A vehicle DPF regeneration control method, device, equipment and storage medium

Abstract

The present invention discloses a vehicle DPF regeneration control method, device, equipment and storage medium, wherein the method comprises the steps of: predicting the road scene ahead of the vehicle based on the map data of the vehicle's location and the vehicle's real-time location; calculating the final carbon load of the vehicle when it reaches the road scene ahead based on the vehicle's current carbon load level, the time to reach the road scene ahead, the carbon load increase speed and the carbon load increase; and controlling the vehicle DPF regeneration based on the road scene and the final carbon load. The present application optimizes the regeneration control and reduces the regeneration frequency by identifying and prejudging the map scene, thereby improving the efficiency of emission control, and optimizing the driving performance and vehicle power and economy.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a vehicle DPF regeneration control method, device, equipment and storage medium. Background Art

[0002] A diesel particulate filter (DPF) is a technology used to reduce particulate matter in diesel engine exhaust emissions. It is an important emission control device designed to capture and reduce the emission of particulate matter (such as carbon black) to meet strict environmental regulations. DPF technology plays an important role in diesel vehicle particulate emission control, helping to reduce environmental pollution and improve air quality. It is a key component of the National VI diesel engine and is widely used in various applications. However, over time, particulate matter in the vehicle's aftertreatment DPF will accumulate, causing its filtration efficiency to decrease. Therefore, the DPF must be regenerated regularly to remove the accumulated particulate matter and restore its filtration performance.

[0003] The existing control strategy mainly uses the status information of the engine and post-processing as the judgment condition to execute DPF regeneration control, but is unable to distinguish the vehicle's actual road driving scenarios, and has no predictive ability for driving scenario switching, and is unable to respond to complex roads and driving environments in a timely manner. It is understandable that the DPF regeneration cannot be controlled under different road conditions, which may cause unnecessary regeneration operations.

[0004] Therefore, how to control DPF regeneration is a technical problem that urgently needs to be solved. Summary of the invention

[0005] The main purpose of the present invention is to provide a vehicle DPF regeneration control method, device, equipment and storage medium, which optimizes regeneration control and reduces regeneration frequency through map scene recognition and prediction, improves emission control efficiency, and optimizes driving performance and vehicle power and economy.

[0006] In a first aspect, the present application provides a vehicle DPF regeneration control method, wherein the method comprises the steps of:

[0007] Predict the road scene ahead of the vehicle based on the map data of the vehicle's location and the vehicle's real-time location;

[0008] Calculate the final carbon load of the vehicle when it reaches the road ahead scenario based on the vehicle’s current carbon load level, the time to reach the road ahead scenario, the speed at which the carbon load increases, and the amount of carbon load increase;

[0009] Based on the road scenario and the final carbon load, the DPF regeneration of the vehicle is controlled.

[0010] In combination with the first aspect above, as an optional implementation method, based on vehicle networking, map data of the location of the vehicle is obtained, wherein the map data includes: road type, speed limit information, highway entrances, exits and altitude changes;

[0011] Get the real-time location of the vehicle based on the GPS on the vehicle;

[0012] The map data and the real-time position are used to analyze a road scene that the vehicle is about to enter, wherein the road scene includes: a highway, an urban road, and a rural road.

[0013] In combination with the first aspect above, as an optional implementation method, based on the DPF carbon load model, the carbon load level of the vehicle is monitored in real time;

[0014] Based on the vehicle's position and speed, predict the time it takes for the vehicle to reach the road scene ahead;

[0015] By using the DPF carbon load model, an average value of the carbon load increase rate within a set time is calculated;

[0016] Calculate the increase in carbon load of the vehicle when it reaches the road scene ahead by using the average value and the time;

[0017] The final carbon load of the vehicle when it reaches the road scene ahead is calculated by using the current carbon load level of the vehicle and the increase in the carbon load when the vehicle reaches the road scene ahead.

[0018] In combination with the first aspect above, as an optional implementation, according to the formula: dw = (dw 1 +dw 2 +dw 3 +dw n ) / n, calculate the average value of the carbon load increase rate within the set time, where dw is the carbon load increase rate and n is the number of times;

[0019] The increase in carbon load of the vehicle when it reaches the road ahead is calculated according to the formula: Δw=dw*t, where t is the time required for the vehicle to reach the road ahead.

[0020] In combination with the first aspect, as an optional implementation method, when it is predicted that the road scene ahead of the vehicle is a highway and the vehicle is about to enter the highway, and when it is determined that the final carbon load is less than a first threshold, the DPF regeneration is not triggered before the vehicle enters the highway;

[0021] When it is determined that the final carbon load is greater than the first threshold, DPF regeneration is normally triggered before entering the highway;

[0022] When driving at high speed, the carbon load triggering regeneration threshold currently set in the ECU is set to the first threshold;

[0023] When exiting high-speed driving, the carbon load triggering regeneration threshold currently set in the ECU is set to the second threshold;

[0024] The first threshold is greater than the second threshold.

[0025] In combination with the first aspect, as an optional implementation method, when it is predicted that the road scene ahead of the vehicle is an urban road and the vehicle enters a congested section of the city, and when it is determined that the final carbon load is less than the second threshold, active regeneration during driving is prohibited;

[0026] When leaving the urban congested road section and judging that the final carbon load is less than the first threshold, the prohibition of driving active regeneration is released;

[0027] When it is determined that the final carbon load is less than the first threshold, the driving active regeneration is prohibited and the parking regeneration reminder is started.

[0028] In combination with the first aspect, as an optional implementation method, when it is predicted that the road scene ahead of the vehicle is a rural road and is an uphill road condition, the carbon load triggering regeneration threshold currently set in the ECU is set to the second threshold;

[0029] When the road condition is downhill and it is determined that the final carbon load is less than the first threshold, the vehicle is controlled to prohibit active regeneration during driving;

[0030] When it is determined that the final carbon load is greater than the first threshold, the vehicle is controlled to normally trigger DPF regeneration.

[0031] In a second aspect, the present application provides a vehicle DPF regeneration control device, the device comprising:

[0032] A prediction module, which is used to predict the road scene ahead of the vehicle based on the map data of the vehicle's location and the vehicle's real-time location;

[0033] A calculation module, which is used to calculate the final carbon load of the vehicle when it reaches the road scene ahead based on the current carbon load level of the vehicle, the time to reach the road scene ahead, the carbon load increase speed and the increase amount of the carbon load;

[0034] A control module is used to control the regeneration of the vehicle DPF based on the road scenario and the final carbon load.

[0035] In a third aspect, the present application further provides an electronic device, comprising: a processor; a memory, wherein the memory stores computer-readable instructions, and when the computer-readable instructions are executed by the processor, the method described in any one of the first aspects is implemented.

[0036] In a fourth aspect, the present application further provides a computer-readable storage medium storing computer program instructions, which, when executed by a computer, enables the computer to execute any of the methods described in the first aspect.

[0037] The present application provides a vehicle DPF regeneration control method, device, equipment and storage medium, wherein the method includes the steps of: predicting the road scene ahead of the vehicle based on the map data of the vehicle's location and the vehicle's real-time location; calculating the final carbon load when the vehicle reaches the road scene ahead based on the vehicle's current carbon load level, the time to reach the road scene ahead, the carbon load increase rate and the carbon load increase; and controlling the vehicle DPF regeneration based on the road scene and the final carbon load. The present application optimizes the regeneration control and reduces the regeneration frequency by identifying and prejudging the map scene, thereby improving the efficiency of emission control, and optimizing driving performance and vehicle power and economy.

[0038] It is to be understood that the foregoing general description and the following detailed description are exemplary only and are not restrictive of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0040] Figure 1 A flow chart of a vehicle DPF regeneration control method provided in an embodiment of the present application;

[0041] Figure 2 A schematic diagram of a vehicle DPF regeneration control device provided in an embodiment of the present application;

[0042] Figure 3 A schematic diagram of an electronic device provided in an embodiment of the present application;

[0043] Figure 4 A schematic diagram of a computer-readable program medium provided in an embodiment of the present application. DETAILED DESCRIPTION

[0044] Here, exemplary embodiments will be described in detail, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Instead, they are merely examples of devices and methods consistent with some aspects of the present invention as detailed in the appended claims.

[0045] Furthermore, the drawings are only schematic illustrations of the present disclosure and are not necessarily drawn to scale. Some of the blocks shown in the drawings are functional entities and do not necessarily correspond to physically or logically separate entities.

[0046] The embodiments of the present application provide a vehicle DPF regeneration control method, device, equipment and storage medium, which optimizes regeneration control and reduces regeneration frequency through map scene recognition and prediction, improves emission control efficiency, and optimizes driving performance and vehicle power and economy.

[0047] In order to achieve the above technical effects, the general idea of ​​this application is as follows:

[0048] A vehicle DPF regeneration control method, the method comprising the steps of:

[0049] S101: Predicting a road scene ahead of the vehicle based on map data of the vehicle's location and the vehicle's real-time location.

[0050] S102: Calculate the final carbon load of the vehicle when it reaches the road ahead scenario based on the current carbon load level of the vehicle, the time to reach the road ahead scenario, the carbon load increase speed, and the increase in carbon load.

[0051] S103: Based on the road scene and the final carbon load, control the regeneration of the vehicle DPF.

[0052] The embodiments of the present application are further described in detail below in conjunction with the accompanying drawings.

[0053] Reference Figure 1 , Figure 1 FIG. 1 is a flow chart of a vehicle DPF regeneration control method provided by the present invention, as shown in FIG. Figure 1 As shown, the method comprises the steps of:

[0054] Step S101: predicting the road scene ahead of the vehicle based on the map data of the vehicle's location and the vehicle's real-time location.

[0055] Specifically, based on vehicle networking, map data of the vehicle's location is obtained, where the map data includes: road type, speed limit information, highway entrances, exits and altitude changes; based on the GPS on the vehicle, the real-time location of the vehicle is obtained; using the map data and real-time location, the road scene that the vehicle is about to enter is analyzed, where the road scene includes: highways, urban roads and rural roads.

[0056] For easier understanding, let's take an example. The vehicle networking system can obtain map data of the vehicle's location, including road type, speed limit information, highway entrances and exits, altitude changes, etc., continuously monitor the vehicle's real-time location, and determine the vehicle's road and geographic altitude information.

[0057] Through GPS, the real-time location of the vehicle is obtained, and map data and real-time location information are used to analyze the road conditions to be entered, including road type (urban roads, highways, rural roads, etc.), traffic conditions, speed limit information, etc.

[0058] In one embodiment, the vehicle is obtained through the vehicle networking system to obtain the map data of the vehicle's location, including road type, speed limit information, highway entrances and exits, altitude changes, etc., to continuously monitor the real-time location of the vehicle and determine the road and geographical altitude information where the vehicle is located. The real-time status information of the vehicle is obtained through the vehicle's internal control system, sensor & CAN signal, including but not limited to vehicle speed, carbon load level, engine speed, throttle opening and load information. Through the vehicle's current location information and route recognition, the scene switching of the vehicle's driving route is predicted, including but not limited to the following scene predictions: entering the highway, on the highway, exiting the highway, entering the city congested section, leaving the city congested section, mountainous area (uphill) and mountainous area (downhill).

[0059] Step S102: Calculate the final carbon load of the vehicle when it reaches the road ahead scenario based on the vehicle's current carbon load level, the time to reach the road ahead scenario, the carbon load increase rate, and the increase in carbon load.

[0060] Specifically, based on the DPF carbon load model, the vehicle's carbon load level is monitored in real time; based on the vehicle's position and speed, the time required for the vehicle to reach the road scene ahead is predicted;

[0061] The DPF carbon load model is used to calculate the average value of the carbon load increase rate within a set time. The increase in the carbon load when the vehicle reaches the road ahead scenario is calculated using the average value and the time. The final carbon load when the vehicle reaches the road ahead scenario is calculated using the vehicle's current carbon load level and the increase in the carbon load when the vehicle reaches the road ahead scenario.

[0062] For easy understanding, let’s take an example to explain. By establishing a DPF carbon load model, the current carbon load of the vehicle can be detected in real time through the model. Based on the vehicle’s position and speed, the time required for the vehicle to reach the road scene is predicted. According to the formula: dw = (dw 1 +dw 2 +dw 3 +dw n ) / n, calculate the average value of the carbon load increase rate within the set time, where dw is the carbon load increase rate and n is the number of times. According to the formula: Δw=dw*t, calculate the increase in the carbon load when the vehicle reaches the road scene ahead. The final carbon load when the vehicle reaches the road scene ahead is obtained by summing the current carbon load level of the vehicle and the increase in the carbon load when the vehicle reaches the road scene ahead.

[0063] In one embodiment, when it is predicted that the road scene ahead of the vehicle is about to enter a highway, the expected remaining section time t between the current position and the highway entrance can be obtained based on the route and real-time vehicle information such as position, average speed, etc.; the real-time engine carbon load growth rate is obtained from the engine control system ECU, and the moving average dw of the real-time carbon load growth rate within a certain period of time after the vehicle is started is calculated; the carbon load increase Δw of the remaining section can be estimated by multiplying the moving average carbon load growth rate and the remaining section time dw*t; the current carbon load w plus the estimated carbon load increase Δw of the remaining section is obtained from the engine control system ECU, and the final carbon load level when the remaining section is completed can be calculated.

[0064] Step S103: Based on the road scene and the final carbon load, the vehicle DPF regeneration is controlled.

[0065] Specifically, when it is predicted that the road scene ahead of the vehicle is a highway and the vehicle is about to enter the highway, and when it is determined that the final carbon load is less than a first threshold, the DPF regeneration is not triggered before the vehicle enters the highway;

[0066] When it is determined that the final carbon load is greater than the first threshold, DPF regeneration is normally triggered before entering the highway;

[0067] When driving at high speed, the carbon load triggering regeneration threshold currently set in the ECU is set to the first threshold;

[0068] When exiting high-speed driving, the carbon load triggering regeneration threshold currently set in the ECU is set to the second threshold;

[0069] The first threshold is greater than the second threshold.

[0070] In one embodiment, when it is predicted that the road scene ahead of the vehicle is an urban road and the vehicle enters a congested section of the city, and when it is determined that the final carbon load is less than the second threshold, active regeneration during driving is prohibited;

[0071] When leaving the urban congested road section and judging that the final carbon load is less than the first threshold, the prohibition of driving active regeneration is released;

[0072] When it is determined that the final carbon load is less than the first threshold, the driving active regeneration is prohibited and the parking regeneration reminder is started.

[0073] In one embodiment, when it is predicted that the road scene ahead of the vehicle is a rural road and is an uphill road condition, the carbon load triggering regeneration threshold currently set in the ECU is set to the second threshold;

[0074] When the road condition is downhill and it is determined that the final carbon load is less than the first threshold, the vehicle is controlled to prohibit active regeneration during driving;

[0075] When it is determined that the final carbon load is greater than the first threshold, the vehicle is controlled to normally trigger DPF regeneration.

[0076] For easy understanding, an example is given, taking about to enter a highway, driving on a highway, and exiting a highway as a complete closed-loop example. When about to enter a highway, based on the route and real-time vehicle information such as location and average speed, the expected remaining road time t from the current location to the highway entrance can be obtained; the real-time engine carbon load growth rate is obtained from the engine control system ECU, and the moving average dw of the real-time carbon load growth rate within a certain period of time after the vehicle is started is calculated; the carbon load increase Δw of the remaining road section can be estimated by multiplying the moving average carbon load growth rate by the remaining road section time dw×t; the engine control system ECU calculates the moving average carbon load growth rate within a certain period of time after the vehicle is started; the moving average carbon load growth rate is calculated by multiplying the moving average carbon load growth rate by the remaining road section time dw×t; the engine control system calculates the moving average carbon load growth rate by the moving average carbon load growth rate. The current carbon load W is obtained from the control system ECU and the estimated carbon load increase ΔW of the remaining section is added to calculate the final carbon load level when the remaining section is completed; the judgment condition for starting the regeneration trigger mechanism is: when the final carbon load W+Δw is less than the carbon load trigger threshold A2 of the special section, the trigger carbon load A in the engine control system ECU is adjusted to A2, then the regeneration is not triggered before entering the highway, and the carbon load is reduced through passive regeneration after entering the highway; when the final carbon load W+Δw is greater than the carbon load trigger threshold A2 of the special section, the trigger carbon load A in the engine control system ECU is maintained at A1, and regeneration is triggered normally before entering the highway;

[0077] During high-speed driving: During high-speed driving, there is a high level of passive regeneration. The carbon load triggering regeneration threshold is set to A2, and the carbon load in the DPF is mainly removed by passive regeneration.

[0078] Exit high speed: Exit high speed and adjust the carbon load triggering regeneration threshold to the normal value A1.

[0079] Among them, the carbon load level W calculated in the current ECU, the carbon load trigger regeneration threshold A set in the current ECU, the normal regeneration logic carbon load trigger threshold A1, the special road section carbon load trigger threshold A2, A2>A1 altitude change threshold L1, route altitude change Δl: after δt=(A2-W) / dw time, the altitude change value obtained according to the vehicle network road information. It can be understood that the first threshold is A2 and the second threshold is A1.

[0080] In one embodiment, based on the user's current location and driving route map information, it is predicted that the vehicle is about to enter the highway, the remaining time t1 for entering the highway section is estimated, and the increase in carbon load Δw=f(t1) is estimated. When W+Δw<A2, A=A2, and the time to enter regeneration is extended; when W+Δw>A2, A=A1, and regeneration is entered normally before the highway.

[0081] Optionally, when driving at high speed, A=A2, and when exiting the highway, A=A1.

[0082] In one embodiment, based on the user's current location and driving route map information, it is predicted that the vehicle will enter a congested section of the city, and the remaining time t2 for entering the congested section of the city is estimated. The carbon load increase Δw=f(t2), when W+Δw<A1, active regeneration during driving is prohibited.

[0083] Optionally, when leaving a congested urban section, the remaining time t3 for leaving the congested urban section is estimated, and the carbon load increase Δw=f(t3). When W+Δw<A2, the prohibition of active regeneration while driving is released; when W+Δw>A2, the prohibition of active regeneration while driving is maintained, and the parking regeneration reminder is started.

[0084] In one embodiment, based on the user's current location and driving route map information, a mountainous area (uphill) is predicted, the route altitude change Δl>0, |Δl|=L1, the remaining time t4 is achieved, the carbon load increase Δw=f(t4), and A=A1.

[0085] Optionally, in mountainous areas (downhill), the route altitude change Δl<0, |Δl|=L1 to achieve the remaining time t5, the carbon load increase Δw=f(t5), when W+Δw<A2, active regeneration is prohibited during driving; when W+Δw>A2, regeneration is entered normally.

[0086] It can be understood that by real-time monitoring of the carbon accumulation degree in the DPF through the DPF carbon load model, and based on map data, road conditions (highways, urban congested sections, rural areas), vehicle location, driving mode (economic / power mode), considering that the vehicle is about to enter a highway, urban congested section or other specific conditions, and estimating the remaining time of the expected section and the expected carbon content change level, a regeneration plan and strategy switching are formulated to determine the best regeneration time and control method.

[0087] Reference Figure 2 , Figure 2 FIG. 1 is a schematic diagram of a vehicle DPF regeneration control device provided by the present invention, as shown in FIG. Figure 2 As shown, the device comprises:

[0088] Prediction module 201: It is used to predict the road scene ahead of the vehicle based on the map data of the vehicle's location and the vehicle's real-time location.

[0089] Calculation module 202: used to calculate the final carbon load of the vehicle when it reaches the road ahead scenario based on the current carbon load level of the vehicle, the time to reach the road ahead scenario, the carbon load increase speed and the carbon load increase amount.

[0090] The control module 203 is used to control the regeneration of the vehicle DPF based on the road scene and the final carbon load.

[0091] Further, in a possible implementation, an acquisition module is used to acquire map data of the location of the vehicle based on vehicle networking, wherein the map data includes: road type, speed limit information, highway entrances, exits and altitude changes;

[0092] Get the real-time location of the vehicle based on the GPS on the vehicle;

[0093] A prediction module is used to analyze a road scene that the vehicle is about to enter by using the map data and the real-time position, wherein the road scene includes: a highway, an urban road, and a rural road.

[0094] Furthermore, in a possible implementation, the prediction module is also used to monitor the carbon load level of the vehicle in real time based on the DPF carbon load model;

[0095] Based on the vehicle's position and speed, predict the time it takes for the vehicle to reach the road scene ahead;

[0096] A calculation module, which is used to calculate the average value of the carbon load increase rate within a set time through the DPF carbon load model;

[0097] Calculate the increase in carbon load of the vehicle when it reaches the road scene ahead by using the average value and the time;

[0098] The final carbon load of the vehicle when it reaches the road scene ahead is calculated by using the current carbon load level of the vehicle and the increase in the carbon load when the vehicle reaches the road scene ahead.

[0099] Furthermore, in a possible implementation manner, the calculation module is further configured to calculate the value of the following formula: dw = (dw 1 +dw 2 +dw 3 +dw n ) / n, calculate the average value of the carbon load increase rate within the set time, where dw is the carbon load increase rate and n is the number of times;

[0100] The increase in carbon load of the vehicle when it reaches the road ahead is calculated according to the formula: Δw=dw*t, where t is the time required for the vehicle to reach the road ahead.

[0101] Furthermore, in a possible implementation manner, the control module is further configured to predict that the road scene ahead of the vehicle is a highway and the vehicle is about to enter the highway, and when it is determined that the final carbon load is less than a first threshold, control the vehicle not to trigger DPF regeneration before entering the highway;

[0102] When it is determined that the final carbon load is greater than the first threshold, DPF regeneration is normally triggered before entering the highway;

[0103] When driving at high speed, the carbon load triggering regeneration threshold currently set in the ECU is set to the first threshold;

[0104] When exiting high-speed driving, the carbon load triggering regeneration threshold currently set in the ECU is set to the second threshold;

[0105] The first threshold is greater than the second threshold.

[0106] Furthermore, in a possible implementation manner, the control module is further configured to predict that the road scene ahead of the vehicle is an urban road and enters a congested urban road section, and when it is determined that the final carbon load is less than the second threshold value, prohibit active regeneration during driving;

[0107] When leaving the urban congested road section and judging that the final carbon load is less than the first threshold, the prohibition of driving active regeneration is released;

[0108] When it is determined that the final carbon load is less than the first threshold, the driving active regeneration is prohibited and the parking regeneration reminder is started.

[0109] Furthermore, in a possible implementation manner, the control module is further configured to, when it is predicted that the road scene ahead of the vehicle is a rural road and is an uphill road condition, set the carbon load triggering regeneration threshold currently set in the ECU to the second threshold;

[0110] When the road condition is downhill and it is determined that the final carbon load is less than the first threshold, the vehicle is controlled to prohibit active regeneration during driving;

[0111] When it is determined that the final carbon load is greater than the first threshold, the vehicle is controlled to normally trigger DPF regeneration.

[0112] Refer to the following Figure 3 The electronic device 300 according to this embodiment of the present invention will be described. Figure 3 The electronic device 300 shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present invention.

[0113] like Figure 3 As shown, the electronic device 300 is in the form of a general computing device. The components of the electronic device 300 may include but are not limited to: at least one processing unit 310, at least one storage unit 320, and a bus 330 connecting different system components (including the storage unit 320 and the processing unit 310).

[0114] The storage unit stores program codes, which can be executed by the processing unit 310, so that the processing unit 310 executes the steps according to various exemplary embodiments of the present invention described in the above “Embodiment Method” section of this specification.

[0115] The storage unit 320 may include a readable medium in the form of a volatile storage unit, such as a random access memory unit (RAM) 321 and / or a cache memory unit 322 , and may further include a read-only memory unit (ROM) 323 .

[0116] The storage unit 320 may also include a program / utility 324 having a set (at least one) of program modules 325, such program modules 325 including but not limited to: an operating system, one or more application programs, other program modules, and program data, each of which or some combination may include an implementation of a network environment.

[0117] Bus 330 may represent one or more of several types of bus structures, including a memory unit bus or memory unit controller, a peripheral bus, an accelerated graphics port, a processing unit, or a local bus using any of a variety of bus architectures.

[0118] The electronic device 300 may also communicate with one or more external devices (e.g., keyboards, pointing devices, Bluetooth devices, etc.), may also communicate with one or more devices that enable a user to interact with the electronic device 300, and / or communicate with any device that enables the electronic device 300 to communicate with one or more other computing devices (e.g., routers, modems, etc.). Such communication may be performed via an input / output (I / O) interface 350. Furthermore, the electronic device 300 may also communicate with one or more networks (e.g., local area networks (LANs), wide area networks (WANs), and / or public networks, such as the Internet) via a network adapter 360. As shown, the network adapter 360 communicates with other modules of the electronic device 300 via a bus 330. It should be understood that, although not shown in the figure, other hardware and / or software modules may be used in conjunction with the electronic device 300, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems, etc.

[0119] Through the description of the above implementation, it is easy for those skilled in the art to understand that the example implementation described here can be implemented by software, or by software combined with necessary hardware. Therefore, the technical solution according to the implementation of the present disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash drive, a mobile hard disk, etc.) or on a network, including several instructions to enable a computing device (which can be a personal computer, a server, a terminal device, or a network device, etc.) to execute the method according to the implementation of the present disclosure.

[0120] According to the solution of the present disclosure, a computer-readable storage medium is also provided, on which a program product capable of implementing the above method of the present specification is stored. In some possible implementations, various aspects of the present invention can also be implemented in the form of a program product, which includes a program code, and when the program product is run on a terminal device, the program code is used to enable the terminal device to execute the steps according to various exemplary implementations of the present invention described in the above "Exemplary Method" section of the present specification.

[0121] refer to Figure 4 As shown, a program product 400 for implementing the above method according to an embodiment of the present invention is described, which can adopt a portable compact disk read-only memory (CD-ROM) and include program code, and can be run on a terminal device, such as a personal computer. However, the program product of the present invention is not limited thereto. In this document, a readable storage medium can be any tangible medium containing or storing a program, which can be used by or in combination with an instruction execution system, an apparatus or a device.

[0122] The program product may use any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. The readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples (non-exhaustive list) of readable storage media include: an electrical connection with one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0123] Computer readable signal media may include data signals propagated in baseband or as part of a carrier wave, in which readable program code is carried. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. Readable signal media may also be any readable medium other than a readable storage medium, which may send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0124] The program code embodied on the readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wired, optical cable, RF, etc., or any suitable combination of the foregoing.

[0125] Program code for performing the operations of the present invention may be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java, C++, etc., and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user computing device, partially on the user device, as a separate software package, partially on the user computing device and partially on a remote computing device, or entirely on a remote computing device or server. In cases involving a remote computing device, the remote computing device may be connected to the user computing device through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computing device (e.g., through the Internet using an Internet service provider).

[0126] In addition, the above-mentioned figures are only schematic illustrations of the processes included in the method according to an exemplary embodiment of the present invention, and are not intended to be limiting. It is easy to understand that the processes shown in the above-mentioned figures do not indicate or limit the time sequence of these processes. In addition, it is also easy to understand that these processes can be performed synchronously or asynchronously, for example, in multiple modules.

[0127] The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

[0128] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems) and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes 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 a processor of a general-purpose computer, a special-purpose computer, an embedded processor or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the process in the flowchart. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

Claims

1. A vehicle DPF regeneration control method, characterized in that: include: Predict the road scene ahead of the vehicle based on the map data of the vehicle's location and the vehicle's real-time location; Calculate the final carbon load of the vehicle when it reaches the road ahead scenario based on the vehicle’s current carbon load level, the time to reach the road ahead scenario, the speed at which the carbon load increases, and the amount of carbon load increase; Based on the road scenario and the final carbon load, control the regeneration of the DPF of the vehicle; Wherein, when it is predicted that the road scene ahead of the vehicle is a highway and the vehicle is about to enter the highway, and when it is judged that the final carbon load is less than a first threshold, the DPF regeneration is controlled not to be triggered before the vehicle enters the highway; When it is determined that the final carbon load is greater than the first threshold, DPF regeneration is normally triggered before entering the highway; When driving at high speed, the carbon load triggering regeneration threshold currently set in the ECU is set to the first threshold; When exiting high-speed driving, the carbon load triggering regeneration threshold currently set in the ECU is set to the second threshold; The first threshold is greater than the second threshold.

2. The method according to claim 1, characterized in that The method of predicting the road scene ahead of the vehicle based on the map data of the vehicle's location and the vehicle's real-time location includes: Based on the vehicle network, obtaining map data of the vehicle's location, wherein the map data includes: road type, speed limit information, highway entrances, exits, and altitude changes; Get the real-time location of the vehicle based on the GPS on the vehicle; The map data and the real-time position are used to analyze a road scene that the vehicle is about to enter, wherein the road scene includes: a highway, an urban road, and a rural road.

3. The method according to claim 1, characterized in that The calculating of the final carbon load of the vehicle when it reaches the road ahead scenario based on the current carbon load level of the vehicle, the time to reach the road ahead scenario, the carbon load increase speed, and the increase in carbon load includes: Based on the DPF carbon load model, real-time monitoring of the vehicle's carbon load level; Based on the vehicle's position and speed, predict the time it takes for the vehicle to reach the road scene ahead; By using the DPF carbon load model, an average value of the carbon load increase rate within a set time is calculated; Calculate the increase in carbon load of the vehicle when it reaches the road scene ahead by using the average value and the time; The final carbon load of the vehicle when it reaches the road scene ahead is calculated by using the current carbon load level of the vehicle and the increase in the carbon load when the vehicle reaches the road scene ahead.

4. The method according to claim 3, characterized in that: include: According to the formula: , calculate the average value of the carbon load increase rate within the set time, where Increase the speed for carbon loading, is the number of times; According to the formula: , calculate the increase in carbon load when the vehicle reaches the road ahead, where It is the time required for the vehicle to reach the road scene ahead.

5. The method according to claim 1, characterized in that Also includes: When it is predicted that the road scene ahead of the vehicle is an urban road and the vehicle enters a congested section of the city, and it is determined that the final carbon load is less than the second threshold, active regeneration during driving is prohibited; When leaving the urban congested road section and judging that the final carbon load is less than the first threshold, the prohibition of driving active regeneration is released; When it is determined that the final carbon load is less than the first threshold, the driving active regeneration is prohibited and the parking regeneration reminder is started.

6. The method according to claim 1, characterized in that Also includes: When it is predicted that the road scene ahead of the vehicle is a rural road and is an uphill road condition, the carbon load triggering regeneration threshold currently set in the ECU is set to the second threshold; When the road condition is downhill and it is determined that the final carbon load is less than the first threshold, the vehicle is controlled to prohibit active regeneration during driving; When it is determined that the final carbon load is greater than the first threshold, the vehicle is controlled to normally trigger DPF regeneration.

7. A vehicle DPF regeneration control device, characterized in that: include: A prediction module, which is used to predict the road scene ahead of the vehicle based on the map data of the vehicle's location and the vehicle's real-time location; A calculation module, which is used to calculate the final carbon load of the vehicle when it reaches the road scene ahead based on the current carbon load level of the vehicle, the time to reach the road scene ahead, the carbon load increase speed and the increase amount of the carbon load; A control module, configured to control the regeneration of the vehicle DPF based on the road scenario and the final carbon load; Predicting that the road scene ahead of the vehicle is a highway and the vehicle is about to enter the highway, and when it is determined that the final carbon load is less than a first threshold, controlling the vehicle not to trigger DPF regeneration before entering the highway; When it is determined that the final carbon load is greater than the first threshold, DPF regeneration is normally triggered before entering the highway; When driving at high speed, the carbon load triggering regeneration threshold currently set in the ECU is set to the first threshold; When exiting high-speed driving, the carbon load triggering regeneration threshold currently set in the ECU is set to the second threshold; The first threshold is greater than the second threshold.

8. An electronic device, characterized in that: The electronic device comprises: processor; A memory having computer-readable instructions stored thereon, wherein when the computer-readable instructions are executed by the processor, the method according to any one of claims 1 to 6 is implemented.

9. A computer-readable storage medium, characterized in that: The computer program instructions are stored therein, and when the computer program instructions are executed by a computer, the computer is caused to execute the method according to any one of claims 1 to 6.

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