Control method for dpf regeneration, vehicle control device, storage medium, and vehicle

Abstract

The present application 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 following steps: obtaining vehicle operation information in a first time period after the ECU is powered on; determining a current vehicle operation condition according to the vehicle operation information in the first time period; determining a carbon load threshold in a heat management mode corresponding to a low-speed operation condition according to the current vehicle operation condition; obtaining a current actual carbon load; and implementing the heat management mode corresponding to the low-speed operation condition according to the actual carbon load being greater than or equal to the carbon load threshold, and then performing DPF regeneration. According to the technical scheme of the present application, the actual carbon load and the carbon load threshold in the heat management mode corresponding to the low-speed operation condition can be compared under the low-speed operation condition, the heat management mode and accurate DPF regeneration can be realized.

Description

TECHNICAL FIELD

[0001] The present application 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. BACKGROUND

[0002] At present, a diesel particulate filter (DPF) is basically provided in the diesel engine aftertreatment technology route. The DPF captures solid carbon particles in exhaust gas through a wall flow pipe, and when the number of the solid carbon particles reaches a certain degree, the solid carbon particles are burned by controlling the exhaust gas temperature of the engine to a target temperature, so as to complete the purification of the solid carbon particles in the exhaust gas. However, in the suburban working condition, the traditional driving regeneration mode cannot complete the regeneration because of low vehicle speed or more parking time. SUMMARY

[0003] The purpose of the present application is to at least solve the problem that DPF regeneration cannot be performed in a low-speed state. The purpose is achieved by the following technical solutions:

[0004] The first aspect of the present application provides a DPF regeneration control method, comprising:

[0005] obtaining vehicle running information in a first time period after the ECU is powered on;

[0006] judging a current vehicle running condition according to the vehicle running information in the first time period;

[0007] determining a carbon loading threshold in a thermal management mode corresponding to a low-speed condition according to the current vehicle running condition being the low-speed condition;

[0008] obtaining a current actual carbon loading;

[0009] implementing the thermal management mode corresponding to the low-speed condition according to the actual carbon loading being greater than or equal to the carbon loading threshold, and performing DPF regeneration.

[0010] According to the technical solutions of the present application, the current vehicle running condition can be judged based on the vehicle running information in the first time period, the corresponding thermal management mode is matched according to the current vehicle running condition being the low-speed condition, the corresponding carbon loading threshold is determined according to the thermal management mode, the actual carbon loading of the current vehicle is compared with the carbon loading threshold corresponding to the thermal management mode, the thermal management mode corresponding to the low-speed condition is implemented when the actual carbon loading is greater than or equal to the carbon loading threshold, and then the DPF regeneration is performed. The method of the present application can compare the actual carbon loading with the carbon loading threshold corresponding to the thermal management mode in the low-speed condition, and realize the thermal management mode and accurate DPF regeneration in the low-speed condition.

[0011] In addition, the DPF regeneration control method according to the application can further have the following additional technical features.

[0012] In some embodiments of the application, the determining the current vehicle operating condition according to the vehicle operating information in the first time period comprises:

[0013] obtaining a first boundary range of vehicle operating information in a congestion condition;

[0014] determining the congestion condition as the current vehicle operating condition according to the vehicle operating information in the first time period being within the first boundary range.

[0015] In some embodiments of the application, the determining the current vehicle operating condition according to the vehicle operating information in the first time period further comprises:

[0016] obtaining a second boundary range of vehicle operating information in an urban and rural condition;

[0017] determining the urban and rural condition as the current vehicle operating condition according to the vehicle operating information in the first time period being within the second boundary range.

[0018] In some embodiments of the application, the implementing the heat management mode corresponding to the low-speed condition to perform DPF regeneration according to the actual carbon load being greater than or equal to the carbon load threshold further comprises:

[0019] calculating an optimization coefficient according to the vehicle operating information;

[0020] optimizing the first boundary range or the second boundary range and optimizing the carbon load threshold in the heat management mode corresponding to the low-speed condition according to the optimization coefficient.

[0021] In some embodiments of the application, the vehicle operating information comprises an accelerator pedal change rate, a DOC temperature change rate, and a DPF temperature change rate.

[0022] In some embodiments of the application, the low-speed condition comprises a congestion condition and an urban and rural condition.

[0023] In some embodiments of the application, the implementing the heat management mode corresponding to the low-speed condition to perform 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 in a second time period according to the actual carbon load being greater than or equal to the carbon load threshold;

[0025] implementing the heat management mode corresponding to the low-speed condition and then performing DPF regeneration according to the vehicle operating condition in the second time period being consistent with the vehicle operating condition in the first time period.

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

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

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

[0029] an acquisition unit configured to acquire vehicle operating information and a current actual carbon load;

[0030] a determination unit configured to determine a current vehicle operating condition according to the vehicle operating information in a 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 if the current vehicle operating condition is a low-speed operating condition;

[0032] a comparison unit configured to compare the actual carbon load with the carbon load threshold.

[0033] The third aspect of the present application provides a vehicle, comprising a processor, a memory and a bus, wherein the processor is connected with the memory through the bus, the memory is configured to store a program, and the processor is configured to run the program, and wherein the program performs the DPF regeneration control method described above when the processor runs the program. BRIEF DESCRIPTION OF DRAWINGS

[0034] Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The accompanying drawings are included to provide a description of preferred embodiments, and are not meant to limit the present application. Moreover, like reference numerals in the attached figures are intended to represent the same parts throughout the various drawings. In the drawings:

[0035] Figure 1 a flowchart of the DPF regeneration control method according to an embodiment of the present application is schematically shown;

[0036] Figure 2 a general logic diagram of the DPF regeneration control method according to an embodiment of the present application is schematically shown;

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

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

[0039] The various tags in the drawings represent the following:

[0040] 100, processor;

[0041] 200, memory;

[0042] 300, bus;

[0043] 400, acquisition unit;

[0044] 500, determination unit;

[0045] 600, determination unit;

[0046] 700, comparison unit. DETAILED DESCRIPTION

[0047] Example embodiments of the present disclosure will be described more fully hereinafter with reference to the accompanying drawings. While example embodiments of the present disclosure are shown in the drawings, it is understood that the present disclosure can be embodied in many forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the present disclosure to those skilled in the art.

[0048] It is to be understood that the terminology used herein is for the purpose of describing particular example embodiments only and is not intended to be limiting. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms "comprises", "comprising", "includes", "including" and "has" are inclusive and therefore specify the presence of stated features, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and / or groups thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring their performance in the particular order in which they are described, unless specifically identified as an order dependent step. It is also to be understood that additional or alternative steps can be employed.

[0049] Although the terms first, second, third, and the like can be used herein to describe various 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 be only used to distinguish one element, component, region, layer or section from another region, layer or section. Terms such as "first", "second", and other numerical terms when used herein do not imply a sequence or order unless clearly indicated by the context. Thus, a first element, component, region, layer or section discussed below could be termed a second element, component, region, layer or section without departing from the teachings of the example embodiments.

[0050] For the sake of description, spatial relative terms can be used herein for describing a relationship of one element or feature to another element or feature as shown in the drawings, such as "inner", "outer", "inside", "outside", "lower", "below", "upper", "above", and the like. Such spatial relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the drawings. For example, if the device in the drawings is turned over, elements described as "below" or "under" other elements or features would then be oriented "above" or "over" the other elements or features. Thus, the example term "below" can encompass both an orientation of above and below. The embodiments of the present application can include various steps, or operations, as can be appreciated by one skilled in the art. These steps, or operations, can be performed by various hardware or software elements. For example, one or more processors, controllers and / or other processing devices can perform these steps, or operations, under the control of one or more computer programs, and / or other instructions.

[0051] The main pollutants in diesel exhaust include particulate matter (PM), which can seriously harm human health. Regulations limiting PM emissions are becoming increasingly stringent. Diesel particulate filters are currently recognized as one of the most effective means of treating PM emissions and are widely used in the removal of diesel particulate. The most widely used DPF is a wall-flow honeycomb filter, which has a honeycomb structure. The outlet and inlet end faces of the wall-flow honeycomb carrier are covered with many narrow and small holes that are parallel to the axis, and the adjacent holes are connected by a porous medium wall. The inlet and outlet ends of each hole are alternately blocked, forming a honeycomb structure. This structure forces the exhaust gas to enter from the inlet hole, flow through the porous wall, and exit from the adjacent outlet hole. In this process, PM is trapped in the porous wall or deposited on the wall. However, as the driving distance increases, the trapped particles accumulate in the trap, causing the exhaust back pressure to increase, resulting in a decrease in diesel economy and power. Therefore, the particles in the trap need to be removed in time, which is the regeneration of the DPF. Regeneration can be passive or active. Active regeneration generally refers to using external energy to increase the exhaust temperature to burn the particles, while passive regeneration refers to relying on the original exhaust temperature and the reaction of nitrogen dioxide (NO2) and the catalyst coated on the honeycomb carrier to remove the particles. However, in suburban and other working conditions, the traditional driving regeneration method cannot complete the regeneration due to low vehicle speed or long parking time.

[0052] Figure 1 A flowchart of a control method for DPF regeneration according to an embodiment of the present application is schematically shown. As shown in Figure 1 The present application provides a control method for DPF regeneration, a vehicle control device, a storage medium, and a vehicle. The control method for DPF regeneration includes:

[0053] S1: Obtain vehicle operating information in 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 a current vehicle operating condition according to vehicle operating information in a first time period;

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

[0056] S4: obtaining a current actual carbon loading;

[0057] S5: implementing the thermal management mode corresponding to the low-speed operating condition according to the actual carbon loading being greater than or equal to the carbon loading threshold, and then performing DPF regeneration.

[0058] According to the technical scheme of the present application, the current vehicle operating condition can be judged based on the vehicle operating information in the first time period, the corresponding thermal management mode is matched according to the current vehicle operating condition being the low-speed operating condition, the corresponding carbon loading threshold is determined according to the thermal management mode, and the actual carbon loading of the current vehicle is compared with the carbon loading threshold corresponding to the thermal management mode, so that when the actual carbon loading is greater than or equal to the carbon loading threshold, the thermal management mode corresponding to the low-speed operating condition is implemented, and then the DPF regeneration is performed. The method of the present application can compare the actual carbon loading with the carbon loading threshold corresponding to the thermal management mode in the low-speed operating condition, so as to realize the thermal management mode and the accurate DPF regeneration.

[0059] In some embodiments of the present application, the vehicle operating information includes an accelerator pedal change rate, a DOC (Document, catalytic converter) temperature change rate, and a DPF temperature change rate. In the present embodiment, the DOC temperature change rate is a DOC upstream temperature change rate (the DOC upstream temperature change rate refers to the change amount of the DOC inlet temperature in a certain time period and the ratio of the time period. It can be expressed by the following formula: temperature change rate = (temperature change amount / time change amount) × 100%, hereinafter referred to as DOC temperature change rate). The DPF temperature change rate is a DPF upstream temperature change rate (the DPF upstream temperature change rate refers to the change amount of the DPF inlet temperature in a certain time period and the ratio of the time period, which reflects the rate of temperature change), hereinafter referred to as 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, and 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 the present embodiment, the accelerator pedal change rate refers to the ratio of the accelerator pedal stroke change to the time, which is an important parameter for measuring the speed of accelerator pedal input. In the driving process, the change rate of the accelerator pedal directly affects the acceleration performance and driving feeling of the vehicle.

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

[0062] Very short time accelerator input change: when the accelerator changes in a very short time and the accelerator change rate exceeds 100%, this kind of fast accelerator input is usually used in situations that require rapid acceleration or deceleration.

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

[0064] Long time accelerator input change: the accelerator change rate is less than 40%, this kind of delicate accelerator control is usually adopted by professional drivers to maintain the smoothness and comfort of driving.

[0065] The accelerator pedal change rate not only reflects the driver's driving intention and the power response of the vehicle, but also is closely related to the drivability of the vehicle. A larger accelerator pedal change rate indicates that the driver needs to accelerate frequently, for example, in low-speed working conditions, the driver needs to use acceleration and deceleration frequently. A smaller accelerator pedal change rate indicates that the driver does not need to accelerate frequently, for example, in high-speed working conditions, although the driver needs to step on the accelerator pedal all the time, the change rate is small.

[0066] In some embodiments of the present application, according to the vehicle running information in the first time period, the current vehicle running working condition is determined to include:

[0067] Obtaining a first boundary range of vehicle running information in a congestion working condition;

[0068] According to the vehicle running information in the first time period being located in the first boundary range, the congestion working condition is determined to be the current vehicle running working condition.

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

[0070] Further, in some embodiments of the present application, according to the current vehicle running working condition being the congestion working condition, the carbon load threshold in the heat management mode corresponding to the congestion working condition is determined;

[0071] obtaining a current actual carbon load;

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

[0073] Specifically, in the control method of the present embodiment, the heat management mode corresponding to the congestion operating condition is to reduce the exhaust throttle valve opening, increase the injection amount of the post-injection mode of the injection mode, and increase the engine speed.

[0074] Wherein, reducing the exhaust throttle valve opening can increase the exhaust temperature, thereby facilitating sufficient preparation for 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. High exhaust temperature helps the oxidation and regeneration of soot particles in the DPF, reduces the risk of DPF blockage, and through precise control of 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 prolong 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 more heat will be generated, which helps to increase the exhaust temperature and make the soot particles in the DPF more easily oxidize and regenerate. In summary, the adjustment of the exhaust throttle valve opening, the injection amount of the post-injection mode, and the engine speed all help the subsequent DPF regeneration, improving the reliability.

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

[0076] obtaining a second boundary range of vehicle operating information under the urban-rural operating condition;

[0077] According to the vehicle operating information in the first time period being located within the second boundary range, the urban-rural operating condition is determined as the current vehicle operating condition.

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

[0079] Specifically, in the control method of the embodiment, the thermal management mode corresponding to the urban and rural working condition is to reduce the opening degree of the exhaust throttle valve.

[0080] The reduction of the opening degree of the exhaust throttle valve can increase the exhaust temperature, thereby facilitating sufficient preparation for subsequent DPF regeneration. Since the urban and rural working condition is between the congestion working condition and the high-speed working condition, only the exhaust throttle valve needs to be intervened, and the subsequent DPF regeneration operation can be realized without adjusting the injection amount of the post-injection mode of the injection mode and the speed.

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

[0082] obtaining a third boundary range of vehicle operating information under the high-speed working condition;

[0083] determining the high-speed working condition as the current vehicle operating condition according to the vehicle operating information in the first time period being within the third boundary range;

[0084] not performing thermal management mode and DPF regeneration control according to the current vehicle operating condition being the high-speed working condition.

[0085] Specifically, in the embodiment, the third boundary range of the accelerator pedal change rate under the high-speed working condition is (a, b), the third boundary range of the DOC temperature change rate under the high-speed working condition is (a, b), and the second boundary range of the DPF temperature change rate under the high-speed working condition 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 operating information in the first time period is within the third boundary range, and the high-speed working condition is determined as the current vehicle operating condition.

[0086] Further, under the high-speed working condition, since the engine is usually in a high-load and high-speed operating state, the exhaust temperature is relatively high, which helps to promote the oxidation reaction of particulate matter inside the DPF, thereby achieving passive regeneration to a certain extent. Passive regeneration is to use 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 the high-speed working condition, the demand for active regeneration of the DPF may be relatively low, and the thermal management mode and DPF regeneration are generally not performed, i.e., the opening degree of the exhaust throttle valve, the injection amount of the post-injection mode of the injection mode, and the speed do not need to be adjusted.

[0087] In some embodiments of the application, as Figure 2As shown, after the actual carbon load is greater than or equal to the carbon load threshold value, the heat management mode corresponding to the low-speed working condition is implemented, and then the DPF regeneration is performed, and the method further comprises:

[0088] According to the vehicle operation information, an optimization coefficient is calculated;

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

[0090] Specifically, in the embodiment, an optimization coefficient can be obtained according to the average value of the accelerator 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 accelerator pedal change rate, the DOC temperature change rate and the DPF temperature change rate in the first time period, and the c and d of the first boundary range and the b and c of the second boundary range are optimized and corrected 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, the vehicle operation condition can be more accurately classified when the vehicle operation information is obtained, and the actual carbon load is compared with the accurate carbon load threshold value of the heat management mode corresponding to the low-speed working condition, thereby improving the accuracy and reliability of the DPF regeneration timing.

[0091] Further, the a and b of the third boundary range can be optimized and corrected through the distribution and distribution set of the optimization coefficient, so that the classification intervals of the third boundary range are more accurate, and the first boundary range and the second boundary range are matched, so that the vehicle operation condition can be accurately classified when the vehicle operation information is obtained, and the actual carbon load is compared with the accurate carbon load threshold value of the heat management mode corresponding to the low-speed working condition, thereby further improving the accuracy and reliability of the DPF regeneration timing.

[0092] Further, in the embodiment, the carbon load threshold value in the heat management mode corresponding to the congestion working condition can be optimized and corrected through the distribution and distribution set of the optimization coefficient, so that the accurate carbon load threshold value of the heat management mode corresponding to the low-speed working condition is compared with the actual carbon load when the vehicle operation information is obtained, thereby further improving the accuracy and reliability of the DPF regeneration timing.

[0093] Secondly, the carbon load threshold value in the heat management mode corresponding to the urban and rural working condition can be optimized and corrected through the distribution and distribution set of the optimization coefficient, so that the accurate carbon load threshold value of the heat management mode corresponding to the low-speed working condition is compared with the actual carbon load when the vehicle operation information is obtained, thereby further improving the accuracy and reliability of the DPF regeneration timing.

[0094] In some embodiments of the present application, the low-speed working condition includes a congested working condition and an urban-rural working condition. In the present embodiment, the low-speed working condition is the working state of the automobile when the automobile is running at a low speed, including the congested working condition and the urban-rural working condition. The automobile in the congested working condition needs to frequently start, accelerate, decelerate and stop, and most of the road traffic flow is in the urban area. The automobile in the urban-rural working condition will encounter some uneven road conditions when running in the urban and rural areas, and will also start, accelerate, decelerate and stop, but compared with the congested working condition, the urban-rural working condition is relatively smooth.

[0095] In some embodiments of the present application, as shown in Figure 2 According to the actual carbon load being greater than or equal to the carbon load threshold value, the heat management mode corresponding to the low-speed working condition is implemented, and then the DPF regeneration is performed, which includes:

[0096] According to the actual carbon load being greater than or equal to the carbon load threshold value, the vehicle working condition in a second time period is detected;

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

[0098] Specifically, in the present embodiment, after the actual carbon load is greater than or equal to the carbon load threshold value, the vehicle working condition in a second time period (an interval value including the first time period and greater than the first time period) is detected and compared with the vehicle working condition in the first time period, which can further determine the consistency of the working condition, and then the heat management mode corresponding to the low-speed working condition is implemented, and then the DPF regeneration is performed, which can avoid the situation that the DPF is incorrectly regenerated due to the inconsistency between the working condition in the first time period and the subsequent working condition, and improve the reliability.

[0099] Further, as shown in Figure 2 The control process of the DPF control method of the present application is:

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

[0101] According to the corresponding relationship between the accelerator pedal change rate, the DOC temperature change rate and the DPF temperature change rate and the vehicle working condition type (i.e. which one of the first boundary range, the second boundary range and the third boundary range the parameter value of the vehicle running information is located in), the final vehicle working condition Ai is finally determined;

[0102] When the determined working condition is the high-speed working condition, the heat management mode does not need to be performed, and when the determined working condition is the congested working condition, the heat management mode corresponding to the congested working condition is matched according to the congested working condition;

[0103] determining a carbon loading threshold Ci of the matched thermal management mode according to the matched thermal management mode;

[0104] obtaining a current carbon loading Si in the DPF according to the DPF pressure difference or the ECU software model;

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

[0106] detecting a vehicle operating condition type Aj in a current window period (an interval value including and greater than the first time period) of the vehicle, if Ai = Aj, performing and implementing DPF regeneration according to the matched thermal management mode; if Ai ≠ Aj, returning to re-detect the vehicle operating condition type;

[0107] calculating a carbon loading Sj after regeneration by the DPF pressure difference or the ECU model, and judging the specific result of the DPF regeneration by Sj;

[0108] calculating an optimization coefficient Ki according to the vehicle operating information of the current driving cycle condition, and optimizing the boundary range of the vehicle operating condition type and the carbon loading threshold Ci under the corresponding thermal management mode according to the optimization coefficient Ki;

[0109] updating and recording the boundary range of each vehicle operating condition and the corresponding carbon loading threshold Ci after the ECU is powered off.

[0110] Further, the DPF control method in the application is based on the comparison between the vehicle operating information and the boundary range of multiple vehicle operating conditions, to determine the accurate operating condition, and determine the corresponding thermal management mode according to the operating condition, when the carbon loading threshold of the heat pipe mode is less than the actual carbon loading, the corresponding thermal management mode and DPF regeneration are performed, and finally the optimization coefficient can be calculated according to the vehicle operating information, and the classification boundary of multiple vehicle operating conditions and the carbon loading threshold under the matched thermal management mode are corrected according to the optimization coefficient, the operating condition classification threshold optimization and the carbon loading threshold optimization are self-learned according to the vehicle operating condition.

[0111] The application further provides a vehicle control device, as shown in the accompanying drawings, comprising: Figure 3

[0112] an obtaining unit 400, configured to obtain vehicle operating information and a current actual carbon loading;

[0113] a judging unit 500, configured to judge the current vehicle operating condition according to the vehicle operating information in the first time period;

[0114] ​The determining unit 600 is configured to determine the carbon load threshold in the thermal management mode corresponding to the low-speed working condition according to the current vehicle working condition being the low-speed working condition.

[0115] The comparing unit 700 is configured to calculate the size of the actual carbon load and the carbon load threshold.

[0116] According to the vehicle control device in the present application, the vehicle running information and the current actual carbon load can be obtained by the obtaining unit 400, the current vehicle working condition can be judged by the judging unit 500, the carbon load threshold in the thermal management mode corresponding to the low-speed working condition can be determined by the determining unit 600, the size of the actual carbon load and the carbon load threshold can be calculated by the comparing unit 700, and finally the purpose of the control method of DPF regeneration can be achieved by the respective functions.

[0117] The present application further provides a storage medium, such as a U disk. Figure 4 As shown in the figure, the storage medium comprises a stored program, wherein the program is executed by the processor 100 to perform the control method of DPF regeneration described above.

[0118] The present application further provides a vehicle, comprising a processor 100, a memory 200 and a bus 300, the processor 100 and the memory 200 are connected through the bus 300, the memory 200 is used for storing a program, and the processor 100 is used for executing the program, wherein the program is executed by the processor 100 to perform the control method of DPF regeneration described above.

[0119] Those skilled in the art will further appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the embodiments disclosed herein can be implemented as electronic hardware, computer software, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans can implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.

[0120] The various illustrative logical blocks, and circuits described in connection with the embodiments disclosed herein can be implemented or performed 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 can be a microprocessor, but in the alternative, the processor can be any conventional processor, controller, microcontroller, or state machine. A processor can also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.

[0121] In one or more exemplary embodiments, the functions described can be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functions can be stored on or transmitted over as one or more instructions or code on a computer-readable medium. Computer-readable media includes both computer storage media and communication media including any medium that facilitates transfer of a computer program from one place to another. A storage media can be any available media that can be accessed by a computer. By way of example, and not limitation, such computer-readable media can comprise RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. Also, any connection is properly termed a computer-readable medium. For example, if the software is transmitted from a website, server, or other remote source using a coaxial cable, fiber optic cable, twisted pair, digital subscriber line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of medium. Disk and disc, as used herein, include compact disc (CD), laser disc, optical disc, digital versatile disc (DVD), floppy disk and Blu-ray® disc where disks usually reproduce data magnetically, while discs reproduce data optically with lasers. Combinations of the above should also be included within the scope of computer-readable media.

[0122] The above descriptions are only preferred specific embodiments of the present application, and the protection scope of the present application is not limited thereto, and any changes or replacements easily thought of by those skilled in the art within the technical scope disclosed by the present application should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A control method of DPF regeneration applied to a vehicle, characterized by, The method comprises: acquiring vehicle running information in a first time period after the ECU is powered on; judging a current vehicle running condition according to the vehicle running information in the first time period; determining a carbon load threshold in a thermal management mode corresponding to a low-speed condition according to the current vehicle running condition being the low-speed condition; acquiring a current actual carbon load; implementing the thermal management mode corresponding to the low-speed condition and performing DPF regeneration according to the actual carbon load being greater than or equal to the carbon load threshold. The judging of the current vehicle running condition according to the vehicle running information in the first time period comprises: acquiring a first boundary range of vehicle running information in a congestion condition; determining the congestion condition as the current vehicle running condition according to the vehicle running information in the first time period being located in the first boundary range. The judging of the current vehicle running condition according to the vehicle running information in the first time period further comprises: acquiring a second boundary range of vehicle running information in an urban and rural condition; judging the urban and rural condition as the current vehicle running condition according to the vehicle running information in the first time period being located in the second boundary range. The implementation of the thermal management mode corresponding to the low-speed condition and the performance of DPF regeneration according to the actual carbon load being greater than or equal to the carbon load threshold further comprises: calculating an optimization coefficient according to the vehicle running information; optimizing the first boundary range or the second boundary range and the carbon load threshold in the thermal management mode corresponding to the low-speed condition according to the optimization coefficient. The low-speed condition comprises the congestion condition and the urban and rural condition.

2. The control method of DPF regeneration according to claim 1, characterized by, The vehicle running information comprises an accelerator pedal change rate, a DOC temperature change rate and a DPF temperature change rate.

3. The control method of DPF regeneration according to claim 1 or 2, characterized by, The implementation of the thermal management mode corresponding to the low-speed condition and the performance of DPF regeneration according to the actual carbon load being greater than or equal to the carbon load threshold comprise: detecting a vehicle running condition in a second time period according to the actual carbon load being greater than or equal to the carbon load threshold; implementing the thermal management mode corresponding to the low-speed condition and then performing DPF regeneration according to the vehicle running condition in the second time period being consistent with the vehicle running condition in the first time period.

4. The control method of DPF regeneration according to claim 1 or 2, characterized by, The method further comprises: not performing thermal management mode and DPF regeneration control according to the current vehicle running condition being a high-speed condition.

5. A vehicle control device characterized by comprising: The method for performing DPF regeneration control comprises: an acquiring unit for acquiring vehicle running information and a current actual carbon load; a judging unit for judging a current vehicle running condition according to the vehicle running information in a first time period; a determining unit for determining a carbon load threshold in a thermal management mode corresponding to a low-speed condition according to the current vehicle running condition being the low-speed condition; a comparing unit for comparing the actual carbon load with the carbon load threshold.

6. A vehicle characterized by comprising: The method comprises: A processor, a memory and a bus, the processor being connected with the memory through the bus, the memory being used for storing a program, and the processor being used for running the program, wherein the program is executed by the processor to perform the control method of the DPF regeneration according to any one of claims 1-4.

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