Control method, device, and readable storage medium for particulate filter regeneration

Abstract

The application discloses a kind of particulate trap regeneration control method, device and readable storage medium, in the method, after receiving regeneration trigger request, regeneration trigger request is generated based on the model carbon load determined according to preset model and the differential pressure carbon load determined according to preset differential pressure determination rule;Judge whether model carbon load and differential pressure carbon load are credible, if credible, only determine target carbon load according to the model carbon load and differential pressure carbon load of generating regeneration trigger request, carry out DPF regeneration process, if not credible, re-determine the target carbon load of DPF, the target carbon load is the value of credible, then according to the credible target carbon load, carry out DPF regeneration process, ensure that the carbon load according to which DPF regeneration process is credible, ensure the safety of DPF equipment in DPF regeneration process.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobiles, and more particularly, to a control method and device for regeneration of a particulate filter and a readable storage medium. BACKGROUND

[0002] In order to reduce the chemical reaction activation energy of HC (hydrocarbon), CO (carbon monoxide), SOF (soluble organic matter) and the like in the exhaust gas of an automobile engine, a DPF (Diesel Particulate Filter) is provided in the vehicle.

[0003] The DPF mainly filters and traps the particulates in the engine exhaust gas through diffusion, deposition and impact mechanisms. When the exhaust gas flows through the filter, the particulates are trapped in the filter core of the filter body, and the remaining relatively clean exhaust gas is discharged into the atmosphere.

[0004] The wall-flow honeycomb ceramic filter is currently more commonly used, and a noble metal catalyst (such as Pt, etc.) is coated on the honeycomb ceramic carrier, so that the HC, CO and SOF and the like in the engine exhaust gas can be oxidized at a relatively low temperature and ultimately converted into CO2 (carbon dioxide) and H2O (water) in the presence of oxygen in the exhaust gas.

[0005] The exhaust particulates of the engine mainly include two components: unburned soot and ash, wherein the particulate emission material is mostly composed of tiny particles of carbon and carbide.

[0006] As the working time increases, the particulates accumulated on the DPF increase, which not only affects the filtering effect of the DPF, but also increases the exhaust back pressure, thereby affecting the scavenging and combustion of the engine, resulting in reduced power output and increased fuel consumption. Therefore, DPF regeneration is performed to remove the deposited particulates and restore the filtering performance of the DPF.

[0007] Currently, there are two main ways to determine the carbon load of the DPF. One is to calculate the pressure difference carbon load based on the pressure difference of the DPF and the exhaust gas volume flow rate of the DPF, and the other is to calculate according to a model, including a primary emission model, a passive regeneration model and an active regeneration model, to obtain the model carbon load by real-time integration. The larger of the pressure difference carbon load and the model carbon load is taken as the current carbon load of the DPF, and regeneration is performed according to the current carbon load of the DPF.

[0008] However, due to the design defects of the two determination methods, it is impossible to ensure that the calculated values are accurate, which leads to the fact that the current carbon load determined according to the above two methods cannot be guaranteed to be accurate, and therefore the safety of the DPF device during the subsequent DPF regeneration process according to the current carbon load cannot be guaranteed. SUMMARY

[0009] Therefore, the application provides a control method and device for regeneration of a particulate filter, as follows:

[0010] A control method for regeneration of a particulate filter, comprising:

[0011] receiving a regeneration trigger request, which is generated based on a model carbon load determined according to a preset model and a pressure difference carbon load determined according to a preset pressure difference determination rule;

[0012] determining whether the model carbon load and the pressure difference carbon load meet a credible condition;

[0013] if the credible condition is met, determining a current carbon load according to the model carbon load and the pressure difference carbon load, and controlling regeneration of the particulate filter according to the current carbon load;

[0014] if the credible condition is not met, determining a target carbon load when a vehicle is stably operated at a preset rotating speed, and controlling regeneration of the particulate filter according to the target carbon load.

[0015] Optionally, the control method for regeneration of the particulate filter, the determination of whether the model carbon load and the pressure difference carbon load meet the credible condition comprises:

[0016] determining a difference between the model carbon load and the pressure difference carbon load;

[0017] if the difference is within a preset difference range, it is determined that the model carbon load and the pressure difference carbon load meet the credible condition;

[0018] if the difference is not within the preset difference range, it is determined that the model carbon load and the pressure difference carbon load do not meet the credible condition.

[0019] Optionally, the control method for regeneration of the particulate filter, the determination of the target carbon load when the vehicle is stably operated at the preset rotating speed comprises:

[0020] increasing a rotating speed of an engine of the vehicle from an initial rotating speed to a preset rotating speed, the preset rotating speed being greater than the initial rotating speed;

[0021] based on the fact that a vehicle operating condition meets a stable operation condition, counting an average pressure difference and an average volume flow rate of exhaust gas of the engine in a preset time period;

[0022] determining the target carbon load according to the average pressure difference and the average volume flow rate.

[0023] Optionally, the control method for regeneration of the particulate filter, the stable operation condition at least comprises:

[0024] the rotating speed of the engine is within a preset rotating speed range;

[0025] The engine fuel injection amount is within a preset fuel injection amount range;

[0026] The engine exhaust gas volume flow rate value is greater than a preset volume flow rate value and has a change rate less than a preset change rate.

[0027] Optionally, the control method for the regeneration of the particulate filter, based on the vehicle operating condition satisfying the stable operating condition, the average pressure difference and the average volume flow rate of the engine exhaust gas in a preset time period are counted, and the method comprises:

[0028] Based on the vehicle operating condition satisfying the stable operating condition, the pressure difference value and the volume flow rate value of the engine exhaust gas are triggered to be counted;

[0029] According to the counted pressure difference value and the volume flow rate value of the engine exhaust gas, the average pressure difference and the average volume flow rate in the preset time period are determined.

[0030] Optionally, the control method for the regeneration of the particulate filter, the regeneration of the particulate filter is controlled according to the target carbon load, and the method comprises:

[0031] The target regeneration temperature corresponding to the target carbon load is determined;

[0032] The regeneration of the particulate filter is controlled according to the target regeneration temperature.

[0033] Optionally, the control method for the regeneration of the particulate filter, the target regeneration temperature corresponding to the target carbon load is determined, and the method comprises:

[0034] According to a preset corresponding relationship, the target regeneration temperature corresponding to the target carbon load is determined, and the preset corresponding relationship represents the corresponding relationship between the carbon load and the regeneration temperature.

[0035] Optionally, the control method for the regeneration of the particulate filter, before the regeneration of the particulate filter is controlled according to the target carbon load, the method further comprises:

[0036] It is judged whether the target carbon load is greater than a preset upper limit of carbon load;

[0037] If the target carbon load is greater than the preset upper limit of carbon load, a prompt information is generated, and the prompt information is used to prompt manual processing of the particulate filter;

[0038] If the target carbon load is not greater than the preset upper limit of carbon load, the target carbon load is triggered as a regeneration parameter to control the regeneration of the particulate filter.

[0039] A control device for the regeneration of a particulate filter, comprising:

[0040] The receiving module is configured to receive a regeneration trigger request, wherein the regeneration trigger request is generated based on a model carbon load determined according to a preset model and a pressure difference carbon load determined according to a preset pressure difference determination rule.

[0041] The determining module is configured to determine whether the model carbon load and the pressure difference carbon load meet a credible condition.

[0042] The first determining module is configured to determine a current carbon load according to the model carbon load and the pressure difference carbon load if the credible condition is met.

[0043] The first control module is configured to control the regeneration of the particulate matter trap according to the current carbon load.

[0044] The second determining module is configured to determine a target carbon load of the vehicle when the vehicle is stably operated at a preset rotating speed if the credible condition is not met.

[0045] The second control module is configured to control the regeneration of the particulate matter trap according to the target carbon load.

[0046] A readable storage medium having a computer program stored thereon, wherein the computer program is invoked and executed by a processor to implement each step of the control method of the regeneration of the particulate matter trap.

[0047] In summary, the control method, device and readable storage medium for the regeneration of the particulate matter trap provided by the present application, in which a regeneration trigger request is generated based on a model carbon load determined according to a preset model and a pressure difference carbon load determined according to a preset pressure difference determination rule, after receiving the regeneration trigger request, it is determined whether the model carbon load and the pressure difference carbon load are credible, if credible, the current carbon load of the DPF is determined according to the model carbon load and the pressure difference carbon load, and the regeneration of the DPF is controlled according to the current carbon load; if not credible, the target carbon load of the vehicle when the vehicle is stably operated at a preset rotating speed is determined, and the regeneration of the DPF is controlled according to the target carbon load, after receiving the regeneration trigger request, it is determined whether the model carbon load and the pressure difference carbon load are credible, if credible, the target carbon load is determined according to the model carbon load and the pressure difference carbon load for generating the regeneration trigger request, and the process of the regeneration of the DPF is performed, if not credible, the target carbon load of the DPF is determined again, which is a credible value, and the process of the regeneration of the DPF is performed according to the credible target carbon load, which ensures that the carbon load for the process of the regeneration of the DPF is credible, and ensures the safety of the DPF device in the process of the regeneration of the DPF. BRIEF DESCRIPTION OF DRAWINGS

[0048] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the embodiment description will be briefly introduced as follows. Obviously, the drawings in the following description are only some of the embodiments of the present application, and all other drawings obtained by those of ordinary skill in the art without creative effort based on the provided drawings also belong to the protection scope of the present application.

[0049] Figure 1 is a flowchart of a particulate filter regeneration control method provided by an embodiment of the present application;

[0050] Figure 2 is a structural schematic diagram of a particulate filter DFP;

[0051] Figure 3 is a schematic diagram of a process of judging whether the model carbon load and the differential pressure carbon load meet the credible condition provided by an embodiment of the present application;

[0052] Figure 4 is a flowchart of a process of determining the target carbon load when the vehicle is stably running at a preset rotating speed provided by an embodiment of the present application;

[0053] Figure 5 is a flowchart of a process of controlling the particulate filter regeneration according to the target carbon load provided by an embodiment of the present application;

[0054] Figure 6 is another flowchart of a particulate filter regeneration control method provided by an embodiment of the present application;

[0055] Figure 7 is a structural schematic diagram of a particulate filter regeneration control device provided by an embodiment of the present application. DETAILED DESCRIPTION

[0056] The technical solutions in the embodiments of the present application will be described clearly and completely in combination with the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort belong to the protection scope of the present application.

[0057] Figure 1 is a flowchart of a particulate filter regeneration control method provided by an embodiment of the present application, the method is applied to a vehicle control module, and the method comprises the following steps:

[0058] Step S101: receiving a regeneration trigger request, the regeneration trigger request is generated based on a model carbon load determined according to a preset model and a differential pressure carbon load determined according to a preset differential pressure determination rule;

[0059] The vehicle control module can be a functional module with a control particulate matter trap (DPF) regeneration function, or a functional module integrated with the above function and other functions, and the application does not limit the specific functional module for executing the method.

[0060] The preset model includes an original emission model, a passive regeneration model, and an active regeneration model. The carbon load of the DPF is obtained by real-time integration using the preset model, and the carbon load is referred to as a model carbon load.

[0061] The preset differential pressure determination rule is used to determine the carbon load according to the real-time differential pressure of the DPF and the real-time exhaust volume flow of the DPF, and the carbon load is referred to as a differential pressure carbon load.

[0062] In a specific implementation, a corresponding relationship table of differential pressure, volume flow, and carbon load can be preset, and the corresponding carbon load can be obtained by looking up the table according to the real-time differential pressure and the real-time exhaust volume flow.

[0063] Specifically, the larger one of the differential pressure carbon load and the model carbon load is selected as the current carbon load of the DPF. If the current carbon load is greater than the upper limit of the carbon load, it is preliminarily determined that regeneration is needed, and a regeneration request is generated.

[0064] The regeneration request is used to control the output of a parking regeneration prompt signal in the vehicle. For example, the parking regeneration prompt light in the vehicle control panel is controlled to turn on.

[0065] Correspondingly, the vehicle driver sees the parking regeneration prompt light turn on, presses the parking regeneration button, and generates the regeneration trigger request.

[0066] The regeneration trigger request can also be directly generated by the regeneration request when the current carbon load is greater than the upper limit of the carbon load.

[0067] Step S102: Determine whether the model carbon load and the differential pressure carbon load meet the credible condition.

[0068] When the original emission amount in the exhaust gas emitted by the engine changes, the original emission amount in the preset model is fixed, and the preset model cannot identify the change of the original emission, which may cause errors in the model carbon load determined by the preset model when the original emission changes.

[0069] Since the preset differential pressure rule is used to calculate the carbon load according to the real-time differential pressure of the DPF and the real-time exhaust volume flow of the DPF, when the exhaust volume flow is low, the real-time differential pressure of the DPF may not be accurately monitored, which may cause errors in the calculation of the differential pressure carbon load.

[0070] Therefore, due to the above possible calculation errors, the model carbon load and the differential pressure carbon load may be unreliable.

[0071] If the model carbon load and the pressure differential carbon load are determined to be reliable, steps S103-S104 are executed; if not, steps S105-S106 are executed.

[0072] In some embodiments, the reliability of the carbon load determined by the two methods can be determined according to the deviation between the model carbon load and the pressure differential carbon load. Figure 3 The process of determining the reliability of the model carbon load and the pressure differential carbon load is described in detail.

[0073] Step S103: If the reliable condition is met, the current carbon load is determined according to the model carbon load and the pressure differential carbon load.

[0074] If the model carbon load and the pressure differential carbon load meet the reliable condition, the values representing their reliability are determined, and one of them is selected as the regeneration parameter.

[0075] The value of the larger one of the pressure differential carbon load and the model carbon load is selected as the current carbon load, and the current carbon load is used as the regeneration parameter.

[0076] Step S104: The particulate filter is regenerated according to the current carbon load.

[0077] The current carbon load of the DPF is determined in the foregoing steps, and the current carbon load is used as the regeneration parameter to control the regeneration process of the DPF.

[0078] The regeneration process can be in the form of active regeneration.

[0079] The particulate matter contained in the engine exhaust generally includes soot (smoke) and ash (dust), and soot refers to the part that can be burned by regeneration, and ash refers to the non-combustible component.

[0080] Figure 2 The schematic diagram of the particulate filter DPF is shown in the figure, and the arrow indicates the direction of gas flow. The wall-flow honeycomb ceramic filter is used in the schematic diagram, and the particulate in the exhaust gas is trapped in the filter core 201 of the filter when the exhaust gas flows through the DPF, and the remaining exhaust gas is discharged into the atmosphere. The thickness of the arrow in the figure represents the amount of particulate matter carried therein, and the exhaust gas contains the most particulate matter, and the particulate matter in the gas is reduced after filtration by the filter.

[0081] The active regeneration is to use external energy to increase the temperature in the DPF, so that the particulate matter is ignited and burned. When the pressure difference sensor detects that the back pressure before and after the DPF is too large, it is considered that the carbon accumulation amount that the DPF can bear has been reached. At this time, through external energy, diesel is injected through the engine post-injection or the seventh oil injection nozzle, for example, diesel is injected before the DOC (Diesel Oxidation Catalyst, oxidation catalyst) and burned, so that the temperature in the DPF is increased to a certain temperature, and the deposited particulate matter soot is oxidized and burned to achieve the purpose of regeneration. The DPF temperature rises to above 550°C to make the trapped particles burn and restore the trapping capacity of the DPF.

[0082] The regeneration mode of the DPF has two modes: active regeneration and passive regeneration.

[0083] The passive regeneration is that in a certain temperature range, NO2 in the exhaust gas has strong oxidation ability to the trapped particles, so NO2 can be used as an oxidizing agent to remove the particulate matter in the particulate filter and generate CO2, and NO2 is reduced to NO (nitric oxide), thereby achieving the purpose of removing the particulate matter. Passive regeneration does not require additional fuel, so the more times the passive regeneration is performed in the life cycle of the DPF, the longer the active regeneration period needs to be performed, and the less fuel the aftertreatment system consumes, thereby improving the overall fuel consumption of the engine.

[0084] Step S105: If the trusted condition is not met, determine the target carbon load when the vehicle is stably running at the preset speed;

[0085] If the model carbon load and the pressure difference carbon load do not meet the trusted condition, it means that at least one of them is not trusted, and the carbon load of the DPF needs to be determined again.

[0086] In some implementations, the engine of the vehicle is first increased from the initial speed to the preset speed, and then the engine exhaust pressure difference and the volume flow at the preset speed are determined to determine the target carbon load, and subsequently Figure 4 The process of determining the target carbon load is described in detail.

[0087] The preset speed is a higher speed relative to the idle speed of the engine at idle speed.

[0088] The volume flow of the exhaust gas of the engine at the preset speed is high, which eliminates the problem that the DPF pressure difference cannot be accurately monitored.

[0089] In addition, the vehicle is stably running, which can ensure that the original exhaust flow of the engine is stable, and eliminate the problem that the model carbon load determined by the preset model is incorrect due to changes in the original exhaust flow.

[0090] Idle speed is a working condition of a vehicle, which refers to the engine running in neutral gear. The idle speed of the engine is generally a low speed.

[0091] The target carbon load of the engine exhaust is determined based on the stable operation of the vehicle at a preset speed. The target carbon load is the actual situation of the accumulated particulate matter on the DPF.

[0092] Step S106: Controlling the regeneration of the particulate filter according to the target carbon load.

[0093] The target carbon load is used as a regeneration parameter to control the regeneration process of the DPF.

[0094] The mode of the regeneration process can be determined according to the specific value of the target carbon load. Subsequently Figure 5 The process of controlling the regeneration of the particulate filter according to the target carbon load is described in detail.

[0095] In this embodiment, the model carbon load determined according to the preset model and the pressure difference carbon load determined according to the preset pressure difference determination rule generate a regeneration trigger request. After receiving the regeneration trigger request, it is determined whether the model carbon load and the pressure difference carbon load are reliable. If they are reliable, the current carbon load of the DPF is determined according to the model carbon load and the pressure difference carbon load, and the regeneration of the DPF is controlled according to the current carbon load. If they are not reliable, the target carbon load of the vehicle when it is stably operated at a preset speed is determined, and the regeneration of the DPF is controlled according to the target carbon load. After receiving the regeneration trigger request, it is determined whether the model carbon load and the pressure difference carbon load are reliable. If they are reliable, the target carbon load is determined according to the model carbon load and the pressure difference carbon load that generate the regeneration trigger request, and the regeneration process of the DPF is performed. If they are not reliable, the target carbon load of the DPF is determined again, which is a reliable value. The regeneration process of the DPF is performed according to the reliable target carbon load, which ensures that the carbon load for the regeneration process of the DPF is reliable and ensures the safety of the DPF equipment during the regeneration process of the DPF.

[0096] Figure 3 is a schematic diagram of the process of determining whether the model carbon load and the pressure difference carbon load meet the reliable condition provided by the embodiments of the present application, which includes the following steps:

[0097] Step S301: Determining the difference between the model carbon load and the pressure difference carbon load.

[0098] To determine whether the model carbon load and the pressure difference carbon load are reliable, the difference between the two can be used as a basis for judgment.

[0099] If the two carbon loading calculation methods are correct, the calculation results will not differ much. Therefore, in this embodiment, the difference between the model carbon loading and the pressure difference carbon loading is used to determine whether the two are credible.

[0100] Among them, if either the model carbon loading or the pressure difference carbon loading value is unreliable, it will lead to a large difference between the two.

[0101] Step S302: determining whether the difference is within a preset difference range;

[0102] The preset difference range is a valid difference range between the pressure difference carbon load determined by the pressure difference calculation rule and the model carbon load determined by the preset model for the same DPF usage scenario.

[0103] The difference range may be [-a, +a], and a may be any rational number.

[0104] For example, if a is 1g (gram), the corresponding difference range is [-1g, 1g], that is, -1g≤(model carbon loading-pressure differential carbon loading)≤1g. If the model carbon loading is 4g and the pressure differential carbon loading is 2g, the difference between the two is 2g, which is not within the preset difference range, and the two are unreliable; if the model carbon loading is 2g and the pressure differential carbon loading is 3g, the difference between the two is -1g, which is within the preset difference range, and the two are credible.

[0105] Step S303: If the difference is within a preset difference range, it is determined that the model carbon loading and the pressure difference carbon loading meet a credibility condition;

[0106] Step S304: If the difference is not within the preset difference range, it is determined that the model carbon loading and the pressure difference carbon loading do not meet the credibility condition.

[0107] Here, it is determined whether the difference between the aforementioned determined model carbon loading and the pressure differential carbon loading is within the preset difference range. If the difference is within the preset difference range, it is determined that the model carbon loading and the pressure differential carbon loading meet the credibility condition; otherwise, the credibility condition is not met.

[0108] In this embodiment, the difference between the model carbon load for generating the regeneration trigger request and the pressure differential carbon load is determined; if the difference is within the preset difference range, it is determined that the model carbon load and the pressure differential carbon load meet the credibility condition; if the difference is not within the preset difference range, it is determined that the model carbon load and the pressure differential carbon load do not meet the credibility condition. It is only necessary to determine whether the difference between the model carbon load for generating the regeneration trigger request and the pressure differential carbon load is within the preset difference range to determine whether the model carbon load and the pressure differential carbon load are credible. The judgment process can be achieved through simple calculation and comparison.

[0109] Figure 4is a flow chart of a process for determining a target carbon load of a vehicle when the vehicle is stably running at a preset rotating speed, provided by an embodiment of the present application, and includes the following steps:

[0110] Step S401: increasing the rotating speed of the engine of the vehicle from an initial rotating speed to a preset rotating speed, the preset rotating speed being greater than the initial rotating speed;

[0111] Wherein, when it is necessary to re-determine the carbon load of the DFP, in order to exclude the problem that the pressure difference of the DPF cannot be accurately monitored due to the low exhaust gas volume flow, the rotating speed of the engine of the vehicle is increased from the initial rotating speed to the preset rotating speed.

[0112] Wherein, the initial rotating speed can be an idle rotating speed, and the regeneration trigger request is received when the vehicle is idling.

[0113] Wherein, the preset rotating speed can be a higher rotating speed, which is higher than the initial rotating speed.

[0114] For example, the initial rotating speed is 700 r / min, and the preset rotating speed is 1000 r / min.

[0115] Of course, the above-mentioned initial rotating speed value and preset rotating speed value are only for example, and do not limit the values of the initial rotating speed and the preset rotating speed in the present application.

[0116] Step S402: based on the fact that the running condition of the vehicle meets the stable running condition, calculating the average pressure difference and the average volume flow of the exhaust gas of the engine within a preset time period;

[0117] Wherein, the way of determining the target carbon load in the embodiment is to determine the pressure difference carbon load of the engine of the vehicle at the preset rotating speed.

[0118] Wherein, when the running condition of the vehicle meets the stable running condition at the preset rotating speed, the average pressure difference and the average volume flow of the exhaust gas of the engine within a preset time period are calculated.

[0119] Specifically, based on the fact that the running condition of the vehicle meets the stable running condition, the pressure difference value and the volume flow value of the exhaust gas of the engine are triggered to be calculated; and according to the calculated pressure difference value and volume flow value of the exhaust gas of the engine, the average pressure difference and the average volume flow within the preset time period are determined.

[0120] Wherein, the pressure difference and the volume flow of the exhaust gas of the engine within a preset time period can be calculated and averaged to obtain the average pressure difference and the average volume flow after the running condition of the vehicle meets the stable running condition.

[0121] Wherein, the stable running condition at least includes:

[0122] The rotating speed of the engine is within a preset rotating speed range;

[0123] The engine fuel injection amount is in a preset fuel injection amount range;

[0124] The engine exhaust gas volume flow rate value is greater than a preset volume flow rate value and has a change rate less than a preset change rate.

[0125] The preset rotation speed range includes the preset rotation speed and floats a range above and below the preset rotation speed.

[0126] For example, the preset rotation speed is 1000 r / min, and the preset rotation speed range can be [900 r / min, 1100 r / min].

[0127] For example, the preset fuel injection amount range is 1.0-1.5 mg / s (milligrams / second).

[0128] The engine exhaust gas volume flow rate can be detected by a flow sensor.

[0129] The differential pressure and the volume flow rate of the engine exhaust gas are detected after the rotation speed of the engine is increased to the preset rotation speed for a period of time, and it is determined that the engine operation meets the stable operation condition.

[0130] For example, if the engine operation meets the stable operation condition within 30 seconds after the rotation speed of the engine is increased to the preset rotation speed, the differential pressure of the engine exhaust gas detected by the differential pressure sensor and the volume flow rate of the engine exhaust gas detected by the flow sensor are taken as the values of the statistical average differential pressure and the average volume flow rate.

[0131] Of course, the preset rotation speed value and the preset rotation speed range, the preset fuel injection amount range, the volume flow rate value, and the preset change rate are only for example, and the application does not limit the values thereof.

[0132] In a specific implementation, the stable operation condition can further include that the vehicle has no other related faults during operation.

[0133] The related faults can be faults of a differential pressure sensor for monitoring the differential pressure of the engine exhaust gas, faults of a flow sensor for the volume flow rate of the engine exhaust gas, and various faults related to determining the differential pressure carbon load, which are not limited in the application.

[0134] Step S403: determining a target carbon load according to the average differential pressure and the average volume flow rate.

[0135] There is a preset corresponding relationship table of differential pressure, volume flow rate, and carbon load.

[0136] Specifically, the target carbon load is obtained by looking up the table according to the average differential pressure and the average volume flow rate.

[0137] If the engine speed is increased to the preset speed and the vehicle operating condition does not meet the stable operating condition, i.e., a problem occurs, the step of calculating the average pressure difference and the average volume flow of the engine exhaust gas in the preset time period is not performed, and the problem is manually excluded. After the problem is excluded, the above process is performed again.

[0138] In the implementation, after the target carbon load is determined according to the average pressure difference and the average volume flow, the timer for calculating the engine exhaust gas in the preset time period is cleared, to prepare for the next calculation.

[0139] Moreover, after the calculation is completed, the engine speed is reduced to the initial speed to reduce the power consumption of the engine.

[0140] In the embodiment, the engine speed of the vehicle is increased from the initial speed to the preset speed to exclude the problem that the DPF pressure difference cannot be accurately monitored due to the low volume flow of the exhaust gas. Based on the fact that the vehicle operating condition meets the stable operating condition, the average pressure difference and the average volume flow of the engine exhaust gas in the preset time period are calculated, the target carbon load is determined according to the average pressure difference and the average volume flow, and the vehicle is stably operated at a high speed, which ensures that the pressure difference and the volume flow of the engine exhaust gas are stable. Moreover, the average pressure difference and the average volume flow of the engine exhaust gas in the preset time period are calculated, which further ensures the accuracy of the values of the pressure difference and the volume flow, and the accuracy of the subsequently determined target carbon load is high.

[0141] Figure 5 The figure is a flowchart of a process of controlling the regeneration of the particulate matter trap according to the target carbon load provided in the embodiment, including the following steps.

[0142] Step S501: determining a target regeneration temperature corresponding to the target carbon load.

[0143] In the implementation, the regeneration process is to burn off the soot in the DPF through regeneration combustion, which increases the temperature of the regeneration process. However, the temperature that the DPF device can withstand is fixed. Therefore, different regeneration temperatures are set for different carbon loads, to use the corresponding regeneration temperature to protect the safety of the DPF device.

[0144] Specifically, the different carbon loads can correspond to different regeneration temperatures, and the higher the carbon load, the lower the corresponding regeneration temperature.

[0145] Specifically, the target regeneration temperature corresponding to the target carbon load is determined according to a preset correspondence relationship, which represents the correspondence relationship between the carbon load and the regeneration temperature.

[0146] After the target carbon load is determined, the corresponding target regeneration temperature is found in the preset correspondence relationship.

[0147] For example, the carbon loading is 7g / L (grams per liter), and the corresponding target regeneration temperature is 400℃ (degrees Celsius), the carbon loading is 6g / L, and the corresponding target regeneration temperature is 450℃; the carbon loading is 4g / L, and the corresponding target regeneration temperature is 500℃.

[0148] In a specific implementation, the target carbon loading and the corresponding adjustment temperature are used, the standard regeneration temperature is added to the adjustment temperature to obtain the target regeneration temperature.

[0149] For example, the carbon loading is 7g / L, and the corresponding adjustment temperature is -100℃ (degrees Celsius); the carbon loading is 6g / L, and the corresponding adjustment temperature is -50℃; and the carbon loading is 4g / L, and the corresponding adjustment temperature is 0℃. The standard regeneration temperature is 500℃, and the adjustment temperature is added to the standard regeneration temperature to obtain the target regeneration temperature.

[0150] Step S502: Regeneration of the particulate filter is controlled according to the target regeneration temperature.

[0151] The corresponding regeneration temperature is determined according to the target regeneration temperature, and the regeneration of the DPF is controlled according to the regeneration temperature.

[0152] The higher the carbon loading, the higher the temperature of the DPF during regeneration, and a lower temperature is used for regeneration; the lower the carbon loading, the higher the temperature used for regeneration, to ensure the safety of the DPF device and prevent it from being burned out.

[0153] The temperature of active regeneration is above 500℃, and the temperature of passive regeneration is generally 250℃ to 450℃.

[0154] Correspondingly, if the determined target regeneration temperature is above 500℃, the active regeneration mode is used, and if the regeneration temperature is below 500℃, the passive regeneration mode is used.

[0155] In a specific implementation, the duration of the regeneration process is preset, and the regeneration process is performed according to the preset duration.

[0156] In a specific implementation, if the duration of the regeneration process is not set, the model carbon loading and the pressure difference carbon loading can be continuously detected during the regeneration process, and steps S102 to S106 in the method are executed until the carbon loading is less than the set lower limit of the carbon loading, and the regeneration process is stopped. Figure 1

[0157] In this embodiment, the target carbon loading is first determined, the target regeneration temperature corresponding to the target carbon loading is determined, and then the regeneration of the particulate filter is controlled according to the target regeneration temperature. Different regeneration temperatures are determined according to different target carbon loadings, so that the DPF is controlled to regenerate according to different regeneration temperatures, and the safety of the DPF device during the regeneration process is ensured.

[0158] ​Figure 6 is another flow chart of a method for controlling regeneration of a particulate filter according to an embodiment of the present application, comprising the following steps:

[0159] Step S601: determining whether the target carbon loading is greater than a preset upper limit of carbon loading.

[0160] The preset upper limit of carbon loading is an upper limit of carbon loading that can be regenerated by passive regeneration.

[0161] If the carbon loading of the DPF is too high, even if passive regeneration with a lower temperature is used, the temperature of the DPF will be too high during regeneration due to soot combustion, which will affect the safety of the DPF.

[0162] Therefore, after the target carbon loading is determined, it is further determined whether the target carbon loading is greater than the preset upper limit of carbon loading. If the target carbon loading is not greater than the preset upper limit of carbon loading, step S603 is executed. If the target carbon loading is greater than the preset upper limit of carbon loading, step S602 is executed.

[0163] Step S602: if the target carbon loading is greater than the preset upper limit of carbon loading, a prompt information is generated, which is used to prompt manual treatment of the particulate filter.

[0164] If the carbon loading is too high, even if passive regeneration is used, the DPF will be burned due to too high temperature of the DPF during regeneration due to soot combustion. Therefore, when the target carbon loading is too high and greater than the preset upper limit of carbon loading, the regeneration process is not executed.

[0165] When it is determined that the target carbon loading is greater than the preset upper limit of carbon loading, a prompt information is generated to prompt the driver of the vehicle to manually treat the DPF.

[0166] Correspondingly, the driver or the maintenance personnel manually removes carbon from the DPF to reduce the carbon loading of the DPF.

[0167] Step S603: if the target carbon loading is not greater than the preset upper limit of carbon loading, the target carbon loading is triggered as a regeneration parameter to control the regeneration of the particulate filter.

[0168] If the target carbon loading is not greater than the preset upper limit of carbon loading, the DPF can be treated by regeneration, and the subsequent process of controlling the regeneration of the particulate filter according to the target carbon loading as a regeneration parameter is executed.

[0169] In the embodiment, the method further includes: determining whether the target carbon loading is greater than a preset upper limit of carbon loading; if the target carbon loading is greater than the preset upper limit of carbon loading, generating a prompt information, the prompt information being used to prompt manual processing of the particulate filter; and if the target carbon loading is less than the preset upper limit of carbon loading, triggering the target carbon loading as a regeneration parameter to control the particulate filter regeneration step, so as to ensure the safety of the DPF in the carbon removal process of the DPF.

[0170] Corresponding to the above-mentioned embodiment of the particulate filter regeneration control method, the application further provides an apparatus embodiment applying the particulate filter regeneration control method.

[0171] Figure 7 is a structural schematic diagram of a particulate filter regeneration control apparatus provided by the embodiment of the application, the apparatus comprising the following structures: a receiving module 701, a judging module 702, a first determining module 703, a first control module 704, a second determining module 705 and a second control module 706.

[0172] The receiving module 701 is configured to receive a regeneration trigger request, the regeneration trigger request being generated based on a model carbon loading determined according to a preset model and a pressure difference carbon loading determined according to a preset pressure difference determination rule.

[0173] The judging module 702 is configured to determine whether the model carbon loading and the pressure difference carbon loading satisfy a credible condition.

[0174] The first determining module 703 is configured to determine a current carbon loading according to the model carbon loading and the pressure difference carbon loading if the credible condition is satisfied.

[0175] The first control module 704 is configured to control the particulate filter regeneration according to the current carbon loading.

[0176] The second determining module 705 is configured to determine a target carbon loading of the vehicle when the vehicle is stably operated at a preset rotating speed if the credible condition is not satisfied.

[0177] The second control module 706 is configured to control the particulate filter regeneration according to the target carbon loading.

[0178] Optionally, the judging module comprises:

[0179] The first determining unit is configured to determine a difference between the model carbon loading and the pressure difference carbon loading.

[0180] The determining unit is configured to determine that the model carbon loading and the pressure difference carbon loading satisfy the credible condition if the difference is within a preset difference range, and determine that the model carbon loading and the pressure difference carbon loading do not satisfy the credible condition if the difference is not within the preset difference range.

[0181] Optionally, the second determining module includes:

[0182] a speed control unit for increasing the speed of the vehicle engine from an initial speed to a preset speed, the preset speed being greater than the initial speed;

[0183] A statistical unit, for calculating the average pressure difference and average volume flow of the engine exhaust gas within a preset time period based on the vehicle operation condition meeting the stable operation condition;

[0184] The second determining unit is configured to determine a target carbon loading according to the average pressure difference and the average volume flow rate.

[0185] Optionally, the stable operation condition includes at least:

[0186] The engine speed is within the preset speed range;

[0187] The engine fuel injection amount is within the preset fuel injection amount range;

[0188] The engine exhaust volume flow value is greater than a preset volume flow value and the rate of change is less than a preset rate of change.

[0189] Optional, statistical unit, specifically used for:

[0190] Based on the vehicle's operating conditions meeting stable operating conditions, trigger the statistics of the engine exhaust pressure difference and volume flow value;

[0191] The average pressure difference and average volume flow rate within a preset time period are determined based on the statistically determined pressure difference and volume flow rate values ​​of the engine exhaust.

[0192] Optionally, the second control module includes:

[0193] a third determining unit, configured to determine a target regeneration temperature corresponding to the target carbon loading;

[0194] The regeneration control unit is used to control the regeneration of the particulate matter trap according to the target regeneration temperature.

[0195] Optionally, the third determining unit is specifically configured to:

[0196] The target regeneration temperature corresponding to the target carbon load is determined according to a preset corresponding relationship, where the preset corresponding relationship represents the corresponding relationship between the carbon load and the regeneration temperature.

[0197] Optionally, also include:

[0198] An upper limit judgment module is used to judge whether the target carbon load is greater than a preset carbon load upper limit;

[0199] The prompt module is configured to generate a prompt information if the target carbon load is greater than the preset upper limit of carbon load, and the prompt information is used to prompt manual processing of the particulate filter.

[0200] If the target carbon load is not greater than the preset upper limit of carbon load, the second control module is triggered.

[0201] It should be noted that the functions of the various constituent structures of the particulate filter regeneration control device provided in the embodiment are explained with reference to the explanations in the foregoing method embodiments, and will not be repeated here.

[0202] In the embodiment, the model carbon load determined according to the preset model and the pressure differential carbon load determined according to the preset pressure differential determination rule generate a regeneration trigger request in the vehicle. After receiving the regeneration trigger request, it is determined whether the model carbon load and the pressure differential carbon load are reliable. If they are reliable, the current carbon load of the DPF is determined according to the model carbon load and the pressure differential carbon load, and the regeneration of the DPF is controlled according to the current carbon load. If they are not reliable, the target carbon load of the vehicle when it is stably running at a preset speed is determined, and the regeneration of the DPF is controlled according to the target carbon load. After receiving the regeneration trigger request, it is determined whether the model carbon load and the pressure differential carbon load are reliable. If they are reliable, the target carbon load is determined according to the model carbon load and the pressure differential carbon load that generate the regeneration trigger request, and the process of DPF regeneration is performed. If they are not reliable, the target carbon load of the DPF is determined again, which is a reliable value. The process of DPF regeneration is then performed according to the reliable target carbon load, which ensures that the carbon load for the DPF regeneration process is reliable and ensures the safety of the DPF equipment during the DPF regeneration process.

[0203] Corresponding to the above-mentioned control method for particulate filter regeneration, the present application also provides an electronic device and a readable storage medium corresponding to the control method for particulate filter regeneration.

[0204] The electronic device comprises a memory and a processor.

[0205] The memory stores a processing program.

[0206] The processor is configured to load and execute the processing program stored in the memory to realize each step of the control method for particulate filter regeneration.

[0207] The implementation of the control method for particulate filter regeneration of the electronic device can be referred to the foregoing control method for particulate filter regeneration.

[0208] The readable storage medium, on which the computer program is stored, is called by the processor and executed to realize each step of the control method for the particulate matter trap regeneration.

[0209] The computer program stored in the readable storage medium is executed to realize the control method for the particulate matter trap regeneration, which can refer to the foregoing embodiments of the control method for the particulate matter trap regeneration.

[0210] The embodiments are described in a progressive manner in the specification, and each embodiment focuses on the difference from other embodiments. The same or similar parts of each embodiment can be referred to each other.

[0211] The above description of the embodiments enables a person skilled in the art to implement or use the present application. Various modifications of the 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 application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features provided herein.

Claims

1. A control method of a particulate filter regeneration, characterized by, include: receiving a regeneration trigger request, the regeneration trigger request being generated based on a model carbon load determined according to a preset model and a pressure differential carbon load determined according to a preset pressure differential determination rule; Determining whether the model carbon loading and the pressure difference carbon loading meet a credibility condition; If the credibility condition is met, determining the current carbon loading according to the model carbon loading and the pressure difference carbon loading; controlling the regeneration of the particulate matter trap according to the current carbon load; If the credibility condition is not met, a target carbon load of the vehicle when running stably at a preset speed is determined; and the particulate matter trap regeneration is controlled according to the target carbon load.

2. The control method of particulate filter regeneration according to claim 1, characterized by, The determining whether the model carbon loading and the pressure difference carbon loading meet a credibility condition includes: determining a difference between the model carbon loading and the differential pressure carbon loading; If the difference is within a preset difference range, it is determined that the model carbon loading and the pressure difference carbon loading meet a credibility condition; If the difference is not within the preset difference range, it is determined that the model carbon loading and the pressure difference carbon loading do not meet the credibility condition.

3. The control method of particulate filter regeneration according to claim 1, characterized by, The determining of the target carbon load of the vehicle when it is running stably at a preset speed includes: increasing the speed of the vehicle engine from an initial speed to a preset speed, wherein the preset speed is greater than the initial speed; Based on the vehicle's operation meeting the stable operation conditions, the average pressure difference and average volume flow of the engine exhaust within a preset time period are calculated; A target carbon loading is determined based on the average pressure difference and the average volume flow rate.

4. The control method of particulate filter regeneration according to claim 3, characterized by, The stable operation conditions include at least: The engine speed is within the preset speed range; The engine fuel injection amount is within the preset fuel injection amount range; The engine exhaust volume flow value is greater than a preset volume flow value and the rate of change is less than a preset rate of change.

5. The control method of particulate filter regeneration according to claim 3, characterized by, The method of calculating the average pressure difference and average volume flow of the engine exhaust gas within a preset time period based on the vehicle operation condition satisfying the stable operation condition includes: Based on the vehicle's operating conditions meeting stable operating conditions, trigger the statistics of the engine exhaust pressure difference and volume flow value; The average pressure difference and average volume flow rate within a preset time period are determined based on the statistically determined pressure difference and volume flow rate values ​​of the engine exhaust.

6. The control method of particulate filter regeneration according to claim 1, characterized by, The controlling the regeneration of the particulate matter trap according to the target carbon load includes: determining a target regeneration temperature corresponding to the target carbon loading; The particulate matter trap regeneration is controlled according to the target regeneration temperature.

7. The control method of particulate filter regeneration according to claim 6, characterized by, Determining the target regeneration temperature corresponding to the target carbon loading includes: The target regeneration temperature corresponding to the target carbon load is determined according to a preset corresponding relationship, wherein the preset corresponding relationship represents the corresponding relationship between the carbon load and the regeneration temperature.

8. The control method of particulate filter regeneration according to claim 1, characterized by, Before controlling the regeneration of the particulate matter trap according to the target carbon load, the method further includes: Determining whether the target carbon load is greater than a preset carbon load upper limit; If the target carbon load is greater than a preset carbon load upper limit, a prompt message is generated, wherein the prompt message is used to prompt the particulate matter trap to be manually processed; If the target carbon load is not greater than a preset upper limit of the carbon load, the target carbon load is used as a regeneration parameter to control the regeneration step of the particulate matter trap.

9. A control device for a particulate filter regeneration, characterized by, include: The receiving module is configured to receive a regeneration trigger request, which is generated based on a model carbon load determined according to a preset model and a pressure difference carbon load determined according to a preset pressure difference determination rule; The judging module is configured to judge whether the model carbon load and the pressure difference carbon load satisfy a credible condition; The first determining module is configured to determine a current carbon load according to the model carbon load and the pressure difference carbon load if the credible condition is satisfied; The first control module is configured to control the particulate matter trap regeneration according to the current carbon load; The second determining module is configured to determine a target carbon load of the vehicle when the vehicle is stably operated at a preset rotating speed if the credible condition is not satisfied; The second control module is configured to control the particulate matter trap regeneration according to the target carbon load.

10. A readable storage medium, characterized by, A computer program is stored on the computer readable storage medium, and the computer program is invoked and executed by the processor to implement each step of the control method of the particulate matter trap regeneration according to any one of claims 1-8.

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