructions executable by at least one of the processors, which enable the at least one processor to perform the vehicle engine regeneration control method as described in any one of claims 1 to 5.

8. A storage medium, characterized in that, The storage medium stores computer instructions, which, when executed by the computer, are used to perform all the steps of the vehicle engine regeneration control method as described in any one of claims 1 to 5.

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