Self-adaptive diesel particulate filter regeneration method and device and vehicle

Abstract

The invention provides a self-adaptive diesel particulate filter regeneration method and device and a vehicle. The method comprises the steps that the working condition of a diesel engine is obtained, and control parameters of the diesel engine are obtained according to a pulse spectrum corresponding to relevant parameters under the corresponding working condition of the diesel engine; the temperature of the diesel particulate filter is collected, the diesel particulate filter is operated according to a first preset value, and the temperature of the diesel particulate filter is compared with the regeneration temperature threshold value; if not, a first interpolation or a second interpolation is obtained according to the mapping relation, and control is conducted according to the first interpolation or the second interpolation till the temperature of the diesel particulate filter is within the preset regeneration temperature threshold value; and when the regeneration temperature is greater than the upper limit value of the regeneration temperature threshold, the control parameter starts to decrease. The working condition is firstly judged, the corresponding control parameters and the corresponding control standards are obtained according to the working condition, the parameters of the diesel particulate filter are adjusted in real time in the regeneration process, and the temperature is prevented from being too low or too high. Different pulse spectrum MAP standard logics are set for different working conditions, and the influence of road condition changes on regeneration is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of after-treatment of exhaust emissions from internal combustion engines, and in particular to a method, a device and a vehicle for regenerating an adaptive diesel engine particulate filter. Background Art

[0002] Soot particles are one of the main pollutants in diesel engine exhaust emissions. The DPF (Diesel Particulate Fitter) diesel particulate filter system is currently the most effective device for reducing diesel engine soot particle emissions. However, as the working time increases, more and more soot particles accumulate in the DPF diesel particulate filter system, which not only affects the capture effect, but also causes incomplete combustion of engine fuel. Special measures are required to remove the soot particles captured by the DPF diesel particulate filter to achieve DPF regeneration.

[0003] Temperature control during the DPF regeneration process is particularly important. If the regeneration temperature is insufficient, the carbon particles in the DPF will not be completely burned. Long-term accumulation will cause DPF blockage, which will in turn cause related on-board diagnostic faults. These faults will result in engine torque limitation and insufficient power. On the contrary, if the regeneration temperature is too high, it may cause overheating during the DPF regeneration process, and the regeneration process cannot be completed. Long-term regeneration failure will also cause DPF blockage. In addition, frequent regeneration overheating will damage the DPF and reduce its efficiency in capturing carbon particles, thereby causing speed and torque limit failures and affecting the normal use of the vehicle. Ultimately, DPF damage will cause vehicle emissions to fail to meet national environmental protection standards, causing pollution to the environment.

[0004] The existing DPF regeneration control strategy is generally to directly increase the DPF inlet temperature by controlling the post-injection amount or the exhaust pipe injection amount when the DPF needs to be regenerated, so as to achieve rapid ignition of the particulate matter accumulated in the DPF. After all the particulate matter accumulated in the DPF is oxidized and burned, the post-injection or exhaust pipe injection is directly stopped to complete the regeneration.

[0005] The single spectrum MAP calibration logic is developed based on some typical working conditions and preset conditions. It is usually calibrated in a laboratory or under specific standard road conditions. However, the actual road conditions are ever-changing, and the vehicle may encounter various complex situations such as sudden acceleration, sudden deceleration, frequent start and stop, and long-term idling during driving. Under these conditions, the change rules of parameters such as the engine's intake volume, load, and speed are very different from those under standard working conditions. It is difficult for a single MAP calibration logic to accurately adjust fuel injection and other control parameters in real time according to actual working conditions, thereby affecting the consistency of DPF regeneration temperature.

[0006] Environmental factors such as altitude, temperature, and humidity have a significant impact on the engine's intake and combustion processes. At high altitudes, the air is thin, the intake pressure is low, and the engine's charging efficiency decreases. The actual intake volume corresponding to the same MAP value is different from that at low altitudes. In low-temperature environments, the air density increases, the fuel atomization and evaporation effects deteriorate, and the combustion process is also affected. A single MAP calibration logic often cannot take into account the changes in these environmental factors well, and cannot effectively adjust and control the regeneration temperature according to actual environmental conditions.

[0007] Different road conditions will result in different vehicle speeds and accelerations, which in turn affect the engine's exhaust flow, exhaust temperature and exhaust composition. Frequent starts and stops will also affect the engine's stability. Different engine loads have different requirements for fuel injection amounts. A single MAP calibration logic is difficult to accurately adjust fuel injection under various road conditions, and it is difficult to ensure the consistency of the DPF regeneration temperature. It is also difficult to quickly adapt to changes in exhaust characteristics caused by changes in road conditions, which affects the stability of the regeneration temperature.

[0008] The existing single spectrum MAP calibration logic has limitations, especially in sections with poor vehicle consistency and changeable road conditions, the consistency of regeneration temperature is often difficult to ensure. If the spectrum MAP calibration logic is always kept constant, it may cause insufficient fuel injection to cause low temperature or excessive fuel injection to cause a sharp increase in the internal temperature of the DPF, i.e. "flying temperature", so that the maximum internal temperature and temperature gradient during DPF regeneration are close to or even exceed the limit that the DPF can withstand, thereby reducing the reliability and durability of the DPF, and in severe cases even directly causing damage to the DPF and increasing maintenance costs. Summary of the invention

[0009] In view of the shortcomings of the prior art described above, the object of the present invention is to provide an adaptive diesel particulate filter regeneration method, device and vehicle, which are used to solve the problem in the prior art that a single pulse spectrum MAP calibration logic is used for control during DPF regeneration, resulting in too low or too high temperature, causing regeneration failure or DPF damage.

[0010] To achieve the above objectives and other related objectives, the present invention provides an adaptive diesel particulate filter regeneration method, comprising:

[0011] Obtain the diesel engine operating conditions, and obtain the control parameters of the diesel engine according to the pulse spectrum corresponding to the relevant parameters under the corresponding operating conditions of the diesel engine; regeneration of the diesel engine particulate filter is started;

[0012] The diesel particulate filter temperature is collected. When the diesel particulate filter temperature is greater than the lowest allowable regeneration temperature, the diesel particulate filter is operated at a first preset value, and the diesel particulate filter temperature is compared with the regeneration temperature threshold value. If the diesel particulate filter temperature is less than the lower limit of the regeneration temperature threshold value, a first interpolation value of the control parameter is obtained according to a mapping relationship between the current temperature of the diesel particulate filter, the first preset value, and the second preset value. A second interpolation value of the control parameter is obtained according to a mapping relationship between the current temperature of the diesel particulate filter, the second preset value, and the third preset value. The control parameter of the diesel particulate filter is controlled from the first interpolation value or the second interpolation value until the diesel particulate filter temperature is within the preset regeneration temperature threshold value, and then the diesel particulate filter is operated while maintaining the current control parameter value.

[0013] When the diesel particulate filter temperature is greater than the upper limit of the regeneration temperature threshold, the control parameter is reduced from the current value until the diesel particulate filter temperature is within the preset regeneration temperature threshold.

[0014] Further, the step of obtaining a first interpolation value of the control parameter according to a mapping relationship between the current temperature of the diesel particulate filter, the first preset value, and the second preset value, or obtaining a second interpolation value of the control parameter according to a mapping relationship between the current temperature of the diesel particulate filter, the second preset value, and the third preset value, comprises:

[0015] Obtain the first coefficient and the second coefficient;

[0016] The first interpolation is corrected by weighted average of the first preset value, the second preset value and the first coefficient; the second interpolation is corrected by weighted average of the second preset value, the third preset value and the second coefficient.

[0017] Further, the first coefficient is a mapping relationship between the real-time temperature of the diesel particulate filter and the regeneration temperature threshold when the diesel particulate filter is operated at a first preset value and the temperature of the diesel particulate filter cannot be greater than the lower limit of the regeneration temperature threshold within a preset time; the second coefficient is a mapping relationship between the real-time temperature of the diesel particulate filter and the regeneration temperature threshold when the diesel particulate filter is operated at a second preset value and the temperature of the diesel particulate filter cannot be greater than the lower limit of the regeneration temperature threshold within a preset time.

[0018] Furthermore, the step of starting the diesel particulate filter specifically refers to starting the diesel particulate filter at a third preset value until the temperature of the diesel particulate filter is greater than the minimum allowable regeneration temperature.

[0019] Furthermore, if the time during which the temperature of the diesel particulate trap is greater than the regeneration protection temperature exceeds a preset time, the diesel particulate trap regeneration is exited.

[0020] Further, if the diesel particulate trap temperature is greater than the regeneration exit temperature, the diesel particulate trap regeneration exits.

[0021] Furthermore, the control parameters include at least air volume, fuel injection volume and combustion efficiency.

[0022] On the other hand, the present application also discloses an adaptive diesel particulate filter regeneration control device, comprising:

[0023] The acquisition module is used to acquire the diesel engine working condition and obtain the control parameters of the diesel engine according to the pulse spectrum corresponding to the relevant parameters under the corresponding working condition of the diesel engine;

[0024] A control module for controlling the start-up and operation of a diesel particulate filter;

[0025] A collection module, used for collecting the temperature of a diesel particulate filter;

[0026] a judgment module, for, when the diesel particulate filter temperature is greater than the lowest allowable regeneration temperature, operating the diesel particulate filter at a first preset value, and comparing the diesel particulate filter temperature with a regeneration temperature threshold; if the diesel particulate filter temperature is less than a lower limit of the regeneration temperature threshold, obtaining a first interpolation value of the control parameter according to a mapping relationship between the current temperature of the diesel particulate filter, the first preset value, and the second preset value, obtaining a second interpolation value of the control parameter according to a mapping relationship between the current temperature of the diesel particulate filter, the second preset value, and a third preset value, controlling the control parameter of the diesel particulate filter from the first interpolation value or the second interpolation value until the diesel particulate filter temperature is within the preset regeneration temperature threshold, and then maintaining the current value of the control parameter to operate the diesel particulate filter;

[0027] When the diesel particulate filter temperature is greater than the upper limit of the regeneration temperature threshold, the control parameter is reduced from the current value until the diesel particulate filter temperature is within the preset regeneration temperature threshold.

[0028] Furthermore, it also includes a correction module, which is used to correct the first interpolation value by weighted average according to the first preset value, the second preset value and the first coefficient, and to correct the second interpolation value by weighted average according to the second preset value, the third preset value and the second coefficient.

[0029] On the other hand, the present application also discloses a vehicle, wherein the vehicle uses the above-mentioned adaptive diesel particulate filter regeneration method to control a diesel particulate filter.

[0030] As described above, the present invention has the following beneficial effects. Before starting the regeneration of the diesel particulate filter, the present application first determines its working condition, obtains corresponding control parameters and corresponding control standards according to the working condition, and during the regeneration start of the diesel particulate filter, when the temperature of the diesel particulate filter rises to the lowest allowable regeneration temperature, controls the diesel particulate filter from the first preset value, compares the temperature of the diesel particulate filter with the regeneration temperature threshold, and adjusts the parameters of the diesel particulate filter in real time, so that the temperature of the diesel particulate filter is kept within the regeneration temperature threshold, avoiding the temperature being too low or too high, so that the diesel particulate filter can successfully complete the regeneration, effectively improving the reliability and durability of the DPF, and reducing the risk of DPF damage. At the same time, by setting multiple sets of spectrum MAP standard logics, different spectrum MAP standard logics are used for different working conditions, thereby reducing the impact of road condition changes on regeneration. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 A flowchart showing an adaptive diesel particulate filter regeneration method provided by the present invention;

[0032] Figure 2 is a flowchart of the first interpolation;

[0033] Figure 3 Flowchart for the second interpolation. DETAILED DESCRIPTION

[0034] The following describes the embodiments of the present invention through specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention.

[0035] See also Figure 1 The present invention provides an adaptive diesel particulate filter regeneration method, comprising:

[0036] Step S10, obtaining the vehicle operating condition, and obtaining the control parameters of the diesel engine according to the pulse spectrum corresponding to the parameters related to the diesel engine operating condition; and starting the regeneration of the diesel engine particulate filter.

[0037] After the DPF of the vehicle is started in various working conditions such as plains, plateaus, high temperatures, and cold weather, the injection amount, air volume, and combustion efficiency are different. If the same MAP calibration logic is used, it is not conducive to controlling the temperature of the DPF within the appropriate regeneration temperature range, which may lead to regeneration failure. Therefore, this application specifies the corresponding MAP calibration logic for the diesel engine in different use environments, so that the DPF regeneration is successful.

[0038] Under the same working conditions, such as vehicle speed and load, the vehicle's temperature, pressure difference, carbon load, vehicle speed, etc. are collected. When the diesel particulate filter DPF meets the starting conditions, the diesel particulate filter is started.

[0039] The MAP of a diesel engine is a two-dimensional or three-dimensional data chart used to describe the relationship between the operating parameters of a diesel engine. The MAP of a diesel engine is a graph obtained through experiments that reflects the relationship between the operating parameters of a diesel engine. Common ones include injection quantity map, injection timing map, etc.

[0040] First, make sure the vehicle is in a plain, plateau, high temperature or cold working environment, and then select the MAP standard for the corresponding environment.

[0041] For example, when determining the vehicle operating parameters, it is first necessary to clarify the current operating conditions of the diesel engine, which are usually determined by the two basic parameters of speed and load. The real-time speed of the diesel engine can be measured by the speed sensor, and the load condition can be determined by the accelerator pedal position, torque sensor, etc. For example, when the vehicle is driving, different vehicle speeds correspond to different speeds of the diesel engine, and the depth of the driver's accelerator pedal reflects the load demand. Then, according to the determined operating parameters such as speed and load, the corresponding control parameter value is found in the corresponding map. For example, in the injection amount map, with the speed as the horizontal axis and the load as the vertical axis, the value corresponding to the intersection of the two is the basic injection amount under the working condition. Similarly, the corresponding parameters such as injection advance angle can be found in the injection timing map. The control parameters found in the map also need to be corrected according to other factors, such as the basic injection amount needs to be adjusted according to factors such as ambient temperature, atmospheric pressure, and cooling water temperature. For example, when the ambient temperature is low, the air density is high. In order to ensure good combustion, the injection amount needs to be appropriately increased; when the atmospheric pressure is low, the air is thin, and the injection amount should be reduced.

[0042] In some embodiments, the main control parameters during the regeneration of the diesel particulate filter include at least the air volume, the fuel injection volume and the combustion efficiency, and may also include the temperature, the air pressure and the like.

[0043] After the diesel engine is tested, the first preset value, the second preset value and the third preset value of the control parameter are formulated, wherein the first preset value, the second preset value and the third preset value increase in sequence. Under different use environment conditions, the first preset value, the second preset value and the third preset value of the control parameter are all different.

[0044] The starting conditions and control conditions of the diesel particulate filter are different for diesel engines under different operating conditions. The starting conditions and control conditions of the diesel particulate filter are also different for different diesel engines. Therefore, a corresponding first preset value, a second preset value and a third preset value are set for each diesel particulate filter in various operating conditions.

[0045] The corresponding minimum allowable regeneration temperature T1, regeneration temperature threshold lower limit T2, regeneration temperature threshold upper limit T3, regeneration protection temperature T4 and regeneration exit temperature T5 are set for different types of diesel engines. Among them, the regeneration temperature threshold between T2 and T3 is the regeneration temperature threshold, which is the optimal condition for the regeneration of the diesel engine particulate filter.

[0046] After the diesel particulate filter is started, the diesel engine is started according to the control parameters obtained in the map, firstly making the diesel particulate filter temperature reach the minimum allowable regeneration temperature.

[0047] S20, collecting the temperature of the diesel particulate filter, comparing the temperature of the diesel particulate filter with the minimum allowable regeneration temperature, and when the temperature of the diesel particulate filter is greater than the minimum allowable regeneration temperature, operating the diesel particulate filter at a first preset value.

[0048] After the diesel particulate filter regeneration is started, the temperature of the diesel particulate filter is collected in real time. In some embodiments, the collected diesel particulate filter temperature refers to the DPF upstream temperature, DPF downstream temperature or DPF internal temperature. In this embodiment, the DPF upstream temperature is collected.

[0049] In some embodiments, in order to make the temperature of the diesel particulate filter reach the minimum allowable regeneration temperature T1 as soon as possible and shorten the regeneration time, after the DPF meets the regeneration conditions, the diesel particulate filter is directly started with the maximum third preset value, so that the temperature of the diesel particulate filter can rise to the minimum allowable regeneration temperature within a period of time. At this time, if the diesel particulate filter continues to be operated with the third preset value, the temperature of the diesel particulate filter will rise very quickly and high, and may exceed the regeneration exit temperature T5 of the diesel particulate filter, thereby burning the diesel particulate filter. Therefore, when the temperature of the diesel particulate filter is greater than the minimum allowable regeneration temperature T1, the diesel particulate filter is operated with the first preset value.

[0050] After the DPF is started, the temperature of the diesel particulate filter is collected in real time and compared with the regeneration temperature threshold. That is to say, at the beginning of the startup, the real-time temperature of the diesel particulate filter is compared with the regeneration temperature threshold lower limit T2. When it is less than the regeneration temperature threshold lower limit T2, the size of the control parameter is increased from the first preset value, so that the diesel particulate filter can be sequentially greater than the regeneration temperature threshold lower limit T2.

[0051] Specifically, when the diesel particulate filter is operated at the first preset value, the temperature of the diesel particulate filter can rise to the regeneration temperature threshold lower limit T2 within the preset time, and the parameter of the diesel particulate filter is maintained at the first preset value. When the diesel particulate filter is operated at the first preset value, the temperature of the diesel particulate filter cannot rise to the regeneration temperature threshold lower limit T2 within the preset time, and the diesel particulate filter is operated at the second preset value.

[0052] When the diesel particulate filter is operated at the second preset value, the temperature of the diesel particulate filter can rise to the regeneration temperature threshold lower limit T2 within the preset time, and the parameter of the diesel particulate filter is maintained at the second preset value. When the diesel particulate filter is operated at the second preset value, the temperature of the diesel particulate filter cannot rise to the regeneration temperature threshold lower limit T2 within the preset time, and the diesel particulate filter is operated at the third preset value.

[0053] The first preset value, the second preset value and the third preset value are fixed values ​​of the control parameters of the diesel particulate filter, which are unchanged. However, in actual working conditions, if the diesel particulate filter is controlled with the fixed first preset value, the second preset value and the third preset value, its temperature may be too low or too high. Therefore, in this embodiment, a first interpolation value is set between the first preset value and the second preset value, and a second interpolation value is set between the second preset value and the third preset value.

[0054] Specifically, the first interpolation value is obtained according to the mapping relationship between the first preset value and the second preset value of the diesel particulate trap, and the second interpolation value is obtained according to the mapping relationship between the second preset value and the third preset value of the diesel particulate trap temperature.

[0055] When the diesel particulate filter is operated at the first preset value, after the temperature of the diesel particulate filter cannot rise to the lower limit T2 of the regeneration temperature threshold within the preset time, the diesel particulate filter is controlled with the first interpolation until the temperature of the diesel particulate filter is within the preset regeneration temperature threshold, and then the diesel particulate filter is operated while maintaining the current control parameter value.

[0056] If the first interpolation value rises to be equal to the second preset value, the diesel particulate filter is operated at the second preset value. When the diesel particulate filter is operated at the second preset value, and the temperature of the diesel particulate filter still cannot rise to the regeneration temperature threshold lower limit T2 within the preset time, the diesel particulate filter is controlled at the second interpolation value.

[0057] When the second interpolation value increases to be equal to the third preset value, the diesel particulate filter is operated at the third preset value, and the control parameter of the diesel particulate filter is no longer increased.

[0058] The first interpolation and the second interpolation change with the real-time temperature of the diesel particulate filter. The first interpolation and the second interpolation are not fixed values. Therefore, the control parameters of the diesel particulate filter change according to the temperature of the diesel particulate filter, which makes the control parameters more flexible. The temperature of the diesel particulate filter can reach the regeneration temperature threshold more quickly, and will not exceed the regeneration temperature threshold upper limit T3 relatively quickly during the operation of the diesel particulate filter.

[0059] In some embodiments, the first interpolation is modified by weighted average of the first preset value, the second preset value and the first coefficient; the second interpolation is modified by weighted average of the second preset value, the third preset value and the second coefficient.

[0060] Among them, the first coefficient is the mapping relationship between the diesel particulate filter temperature and the regeneration temperature threshold when the diesel particulate filter temperature is lower than the second preset value; the second coefficient is the mapping relationship between the diesel particulate filter temperature and the regeneration temperature threshold when the diesel particulate filter temperature is lower than the third preset value.

[0061] The first coefficient a is a mapping relationship between the real-time temperature of the diesel particulate filter and the regeneration temperature threshold when the diesel particulate filter is operated at a first preset value and the temperature of the diesel particulate filter cannot be greater than the lower limit of the regeneration temperature threshold within a preset time. The second coefficient b is a mapping relationship between the real-time temperature of the diesel particulate filter and the regeneration temperature threshold when the diesel particulate filter is operated at a second preset value and the temperature of the diesel particulate filter cannot be greater than the lower limit of the regeneration temperature threshold within a preset time.

[0062] Specifically, a mapping relationship is formed between the diesel particulate filter temperature and the regeneration temperature threshold, and a map MAP is formed between the diesel particulate filter temperature and the real-time regeneration temperature of the diesel particulate filter. In this map MAP, the first coefficient a or the second coefficient b of the current diesel particulate filter temperature can be obtained in real time, and then the first coefficient a is calculated with the first preset value and the second preset value to obtain a first interpolation value, and the second coefficient b is calculated with the second preset value and the third preset value to obtain a second interpolation value, such as Figure 2 and Figure 3 The first coefficient a and the second coefficient b spectrum are obtained through experimental calibration.

[0063] The first coefficient a is greater than or equal to 0 and less than or equal to 1, for example, the first interpolation value = the first preset value × (1-a) + the second preset value × a. When the diesel particulate filter is operated at the first preset value and its temperature cannot reach the regeneration temperature threshold lower limit T2 within the preset time, a is selected to be equal to 0, and the diesel particulate filter is first operated at the first preset value. The value of a gradually increases, and the first interpolation value also gradually increases, that is, the control parameter of the diesel particulate filter gradually increases until the diesel particulate filter temperature is higher than the regeneration temperature threshold lower limit T2.

[0064] When the temperature of the diesel particulate filter is higher than the regeneration temperature lower threshold value T2, the control parameter of the diesel particulate filter maintains the first interpolated value at that time to continue to operate the diesel particulate filter.

[0065] The second coefficient b is greater than or equal to 0 and less than or equal to 1, for example, the second interpolation value = the second preset value × (1-b) + the third preset value × b. When the first coefficient a gradually increases to 1, the first interpolation value is equal to the second preset value, and the second coefficient b is equal to 0. When the diesel particulate filter operates at the second preset value and its temperature is not higher than the regeneration temperature threshold lower limit T2 within the specified time, the second coefficient b gradually increases until the diesel particulate filter temperature is higher than the regeneration temperature threshold lower limit T2. When the diesel particulate filter temperature is higher than the regeneration temperature threshold lower limit T2, the control parameter of the diesel particulate filter maintains the size of the second interpolation value at this time and continues to operate the diesel particulate filter.

[0066] When b is equal to 1, the second interpolation value is equal to the third preset value. Under normal circumstances, the diesel particulate filter temperature will be higher than the regeneration temperature threshold lower limit T2 within the preset time, and the diesel particulate filter will be in a normal regeneration state. However, if the diesel particulate filter temperature is not higher than the regeneration temperature threshold lower limit T2 within the preset time, it means that the diesel particulate filter has a fault and needs to stop regeneration and alarm.

[0067] If the temperature exceeds the upper regeneration temperature threshold T3, the regeneration effect will be affected. Even if the temperature exceeds the upper regeneration temperature, it will cause regeneration failure, so cooling is required.

[0068] During the initial startup process, the interpolation between the diesel particulate filter temperature and the regeneration temperature threshold lower limit T2 is a negative number. As time goes by, the temperature of the diesel particulate filter will become higher and higher, and the interpolation between the diesel particulate filter temperature and the regeneration temperature threshold lower limit T2 is a positive number. Therefore, the variation pattern between the first coefficient a when the diesel particulate filter temperature is lower than the regeneration temperature threshold lower limit T2 and the first coefficient a when the diesel particulate filter temperature is higher than the regeneration temperature threshold lower limit T2 is different. Similarly, the variation pattern between the second coefficient b when the diesel particulate filter temperature is lower than the regeneration temperature threshold lower limit T2 and the second coefficient b when the diesel particulate filter temperature is higher than the regeneration temperature threshold lower limit T2 is also different.

[0069] Therefore, according to the data of the diesel engine under various working conditions, the first coefficient a and the second coefficient b in the heating process and the first coefficient a and the second coefficient b in the cooling process are obtained. When the diesel engine working conditions are collected, the corresponding first coefficient and the second coefficient are obtained.

[0070] Step S30: When the diesel particulate filter temperature is greater than the upper limit of the regeneration temperature threshold, the control parameter is reduced from the current value until the diesel particulate filter temperature is within the preset regeneration temperature threshold.

[0071] When the temperature of the diesel particulate filter exceeds the upper regeneration temperature threshold T3, if the temperature continues to rise, it will affect the regeneration effect and even burn the diesel particulate filter. Therefore, when the temperature of the diesel particulate filter exceeds the upper regeneration temperature threshold T3, the control parameter of the diesel particulate filter needs to be reduced until the diesel particulate filter temperature is lower than the upper regeneration temperature threshold T3. For example, if the control parameter at this time is the third preset value, the control parameter is reduced to the second interpolation value, and the change of the second coefficient b during the cooling process is different from the change of the second coefficient b during the heating process. The second coefficient b gradually decreases during the cooling process.

[0072] When the temperature of the diesel particulate filter exceeds the upper regeneration temperature threshold T3, the second coefficient b is less than 1, and the second interpolation = the second preset value × (1-b) + the third preset value × b. At this time, the result of the second interpolation is less than the third preset value. According to the pulse spectrum during the cooling process, the size of the second coefficient b at the corresponding temperature of the diesel particulate filter is obtained in real time. When the value of the control parameter decreases, the temperature of the diesel particulate filter will decrease. When the second coefficient b is reduced to 0, the second interpolation is equal to the second preset value. If the temperature of the diesel particulate filter is still higher than the upper regeneration temperature threshold T3 within the preset time, the first interpolation is used to operate the diesel particulate filter. At this time, the first coefficient a is less than 1, the first interpolation value = the first preset value × (1-a) + the second preset value × a, according to the pulse spectrum during the cooling process, the size of the first coefficient a at the corresponding temperature of the diesel particulate filter is obtained in real time, the value of the control parameter decreases, and the temperature of the diesel particulate filter will decrease. When the first coefficient a decreases to 0, the first interpolation value is equal to the first preset value. If the temperature of the diesel particulate filter is not lower than the upper limit of the regeneration temperature threshold T3 within the preset time, it means that the diesel particulate filter has a fault, and the regeneration is stopped and an alarm is issued. The preset time for each stage may be the same or different.

[0073] Step S40: If the time during which the temperature of the diesel particulate filter is greater than the regeneration protection temperature exceeds a preset time, the diesel particulate filter regeneration is exited.

[0074] During the DPF regeneration process, the size of the control parameters is adjusted in real time. The most ideal state is to make the temperature of the DPF between the lower limit of the regeneration temperature threshold T2 and the upper limit of the regeneration temperature threshold T3. If during the regeneration process, the temperature of the diesel particulate filter exceeds the regeneration protection temperature T4, although there is no overtemperature, this temperature will reduce the durability of the DPF for a long time. Therefore, when the regeneration temperature is greater than the regeneration protection temperature T4, the system will take protective measures for the diesel particulate filter, such as starting the timing from the time when the temperature of the diesel particulate filter exceeds the regeneration protection temperature T4. When the preset time is exceeded, the diesel particulate filter regeneration will exit, thereby avoiding the diesel particulate filter from being burned.

[0075] Step S50: If the diesel particulate filter temperature is greater than the regeneration exit temperature, the diesel particulate filter regeneration exits.

[0076] If the temperature of the diesel particulate filter exceeds the regeneration protection temperature T4 and rises to the regeneration exit temperature T5 within the preset protection time, the regeneration will be exited immediately to protect the diesel particulate filter.

[0077] The vehicle condition is detected. When the regeneration condition is reached, the working condition of the vehicle is collected, the environment of the vehicle at this time is determined, and the preset value standard under the corresponding environment and the map of the first coefficient a and the map of the second coefficient b are selected. First, the control parameter is set to start the diesel particulate filter with the third preset value under the corresponding environment, and the temperature of the diesel particulate filter is detected in real time. When the temperature is greater than the minimum allowable regeneration temperature T1, the diesel particulate filter is first operated with the first preset value. If the temperature cannot be greater than the lower limit value T2 of the regeneration temperature threshold within the preset time, the corresponding first coefficient value a is obtained according to the map of the first coefficient a corresponding to the temperature rise process, and then the first interpolation value is calculated, and the first interpolation value is adjusted in real time until the temperature of the diesel particulate filter is higher than the lower limit value T2 of the regeneration temperature threshold. If the temperature of the diesel particulate filter cannot be higher than the lower limit value T2 of the regeneration temperature threshold value within the preset time when the first interpolation value is corrected and equal to the second preset value, the corresponding second coefficient b is obtained by using the second coefficient b map during the temperature increase process, and then the second interpolation value is calculated, and the second interpolation value is gradually increased until the temperature of the diesel particulate filter is higher than the lower limit value T2 of the regeneration temperature threshold value. If the second interpolation value rises to the third preset value, the temperature of the diesel particulate filter can normally be higher than the lower limit value T2 of the regeneration temperature threshold value within the preset time, and if the temperature of the diesel particulate filter cannot be higher than the lower limit value T2 of the regeneration temperature threshold value at this time, it indicates that the diesel particulate filter is faulty.

[0078] During the process of changing the control parameter, when the temperature of the diesel particulate filter is higher than the lower limit value T2 of the regeneration temperature threshold, the control parameter no longer changes, and the diesel particulate filter is operated while maintaining the current control parameter value.

[0079] When the temperature of the diesel particulate filter exceeds the upper limit value T3 of the regeneration temperature threshold, it starts to decrease step by step from the current value. The difference between the current temperature and the lower limit value T2 of the regeneration temperature threshold can be used to determine whether the diesel particulate filter is in a heating state or a cooling state. After determining that it is in a cooling state, the corresponding first coefficient a or second coefficient b is obtained, and then the first interpolation or the second interpolation is calculated, and the control parameter is gradually reduced, so that the temperature of the diesel particulate filter is lower than the upper limit value T3 of the regeneration temperature threshold and higher than the lower limit value T2 of the regeneration temperature threshold.

[0080] When the temperature of the diesel particulate filter exceeds the regeneration protection temperature T4 for more than a preset time, the diesel particulate filter regeneration exits, or when the diesel particulate filter temperature is greater than the regeneration exit temperature, the diesel particulate filter regeneration exits, thereby protecting the diesel particulate filter.

[0081] On the other hand, the present application also provides an adaptive diesel particulate filter regeneration control device, comprising:

[0082] The acquisition module is used to acquire the diesel engine working condition and obtain the control parameters of the diesel engine according to the pulse spectrum corresponding to the relevant parameters under the corresponding working condition of the diesel engine.

[0083] The control module is used to control the start and operation of the diesel particulate filter.

[0084] The acquisition module is used to collect the temperature of the diesel particulate filter.

[0085] A judgment module is used for operating the diesel particulate filter at a first preset value and comparing the diesel particulate filter temperature with a regeneration temperature threshold when the diesel particulate filter temperature is greater than a minimum allowable regeneration temperature; if the diesel particulate filter temperature is less than a lower limit of the regeneration temperature threshold, obtaining a first interpolation value of the control parameter according to a mapping relationship between the current temperature of the diesel particulate filter, the first preset value, and the second preset value, obtaining a second interpolation value of the control parameter according to a mapping relationship between the current temperature of the diesel particulate filter, the second preset value, and the third preset value, controlling the control parameter of the diesel particulate filter from the first interpolation value or the second interpolation value until the diesel particulate filter temperature is within the preset regeneration temperature threshold, and then maintaining the current value of the control parameter to operate the diesel particulate filter.

[0086] When the diesel particulate filter temperature is greater than the upper limit of the regeneration temperature threshold, the control parameter is reduced from the current value until the diesel particulate filter temperature is within the preset regeneration temperature threshold.

[0087] The correction module is used to correct the first interpolation value by weighted average according to the first preset value, the second preset value and the first coefficient, and to correct the second interpolation value by weighted average according to the second preset value, the third preset value and the second coefficient.

[0088] On the other hand, the present application also provides a vehicle, which uses the above-mentioned adaptive diesel particulate filter regeneration method to control the diesel particulate filter.

[0089] It should be noted that the flowcharts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present invention. In this regard, each box in the flowchart or block diagram can represent a module, a program segment, or a part of a code, and the above-mentioned module, program segment, or a part of a code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart, can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0090] The units involved in the embodiments of the present invention may be implemented by software or hardware, and the units described may also be arranged in a processor. The names of these units do not, in some cases, limit the units themselves. The units or modules described may also be arranged in a processor, for example, may be described as: a processor includes a data acquisition module, a first processing module, a second processing module, and a result generation module. The names of these units or modules do not, in some cases, limit the units or modules themselves.

[0091] The above description is only a preferred embodiment of the present application and an explanation of the technical principles used. Those skilled in the art should understand that the scope of the invention involved in the present application is not limited to the technical solution formed by a specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the inventive concept. For example, the above features are replaced with the technical features with similar functions disclosed in this application (but not limited to) by each other.

Claims

1. An adaptive diesel particulate filter regeneration method, characterized in that: include: Obtain the diesel engine operating conditions, and obtain the control parameters of the diesel engine according to the pulse spectrum of relevant parameters under the corresponding operating conditions of the diesel engine; Diesel particulate filter regeneration initiated; The diesel particulate filter temperature is collected. When the diesel particulate filter temperature is greater than the lowest allowable regeneration temperature, the diesel particulate filter is operated at a first preset value. The diesel particulate filter temperature is compared with the regeneration temperature threshold. If the diesel particulate filter temperature is less than the lower limit of the regeneration temperature threshold, a first interpolation value of the control parameter is obtained according to a mapping relationship between the current temperature of the diesel particulate filter, the first preset value, and the second preset value, or a second interpolation value of the control parameter is obtained according to a mapping relationship between the current temperature of the diesel particulate filter, the second preset value, and the third preset value. The control parameter of the diesel particulate filter is controlled with the first interpolation value or the second interpolation value until the diesel particulate filter temperature is within the preset regeneration temperature threshold. Then, the diesel particulate filter is operated while maintaining the current value of the control parameter. When the diesel particulate filter temperature is greater than the upper limit of the regeneration temperature threshold, the control parameter is reduced from the current value so that the diesel particulate filter temperature is within the preset regeneration temperature threshold.

2. The adaptive diesel particulate filter regeneration method according to claim 1, characterized in that: in, The step of obtaining a first interpolation value of the control parameter according to a mapping relationship between the current temperature of the diesel particulate trap, the first preset value, and the second preset value, or obtaining a second interpolation value of the control parameter according to a mapping relationship between the current temperature of the diesel particulate trap, the second preset value, and the third preset value, includes: Obtain the first coefficient and the second coefficient; The first interpolation is corrected by weighted average of the first preset value, the second preset value and the first coefficient; the second interpolation is corrected by weighted average of the second preset value, the third preset value and the second coefficient.

3. The adaptive diesel particulate filter regeneration method according to claim 2, characterized in that: The first coefficient is a mapping relationship between the real-time temperature of the diesel particulate filter and the regeneration temperature threshold when the diesel particulate filter is operated at a first preset value and the temperature of the diesel particulate filter cannot be greater than the lower limit of the regeneration temperature threshold within a preset time; the second coefficient is a mapping relationship between the real-time temperature of the diesel particulate filter and the regeneration temperature threshold when the diesel particulate filter is operated at a second preset value and the temperature of the diesel particulate filter cannot be greater than the lower limit of the regeneration temperature threshold within a preset time.

4. The adaptive diesel particulate filter regeneration method according to any one of claims 1 to 3, characterized in that: The step of starting the diesel particulate filter regeneration specifically refers to starting the diesel particulate filter regeneration at a third preset value until the diesel particulate filter temperature is greater than the minimum allowable regeneration temperature.

5. The adaptive diesel particulate filter regeneration method according to claim 4, characterized in that: The method further includes exiting the diesel particulate filter regeneration if the temperature of the diesel particulate filter is greater than the regeneration protection temperature for more than a preset time.

6. The adaptive diesel particulate filter regeneration method according to claim 4, characterized in that: Also included is that if the temperature of the diesel particulate trap is greater than the regeneration exit temperature, the diesel particulate trap regeneration is exited.

7. The adaptive diesel particulate filter regeneration method according to claim 1, characterized in that: The control parameters include at least air quantity, fuel injection quantity and combustion efficiency.

8. An adaptive diesel particulate filter regeneration control device, characterized in that: include: The acquisition module is used to acquire the diesel engine working condition and obtain the control parameters of the diesel engine according to the pulse spectrum corresponding to the relevant parameters under the corresponding working condition of the diesel engine; A control module for controlling the start and operation of diesel particulate filter regeneration; A collection module, used for collecting the temperature of a diesel particulate filter; a judgment module, for operating the diesel particulate filter at a first preset value when the diesel particulate filter temperature is greater than the lowest allowable regeneration temperature; comparing the diesel particulate filter temperature with a regeneration temperature threshold, and if the diesel particulate filter temperature is less than a lower limit of the regeneration temperature threshold, obtaining a first interpolation value of the control parameter according to a mapping relationship between the current temperature of the diesel particulate filter, the first preset value, and the second preset value, or obtaining a second interpolation value of the control parameter according to a mapping relationship between the current temperature of the diesel particulate filter, the second preset value, and the third preset value, and controlling the control parameter of the diesel particulate filter from the first interpolation value or the second interpolation value until the diesel particulate filter temperature is within the preset regeneration temperature threshold; and then maintaining the current value of the control parameter to operate the diesel particulate filter; When the diesel particulate filter temperature is greater than the upper limit of the regeneration temperature threshold, the control parameter is reduced from the current value so that the diesel particulate filter temperature is within the preset regeneration temperature threshold.

9. The adaptive diesel particulate filter regeneration device according to claim 8, characterized in that: It also includes a correction module, which is used to correct the first interpolation value by weighted average according to the first preset value, the second preset value and the first coefficient, and to correct the second interpolation value by weighted average according to the second preset value, the third preset value and the second coefficient.

10. A vehicle, characterized in that: The vehicle controls the diesel particulate filter by using the adaptive diesel particulate filter regeneration method according to any one of claims 1 to 7.

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