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

Abstract

The invention belongs to the technical field of vehicles, and particularly relates to a DPF regeneration control method, a vehicle control device, a storage medium and a vehicle. The DPF regeneration control method comprises the steps that after an ECU is powered on, vehicle running information in a first time period is obtained; according to the vehicle operation information in the first time period, the current vehicle operation condition is judged; according to the condition that the current vehicle operation working condition is the low-speed working condition, a carbon loading capacity threshold value in the thermal management mode corresponding to the low-speed working condition is determined; obtaining the current actual carbon loading capacity; and according to the fact that the actual carbon loading capacity is larger than or equal to the carbon loading capacity threshold value, a heat management mode corresponding to the low-speed working condition is implemented, and then DPF regeneration is conducted. According to the technical scheme, the actual carbon loading capacity can be compared with the carbon loading capacity threshold value of the corresponding thermal management mode under the low-speed working condition under the low-speed working condition, and the thermal management mode and accurate DPF regeneration are achieved.

Description

Technical Field

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

[0002] At present, diesel engine after-treatment technology routes are basically equipped with a particulate filter (DPF). The particulate filter captures solid carbon particles in the exhaust gas through a wall-flow pipeline. When the number reaches a certain level, the carbon particles are burned by controlling the engine exhaust temperature to the target temperature to complete the purification of solid carbon particles in the exhaust gas. However, in suburban and other working conditions, due to the low vehicle speed or long parking time, the traditional driving regeneration method cannot complete the regeneration. Summary of the invention

[0003] The purpose of the present invention is to at least solve the problem that DPF regeneration cannot be performed under low speed conditions. This purpose is achieved through the following technical solutions:

[0004] A first aspect of the present invention provides a control method for DPF regeneration, comprising:

[0005] After the ECU is powered on, the vehicle operation information within the first time period is obtained;

[0006] Determining a current vehicle operating condition based on the vehicle operating information within the first time period;

[0007] According to the current vehicle operating condition being a low-speed condition, determining a carbon load threshold in a thermal management mode corresponding to the low-speed condition;

[0008] Get the current actual carbon load;

[0009] According to the actual carbon load being greater than or equal to the carbon load threshold, a thermal management mode corresponding to the low-speed operating condition is implemented to perform DPF regeneration.

[0010] According to the technical solution of the present invention, based on the vehicle operation information within the first time period, the current vehicle operating condition can be judged, and according to the current vehicle operating condition being a low-speed condition, the corresponding thermal management mode is matched, and the corresponding carbon load threshold is determined according to the thermal management mode. By comparing the actual carbon load of the current vehicle with the carbon load threshold corresponding to the corresponding thermal management mode, when the actual carbon load is greater than or equal to the carbon load threshold, the thermal management mode corresponding to the low-speed condition is implemented, and then DPF regeneration is performed. The method of the present invention can compare the actual carbon load with the carbon load threshold of the thermal management mode corresponding to the low-speed condition under the low-speed condition, thereby realizing the thermal management mode and accurate DPF regeneration.

[0011] In addition, the control method for DPF regeneration according to the present invention may also have the following additional technical features:

[0012] In some embodiments of the present invention, judging the current vehicle operating condition according to the vehicle operating information in the first time period includes:

[0013] Acquire a first boundary range of vehicle operation information under congestion conditions;

[0014] According to the vehicle operation information in the first time period being within a first boundary range, it is determined that the congestion operating condition is the current vehicle operating condition.

[0015] In some embodiments of the present invention, judging the current vehicle operating condition according to the vehicle operating information in the first time period further includes:

[0016] Obtaining the second boundary range of vehicle operation information under urban and rural conditions;

[0017] Based on the vehicle operation information in the first time period being within the second boundary range, it is determined that the urban-rural operating condition is the current vehicle operating condition.

[0018] In some embodiments of the present invention, the step of implementing a thermal management mode corresponding to the low-speed operating condition according to the actual carbon load being greater than or equal to the carbon load threshold and performing DPF regeneration further comprises:

[0019] Calculate the optimization coefficient based on vehicle operation information;

[0020] According to the optimization coefficient, the first boundary range or the second boundary range is optimized, and the carbon load threshold in the thermal management mode corresponding to the low-speed operating condition is optimized.

[0021] In some embodiments of the present invention, the vehicle operation information includes an accelerator pedal change rate, a DOC temperature change rate, and a DPF temperature change rate.

[0022] In some embodiments of the present invention, the low-speed operating condition includes a congested operating condition and an urban-rural operating condition.

[0023] In some embodiments of the present invention, the step of implementing a thermal management mode corresponding to the low-speed operating condition and performing DPF regeneration according to the actual carbon load being greater than or equal to the carbon load threshold comprises:

[0024] detecting a vehicle operating condition within a second time period according to the actual carbon load being greater than or equal to a carbon load threshold;

[0025] According to the vehicle operating condition in the second time period being consistent with the vehicle operating condition in the first time period, a thermal management mode corresponding to the low-speed condition is implemented, and then DPF regeneration is performed.

[0026] In some embodiments of the present invention, the determining the current vehicle operating condition according to the vehicle operating information in the first time period includes:

[0027] Since the current vehicle operating condition is high-speed, thermal management mode and DPF regeneration control are not performed.

[0028] A second aspect of the present invention provides a vehicle control device, comprising:

[0029] An acquisition unit, used to acquire vehicle operation information and current actual carbon load;

[0030] A judgment unit, used to judge the current vehicle operating condition according to the vehicle operating information in the first time period;

[0031] A determination unit, configured to determine a carbon load threshold in a thermal management mode corresponding to a low-speed operating condition according to the current vehicle operating condition being a low-speed operating condition;

[0032] The comparison unit is used to compare the actual carbon load with the carbon load threshold.

[0033] The third aspect of the present invention proposes a vehicle, comprising: a processor, a memory and a bus, wherein the processor is connected to the memory via the bus, the memory is used to store programs, and the processor is used to run the programs, wherein the program executes the above-mentioned DPF regeneration control method when run by the processor. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present invention. Moreover, the same reference numerals are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0035] Figure 1 A schematic flow chart of a method for controlling DPF regeneration according to an embodiment of the present invention is schematically shown;

[0036] Figure 2 The overall logic diagram of the control method of DPF regeneration according to the embodiment of the present invention is schematically shown;

[0037] Figure 3 The structure block diagram of the vehicle control device according to the embodiment of the present invention is schematically shown;

[0038] Figure 4 The structure block diagram of a vehicle according to an embodiment of the present invention is schematically shown.

[0039] The reference numerals in the accompanying drawings represent the following:

[0040] 100. Processor;

[0041] 200, memory;

[0042] 300, bus;

[0043] 400, obtain unit;

[0044] 500, judgment unit;

[0045] 600, determine the unit;

[0046] 700. Comparison unit. DETAILED DESCRIPTION

[0047] The exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art.

[0048] It should be understood that the terms used herein are only for the purpose of describing specific example embodiments and are not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms "one", "an" and "said" as used herein may also be meant to include plural forms. The terms "include", "comprise", "contain", and "have" are inclusive, and therefore specify the existence of stated features, steps, operations, elements and / or parts, but do not exclude the existence or addition of one or more other features, steps, operations, elements, parts, and / or combinations thereof. The method steps, processes, and operations described herein are not interpreted as necessarily requiring them to be performed in the specific order described or illustrated, unless the execution order is clearly indicated. It should also be understood that additional or alternative steps may be used.

[0049] Although the terms first, second, third, etc. can be used in the text to describe multiple elements, components, regions, layers and / or sections, these elements, components, regions, layers and / or sections should not be limited by these terms. These terms can only be used to distinguish an element, component, region, layer or section from another region, layer or section. Unless the context clearly indicates, terms such as "first", "second" and other numerical terms do not imply order or sequence when used in the text. Therefore, the first element, component, region, layer or section discussed below can be referred to as the second element, component, region, layer or section without departing from the teaching of the example embodiments.

[0050] For ease of description, spatial relative terms may be used herein to describe the relationship of one element or feature relative to another element or feature as shown in the figure, such as "inside", "outside", "inner side", "outer side", "below", "below", "above", "above", etc. Such spatial relative terms are intended to include different orientations of the device in use or operation in addition to the orientation depicted in the figure. For example, if the device in the figure is turned over, then the elements described as "below other elements or features" or "below other elements or features" will subsequently be oriented as "above other elements or features" or "above other elements or features". Therefore, the example term "below..." can include both above and below orientations.

[0051] The main pollutants in diesel engine exhaust include particulate matter (PM), which can seriously endanger human health, and the regulations limiting particulate matter emissions are becoming increasingly stringent. Diesel engine particulate matter collectors are currently recognized as one of the technical means to effectively treat particulate matter emissions and are widely used to remove diesel engine particles. The most widely used is the DPF of the wall-flow honeycomb filter. The outlet and inlet end faces of the wall-flow honeycomb carrier are covered with many narrow channels parallel to each other along the axial direction. The adjacent channels are connected by porous medium walls. The inlet and outlet ends of each channel are alternately blocked, presenting a honeycomb structure. This structure forces the exhaust gas to enter from the inlet channel, flow through the porous wall surface, and flow out from the adjacent outlet channel. In this process, PM is captured in the porous wall surface or deposited on the wall surface. However, with the increase in mileage, the captured particles accumulate in the collector, resulting in an increase in exhaust back pressure, resulting in a decrease in diesel engine economy and power. Therefore, it is necessary to remove the particulate matter in the collector in a timely manner. This is the regeneration of the DPF. Regeneration is divided into passive regeneration and active regeneration. Active regeneration generally refers to using external energy to increase the exhaust temperature, causing particulate matter to burn; passive regeneration refers to relying on the original exhaust temperature and nitrogen dioxide (NO2) and the catalyst coated on the honeycomb carrier to react with carbon particles to remove particulate matter. However, in suburban and other working conditions, due to the low speed of the vehicle or long parking time, the traditional driving regeneration method cannot complete regeneration.

[0052] Figure 1 The flowchart of the control method of DPF regeneration according to the embodiment of the present invention is schematically shown. Figure 1 As shown, the present invention proposes a DPF regeneration control method, a vehicle control device, a storage medium and a vehicle. The DPF regeneration control method of the present invention includes:

[0053] S1: obtaining vehicle operation information within a first time period after the ECU (Electronic Control Unit, computer control module or electronic control unit or driving computer) is powered on;

[0054] S2: judging the current vehicle operating condition according to the vehicle operating information in the first time period;

[0055] S3: According to the current vehicle operating condition being a low-speed condition, determining a carbon load threshold in a thermal management mode corresponding to the low-speed condition;

[0056] S4: Obtaining the current actual carbon load;

[0057] S5: Based on the actual carbon load being greater than or equal to the carbon load threshold, a thermal management mode corresponding to the low-speed operating condition is implemented, and then DPF regeneration is performed.

[0058] According to the technical solution of the present invention, based on the vehicle operation information within the first time period, the current vehicle operating condition can be judged, and according to the current vehicle operating condition being a low-speed condition, the corresponding thermal management mode is matched, and the corresponding carbon load threshold is determined according to the thermal management mode. By comparing the actual carbon load of the current vehicle with the carbon load threshold corresponding to the corresponding thermal management mode, when the actual carbon load is greater than or equal to the carbon load threshold, the thermal management mode corresponding to the low-speed condition is implemented, and then DPF regeneration is performed. The method of the present invention can compare the actual carbon load with the carbon load threshold of the thermal management mode corresponding to the low-speed condition under the low-speed condition, thereby realizing the thermal management mode and accurate DPF regeneration.

[0059] In some embodiments of the present invention, the vehicle operation information includes the accelerator pedal change rate, the DOC (Document, catalytic converter) temperature change rate and the DPF temperature change rate. In this embodiment, the DOC temperature change rate is the DOC upstream temperature change rate (the DOC upstream temperature change rate refers to the ratio of the change in the DOC inlet temperature within a certain period of time to the time period. It can be expressed by the following formula: temperature change rate = (temperature change / time change) × 100%), hereinafter referred to as the DOC temperature change rate. The DPF temperature change rate is the DPF upstream temperature change rate (the DPF upstream temperature change rate refers to the ratio of the change in the DPF inlet temperature within a certain period of time to the time period, which reflects the rate of temperature change), hereinafter referred to as the DPF temperature change rate. The accelerator pedal change rate, the DOC temperature change rate and the DOF temperature change rate are positively correlated, that is, when the accelerator pedal change rate increases, the DOC temperature change rate also increases, and the DPF temperature change rate also increases. When the accelerator pedal change rate decreases, the DOC temperature change rate also decreases, and the DPF temperature change rate also decreases.

[0060] Specifically, in this embodiment, the accelerator pedal change rate refers to the ratio of the accelerator pedal travel change to time, which is an important parameter for measuring the speed of accelerator pedal input. During driving, the accelerator pedal change rate directly affects the acceleration performance and driving experience of the vehicle.

[0061] Specifically, the accelerator pedal change rate can be divided into the following situations:

[0062] Changing the throttle input in a very short time: When the throttle changes deeply in a very short time and the throttle change rate exceeds 100%, this rapid throttle input is usually used in situations where rapid acceleration or deceleration is required.

[0063] Changing throttle input in a short time: The throttle change rate is between 40% and 100%, which is a common situation in daily driving and is suitable for smooth acceleration or deceleration.

[0064] Changing the throttle input over a longer period of time: When the throttle change rate is less than 40%, this delicate throttle control is usually adopted by full-time drivers to maintain smoothness and comfort in driving.

[0065] The accelerator pedal change rate not only reflects the driver's driving intention and the vehicle's power response, but is also closely related to the vehicle's drivability. A larger accelerator pedal change rate indicates that the driver needs to accelerate frequently. For example, in low-speed conditions, the driver needs to frequently accelerate and decelerate. A smaller accelerator pedal change rate indicates that the driver does not need to accelerate frequently. For example, in high-speed conditions, although the driver needs to keep stepping on the accelerator pedal, the change rate is smaller.

[0066] In some embodiments of the present invention, judging the current vehicle operating condition according to the vehicle operating information in the first time period includes:

[0067] Acquire a first boundary range of vehicle operation information under congestion conditions;

[0068] According to the vehicle operation information in the first time period being within the first boundary range, it is determined that the congestion operating condition is the current vehicle operating condition.

[0069] Specifically, in this embodiment, the first boundary range of the accelerator pedal change rate under the congested condition is (c, d), the first boundary range of the DOC temperature change rate under the congested condition is (c, d), and the first boundary range of the DPF temperature change rate under the congested condition is (c, d). According to the accelerator pedal change rate in the first time period being between c and d, the DOC temperature change rate in the first time period being between c and d, and the DPF temperature change rate in the first time period being between c and d, it can be determined that the vehicle operation information in the first time period is within the first boundary range, and the congested condition is determined to be the current vehicle operation condition.

[0070] Further, in some embodiments of the present invention, according to the current vehicle operating condition being a congestion condition, a carbon load threshold in a thermal management mode corresponding to the congestion condition is determined;

[0071] Get the current actual carbon load;

[0072] According to the actual carbon load being greater than or equal to the carbon load threshold, a thermal management mode corresponding to the congestion condition is implemented, and then DPF regeneration is performed.

[0073] Specifically, in the control method of the present embodiment, the thermal management mode corresponding to the congested working condition is: reducing the exhaust throttle valve opening, increasing the injection amount of the post-injection mode of the injection method, and increasing the rotation speed.

[0074] Among them, reducing the exhaust throttle valve opening can increase the exhaust temperature, thereby facilitating full preparation for the subsequent DPF regeneration. Secondly, increasing the injection amount of the post-injection mode can make the post-injection fuel release heat during the combustion process, thereby increasing the exhaust temperature. The high exhaust temperature is conducive to the oxidation regeneration of the soot particles in the DPF and reduces the risk of DPF blockage. By accurately controlling the injection amount and injection timing of the post-injection, the exhaust temperature can reach the optimal temperature range for DPF regeneration, which helps to optimize the regeneration process, improve the regeneration efficiency, and extend the service life of the DPF. In addition, when the engine speed increases, the combustion process in the combustion chamber will be more intense and generate more heat, which helps to increase the exhaust temperature and make the soot particles in the DPF easier to oxidize and regenerate. In summary, the adjustment of the exhaust throttle valve opening, the injection amount of the post-injection mode, and the speed are all conducive to the subsequent DPF regeneration and improve reliability.

[0075] In some embodiments of the present invention, judging the current vehicle operating condition according to the vehicle operating information in the first time period further includes:

[0076] Obtaining the second boundary range of vehicle operation information under urban and rural conditions;

[0077] Based on the vehicle operation information in the first time period being within the second boundary range, it is determined that the urban and rural operating condition is the current vehicle operating condition.

[0078] Specifically, in this embodiment, the second boundary range of the accelerator pedal change rate under the urban and rural conditions is (b, c), the second boundary range of the DOC temperature change rate under the urban and rural conditions is (b, c), and the second boundary range of the DPF temperature change rate under the urban and rural conditions is (b, c). According to the accelerator pedal change rate in the first time period being between b and c, the DOC temperature change rate in the first time period being between b and c, and the DPF temperature change rate in the first time period being between b and c, it can be determined that the vehicle operation information in the first time period is within the second boundary range, and the urban and rural conditions are determined to be the current vehicle operation conditions.

[0079] Specifically, in the control method of this embodiment, the thermal management mode corresponding to the urban and rural operating conditions is: reducing the exhaust throttle valve opening.

[0080] Among them, reducing the exhaust throttle valve opening can increase the exhaust temperature, thereby facilitating full preparation for subsequent DPF regeneration. Since the urban and rural working conditions are between the congested working conditions and the high-speed working conditions, the subsequent DPF regeneration operation can be achieved by only interfering with the exhaust throttle valve, without adjusting the speed and the injection amount of the post-injection mode of the injection method.

[0081] In some embodiments of the present invention, after determining the current vehicle operating condition according to the vehicle operating information in the first time period, the method further includes:

[0082] Obtaining the third boundary range of vehicle operation information under high-speed conditions;

[0083] According to the vehicle operation information in the first time period being within the third boundary range, determining that the high-speed operating condition is the current vehicle operating condition;

[0084] Since the current vehicle operating condition is high-speed, thermal management mode and DPF regeneration control are not performed.

[0085] Specifically, in this embodiment, the third boundary range of the accelerator pedal change rate under high-speed conditions is (a, b), the third boundary range of the DOC temperature change rate under high-speed conditions is (a, b), and the second boundary range of the DPF temperature change rate under high-speed conditions is (a, b). According to the accelerator pedal change rate in the first time period being between a and b, the DOC temperature change rate in the first time period being between a and b, and the DPF temperature change rate in the first time period being between a and b, it can be determined that the vehicle operation information in the first time period is within the third boundary range, and the high-speed condition is determined to be the current vehicle operation condition.

[0086] Furthermore, under high-speed conditions, since the engine is usually in a high-load, high-speed operating state, the exhaust temperature is high, which helps to promote the oxidation reaction of particulate matter inside the DPF, thereby achieving passive regeneration to a certain extent. Passive regeneration uses the high-temperature exhaust gas generated during the operation of the diesel engine to increase the temperature inside the DPF to achieve oxidation and removal of particulate matter. Therefore, under high-speed conditions, the active regeneration demand of the DPF may be relatively low, and generally the thermal management mode and DPF regeneration are not performed, that is, there is no need to adjust the exhaust throttle valve opening, the injection amount of the post-injection mode of the injection method, and the speed.

[0087] In some embodiments of the present invention, Figure 2As shown, according to the actual carbon load being greater than or equal to the carbon load threshold, a thermal management mode corresponding to the low-speed operating condition is implemented, and then after the DPF regeneration is performed, the following is further included:

[0088] Calculate the optimization coefficient based on vehicle operation information;

[0089] According to the optimization coefficient, the first boundary range or the second boundary range is optimized, and the carbon load threshold in the thermal management mode corresponding to the low-speed operating condition is optimized.

[0090] Specifically, in this embodiment, an optimization coefficient can be obtained according to the average values ​​of the throttle pedal change rate, the DOC temperature change rate and the DPF temperature change rate. The distribution and distribution set of the optimization coefficient can be obtained through the throttle pedal change rate, the DOC temperature change rate and the DPF temperature change rate in the first time period. The c and d of the first boundary range and the b and c of the second boundary range are optimized and corrected respectively through the distribution and distribution set of the optimization coefficient, so that the classification intervals of the first boundary range and the second boundary range are more accurate, and the vehicle operating conditions can be more accurately classified when the vehicle operating information is obtained, so that the actual carbon load can be compared with the carbon load threshold of the thermal management mode corresponding to the accurate low-speed condition, thereby improving the accuracy and reliability of the DPF regeneration timing.

[0091] Furthermore, by optimizing the distribution of coefficients and the distribution set, a and b of the third boundary range can be optimized and corrected, thereby making the classification interval of the third boundary range more accurate. Combined with the first boundary range and the second boundary range, the vehicle operating conditions can be further accurately classified when the vehicle operating information is obtained, which facilitates the comparison between the actual carbon load and the carbon load threshold of the thermal management mode corresponding to the accurate low-speed condition, thereby further improving the accuracy and reliability of the DPF regeneration timing.

[0092] Furthermore, in this embodiment, the carbon load threshold in the thermal management mode corresponding to the congested condition can be optimized and corrected by optimizing the distribution of the coefficients and the distribution set. When the vehicle operation information is obtained, it is convenient to compare the actual carbon load with the accurate carbon load threshold of the thermal management mode corresponding to the low-speed condition, thereby further improving the accuracy and reliability of the DPF regeneration timing.

[0093] Secondly, by optimizing the distribution of coefficients and distribution sets, the carbon load threshold under the thermal management mode corresponding to urban and rural conditions can be optimized and corrected. When the vehicle operation information is obtained, it is convenient to compare the actual carbon load with the accurate carbon load threshold of the thermal management mode corresponding to the low-speed condition, further improving the accuracy and reliability of the DPF regeneration timing.

[0094] In some embodiments of the present invention, the low-speed operating condition includes a congested operating condition and an urban-rural operating condition. In this embodiment, the low-speed operating condition is the working state of the car when it is driving at a low speed, including a congested operating condition and an urban-rural operating condition. The car in the congested operating condition needs to start, accelerate, decelerate and stop frequently, most of which are road conditions with large traffic flow on urban roads. The car in the urban-rural operating condition will encounter some uneven road conditions due to driving in urban and rural areas, and will also start, accelerate, decelerate and stop, but compared with the congested operating condition, the urban-rural operating condition is relatively smooth.

[0095] In some embodiments of the present invention, Figure 2 As shown, according to the actual carbon load being greater than or equal to the carbon load threshold, a thermal management mode corresponding to the low-speed operating condition is implemented, and then DPF regeneration is performed including:

[0096] detecting a vehicle operating condition within a second time period according to the actual carbon load being greater than or equal to a carbon load threshold;

[0097] According to the vehicle operating condition in the second time period being consistent with the vehicle operating condition in the first time period, a thermal management mode corresponding to the low-speed condition is implemented, and then DPF regeneration is performed.

[0098] Specifically, in this embodiment, the vehicle operating condition in the second time period (including the first time period and greater than the interval value of the first time period) is detected after the actual carbon load is greater than or equal to the carbon load threshold, and compared with the vehicle operating condition in the first time period, the consistency of the operating condition can be further determined, and then the thermal management mode corresponding to the low-speed operating condition is implemented, and then the DPF is regenerated, which can avoid the situation where the DPF is regenerated incorrectly due to the inconsistency between the operating conditions in the first time period and the subsequent operating conditions, thereby improving reliability.

[0099] Furthermore, if Figure 2 As shown, the control process of the DPF control method of the present invention is:

[0100] After the ECU is powered on, the accelerator pedal change rate, DOC temperature change rate and DPF temperature change rate are calculated within the window (i.e., the first time period);

[0101] According to the correspondence between the accelerator pedal change rate, the DOC temperature change rate, the DPF temperature change rate and the vehicle operating condition type (i.e., determining whether the parameter value of the vehicle operating information is within the first boundary range, the second boundary range and the third boundary range), the final vehicle operating condition Ai is finally determined;

[0102] When the determined working condition is a high-speed working condition, there is no need to perform a thermal management mode. When the determined working condition is a congested working condition, a thermal management mode corresponding to the congested working condition is matched.

[0103] According to the matched thermal management mode, a carbon load threshold Ci of the thermal management mode is determined;

[0104] Obtain the current carbon load Si in the current DPF according to the DPF pressure difference or the ECU software model;

[0105] If the current carbon load Si in the DPF is greater than or equal to the matched thermal management carbon load threshold Ci, carbon load regeneration can be performed; if the current carbon load Si in the DPF is less than the matched thermal management carbon load threshold Ci, the current carbon load level is low and regeneration may not be performed;

[0106] Detect the vehicle operating condition type Aj within the current window period (including the first time period and greater than the interval value of the first time period). If Ai=Aj, implement and regenerate the DPF according to the matched thermal management mode; if Ai≠Aj, return to re-detect the vehicle operating condition type;

[0107] The carbon load Sj after regeneration is calculated by the DPF pressure difference or the model in the ECU, and the specific result of the DPF regeneration can be judged by Sj;

[0108] Calculate the optimization coefficient Ki according to the vehicle operation information of the current driving cycle, and optimize the boundary range of the vehicle operation condition type and the corresponding carbon load threshold Ci under the thermal management mode according to the optimization coefficient Ki;

[0109] After the ECU is powered off, the boundary range of each vehicle operating condition and the corresponding carbon load threshold Ci are updated and recorded.

[0110] Furthermore, the DPF control method in the present invention is based on the comparison between the vehicle operating information and the boundary range of multiple vehicle operating conditions, so as to determine the accurate operating condition, and determine the corresponding thermal management mode according to the operating condition. When the carbon load threshold of the thermal circuit mode is less than the actual carbon load, the corresponding thermal management mode and DPF regeneration are performed. Finally, the optimization coefficient can be calculated according to the vehicle operating information, and the classification boundaries of multiple vehicle operating conditions and the carbon load threshold under the matching thermal management mode can be corrected according to the optimization coefficient, and the condition classification threshold optimization and carbon load threshold optimization are self-learned according to the vehicle operating condition.

[0111] The present invention also provides a vehicle control device, such as Figure 3 As shown, including:

[0112] An acquisition unit 400 is used to acquire vehicle operation information and current actual carbon load;

[0113] The judging unit 500 is used to judge the current vehicle operating condition according to the vehicle operating information in the first time period;

[0114] The determination unit 600 is used to determine the carbon load threshold value in the thermal management mode corresponding to the low-speed operating condition according to the current vehicle operating condition being the low-speed operating condition;

[0115] The comparison unit 700 is used to calculate the difference between the actual carbon loading and the carbon loading threshold.

[0116] According to the vehicle control device in the present invention, it is possible to obtain vehicle operation information and the current actual carbon load through the acquisition unit 400, judge the current vehicle operating condition through the judgment unit 500, determine the carbon load threshold in the thermal management mode corresponding to the low-speed condition through the determination unit 600, calculate the size of the actual carbon load and the carbon load threshold through the comparison unit 700, and finally achieve the purpose of the DPF regeneration control method through their respective functions.

[0117] The present invention also proposes a storage medium, such as Figure 4 As shown, the storage medium includes a stored program, wherein the program is executed by the processor 100 to execute the above-mentioned DPF regeneration control method.

[0118] The present invention also proposes a vehicle, comprising: a processor 100, a memory 200 and a bus 300, wherein the processor 100 is connected to the memory 200 via the bus 300, the memory 200 is used to store programs, and the processor 100 is used to run the programs, wherein the program executes the above-mentioned DPF regeneration control method when run by the processor 100.

[0119] Those skilled in the art will further appreciate that the various illustrative logic blocks, modules, circuits, and algorithm steps described in conjunction with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or a combination of the two. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps are generally described above in terms of their functionality. Whether such functionality is implemented as hardware or software depends on the specific application and the design constraints imposed on the overall system. The technician may implement the described functionality in different ways for each specific application, but such implementation decisions should not be interpreted as resulting in a departure from the scope of the present invention.

[0120] The various illustrative logic modules and circuits described in conjunction with the embodiments disclosed herein may be implemented or executed with a general purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. The processor may also be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in cooperation with a DSP core, or any other such configuration.

[0121] In one or more exemplary embodiments, the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented as a computer program product in software, each function may be stored on or transmitted by a computer-readable medium as one or more instructions or codes. Computer-readable media include both computer storage media and communication media, including any medium that facilitates the transfer of a computer program from one place to another. Storage media may be any available medium that can be accessed by a computer. As an example and not limitation, such a computer-readable medium may include RAM, ROM, EEPROM, CD-ROM or other optical disk storage, disk storage or other magnetic storage device, or any other medium that can be used to carry or store the desired program code in the form of an instruction or data structure and can be accessed by a computer. Any connection is also properly referred to as a computer-readable medium. For example, if the software is transmitted from a website, a server, or other remote source using a coaxial cable, a fiber optic cable, a twisted pair, a digital subscriber line (DSL), or wireless technologies such as infrared, radio, and microwaves, the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwaves are included in the definition of the medium. As used herein, disk and disc include compact disc (CD), laser disc, optical disc, digital versatile disc (DVD), floppy disk and Blu-ray disc, wherein disk often reproduces data magnetically, while disc reproduces data optically with lasers. Combinations of the above should also be included within the scope of storage media.

[0122] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A DPF regeneration control method, applied to a vehicle, characterized in that: include: After the ECU is powered on, the vehicle operation information within the first time period is obtained; Determining a current vehicle operating condition based on the vehicle operating information within the first time period; According to the current vehicle operating condition being a low-speed condition, determining a carbon load threshold in a thermal management mode corresponding to the low-speed condition; Get the current actual carbon load; According to the actual carbon load being greater than or equal to the carbon load threshold, a thermal management mode corresponding to the low-speed operating condition is implemented to perform DPF regeneration.

2. The DPF regeneration control method according to claim 1, characterized in that: The determining the current vehicle operating condition according to the vehicle operating information in the first time period includes: Acquire a first boundary range of vehicle operation information under congestion conditions; According to the vehicle operation information in the first time period being within a first boundary range, it is determined that the congestion operating condition is the current vehicle operating condition.

3. The DPF regeneration control method according to claim 2, characterized in that: The determining the current vehicle operating condition according to the vehicle operating information in the first time period further includes: Obtaining the second boundary range of vehicle operation information under urban and rural conditions; Based on the vehicle operation information in the first time period being within the second boundary range, it is determined that the urban-rural operating condition is the current vehicle operating condition.

4. The DPF regeneration control method according to claim 3, characterized in that: The method further comprises: implementing a thermal management mode corresponding to the low-speed operating condition according to the actual carbon load being greater than or equal to the carbon load threshold, and performing DPF regeneration. Calculate the optimization coefficient based on vehicle operation information; According to the optimization coefficient, the first boundary range or the second boundary range is optimized, and the carbon load threshold in the thermal management mode corresponding to the low-speed operating condition is optimized.

5. The DPF regeneration control method according to claim 1, characterized in that: The vehicle operation information includes an accelerator pedal change rate, a DOC temperature change rate, and a DPF temperature change rate.

6. The DPF regeneration control method according to claim 1, characterized in that: The low-speed operating conditions include congested operating conditions and urban-rural operating conditions.

7. The DPF regeneration control method according to any one of claims 1 to 6, characterized in that: The implementing of the thermal management mode corresponding to the low-speed operating condition to perform DPF regeneration according to the actual carbon load being greater than or equal to the carbon load threshold comprises: detecting a vehicle operating condition within a second time period according to the actual carbon load being greater than or equal to a carbon load threshold; According to the vehicle operating condition in the second time period being consistent with the vehicle operating condition in the first time period, a thermal management mode corresponding to the low-speed condition is implemented, and then DPF regeneration is performed.

8. The DPF regeneration control method according to any one of claims 1 to 6, characterized in that: The determining of the current vehicle operating condition according to the vehicle operating information in the first time period includes: Since the current vehicle operating condition is high-speed, thermal management mode and DPF regeneration control are not performed.

9. A vehicle control device, characterized in that: include: An acquisition unit, used to acquire vehicle operation information and current actual carbon load; A judgment unit, used to judge the current vehicle operating condition according to the vehicle operating information in the first time period; A determination unit, configured to determine a carbon load threshold in a thermal management mode corresponding to the low-speed operating condition according to the current vehicle operating condition being a low-speed operating condition; The comparison unit is used to compare the actual carbon load with the carbon load threshold.

10. A vehicle, characterized in that: include: A processor, a memory and a bus, wherein the processor and the memory are connected via the bus, the memory is used to store a program, and the processor is used to run the program, wherein the program executes the DPF regeneration control method according to any one of claims 1 to 7 when the program is run by the processor.

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