Vehicle control method, control device, and electronic equipment

Abstract

The present application provides a vehicle control method, control device, and electronic device. The method includes: obtaining the carbon load of a diesel particulate trap; when the carbon load is greater than a first carbon load and less than or equal to a second carbon load, controlling the vehicle to enter a target control mode to cause combustion and regeneration of particulate matter in the diesel particulate trap, wherein the target control mode is a mode in which fuel injection is controlled to combust particulate matter when the temperature of the oxidation catalyst is greater than or equal to the fuel combustion temperature; when the carbon load is greater than the second carbon load and less than or equal to a third carbon load, outputting a first prompt signal and controlling the vehicle to enter the target control mode to cause combustion and regeneration of particulate matter in the diesel particulate trap; and when the carbon load is greater than the third carbon load, outputting a second prompt signal and exiting the target control mode. This application solves the problem of increased fuel consumption caused by continuous fuel injection in the diesel particulate trap regeneration method.

Description

Technical Field

[0001] The present application relates to the field of vehicle DPF control, and in particular to a vehicle control method, a control device, a computer-readable storage medium, and an electronic device. Background Art

[0002] Existing technologies can only remove carbon deposits from the DPF (Diesel Particulate Filter, DPF) during vehicle operation through passive regeneration and on-the-go regeneration. For short-distance transport vehicles, after entering on-the-go regeneration mode, the DPF temperature is not easily raised to the carbon removal temperature due to frequent vehicle starts and stops, and the carbon load cannot be effectively reduced, making it difficult to exit on-the-go regeneration, resulting in increased fuel consumption. Figure 1 As shown, the vehicle operates in normal mode, comparing the carbon load in the ECU (Electronic Control Unit, or ECU) with the carbon load at entry to regeneration. If the ECU carbon load exceeds the entry carbon load, the vehicle enters driving regeneration mode. If the ECU carbon load is less than the exit carbon load, the vehicle exits driving regeneration mode and operates in normal mode. During this process, due to the short mileage and frequent starts and stops of short-distance transport vehicles, the DPF temperature does not easily rise to the carbon removal temperature. Consequently, the carbon load after entering driving regeneration decreases slowly, making it difficult to reduce to the exit carbon load and exiting driving regeneration mode.

[0003] Therefore, a fuel injection control method under specific working conditions is needed to achieve DPF regeneration and reduce regeneration fuel consumption. Summary of the Invention

[0004] The main purpose of the present application is to provide a vehicle control method, a control device, a computer-readable storage medium and an electronic device to at least solve the problem of increased fuel consumption caused by continuous fuel injection in the diesel particulate collector regeneration method in the prior art.

[0005] To achieve the above-mentioned object, according to one aspect of the present application, a method for controlling a vehicle is provided, wherein the vehicle includes a diesel particulate trap and an oxidation catalyst, comprising: obtaining a carbon load of the diesel particulate trap, wherein the carbon load is the content of particulate matter in the diesel particulate trap; when the carbon load is greater than a first carbon load and less than or equal to a second carbon load, controlling the vehicle to enter a target control mode so as to combust and regenerate particulate matter in the diesel particulate trap, wherein the target control mode is to control fuel injection to combust and regenerate the particulate matter in the diesel particulate trap when the temperature of the oxidation catalyst is greater than or equal to the fuel combustion temperature. a mode for burning particulate matter; when the carbon load is greater than the second carbon load and less than or equal to a third carbon load, outputting a first prompt signal and controlling the vehicle to enter the target control mode to burn and regenerate the particulate matter in the diesel particulate collector, wherein the first prompt signal is used to prompt an increase in the speed of the vehicle; when the carbon load is greater than the third carbon load, outputting a second prompt signal and exiting the target control mode, wherein the second prompt signal is used to prompt the start of a parking regeneration mode, which is a mode for parking the particulate matter in the diesel particulate collector.

[0006] Optionally, obtaining the carbon loading of the diesel particulate collector includes: obtaining the speed of the vehicle at predetermined time intervals within a predetermined time period to obtain a plurality of vehicle speeds; comparing each of the vehicle speeds with a speed threshold, calculating the number of vehicle speeds that are less than or equal to the speed threshold among the plurality of vehicle speeds to obtain a low speed number; calculating the ratio of the low speed number to the total number of vehicle speeds to obtain a low speed specific gravity; and obtaining the carbon loading of the diesel particulate collector when the low speed specific gravity is greater than the specific gravity threshold.

[0007] Optionally, when the low speed specific gravity is greater than a specific gravity threshold, the method further includes: controlling the vehicle to turn off a driving regeneration mode, wherein the driving regeneration mode is a mode in which particulate matter in the diesel particulate collector is burned while the vehicle is in motion.

[0008] Optionally, controlling the vehicle to enter a target control mode includes: obtaining the temperature of the oxidation catalyst to obtain the oxidation catalyst temperature; when the oxidation catalyst temperature is greater than or equal to the fuel combustion temperature, obtaining the engine speed and diesel particulate collector temperature of the vehicle, and calculating the fuel injection amount based on the engine speed, the oxidation catalyst temperature and the diesel particulate collector temperature, and controlling the vehicle to inject fuel according to the fuel injection amount.

[0009] Optionally, obtaining the temperature of the oxidation catalyst includes: obtaining the current speed of the vehicle and the engine speed of the vehicle; and obtaining the temperature of the oxidation catalyst when the current speed is greater than 0 and the engine speed is greater than the minimum engine speed, wherein the minimum engine speed is the minimum speed of the engine when the vehicle is in a driving state.

[0010] Optionally, the method further includes: controlling the vehicle to enter a normal driving mode when the carbon load is less than or equal to an initial carbon load, wherein the initial carbon load is less than the first carbon load, and the normal driving mode is a mode in which particulate matter in the diesel particulate collector is not processed.

[0011] Optionally, the method further includes: when the vehicle enters the target control mode and the carbon load is greater than the initial carbon load and less than or equal to the first carbon load, controlling the vehicle to maintain the target control mode; when the vehicle enters the normal driving mode and the carbon load is greater than the initial carbon load and less than or equal to the first carbon load, controlling the vehicle to maintain the normal driving mode.

[0012] According to another aspect of the present application, a control device for a vehicle is provided, the vehicle including a diesel particulate trap and an oxidation catalyst, comprising: an acquisition unit for acquiring a carbon load of the diesel particulate trap, wherein the carbon load is the content of particulate matter in the diesel particulate trap; a first control unit for controlling the vehicle to enter a target control mode when the carbon load is greater than a first carbon load and less than or equal to a second carbon load, so as to burn and regenerate the particulate matter in the diesel particulate trap, wherein the target control mode is to control fuel injection to burn and regenerate the particulate matter when the temperature of the oxidation catalyst is greater than or equal to the fuel combustion temperature. a combustion mode; a second control unit, for, when the carbon load is greater than the second carbon load and less than or equal to a third carbon load, outputting a first prompt signal and controlling the vehicle to enter the target control mode so that the particulate matter in the diesel particulate collector is combusted and regenerated, wherein the first prompt signal is used to prompt an increase in the speed of the vehicle; an exit unit, for, when the carbon load is greater than the third carbon load, outputting a second prompt signal and exiting the target control mode, wherein the second prompt signal is used to prompt the start of a parking regeneration mode, which is a mode for parking the particulate matter in the diesel particulate collector.

[0013] According to another aspect of the present application, a computer-readable storage medium is provided, wherein the computer-readable storage medium includes a stored program, wherein when the program is executed, the device where the computer-readable storage medium is located is controlled to execute any one of the control methods.

[0014] According to another aspect of the present application, an electronic device is provided, comprising: one or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, and the one or more programs include a method for executing any one of the control methods described.

[0015] By applying the technical solution of the present application, when the carbon load of the diesel particulate filter is greater than a first carbon load and less than or equal to a second carbon load, the vehicle is controlled to enter a target control mode, that is, when the temperature of the oxidation catalyst is greater than or equal to the fuel combustion temperature, the fuel injection is controlled to burn and regenerate the particulate matter in the diesel particulate filter; when the carbon load is greater than the second carbon load and less than or equal to a third carbon load, a first prompt signal is output to prompt an increase in the vehicle speed, and the vehicle is controlled to enter the target control mode; when the carbon load is greater than the third carbon load, a second prompt signal is output to prompt the start of the parking regeneration mode, and the target control mode is exited to achieve a parking mode for processing the particulate matter in the diesel particulate filter. Compared with the prior art, the regeneration method of the diesel particulate collector is usually driving regeneration. Frequent starting and stopping of the vehicle makes it difficult to raise the temperature to the carbon removal temperature, which makes it difficult to exit the driving regeneration mode, further leading to continuous fuel injection, resulting in increased regeneration fuel consumption. The present application controls the vehicle to enter different operating modes according to the size of the carbon load, and controls fuel injection only when the temperature of the oxidation catalyst is greater than or equal to the fuel combustion temperature, avoiding the problem of fuel waste caused by continuous fuel injection. Therefore, it can solve the problem of increased fuel consumption caused by continuous fuel injection in the diesel particulate collector regeneration method in the prior art, and achieve the effect of saving fuel. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The drawings that constitute part of this application are used to provide a further understanding of this application. The illustrative embodiments of this application and their descriptions are used to explain this application and do not constitute an improper limitation on this application. In the drawings:

[0017] Figure 1 A schematic flow chart of a vehicle driving regeneration control method provided in the prior art of the present application is shown;

[0018] Figure 2 A hardware structure block diagram of a mobile terminal for executing a vehicle control method provided in an embodiment of the present application is shown;

[0019] Figure 3 A schematic flow chart of a vehicle control method provided in an embodiment of the present application is shown;

[0020] Figure 4 A schematic diagram of a process for obtaining carbon load in a vehicle control method provided in an embodiment of the present application is shown;

[0021] Figure 5 A schematic flow chart of a specific vehicle control method provided in an embodiment of the present application is shown;

[0022] Figure 6 A structural block diagram of a vehicle control device provided in an embodiment of the present application is shown.

[0023] The above drawings include the following reference numerals:

[0024] 102. Processor; 104. Memory; 106. Transmission device; 108. Input / output device. DETAILED DESCRIPTION

[0025] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0026] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of this application.

[0027] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present application described here. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0028] For ease of description, some nouns or terms involved in the embodiments of the present application are explained below:

[0029] Driving regeneration: When the particulate matter in the DPF (Diesel Particulate Filter, DPF) accumulates to a certain amount, the vehicle increases the post-treatment temperature by adding fuel while driving to eliminate the particulate matter.

[0030] Parking regeneration: When the carbon load reaches a level that makes it impossible to burn off the soot and solve the blockage problem, the driver needs to stop the car and press the regeneration switch on the car to perform parking regeneration.

[0031] As introduced in the background technology, continuous fuel injection in the diesel particulate trap regeneration method in the prior art leads to increased fuel consumption. In order to solve the problem of increased fuel consumption caused by continuous fuel injection in the diesel particulate trap regeneration method, the embodiments of the present application provide a vehicle control method, a control device, a computer-readable storage medium and an electronic device.

[0032] The technical solutions in the embodiments of the present invention will be described clearly and completely below with reference to the accompanying drawings in the embodiments of the present invention.

[0033] The method embodiments provided in the embodiments of the present application can be executed in a mobile terminal, a computer terminal or a similar computing device. Taking running on a mobile terminal as an example, Figure 2 FIG. 1 is a hardware structure block diagram of a mobile terminal for a vehicle control method according to an embodiment of the present invention. Figure 2 As shown, the mobile terminal may include one or more ( Figure 2 Only one is shown) a processor 102 (the processor 102 may include but is not limited to a microprocessor MCU or a programmable logic device FPGA and other processing devices) and a memory 104 for storing data, wherein the mobile terminal may also include a transmission device 106 and an input and output device 108 for communication functions. It will be understood by those skilled in the art that Figure 2 The structure shown is only for illustration and does not limit the structure of the mobile terminal. Figure 2 More or fewer components than shown, or with Figure 2 Different configurations shown.

[0034] The memory 104 can be used to store computer programs, such as software programs and modules of application software, such as the computer program corresponding to the vehicle control method in the embodiment of the present invention. The processor 102 executes the computer programs stored in the memory 104 to execute various functional applications and data processing, thereby implementing the above-mentioned method. The memory 104 may include high-speed random access memory and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to the mobile terminal via a network. Examples of such networks include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof. The transmission device 106 is used to receive or transmit data via a network. Specific examples of such networks may include a wireless network provided by the mobile terminal's telecommunications provider. In one example, the transmission device 106 includes a network interface controller (NIC), which can be connected to other network devices via a base station to enable communication with the Internet. In one example, the transmission device 106 may be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0035] In this embodiment, a method for controlling a vehicle running on a mobile terminal, a computer terminal or a similar computing device is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0036] Figure 3 The vehicle includes a diesel particulate collector and an oxidation catalyst, such as Figure 3 As shown, the method includes the following steps:

[0037] Step S201, obtaining the carbon loading of the diesel particulate trap, wherein the carbon loading is the content of particulate matter in the diesel particulate trap;

[0038] Specifically, fuel combustion during vehicle operation produces particulate matter, which, if directly discharged, would pollute the environment. Therefore, vehicles are typically equipped with a diesel particulate filter (DPF) to collect and reburn particulate matter from fuel combustion, eliminating it—a process known as regeneration. Therefore, the amount of particulate matter in the DPF is referred to as its carbon load. Before controlling the DPF, it is important to first determine its carbon load.

[0039] Step S202: When the carbon load is greater than a first carbon load and less than or equal to a second carbon load, controlling the vehicle to enter a target control mode to combust and regenerate particulate matter in the diesel particulate trap, wherein the target control mode is a mode in which fuel injection is controlled to combust the particulate matter when the temperature of the oxidation catalyst is greater than or equal to the fuel combustion temperature;

[0040] Specifically, this application defines a first carbon load, a second carbon load, and a third carbon load. The first carbon load is less than the second carbon load and less than the third carbon load. The first carbon load is the carbon load at which the vehicle enters the target control mode. When the carbon load is between the first and second carbon loads, the vehicle enters the target control mode. The target control mode acquires the temperature of the oxidation catalyst (DOC) while the vehicle is in motion. The DOC and the diesel particulate filter (DPF) are connected in a sequential manner, with the DOC in front and the DPF in the rear. The acquired DOC temperature is the DOC upstream temperature. When the DOC upstream temperature reaches the fuel ignition temperature, fuel injection is initiated to combust particulate matter.

[0041] Step S203: When the carbon load is greater than the second carbon load and less than or equal to the third carbon load, outputting a first prompt signal and controlling the vehicle to enter the target control mode to combust and regenerate particulate matter in the diesel particulate collector, wherein the first prompt signal is used to prompt an increase in the vehicle speed;

[0042] Specifically, when the carbon load is greater than the second carbon load and less than or equal to the third carbon load, the vehicle also enters the target control mode and simultaneously outputs a first prompt signal to remind the driver to increase the vehicle's speed. In this case, due to the increase in carbon load, it is necessary to increase the vehicle's speed to prevent further increases in carbon load. Therefore, the vehicle is controlled to enter the target control mode while reminding the driver to increase the speed.

[0043] In step S204, if the carbon load is greater than the third carbon load, a second prompt signal is output, and the target control mode is exited. The second prompt signal is used to prompt the activation of a parking regeneration mode, which is a mode for treating particulate matter in the diesel particulate collector while the vehicle is parked.

[0044] Specifically, when the carbon load continues to increase and increases to greater than the third carbon load, the carbon load is too large in this case and the purpose of eliminating particulate matter can no longer be achieved during driving. Therefore, the target control mode is exited and a second prompt signal is output at the same time to remind the driver to perform parking regeneration, that is, to stop the car to deal with the particulate matter.

[0045] According to this embodiment, when the carbon load of the diesel particulate filter is greater than the first carbon load and less than or equal to the second carbon load, the vehicle is controlled to enter the target control mode, that is, when the temperature of the oxidation catalyst is greater than or equal to the fuel combustion temperature, fuel injection is controlled to cause combustion and regeneration of particulate matter in the diesel particulate filter. When the carbon load is greater than the second carbon load and less than or equal to the third carbon load, a first prompt signal is output to prompt an increase in vehicle speed and the vehicle is controlled to enter the target control mode. When the carbon load is greater than the third carbon load, a second prompt signal is output to prompt the start of the parking regeneration mode and the target control mode is exited to achieve a parking mode for processing particulate matter in the diesel particulate filter. Compared with the prior art, the regeneration method of the diesel particulate collector is usually regeneration during driving. The frequent starting and stopping of the vehicle makes it difficult to raise the temperature to the carbon removal temperature, which makes it difficult to exit the driving regeneration mode, further leading to continuous injection of fuel, resulting in increased regeneration fuel consumption. The present application controls the vehicle to enter different operating modes according to the size of the carbon load, and controls fuel injection only when the temperature of the above-mentioned oxidation catalyst is greater than or equal to the fuel combustion temperature, avoiding the problem of fuel waste caused by continuous injection. Therefore, it can solve the problem of increased fuel consumption caused by continuous injection in the diesel particulate collector regeneration method in the prior art, and achieve the effect of saving fuel.

[0046] In the specific implementation process, the above step S201 can be implemented by the following steps: Figure 4 As shown, step S2011: obtaining the vehicle speed at predetermined time intervals within a predetermined time period to obtain multiple vehicle speeds; step S2012: comparing each vehicle speed with a speed threshold, calculating the number of vehicle speeds less than or equal to the speed threshold, and obtaining the number of low speeds; step S2013: calculating the ratio of the number of low speeds to the total number of vehicle speeds to obtain a low speed specific gravity. If the low speed specific gravity is greater than the specific gravity threshold, the carbon loading of the diesel particulate collector is obtained. This method obtains the carbon loading in this situation, ensuring that the carbon loading is obtained while the vehicle is driving, thereby further determining whether fuel injection is necessary.

[0047] Specifically, during the driving process of the vehicle, the vehicle speed within a period of time is counted, and the proportion of low speed is calculated, that is, multiple vehicle speeds are obtained at predetermined time intervals within a predetermined time period and compared with the speed threshold. The speed threshold is an artificial dividing value between high speed and low speed. When the vehicle speed is less than or equal to the speed threshold, the vehicle speed is considered to be low speed. When it is higher than the speed threshold, the vehicle speed is considered to be high speed. The number of low speeds, that is, vehicle speeds less than or equal to the speed threshold, is counted, and the ratio of the number of low speeds to the total number of vehicle speeds obtained is calculated to obtain the low speed proportion. When the low speed proportion is greater than a certain value, that is, the proportion threshold, the vehicle turns off the driving regeneration mode and enters the target control mode, thereby obtaining the DPF carbon load and entering the judgment of the subsequent steps.

[0048] To avoid the problem of fuel waste caused by continuous fuel injection when the vehicle enters and remains difficult to exit from on-the-go regeneration mode, in some optional embodiments, when the low-speed specific gravity exceeds the specific gravity threshold, the method further comprises the step of controlling the vehicle to disable on-the-go regeneration mode, wherein the on-the-go regeneration mode is a mode in which particulate matter in the diesel particulate collector is burned while the vehicle is in motion. When this condition is met, the method disables the on-the-go regeneration mode, i.e., replaces the on-the-go regeneration mode with the target control mode for fuel injection, thereby avoiding the problem of fuel waste caused by continuous fuel injection during on-the-go regeneration mode.

[0049] In specific implementation, as described above, when the low-speed specific gravity exceeds the specific gravity threshold, the vehicle disables on-road regeneration mode and is replaced by the aforementioned target control mode. During on-road regeneration mode, when the carbon load exceeds the regeneration threshold, on-road regeneration mode is entered, with continuous fuel injection. However, due to frequent vehicle starts and stops, the DPF temperature does not easily rise to the carbon elimination temperature, making it difficult to eliminate carbon particulate matter. The carbon load decreases slowly, making it difficult to reach the exit threshold for regeneration. This makes it difficult to exit on-road regeneration mode, leading to continuous fuel injection, a vicious cycle that fails to eliminate carbon deposits. By replacing on-road regeneration mode with the target control mode, fuel injection is not initiated until the DOC upstream temperature reaches the fuel's ignition temperature (considered the ignition point). The driver is prompted to increase speed after the carbon load further increases to a second carbon load, thereby reducing particulate matter generation. Finally, the driver is prompted to initiate parked regeneration after the carbon load exceeds a third carbon load. This control mode avoids the problem of fuel waste caused by continuous fuel injection.

[0050] To avoid fuel waste caused by continuous fuel injection after entering the target control mode, step S202 can be implemented by: obtaining the temperature of the oxidation catalyst; obtaining the oxidation catalyst temperature; and, when the oxidation catalyst temperature is greater than or equal to the fuel combustion temperature, obtaining the vehicle's engine speed and diesel particulate trap temperature, calculating a fuel injection amount based on the engine speed, the oxidation catalyst temperature, and the diesel particulate trap temperature, and controlling the vehicle to inject fuel according to the injection amount. This method obtains the oxidation catalyst (DOC) temperature before fuel injection and then injects fuel only after the temperature reaches a fuel combustion temperature, thereby avoiding fuel waste caused by fuel not being able to burn after injection.

[0051] Specifically, the oxidation catalyst temperature is obtained, specifically the DOC upstream temperature. Only when the DOC upstream temperature reaches the fuel combustion temperature can the fuel burn. Therefore, fuel injection is performed in this case. The fuel injection amount can be calculated based on the engine speed, DOC upstream temperature and DPF upstream temperature, and then the fuel is injected according to the calculated fuel injection amount.

[0052] In a specific implementation, obtaining the temperature of the oxidation catalyst can be accomplished by the following steps: obtaining the current speed of the vehicle and the engine speed of the vehicle; and obtaining the temperature of the oxidation catalyst when the current speed is greater than 0 and the engine speed is greater than the minimum engine speed, where the minimum engine speed is the minimum engine speed of the vehicle when the vehicle is in motion. This method obtains the oxidation catalyst temperature only in these circumstances, thereby accurately determining whether the vehicle is in motion. The DOC temperature can then be obtained while the vehicle is in motion for further determination.

[0053] Specifically, before determining whether the DOC temperature has reached the ignition temperature, first determine whether the vehicle is in a driving state, that is, obtain the current speed of the vehicle and the engine speed of the vehicle. If the current speed is greater than 0 and the engine speed is greater than the minimum speed, it indicates that the vehicle is in a driving state. Further obtain the temperature of the oxidation catalyst, that is, the DOC upstream temperature, so as to make subsequent judgments.

[0054] To better control the vehicle, the method further includes the following steps: when the carbon load is less than or equal to the initial carbon load, controlling the vehicle to enter a normal driving mode, wherein the initial carbon load is less than the first carbon load, and the normal driving mode is a mode in which particulate matter in the diesel particulate collector is not treated. When the carbon load is less than or equal to the initial carbon load, the method controls the vehicle to exit the target control mode and enter a normal driving mode, i.e., without treating the particulate matter.

[0055] During the specific implementation process, the initial carbon load is the critical carbon load for exiting the target control mode. That is, when the carbon load is less than or equal to the initial carbon load, the vehicle is controlled to exit the target control mode, indicating that the carbon load is small at this time and does not need to be processed. The vehicle can drive in the normal driving mode.

[0056] To better control the vehicle's entry into or exit from the target control mode, the method further includes the following steps: when the vehicle enters the target control mode and the carbon load is greater than the initial carbon load and less than or equal to the first carbon load, controlling the vehicle to maintain the target control mode; and when the vehicle enters the normal driving mode and the carbon load is greater than the initial carbon load and less than or equal to the first carbon load, controlling the vehicle to maintain the normal driving mode. This method controls the vehicle's entry into or exit from the target control mode in these two situations, ensuring more comprehensive control over the vehicle's flexible handling of carbon particulate matter.

[0057] Specifically, the initial carbon load is the critical carbon load for exiting the target control mode, and the first carbon load is the critical carbon load for entering the target control mode. The initial carbon load is less than the first carbon load. Therefore, entering or exiting the target control mode can be divided into the following two situations. One situation is: if the vehicle has entered the target control mode, the target control mode will only be exited if the carbon load is less than or equal to the initial carbon load. That is, if the carbon load is greater than the initial carbon load and less than or equal to the first carbon load, the target control mode will be maintained. If the carbon load continues to increase, control will be carried out according to the control method described above. The other situation is: if the vehicle has exited the target control mode and entered the normal driving mode, the target control mode will only be entered if the carbon load is greater than the first carbon load. That is, if the carbon load is greater than the initial carbon load and less than or equal to the first carbon load, the normal driving mode will be maintained.

[0058] In order to enable those skilled in the art to more clearly understand the technical solution of the present application, the implementation process of the vehicle control method of the present application will be described in detail below with reference to specific embodiments.

[0059] This embodiment relates to a specific vehicle control method, such as Figure 5 As shown, the following steps are included:

[0060] Step S1: The vehicle drives in a normal mode;

[0061] Step S2: Collect vehicle speeds over a period of time and determine whether the low-speed vehicle ratio is greater than the speed determination limit. If yes, execute step S3; if no, execute step S1.

[0062] Step S3: Turn off the driving regeneration mode and enter the specific working condition injection mode (target control mode);

[0063] Step S4: Obtain the ECU carbon load and determine whether the ECU carbon load is less than the mode exit carbon load m0 (initial carbon load). If yes, proceed to step S5; otherwise, proceed to step S6.

[0064] Step S5: Exit the specific working condition injection mode and enter the normal driving mode;

[0065] Step S6: If the carbon load (first carbon load) m1 entering the judgment mode is less than the ECU carbon load and less than the alarm carbon load (second carbon load) m2, then the step S3 is executed; otherwise, the step S7 is executed.

[0066] Step S7: Determine whether the alarm prompt carbon load (second carbon load) m2 is less than the ECU carbon load and less than the parking regeneration carbon load (third carbon load) m3. If so, execute step S8; if not, execute step S9.

[0067] Step S8: Maintaining the specific working condition injection mode (target control mode), prompting high-speed driving (first prompt signal), i.e., parking regeneration;

[0068] Step S9: Determine whether the ECU carbon load is greater than the parking regeneration carbon load (third carbon load) m3. If so, execute step S10 and stop the vehicle for parking regeneration (parking regeneration mode). If not, execute step S7.

[0069] Step S10: Stop the vehicle and perform parking regeneration (parking regeneration mode).

[0070] The embodiments of the present application also provide a control device for a vehicle. It should be noted that the control device for a vehicle in the embodiments of the present application can be used to execute the control method for a vehicle provided in the embodiments of the present application. The device is used to implement the above-mentioned embodiments and preferred implementation modes, and the details that have been explained will not be repeated here. As used below, the term "module" can be a combination of software and / or hardware that implements a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, implementation in hardware, or a combination of software and hardware, is also possible and conceivable.

[0071] The following is an introduction to the vehicle control device provided in the embodiments of the present application.

[0072] Figure 6 Schematic diagram of a vehicle control device according to an embodiment of the present application. The vehicle includes a diesel particulate collector and an oxidation catalyst, such as Figure 6 As shown, the device includes:

[0073] An acquisition unit 10 is configured to acquire the carbon loading of the diesel particulate trap, wherein the carbon loading is the content of particulate matter in the diesel particulate trap;

[0074] Specifically, fuel combustion during vehicle operation produces particulate matter, which, if directly discharged, would pollute the environment. Therefore, vehicles are typically equipped with a diesel particulate filter (DPF) to collect and reburn particulate matter from fuel combustion, eliminating it—a process known as regeneration. Therefore, the amount of particulate matter in the DPF is referred to as its carbon load. Before controlling the DPF, it is important to first determine its carbon load.

[0075] a first control unit 20 configured to control the vehicle to enter a target control mode when the carbon load is greater than a first carbon load and less than or equal to a second carbon load, so as to combust and regenerate particulate matter in the diesel particulate trap, wherein the target control mode is a mode in which fuel injection is controlled to combust the particulate matter when a temperature of the oxidation catalyst is greater than or equal to a fuel combustion temperature;

[0076] Specifically, this application defines a first carbon load, a second carbon load, and a third carbon load. The first carbon load is less than the second carbon load and less than the third carbon load. The first carbon load is the carbon load at which the vehicle enters the target control mode. When the carbon load is between the first and second carbon loads, the vehicle enters the target control mode. The target control mode acquires the temperature of the oxidation catalyst (DOC) while the vehicle is in motion. The DOC and the diesel particulate filter (DPF) are connected in a sequential manner, with the DOC in front and the DPF in the rear. The acquired DOC temperature is the DOC upstream temperature. When the DOC upstream temperature reaches the fuel ignition temperature, fuel injection is initiated to combust particulate matter.

[0077] a second control unit 30 configured to output a first prompt signal when the carbon load is greater than the second carbon load and less than or equal to a third carbon load, and control the vehicle to enter the target control mode to combust and regenerate particulate matter in the diesel particulate collector, wherein the first prompt signal is configured to prompt an increase in the speed of the vehicle;

[0078] Specifically, when the carbon load is greater than the second carbon load and less than or equal to the third carbon load, the vehicle also enters the target control mode and simultaneously outputs a first prompt signal to remind the driver to increase the vehicle's speed. In this case, due to the increase in carbon load, it is necessary to increase the vehicle's speed to prevent further increases in carbon load. Therefore, the vehicle is controlled to enter the target control mode while reminding the driver to increase the speed.

[0079] The exit unit 40 is configured to output a second prompt signal and exit the target control mode when the carbon load is greater than the third carbon load, wherein the second prompt signal is configured to prompt activation of a parking regeneration mode, wherein the parking regeneration mode is a mode for processing particulate matter in the diesel particulate collector while the vehicle is parked.

[0080] Specifically, when the carbon load continues to increase and increases to greater than the third carbon load, the carbon load is too large in this case and the purpose of eliminating particulate matter can no longer be achieved during driving. Therefore, the target control mode is exited and a second prompt signal is output at the same time to remind the driver to perform parking regeneration, that is, to stop the car to deal with the particulate matter.

[0081] According to this embodiment, when the carbon load of the diesel particulate filter is greater than the first carbon load and less than or equal to the second carbon load, the vehicle is controlled to enter the target control mode, that is, when the temperature of the oxidation catalyst is greater than or equal to the fuel combustion temperature, fuel injection is controlled to cause combustion and regeneration of particulate matter in the diesel particulate filter. When the carbon load is greater than the second carbon load and less than or equal to the third carbon load, a first prompt signal is output to prompt an increase in vehicle speed and the vehicle is controlled to enter the target control mode. When the carbon load is greater than the third carbon load, a second prompt signal is output to prompt the start of the parking regeneration mode and the target control mode is exited to achieve a parking mode for processing particulate matter in the diesel particulate filter. Compared with the prior art, the regeneration device of the diesel particulate collector is usually regenerated while driving. The frequent starting and stopping of the vehicle makes it difficult to raise the temperature to the carbon removal temperature, which makes it difficult to exit the driving regeneration mode, further leading to continuous injection of fuel, resulting in increased regeneration fuel consumption. The present application controls the vehicle to enter different operating modes according to the size of the carbon load, and controls fuel injection only when the temperature of the above-mentioned oxidation catalyst is greater than or equal to the fuel combustion temperature, avoiding the problem of fuel waste caused by continuous injection. Therefore, it can solve the problem of increased fuel consumption caused by continuous injection in the regeneration device of the diesel particulate collector in the prior art, and achieve the effect of saving fuel.

[0082] In a specific implementation, the acquisition unit includes a first acquisition module, a calculation module, and a second acquisition module. The first acquisition module is configured to acquire the vehicle speed at predetermined time intervals within a predetermined time period to obtain multiple vehicle speeds. The calculation module is configured to compare each vehicle speed with a speed threshold, and calculate the number of vehicle speeds less than or equal to the speed threshold to obtain a low speed count. The second acquisition module is configured to calculate the ratio of the low speed count to the total number of vehicle speeds to obtain a low speed specific gravity. If the low speed specific gravity exceeds the specific gravity threshold, the carbon loading of the diesel particulate collector is acquired. Acquiring the carbon loading in this manner ensures that the carbon loading is acquired while the vehicle is in motion, thereby further determining whether fuel injection is necessary.

[0083] Specifically, during the driving process of the vehicle, the vehicle speed within a period of time is counted, and the proportion of low speed is calculated, that is, multiple vehicle speeds are obtained at predetermined time intervals within a predetermined time period and compared with the speed threshold. The speed threshold is an artificial dividing value between high speed and low speed. When the vehicle speed is less than or equal to the speed threshold, the vehicle speed is considered to be low speed. When it is higher than the speed threshold, the vehicle speed is considered to be high speed. The number of low speeds, that is, vehicle speeds less than or equal to the speed threshold, is counted, and the ratio of the number of low speeds to the total number of vehicle speeds obtained is calculated to obtain the low speed proportion. When the low speed proportion is greater than a certain value, that is, the proportion threshold, the vehicle turns off the driving regeneration mode and enters the target control mode, thereby obtaining the DPF carbon load and entering the judgment of the subsequent steps.

[0084] To avoid the problem of fuel waste caused by continuous fuel injection when the vehicle enters and remains unable to exit driving regeneration mode, in some optional embodiments, the second acquisition module further includes a control submodule configured to control the vehicle to disable driving regeneration mode, wherein driving regeneration mode is a mode in which particulate matter in the diesel particulate collector is burned while the vehicle is in motion. Under these conditions, the device disables the vehicle's driving regeneration mode, i.e., replaces the driving regeneration mode with the target control mode for fuel injection, thereby avoiding the problem of fuel waste caused by continuous fuel injection during driving regeneration mode.

[0085] In specific implementation, as described above, when the low-speed specific gravity exceeds the specific gravity threshold, the vehicle disables on-road regeneration mode and is replaced by the aforementioned target control mode. During on-road regeneration mode, when the carbon load exceeds the regeneration threshold, on-road regeneration mode is entered, with continuous fuel injection. However, due to frequent vehicle starts and stops, the DPF temperature does not easily rise to the carbon elimination temperature, making it difficult to eliminate carbon particulate matter. The carbon load decreases slowly, making it difficult to reach the exit threshold for regeneration. This makes it difficult to exit on-road regeneration mode, leading to continuous fuel injection, a vicious cycle that fails to eliminate carbon deposits. By replacing on-road regeneration mode with the target control mode, fuel injection is not initiated until the DOC upstream temperature reaches the fuel's ignition temperature (considered the ignition point). The driver is prompted to increase speed after the carbon load further increases to a second carbon load, thereby reducing particulate matter generation. Finally, the driver is prompted to initiate parked regeneration after the carbon load exceeds a third carbon load. This control mode avoids the problem of fuel waste caused by continuous fuel injection.

[0086] To avoid fuel waste caused by continuous fuel injection after entering the target control mode, the first control unit includes a third acquisition module and a first control module. The third acquisition module is configured to acquire the temperature of the oxidation catalyst to obtain the oxidation catalyst temperature. The first control module is configured to acquire the vehicle's engine speed and diesel particulate collector temperature when the oxidation catalyst temperature is greater than or equal to the fuel combustion temperature, calculate a fuel injection amount based on the engine speed, the oxidation catalyst temperature, and the diesel particulate collector temperature, and control the vehicle to inject fuel according to the injection amount. This device first acquires the oxidation catalyst (DOC) temperature before fuel injection and then injects fuel only after the temperature reaches a fuel combustion temperature, thereby avoiding fuel waste caused by fuel not being able to burn after injection.

[0087] Specifically, the oxidation catalyst temperature is obtained, specifically the DOC upstream temperature. Only when the DOC upstream temperature reaches the fuel combustion temperature can the fuel burn. Therefore, fuel injection is performed in this case. The fuel injection amount can be calculated based on the engine speed, DOC upstream temperature and DPF upstream temperature, and then the fuel is injected according to the calculated fuel injection amount.

[0088] In a specific implementation, the third acquisition module includes a first acquisition submodule and a second acquisition submodule. The first acquisition submodule is configured to acquire the current speed of the vehicle and the engine speed of the vehicle. The second acquisition submodule is configured to acquire the temperature of the oxidation catalyst when the current speed is greater than 0 and the engine speed is greater than the minimum engine speed, where the minimum engine speed is the minimum engine speed when the vehicle is in motion. The device acquires the oxidation catalyst temperature only in these circumstances, thereby accurately determining whether the vehicle is in motion. The DOC temperature can then be acquired while the vehicle is in motion for further determination.

[0089] Specifically, before determining whether the DOC temperature has reached the ignition temperature, first determine whether the vehicle is in a driving state, that is, obtain the current speed of the vehicle and the engine speed of the vehicle. If the current speed is greater than 0 and the engine speed is greater than the minimum speed, it indicates that the vehicle is in a driving state. Further obtain the temperature of the oxidation catalyst, that is, the DOC upstream temperature, so as to make subsequent judgments.

[0090] To better control the vehicle, the device further includes a third control unit configured to control the vehicle to enter a normal driving mode when the carbon loading is less than or equal to an initial carbon loading, wherein the initial carbon loading is less than the first carbon loading, and the normal driving mode is a mode in which particulate matter in the diesel particulate collector is not processed. When the carbon loading is less than or equal to the initial carbon loading, the device controls the vehicle to exit the target control mode and enter a normal driving mode, i.e., a mode in which particulate matter is not processed.

[0091] During the specific implementation process, the initial carbon load is the critical carbon load for exiting the target control mode. That is, when the carbon load is less than or equal to the initial carbon load, the vehicle is controlled to exit the target control mode, indicating that the carbon load is small at this time and does not need to be processed. The vehicle can drive in the normal driving mode.

[0092] To better control the vehicle's entry into or exit from the target control mode, the device further includes a fourth control unit and a fifth control unit. The fourth control unit is configured to control the vehicle to maintain the target control mode when the vehicle enters the target control mode and the carbon load is greater than the initial carbon load and less than or equal to the first carbon load. The fifth control unit is configured to control the vehicle to maintain the normal driving mode when the vehicle enters the normal driving mode and the carbon load is greater than the initial carbon load and less than or equal to the first carbon load. The device controls the vehicle's entry into or exit from the target control mode in these two situations, ensuring more comprehensive control over the vehicle's flexible handling of carbon particulate matter.

[0093] Specifically, the initial carbon load is the critical carbon load for exiting the target control mode, and the first carbon load is the critical carbon load for entering the target control mode. The initial carbon load is less than the first carbon load. Therefore, entering or exiting the target control mode can be divided into the following two situations. One situation is: if the vehicle has entered the target control mode, the target control mode will only be exited if the carbon load is less than or equal to the initial carbon load. That is, if the carbon load is greater than the initial carbon load and less than or equal to the first carbon load, the target control mode will be maintained. If the carbon load continues to increase, control will be performed according to the control device described above. The other situation is: if the vehicle has exited the target control mode and entered the normal driving mode, the target control mode will only be entered if the carbon load is greater than the first carbon load. That is, if the carbon load is greater than the initial carbon load and less than or equal to the first carbon load, the normal driving mode will be maintained.

[0094] The vehicle control device includes a processor and a memory. The acquisition unit, first control unit, second control unit, and exit unit are all stored as program units in the memory. The processor executes the program units stored in the memory to implement the corresponding functions. The modules are all located in the same processor; alternatively, the modules may be located in different processors in any combination.

[0095] The processor includes a core that retrieves the corresponding program unit from the memory. One or more cores can be configured to adjust the core parameters to solve the problem of increased fuel consumption caused by continuous fuel injection in the diesel particulate collector regeneration method.

[0096] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0097] An embodiment of the present invention provides a computer-readable storage medium, which includes a stored program. When the program is executed, the device where the computer-readable storage medium is located is controlled to execute the vehicle control method.

[0098] Specifically, the vehicle control method includes:

[0099] Step S201, obtaining the carbon loading of the diesel particulate trap, wherein the carbon loading is the content of particulate matter in the diesel particulate trap;

[0100] Specifically, fuel combustion during vehicle operation produces particulate matter, which, if directly discharged, would pollute the environment. Therefore, vehicles are typically equipped with a diesel particulate filter (DPF) to collect and reburn particulate matter from fuel combustion, eliminating it—a process known as regeneration. Therefore, the amount of particulate matter in the DPF is referred to as its carbon load. Before controlling the DPF, it is important to first determine its carbon load.

[0101] Step S202: When the carbon load is greater than a first carbon load and less than or equal to a second carbon load, controlling the vehicle to enter a target control mode to combust and regenerate particulate matter in the diesel particulate trap, wherein the target control mode is a mode in which fuel injection is controlled to combust the particulate matter when the temperature of the oxidation catalyst is greater than or equal to the fuel combustion temperature;

[0102] Specifically, this application defines a first carbon load, a second carbon load, and a third carbon load. The first carbon load is less than the second carbon load and less than the third carbon load. The first carbon load is the carbon load at which the vehicle enters the target control mode. When the carbon load is between the first and second carbon loads, the vehicle enters the target control mode. The target control mode acquires the temperature of the oxidation catalyst (DOC) while the vehicle is in motion. The DOC and the diesel particulate filter (DPF) are connected in a sequential manner, with the DOC in front and the DPF in the rear. The acquired DOC temperature is the DOC upstream temperature. When the DOC upstream temperature reaches the fuel ignition temperature, fuel injection is initiated to combust particulate matter.

[0103] Step S203: When the carbon load is greater than the second carbon load and less than or equal to the third carbon load, outputting a first prompt signal and controlling the vehicle to enter the target control mode to combust and regenerate particulate matter in the diesel particulate collector, wherein the first prompt signal is used to prompt an increase in the vehicle speed;

[0104] Specifically, when the carbon load is greater than the second carbon load and less than or equal to the third carbon load, the vehicle also enters the target control mode and simultaneously outputs a first prompt signal to remind the driver to increase the vehicle's speed. In this case, due to the increase in carbon load, it is necessary to increase the vehicle's speed to prevent further increases in carbon load. Therefore, the vehicle is controlled to enter the target control mode while reminding the driver to increase the speed.

[0105] Step S204: If the carbon load is greater than the third carbon load, a second prompt signal is output, and the target control mode is exited. The second prompt signal is used to prompt the activation of a parking regeneration mode, which is a mode for processing particulate matter in the diesel particulate collector while the vehicle is parked.

[0106] Specifically, when the carbon load continues to increase and increases to greater than the third carbon load, the carbon load is too large in this case and the purpose of eliminating particulate matter can no longer be achieved during driving. Therefore, the target control mode is exited and a second prompt signal is output at the same time to remind the driver to perform parking regeneration, that is, to stop the car to deal with the particulate matter.

[0107] Optionally, obtaining the carbon loading of the diesel particulate collector includes: obtaining the speed of the vehicle at predetermined time intervals within a predetermined time period to obtain a plurality of vehicle speeds; comparing each of the vehicle speeds with a speed threshold, and calculating the number of vehicle speeds that are less than or equal to the speed threshold among the plurality of vehicle speeds to obtain a low speed number; calculating the ratio of the low speed number to the total number of vehicle speeds to obtain a low speed specific gravity; and obtaining the carbon loading of the diesel particulate collector when the low speed specific gravity is greater than the specific gravity threshold.

[0108] Optionally, when the low vehicle speed specific gravity is greater than the specific gravity threshold, the method further includes: controlling the vehicle to turn off the driving regeneration mode, wherein the driving regeneration mode is a mode in which particulate matter in the diesel particulate collector is burned while the vehicle is in motion.

[0109] Optionally, controlling the vehicle to enter a target control mode includes: obtaining the temperature of the oxidation catalyst to obtain the oxidation catalyst temperature; when the oxidation catalyst temperature is greater than or equal to the fuel combustion temperature, obtaining the engine speed and diesel particulate collector temperature of the vehicle, and calculating a fuel injection amount based on the engine speed, the oxidation catalyst temperature, and the diesel particulate collector temperature, and controlling the vehicle to inject fuel according to the fuel injection amount.

[0110] Optionally, obtaining the temperature of the oxidation catalyst includes: obtaining the current speed of the vehicle and the engine speed of the vehicle; when the current speed is greater than 0 and the engine speed is greater than the minimum engine speed, obtaining the temperature of the oxidation catalyst, wherein the minimum engine speed is the minimum speed of the engine when the vehicle is in a driving state.

[0111] Optionally, the method further includes: when the carbon load is less than or equal to the initial carbon load, controlling the vehicle to enter a normal driving mode, wherein the initial carbon load is less than the first carbon load, and the normal driving mode is a mode in which particulate matter in the diesel particulate collector is not processed.

[0112] Optionally, the above method also includes: when the above vehicle enters the above target control mode, and when the above carbon load is greater than the above initial carbon load and less than or equal to the above first carbon load, controlling the above vehicle to maintain the above target control mode; when the above vehicle enters the above normal driving mode, and when the above carbon load is greater than the above initial carbon load and less than or equal to the above first carbon load, controlling the above vehicle to maintain the above normal driving mode.

[0113] An embodiment of the present invention provides a device, comprising a processor, a memory, and a program stored in the memory and executable on the processor. When the processor executes the program, at least the following steps are performed:

[0114] Step S201, obtaining the carbon loading of the diesel particulate trap, wherein the carbon loading is the content of particulate matter in the diesel particulate trap;

[0115] Step S202: When the carbon load is greater than a first carbon load and less than or equal to a second carbon load, controlling the vehicle to enter a target control mode to combust and regenerate particulate matter in the diesel particulate trap, wherein the target control mode is a mode in which fuel injection is controlled to combust the particulate matter when the temperature of the oxidation catalyst is greater than or equal to the fuel combustion temperature;

[0116] Step S203: When the carbon load is greater than the second carbon load and less than or equal to the third carbon load, outputting a first prompt signal and controlling the vehicle to enter the target control mode to combust and regenerate particulate matter in the diesel particulate collector, wherein the first prompt signal is used to prompt an increase in the vehicle speed;

[0117] In step S204, if the carbon load is greater than the third carbon load, a second prompt signal is output, and the target control mode is exited. The second prompt signal is used to prompt the activation of a parking regeneration mode, which is a mode for treating particulate matter in the diesel particulate collector while the vehicle is parked.

[0118] The devices in this article can be servers, PCs, PADs, mobile phones, etc.

[0119] Optionally, obtaining the carbon loading of the diesel particulate collector includes: obtaining the speed of the vehicle at predetermined time intervals within a predetermined time period to obtain a plurality of vehicle speeds; comparing each of the vehicle speeds with a speed threshold, and calculating the number of vehicle speeds that are less than or equal to the speed threshold among the plurality of vehicle speeds to obtain a low speed number; calculating the ratio of the low speed number to the total number of vehicle speeds to obtain a low speed specific gravity; and obtaining the carbon loading of the diesel particulate collector when the low speed specific gravity is greater than the specific gravity threshold.

[0120] Optionally, when the low vehicle speed specific gravity is greater than the specific gravity threshold, the method further includes: controlling the vehicle to turn off the driving regeneration mode, wherein the driving regeneration mode is a mode in which particulate matter in the diesel particulate collector is burned while the vehicle is in motion.

[0121] Optionally, controlling the vehicle to enter a target control mode includes: obtaining the temperature of the oxidation catalyst to obtain the oxidation catalyst temperature; when the oxidation catalyst temperature is greater than or equal to the fuel combustion temperature, obtaining the engine speed and diesel particulate collector temperature of the vehicle, and calculating a fuel injection amount based on the engine speed, the oxidation catalyst temperature, and the diesel particulate collector temperature, at least calculating the fuel injection amount based on the current vehicle speed, and controlling the vehicle to inject fuel according to the fuel injection amount.

[0122] Optionally, obtaining the temperature of the oxidation catalyst includes: obtaining the current speed of the vehicle and the engine speed of the vehicle; when the current speed is greater than 0 and the engine speed is greater than the minimum engine speed, obtaining the temperature of the oxidation catalyst, wherein the minimum engine speed is the minimum speed of the engine when the vehicle is in a driving state.

[0123] Optionally, the method further includes: when the carbon load is less than or equal to the initial carbon load, controlling the vehicle to enter a normal driving mode, wherein the initial carbon load is less than the first carbon load, and the normal driving mode is a mode in which particulate matter in the diesel particulate collector is not processed.

[0124] Optionally, the above method also includes: when the above vehicle enters the above target control mode, and when the above carbon load is greater than the above initial carbon load and less than or equal to the above first carbon load, controlling the above vehicle to maintain the above target control mode; when the above vehicle enters the above normal driving mode, and when the above carbon load is greater than the above initial carbon load and less than or equal to the above first carbon load, controlling the above vehicle to maintain the above normal driving mode.

[0125] The present application also provides a computer program product, which, when executed on a data processing device, is adapted to execute a program for initializing at least the following method steps:

[0126] Step S201, obtaining the carbon loading of the diesel particulate trap, wherein the carbon loading is the content of particulate matter in the diesel particulate trap;

[0127] Step S202: When the carbon load is greater than a first carbon load and less than or equal to a second carbon load, controlling the vehicle to enter a target control mode to combust and regenerate particulate matter in the diesel particulate trap, wherein the target control mode is a mode in which fuel injection is controlled to combust the particulate matter when the temperature of the oxidation catalyst is greater than or equal to the fuel combustion temperature;

[0128] Step S203: When the carbon load is greater than the second carbon load and less than or equal to the third carbon load, outputting a first prompt signal and controlling the vehicle to enter the target control mode to combust and regenerate particulate matter in the diesel particulate collector, wherein the first prompt signal is used to prompt an increase in the vehicle speed;

[0129] In step S204, if the carbon load is greater than the third carbon load, a second prompt signal is output, and the target control mode is exited. The second prompt signal is used to prompt the activation of a parking regeneration mode, which is a mode for treating particulate matter in the diesel particulate collector while the vehicle is parked.

[0130] Optionally, obtaining the carbon loading of the diesel particulate collector includes: obtaining the speed of the vehicle at predetermined time intervals within a predetermined time period to obtain a plurality of vehicle speeds; comparing each of the vehicle speeds with a speed threshold, and calculating the number of vehicle speeds that are less than or equal to the speed threshold among the plurality of vehicle speeds to obtain a low speed number; calculating the ratio of the low speed number to the total number of vehicle speeds to obtain a low speed specific gravity; and obtaining the carbon loading of the diesel particulate collector when the low speed specific gravity is greater than the specific gravity threshold.

[0131] Optionally, when the low vehicle speed specific gravity is greater than the specific gravity threshold, the method further includes: controlling the vehicle to turn off the driving regeneration mode, wherein the driving regeneration mode is a mode in which particulate matter in the diesel particulate collector is burned while the vehicle is in motion.

[0132] Optionally, controlling the vehicle to enter a target control mode includes: obtaining the temperature of the oxidation catalyst to obtain the oxidation catalyst temperature; when the oxidation catalyst temperature is greater than or equal to the fuel combustion temperature, obtaining the engine speed and diesel particulate collector temperature of the vehicle, and calculating a fuel injection amount based on the engine speed, the oxidation catalyst temperature, and the diesel particulate collector temperature, at least calculating the fuel injection amount based on the current vehicle speed, and controlling the vehicle to inject fuel according to the fuel injection amount.

[0133] Optionally, obtaining the temperature of the oxidation catalyst includes: obtaining the current speed of the vehicle and the engine speed of the vehicle; when the current speed is greater than 0 and the engine speed is greater than the minimum engine speed, obtaining the temperature of the oxidation catalyst, wherein the minimum engine speed is the minimum speed of the engine when the vehicle is in a driving state.

[0134] Optionally, the method further includes: when the carbon load is less than or equal to the initial carbon load, controlling the vehicle to enter a normal driving mode, wherein the initial carbon load is less than the first carbon load, and the normal driving mode is a mode in which particulate matter in the diesel particulate collector is not processed.

[0135] Optionally, the above method also includes: when the above vehicle enters the above target control mode, and when the above carbon load is greater than the above initial carbon load and less than or equal to the above first carbon load, controlling the above vehicle to maintain the above target control mode; when the above vehicle enters the above normal driving mode, and when the above carbon load is greater than the above initial carbon load and less than or equal to the above first carbon load, controlling the above vehicle to maintain the above normal driving mode.

[0136] Obviously, those skilled in the art will appreciate that the various modules or steps of the present invention described above can be implemented using a general-purpose computing device, can be centralized on a single computing device, or can be distributed across a network of multiple computing devices. They can be implemented using program code executable by the computing device, and thus, can be stored in a storage device and executed by the computing device. In some cases, the steps shown or described herein can be performed in a different order than that shown, or can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, the present invention is not limited to any particular combination of hardware and software.

[0137] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0138] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes 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 steps in the process. 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.

[0139] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0140] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0141] In a typical configuration, a computing device includes one or more processors (CPUs), input / output interfaces, network interfaces, and memory.

[0142] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM. The memory is an example of a computer-readable medium.

[0143] Computer-readable media includes permanent and non-permanent, removable and non-removable media that can be implemented by any method or technology to store information. The information can be computer-readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer-readable media does not include transitory computer-readable media (transitory media), such as modulated data signals and carrier waves.

[0144] It should also be noted that the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, commodity, or apparatus that includes a series of elements includes not only those elements but also other elements not explicitly listed, or includes elements inherent to such process, method, commodity, or apparatus. In the absence of further limitations, an element defined by the phrase "comprises a ..." does not exclude the presence of other identical elements in the process, method, commodity, or apparatus that includes the element.

[0145] From the above description, it can be seen that the above embodiments of the present application achieve the following technical effects:

[0146] 1) In the vehicle control method of the present application, when the carbon load of the diesel particulate filter is greater than a first carbon load and less than or equal to a second carbon load, the vehicle is controlled to enter a target control mode, that is, when the temperature of the oxidation catalyst is greater than or equal to the fuel combustion temperature, fuel injection is controlled to cause combustion and regeneration of particulate matter in the diesel particulate filter; when the carbon load is greater than the second carbon load and less than or equal to a third carbon load, a first prompt signal is output to prompt an increase in vehicle speed and the vehicle is controlled to enter the target control mode; when the carbon load is greater than the third carbon load, a second prompt signal is output to prompt the start of a parking regeneration mode, and the target control mode is exited to achieve a parking mode for processing particulate matter in the diesel particulate filter. Compared with the prior art, the regeneration method of the diesel particulate collector is usually regeneration during driving. The frequent starting and stopping of the vehicle makes it difficult to raise the temperature to the carbon removal temperature, which makes it difficult to exit the driving regeneration mode, further leading to continuous injection of fuel, resulting in increased regeneration fuel consumption. The present application controls the vehicle to enter different operating modes according to the size of the carbon load, and controls fuel injection only when the temperature of the above-mentioned oxidation catalyst is greater than or equal to the fuel combustion temperature, avoiding the problem of fuel waste caused by continuous injection. Therefore, it can solve the problem of increased fuel consumption caused by continuous injection in the diesel particulate collector regeneration method in the prior art, and achieve the effect of saving fuel.

[0147] 2) In the control device of the vehicle of the present application, when the carbon load of the diesel particulate filter is greater than the first carbon load and less than or equal to the second carbon load, the vehicle is controlled to enter the target control mode, that is, when the temperature of the oxidation catalyst is greater than or equal to the fuel combustion temperature, the fuel injection is controlled to burn and regenerate the particulate matter in the diesel particulate filter; when the carbon load is greater than the second carbon load and less than or equal to the third carbon load, a first prompt signal is output to prompt the vehicle speed to be increased, and the vehicle is controlled to enter the target control mode; when the carbon load is greater than the third carbon load, a second prompt signal is output to prompt the start of the parking regeneration mode, and the target control mode is exited to achieve a parking mode for processing the particulate matter in the diesel particulate filter. Compared with the prior art, the regeneration device of the diesel particulate collector is usually regenerated while driving. The frequent starting and stopping of the vehicle makes it difficult to raise the temperature to the carbon removal temperature, which makes it difficult to exit the driving regeneration mode, further leading to continuous injection of fuel, resulting in increased regeneration fuel consumption. The present application controls the vehicle to enter different operating modes according to the size of the carbon load, and controls fuel injection only when the temperature of the above-mentioned oxidation catalyst is greater than or equal to the fuel combustion temperature, avoiding the problem of fuel waste caused by continuous injection. Therefore, it can solve the problem of increased fuel consumption caused by continuous injection in the regeneration device of the diesel particulate collector in the prior art, and achieve the effect of saving fuel.

[0148] The foregoing description is merely a preferred embodiment of the present application and is not intended to limit the present application. Persons skilled in the art will readily appreciate that various modifications and variations are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present application shall be included within the scope of protection of the present application.

Claims

1. A vehicle control method, characterized in that: The vehicle includes a diesel particulate trap and an oxidation catalyst, including: Obtaining the carbon load of the diesel particulate trap, wherein the carbon load is the content of particulate matter in the diesel particulate trap; When the carbon load is greater than a first carbon load and less than or equal to a second carbon load, controlling the vehicle to enter a target control mode to combust and regenerate particulate matter in the diesel particulate trap, wherein the target control mode is a mode in which fuel injection is controlled to combust the particulate matter when a temperature of the oxidation catalyst is greater than or equal to a fuel combustion temperature; When the carbon load is greater than the second carbon load and less than or equal to a third carbon load, outputting a first prompt signal and controlling the vehicle to enter the target control mode to combust and regenerate particulate matter in the diesel particulate collector, wherein the first prompt signal is used to prompt an increase in the speed of the vehicle; When the carbon load is greater than the third carbon load, a second prompt signal is output and the target control mode is exited, wherein the second prompt signal is used to prompt the start of a parking regeneration mode, which is a mode for parking the vehicle to treat particulate matter in the diesel particulate collector.

2. The control method according to claim 1, characterized in that: Obtaining the carbon loading of the diesel particulate collector comprises: Acquiring the speed of the vehicle at predetermined time intervals within a predetermined time period to obtain a plurality of vehicle speeds; Comparing each of the vehicle speeds with a vehicle speed threshold, and calculating the number of vehicle speeds less than or equal to the vehicle speed threshold among the plurality of vehicle speeds to obtain a low vehicle speed number; The ratio of the number of low vehicle speeds to the total number of vehicle speeds is calculated to obtain a low vehicle speed specific gravity. When the low vehicle speed specific gravity is greater than a specific gravity threshold, the carbon loading of the diesel particulate collector is obtained.

3. The control method according to claim 2, characterized in that: When the low vehicle speed specific gravity is greater than a specific gravity threshold, the method further includes: The vehicle is controlled to turn off a driving regeneration mode, wherein the driving regeneration mode is a mode in which particulate matter in the diesel particulate collector is burned while the vehicle is in motion.

4. The control method according to claim 1, wherein: Controlling the vehicle to enter a target control mode includes: Acquiring the temperature of the oxidation catalyst to obtain the oxidation catalyst temperature; When the temperature of the oxidation catalyst is greater than or equal to the fuel combustion temperature, the engine speed and the diesel particulate collector temperature of the vehicle are obtained, and a fuel injection amount is calculated based on the engine speed, the oxidation catalyst temperature, and the diesel particulate collector temperature, and the vehicle is controlled to inject fuel according to the fuel injection amount.

5. The control method according to claim 4, characterized in that: Obtaining the temperature of the oxidation catalyst includes: Obtaining the current speed of the vehicle and the engine speed of the vehicle; When the current speed is greater than 0 and the engine speed is greater than a minimum engine speed, the temperature of the oxidation catalyst is acquired, wherein the minimum engine speed is a minimum engine speed when the vehicle is in a driving state.

6. The control method according to claim 1, characterized in that: The method further comprises: When the carbon load is less than or equal to an initial carbon load, the vehicle is controlled to enter a normal driving mode, wherein the initial carbon load is less than the first carbon load, and the normal driving mode is a mode in which particulate matter in the diesel particulate collector is not processed.

7. The control method according to claim 6, characterized in that: The method further comprises: When the vehicle enters the target control mode and the carbon load is greater than the initial carbon load and less than or equal to the first carbon load, controlling the vehicle to maintain the target control mode; When the vehicle enters the normal driving mode and the carbon loading is greater than the initial carbon loading and less than or equal to the first carbon loading, the vehicle is controlled to maintain the normal driving mode.

8. A vehicle control device, characterized in that: The vehicle includes a diesel particulate trap and an oxidation catalyst, including: an acquiring unit, configured to acquire the carbon load of the diesel particulate trap, wherein the carbon load is the content of particulate matter in the diesel particulate trap; a first control unit, configured to control the vehicle to enter a target control mode to combust and regenerate particulate matter in the diesel particulate collector when the carbon load is greater than a first carbon load and less than or equal to a second carbon load, wherein the target control mode is a mode in which fuel injection is controlled to combust the particulate matter when a temperature of the oxidation catalyst is greater than or equal to a fuel combustion temperature; a second control unit, configured to output a first prompt signal when the carbon load is greater than the second carbon load and less than or equal to a third carbon load, and control the vehicle to enter the target control mode to combust and regenerate particulate matter in the diesel particulate collector, wherein the first prompt signal is used to prompt an increase in the speed of the vehicle; an exit unit, configured to output a second prompt signal and exit the target control mode when the carbon load is greater than the third carbon load, wherein the second prompt signal is used to prompt activation of a parking regeneration mode, wherein the parking regeneration mode is a mode for processing particulate matter in the diesel particulate collector while the vehicle is parked.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium includes a stored program, wherein when the program is executed, the device where the computer-readable storage medium is located is controlled to execute the control method according to any one of claims 1 to 7.

10. An electronic device, characterized in that: include: One or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and are configured to be executed by the one or more processors, and the one or more programs include instructions for executing the control method according to any one of claims 1 to 7.

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