DPF regeneration method and device, computer equipment and storage medium

Abstract

The invention relates to a DPF regeneration method and device, computer equipment and a storage medium. The method comprises the steps that the inlet and outlet pressure difference of the DPF is obtained, and the carbon loading capacity of the DPF is determined according to the inlet and outlet pressure difference of the DPF; when the carbon loading amount is larger than or equal to the regeneration threshold value and the engine is in the braking state, the postprocessor temperature is obtained; judging whether the temperature of the postprocessor reaches a regeneration temperature threshold value or not; when the temperature of the postprocessor is lower than the regeneration temperature threshold value, fuel is injected to an inlet area of the postprocessor through a fuel injector until the temperature of the postprocessor reaches the regeneration temperature threshold value; and when the temperature of the postprocessor reaches the regeneration temperature threshold value, the DPF is regenerated in a braking regeneration mode. By the adoption of the method, in the engine braking process, braking exhaust energy can be fully used as a heat source for DPF regeneration, dependence on additional oil injection heating is reduced, fuel consumption is reduced, the energy utilization efficiency is improved, and the regeneration cost of the DPF is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of engines, and in particular, to a DPF regeneration method, device, computer device, storage medium, and computer program product. Background Art

[0002] In an engine exhaust aftertreatment system, a Diesel Particulate Filter (DPF) is often used to capture particulate matter in the exhaust gas. The exhaust gas discharged from the engine passes through the DPF (Diesel Particulate Filter), and the DPF adsorbs the particulate matter (such as soot) inside. As the adsorbed particles increase, the carbon loading (particle accumulation amount) inside the DPF gradually increases. When the particle accumulation reaches a certain threshold (set standard), regeneration must be carried out, that is, these particles are burned to avoid DPF blockage, so as to remove the particulate matter and restore the trapping ability of the DPF. DPF regeneration requires raising the DPF temperature to a specific threshold (usually above 500°C) to burn the adsorbed carbon particles.

[0003] In the prior art, in order to raise the DPF temperature and achieve DPF regeneration, aftertreatment thermal management technologies are adopted, such as controlling the intake air pressure (making the engine operate in a state where it is easier to heat up), injecting fuel for combustion, etc. (intentionally injecting fuel to increase the exhaust gas temperature), so as to increase the exhaust gas temperature to reach the temperature threshold required for regeneration.

[0004] However, such a regeneration process requires frequent fuel injection, resulting in increased fuel consumption and relatively high DPF regeneration costs. Summary of the Invention

[0005] Based on this, it is necessary to provide a DPF regeneration method, device, computer device, computer-readable storage medium, and computer program product for the above technical problems, which can fully utilize the braking exhaust energy as the heat source for DPF regeneration during the engine braking process, reduce the dependence on additional fuel injection for heating, reduce fuel consumption, improve energy utilization efficiency, and reduce DPF regeneration costs.

[0006] In a first aspect, the present application provides a DPF regeneration method, including:

[0007] Obtain the pressure difference between the inlet and outlet of the DPF, and determine the carbon loading of the DPF according to the pressure difference between the inlet and outlet of the DPF;

[0008] When the carbon loading is greater than or equal to the regeneration threshold and the engine is in a braking state, obtain the temperature of the aftertreatment device;

[0009] Determine whether the temperature of the post - processor reaches the regeneration temperature threshold; when the temperature of the post - processor is lower than the regeneration temperature threshold, inject fuel into the inlet area of the post - processor through the fuel injector until the temperature of the post - processor reaches the regeneration temperature threshold;

[0010] When the temperature of the post - processor reaches the regeneration temperature threshold, regenerate the DPF through the braking regeneration mode.

[0011] In one embodiment, regenerating the DPF through the braking regeneration mode includes:

[0012] When regenerating the DPF in the braking regeneration mode, obtain the temperature of the post - processor in real - time;

[0013] Determine whether the real - time temperature of the post - processor is higher than the regeneration temperature threshold;

[0014] When the real - time temperature of the post - processor is higher than the regeneration temperature threshold, control the fuel injector to stop injecting fuel, and regenerate the DPF through the braking exhaust energy of the engine.

[0015] In one embodiment, regenerating the DPF through the braking regeneration mode further includes:

[0016] When the real - time temperature of the post - processor is lower than the regeneration temperature threshold, control the fuel injector to continue injecting fuel into the inlet area of the post - processor.

[0017] In one embodiment, the method further includes:

[0018] When regenerating the DPF in the braking regeneration mode, monitor in real - time whether the engine ends the braking state;

[0019] When it is monitored that the engine ends the braking state, obtain the current carbon loading, and determine whether the current carbon loading reaches the preset target value;

[0020] When it is determined that the current carbon loading reaches the target value, terminate the DPF regeneration process;

[0021] When it is determined that the current carbon loading does not reach the target value, continue to regenerate the DPF using the active regeneration mode.

[0022] In one embodiment, the method further includes: when it is monitored that the engine does not end the braking state, obtain the current carbon loading, and determine whether the current carbon loading reaches the preset target value;

[0023] When it is determined that the current carbon loading reaches the target value, terminate the DPF regeneration process.

[0024] In one embodiment, the method further includes: when it is determined that the current carbon loading has not reached the target value, obtaining the temperature of the post-processor in real time, and determining whether the real-time post-processor temperature is higher than the regeneration temperature threshold;

[0025] When it is determined that the real-time post-processor temperature is higher than the regeneration temperature threshold, controlling the fuel injector to stop injecting fuel, and regenerating the DPF by using the braking exhaust energy of the engine;

[0026] When it is determined that the real-time post-processor temperature is lower than the regeneration temperature threshold, controlling the fuel injector to continue injecting fuel into the inlet area of the post-processor.

[0027] In a second aspect, the present application further provides a DPF regeneration device, including:

[0028] A determination module, configured to obtain the pressure difference between the inlet and outlet of the DPF, and determine the carbon loading of the DPF according to the pressure difference between the inlet and outlet of the DPF;

[0029] An acquisition module, configured to obtain the post-processor temperature when the carbon loading is greater than or equal to the regeneration threshold and the engine is in the braking state;

[0030] A judgment module, configured to determine whether the post-processor temperature reaches the regeneration temperature threshold; when the post-processor temperature is lower than the regeneration temperature threshold, injecting fuel into the inlet area of the post-processor through the fuel injector until the post-processor temperature reaches the regeneration temperature threshold;

[0031] A regeneration module, configured to regenerate the DPF in a braking regeneration mode when the post-processor temperature reaches the regeneration temperature threshold.

[0032] In a third aspect, the present application further provides a computer device, including a memory and a processor, where the memory stores a computer program, and when the processor executes the computer program, the following steps are implemented:

[0033] Obtaining the pressure difference between the inlet and outlet of the DPF, and determining the carbon loading of the DPF according to the pressure difference between the inlet and outlet of the DPF;

[0034] When the carbon loading is greater than or equal to the regeneration threshold and the engine is in the braking state, obtaining the post-processor temperature;

[0035] Determining whether the post-processor temperature reaches the regeneration temperature threshold; when the post-processor temperature is lower than the regeneration temperature threshold, injecting fuel into the inlet area of the post-processor through the fuel injector until the post-processor temperature reaches the regeneration temperature threshold;

[0036] When the post-processor temperature reaches the regeneration temperature threshold, regenerating the DPF in a braking regeneration mode.

[0037] Fourthly, the present application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the following steps are implemented:

[0038] Obtain the differential pressure between the inlet and outlet of the DPF, and determine the carbon loading of the DPF according to the differential pressure between the inlet and outlet of the DPF;

[0039] When the carbon loading is greater than or equal to the regeneration threshold and the engine is in the braking state, obtain the after-treatment temperature;

[0040] Judge whether the after-treatment temperature reaches the regeneration temperature threshold; when the after-treatment temperature is lower than the regeneration temperature threshold, inject fuel into the inlet area of the after-treatment through an injector until the after-treatment temperature reaches the regeneration temperature threshold;

[0041] When the after-treatment temperature reaches the regeneration temperature threshold, regenerate the DPF through the braking regeneration mode.

[0042] Fifthly, the present application also provides a computer program product, including a computer program. When the computer program is executed by a processor, the following steps are implemented:

[0043] Obtain the differential pressure between the inlet and outlet of the DPF, and determine the carbon loading of the DPF according to the differential pressure between the inlet and outlet of the DPF;

[0044] When the carbon loading is greater than or equal to the regeneration threshold and the engine is in the braking state, obtain the after-treatment temperature;

[0045] Judge whether the after-treatment temperature reaches the regeneration temperature threshold; when the after-treatment temperature is lower than the regeneration temperature threshold, inject fuel into the inlet area of the after-treatment through an injector until the after-treatment temperature reaches the regeneration temperature threshold;

[0046] When the after-treatment temperature reaches the regeneration temperature threshold, regenerate the DPF through the braking regeneration mode.

[0047] The above DPF regeneration method, device, computer device, storage medium, and computer program product obtain the pressure difference between the inlet and outlet of the DPF, and determine the carbon loading of the DPF based on the pressure difference between the inlet and outlet of the DPF; when the carbon loading is greater than or equal to the regeneration threshold and the engine is in the braking state, obtain the aftertreatment temperature; determine whether the aftertreatment temperature reaches the regeneration temperature threshold; when the aftertreatment temperature is lower than the regeneration temperature threshold, inject fuel into the inlet area of the aftertreatment through an injector until the aftertreatment temperature reaches the regeneration temperature threshold; when the aftertreatment temperature reaches the regeneration temperature threshold, regenerate the DPF through the braking regeneration mode. By adopting the DPF regeneration method, during the engine braking process, the braking exhaust energy can be fully utilized as the heat source for DPF regeneration, reducing the dependence on additional fuel injection heating, reducing fuel consumption, improving energy utilization efficiency, and reducing the regeneration cost of the DPF. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the following will briefly introduce the drawings required for use in the description of the embodiments or related technologies. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0049] Figure 1 It is an application environment diagram of the DPF regeneration method in an embodiment;

[0050] Figure 2 It is a flowchart of the DPF regeneration method in an embodiment;

[0051] Figure 3 It is an overall flowchart of the DPF regeneration method in an embodiment;

[0052] Figure 4 It is a structural diagram of the braking regeneration control system in an embodiment;

[0053] Figure 5 It is a structural block diagram of the DPF regeneration device in an embodiment;

[0054] Figure 6 It is an internal structure diagram of a computer device in an embodiment. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0055] In order to make the objectives, technical solutions, and advantages of the present application clearer, the following further describes the present application in detail with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0056] In the traditional technology, in order to achieve DPF regeneration, post-treatment thermal management technology is usually adopted, that is, by controlling the intake pressure, injecting fuel for combustion, etc., to increase the exhaust gas temperature to reach the temperature threshold required for regeneration. However, such a regeneration process requires frequent fuel injection, resulting in increased fuel consumption and affecting the vehicle's power performance. Specifically, in the existing technology, the active regeneration mode of the target vehicle is confirmed according to the carbon accumulation amount of the target vehicle. By setting an active regeneration trigger interval, there are two active regeneration trigger values during the operation of the target vehicle, so as to control the PDF inlet temperature according to the carbon accumulation amount and regeneration temperature correlation table, and then the target vehicle raises the active regeneration trigger value to the maximum value of the active regeneration trigger interval; by increasing the active regeneration trigger value, the goal of reducing the active regeneration trigger times and extending the DPF active regeneration cycle is achieved; although this method reduces the active regeneration trigger times to a certain extent, it still needs to rely on fuel injection heating during vehicle operation to maintain the DPF temperature, and the fuel consumption problem has not been fundamentally improved. In addition, in order to improve the braking ability of the vehicle, a technical means of using in-cylinder engine braking has been proposed in the existing technology. By injecting pre-injection fuel and igniting it during the compression stroke to increase the in-cylinder pressure, thereby improving the in-cylinder braking power. Although this technology improves the braking effect, its main purpose is to enhance the braking performance and has not been optimized for the thermal energy utilization of DPF regeneration.

[0057] In-cylinder engine braking uses the resistance generated during the engine compression stroke to brake the vehicle. When engine braking starts, the piston compression stroke does negative work, and the exhaust valve is opened for pressure relief when the piston approaches the top dead center of compression; during the piston intake stroke, the exhaust valve is closed, and negative work is done due to the negative pressure generated in the cylinder block. Since in-cylinder engine braking is widely used in the commercial vehicle field, and the inertia of medium and heavy-duty vehicles is very large during downhill, a large amount of energy is stored in the cylinder gas as an energy absorption medium during braking, and the braking exhaust enters the atmosphere through the exhaust pipe, resulting in energy waste. Therefore, this application proposes a DPF regeneration method that can realize the regeneration of the DPF by applying the energy of the braking exhaust when the engine enters the braking state. Optionally, this application uses an Electronic Control Unit (ECU) to collect the differential pressure between the DPF inlet and outlet and the after-treatment temperature in real time. When it is determined that the carbon loading reaches the regeneration threshold and the engine is in the braking state, the braking regeneration mode is triggered, and closed-loop control is achieved according to the engine braking state, the after-treatment temperature, and the differential pressure between the DPF inlet and outlet. This application uses the energy of the braking exhaust to increase the after-treatment temperature, making it easier to trigger the DPF braking regeneration process, reducing the carbon loading, reducing the fuel consumption during the DPF regeneration process, alleviating the problem of the vehicle's power performance decline during the DPF regeneration process, and extending the active regeneration cycle.

[0058] The DPF regeneration method provided by the embodiments of this application can be applied to, for example, Figure 1 the application environment shown below. Among them, the terminal 102 communicates with the server 104 through the network. The data storage system can store the data that the server 104 needs to process. The data storage system can be integrated on the server 104, or can be placed in the cloud or on other network servers. The terminal 102 sends a DPF regeneration request to the server 104. The server 104 receives the DPF regeneration request, obtains the pressure difference between the inlet and outlet of the DPF, and determines the carbon loading of the DPF according to the pressure difference between the inlet and outlet of the DPF; when the carbon loading is greater than or equal to the regeneration threshold and the engine is in the braking state, obtain the temperature of the aftertreatment device; determine whether the temperature of the aftertreatment device reaches the regeneration temperature threshold; when the temperature of the aftertreatment device is lower than the regeneration temperature threshold, inject fuel into the inlet area of the aftertreatment device through the injector until the temperature of the aftertreatment device reaches the regeneration temperature threshold; when the temperature of the aftertreatment device reaches the regeneration temperature threshold, regenerate the DPF through the braking regeneration mode. Among them, the terminal 102 can be, but is not limited to, various personal computers, laptop computers, smart phones, tablet computers, Internet of Things devices, and portable wearable devices. The Internet of Things devices can be smart speakers, smart TVs, smart air conditioners, smart in-vehicle devices, etc. The portable wearable devices can be smart watches, smart bracelets, head-mounted devices, etc. The server 104 can be implemented by an independent server or a server cluster composed of multiple servers.

[0059] In an exemplary embodiment, as Figure 2 shown below, a DPF regeneration method is provided. Taking the server in Figure 1 as an example, the method includes the following steps 201 to 205. Among them:

[0060] Step 201, obtain the pressure difference between the inlet and outlet of the DPF, and determine the carbon loading of the DPF according to the pressure difference between the inlet and outlet of the DPF.

[0061] Among them, the pressure difference between the inlet and outlet of the DPF refers to the pressure difference formed between the inlet pressure and the outlet pressure during the exhaust gas flowing through the DPF. The carbon loading refers to the amount of particulate matter (i.e., unburned particulate matter) accumulated inside the DPF, which is used to reflect the degree of DPF blockage.

[0062] Optionally, by pressure sensors arranged at the inlet and outlet of the DPF, the inlet pressure and the outlet pressure of the DPF are detected in real time, and then the pressure difference between the inlet and outlet of the DPF is calculated. To determine the carbon loading of the DPF, a corresponding relationship table between the pressure difference between the inlet and outlet of the DPF and the carbon loading can be constructed in advance. During the actual operation process, the carbon loading corresponding to the current pressure difference between the inlet and outlet of the DPF is determined based on this corresponding relationship table.

[0063] Step 202: When the carbon loading is greater than or equal to the regeneration threshold and the engine is in the braking state, obtain the aftertreatment temperature.

[0064] The regeneration threshold refers to the critical point at which the DPF triggers the DPF regeneration process when the carbon loading reaches a certain level, and its specific value is not limited here. Optionally, when the carbon loading of the DPF reaches or exceeds the preset regeneration threshold, it indicates that the DPF needs to start the regeneration process.

[0065] Whether the engine is in the braking state is a factor in determining whether to start the braking regeneration mode. When the engine is in the braking state, the engine can generate heat energy through braking exhaust, which helps to increase the temperature of the DPF regeneration process.

[0066] The aftertreatment temperature refers to the temperature of the aftertreatment device (such as the DPF) in the engine exhaust system. This aftertreatment temperature can characterize the working state inside the aftertreatment device; especially during the DPF regeneration process, the aftertreatment temperature reflects whether there is sufficient heat energy inside the DPF to burn and clean the particulate matter accumulated inside the DPF. That is, obtaining the aftertreatment temperature is a key indicator for judging whether the DPF regeneration can proceed smoothly and can provide a basis for subsequent DPF regeneration decisions to ensure that the DPF regeneration is carried out under appropriate temperature conditions. Optionally, the aftertreatment temperature can be obtained in real time through temperature sensors installed at the inlet and outlet of the aftertreatment device.

[0067] Step 203: Judge whether the aftertreatment temperature reaches the regeneration temperature threshold; if the aftertreatment temperature does not reach the regeneration temperature threshold, jump to Step 204; if the aftertreatment temperature reaches the regeneration temperature threshold, jump to Step 205.

[0068] Step 204: Inject fuel into the inlet area of the aftertreatment device through the fuel injector until the aftertreatment temperature reaches the regeneration temperature threshold.

[0069] Among them, the fuel injector can be installed and fixed on the aftertreatment inlet exhaust pipe through the base.

[0070] The regeneration temperature threshold refers to the minimum temperature used to trigger the combustion of carbon particles inside the DPF, which can characterize whether the DPF has the regeneration conditions. When it is detected that the temperature of the postprocessor reaches the regeneration temperature threshold, the DPF regeneration operation can be performed to promote the oxidation and removal of particulate matter; if the temperature of the postprocessor is lower than the regeneration temperature threshold, even if the regeneration starts, the particulate matter is not fully burned and the regeneration effect is poor. Therefore, when the temperature of the postprocessor does not reach the regeneration temperature threshold, the injector can be controlled to spray a certain amount of fuel to the inlet area of ​​the postprocessor, and the reaction and combustion of the injected fuel and the high-temperature exhaust flow are used to quickly increase the temperature of the postprocessor to above the regeneration temperature threshold; heating in this way causes the temperature of the postprocessor to gradually increase, and when the temperature reaches the regeneration temperature threshold, the carbon particles deposited inside the DPF can be effectively burned, thereby completing the regeneration process, restoring the filtering capacity of the DPF, and ensuring the normal operation of the exhaust system. Among them, the above-mentioned inlet area of ​​the postprocessor is the area before the exhaust flows through the catalyst and enters the DPF, which is the position with the highest heating efficiency and convenient temperature control; optionally, the injector is controlled to spray fuel at the top dead center of the brake exhaust.

[0071] Step 205: regenerate the DPF through a brake regeneration mode.

[0072] Braking regeneration mode means that during engine braking, the high-temperature exhaust gas generated during braking is used as a heat source to trigger and complete the oxidation and combustion process of particulate matter inside the DPF to achieve DPF regeneration. In braking regeneration mode, there is no need to rely on normal driving conditions or a large amount of additional fuel injection heating. Only the existing exhaust energy during braking is used to improve the energy efficiency of DPF regeneration, reduce fuel consumption, and avoid affecting the normal power output of the vehicle.

[0073] For example, when it is detected that the temperature of the post-processor reaches the regeneration temperature threshold, the brake regeneration mode is triggered, and the DPF is regenerated using the high-temperature exhaust gas discharged during the existing engine braking state. Optionally, in the brake regeneration mode, no additional fuel injection heating is required, and the high-temperature and high-energy exhaust gas generated during engine braking is fully utilized as a heat source to promote the oxidation and combustion of carbon particles inside the DPF, thereby effectively reducing the carbon load, relieving the DPF clogging state, reducing fuel consumption, improving energy utilization, and avoiding the dual impact of traditional regeneration methods on power and fuel economy.

[0074] In the above DPF regeneration method, the carbon loading is determined by obtaining the pressure difference between the inlet and outlet of the DPF. When the carbon loading reaches the regeneration threshold and the engine is in the braking state, the temperature of the aftertreatment device is obtained, and it is judged whether the temperature of the aftertreatment device reaches the regeneration temperature threshold. When the temperature is insufficient, the aftertreatment device is heated by fuel injection to make the temperature of the aftertreatment device reach the regeneration temperature threshold. Finally, the DPF is regenerated in the braking regeneration mode under the braking state. Through the above control logic, the present application can make full use of the exhaust energy during the engine braking process as the DPF regeneration heat source, reduce the dependence on additional fuel injection heating in the traditional regeneration process, and significantly reduce fuel consumption. At the same time, the energy utilization efficiency is improved, and the waste of exhaust heat energy during braking is avoided. In addition, since the regeneration process is completed under the braking condition, it does not interfere with the normal driving state and can ensure the stable power performance of the vehicle.

[0075] In an exemplary embodiment, regenerating the DPF through the braking regeneration mode includes: when regenerating the DPF in the braking regeneration mode, obtaining the temperature of the aftertreatment device in real time; judging whether the real-time temperature of the aftertreatment device is higher than the regeneration temperature threshold; when the real-time temperature of the aftertreatment device is higher than the regeneration temperature threshold, controlling the fuel injector to stop injecting fuel, and regenerating the DPF by the braking exhaust energy of the engine.

[0076] Wherein, when the real-time temperature of the aftertreatment device is lower than the regeneration temperature threshold, controlling the fuel injector to continue injecting fuel into the inlet area of the aftertreatment device.

[0077] Exemplarily, during the process of regenerating the DPF through the braking regeneration mode, the temperature of the aftertreatment device is obtained in real time in this braking regeneration mode to continuously monitor the thermal state at the DPF. Based on the real-time obtained temperature of the aftertreatment device, it is judged whether the current temperature of the aftertreatment device is higher than the preset regeneration temperature threshold. When the real-time obtained temperature of the aftertreatment device exceeds the regeneration temperature threshold, it means that the aftertreatment device has reached the temperature required for regeneration. If the fuel injector is injecting fuel into the inlet area of the aftertreatment device at this time, control the fuel injector to stop injecting fuel, and regenerate the DPF only by the exhaust energy generated during the engine braking process to avoid unnecessary fuel consumption and improve the energy utilization rate.

[0078] When the real-time obtained temperature of the aftertreatment device is lower than the regeneration temperature threshold, if the fuel injector is not injecting fuel into the inlet area of the aftertreatment device at this time, control the fuel injector to inject fuel into the inlet area of the aftertreatment device. If the fuel injector is injecting fuel into the inlet area of the aftertreatment device at this time, control the fuel injector to continue injecting fuel into the inlet area of the aftertreatment device to assist in increasing the exhaust temperature until the temperature of the aftertreatment device reaches or exceeds the regeneration temperature threshold. When the temperature of the aftertreatment device reaches or exceeds the regeneration temperature threshold, control the fuel injector to stop injecting fuel, and regenerate the DPF only by the exhaust energy generated during the engine braking process.

[0079] In this embodiment, when the temperature of the post - processor is higher than the regeneration temperature threshold, the fuel injector is controlled to stop injecting fuel, and the braking exhaust energy of the engine is used for DPF regeneration. This avoids unnecessary fuel consumption, reduces the demand for fuel, helps to reduce the operating cost of the vehicle, and improves fuel economy. In addition, by obtaining the post - processor temperature in real - time and judging whether to continue injecting fuel according to the post - processor temperature, the regeneration process can be dynamically adjusted according to the actual situation, avoiding over - heating or insufficient heating, and effectively ensuring the continuity and stability of the DPF regeneration process.

[0080] In an exemplary embodiment, the method further includes: when regenerating the DPF in the braking regeneration mode, real - time monitoring whether the engine ends the braking state; when it is monitored that the engine ends the braking state, obtaining the current soot load and judging whether the current soot load reaches a preset target value; when it is determined that the current soot load reaches the target value, terminating the DPF regeneration process; when it is determined that the current soot load does not reach the target value, then using the active regeneration mode to continue regenerating the DPF.

[0081] Exemplarily, in the braking regeneration mode, when the engine is in the braking state, the DPF is regenerated by using the braking exhaust energy, reducing fuel consumption. However, after the engine ends the braking state, the DPF regeneration process needs to monitor the soot load to ensure the effectiveness and completion of the regeneration process. Therefore, during the process of regenerating the DPF through the braking regeneration mode, it is also monitored in real - time whether the engine ends the braking state. When it is monitored that the engine ends the braking state, the current soot load is obtained and it is judged whether the current soot load has reached the target value.

[0082] If the current soot load has reached the target value, it indicates that the particulate matter inside the DPF has been fully removed, and the DPF regeneration process can be terminated, which can avoid unnecessary regeneration operations and reduce waste of resources. Among them, the target value is set according to the actual situation and can take the value of 0.

[0083] If the current soot load does not reach the target value, it indicates that the particulate matter in the DPF has not been completely removed, then the driver is asked whether to start the active regeneration mode. When the driver determines to start the active regeneration mode, then switch to the active regeneration mode and continue to perform the DPF regeneration operation in the active regeneration mode until the soot load reaches the target value, which can ensure that the DPF is thoroughly cleaned and avoid the decline of emission performance or DPF blockage caused by insufficient regeneration. When the driver determines not to start the active regeneration mode, then terminate the DPF regeneration process. Among them, the active regeneration mode refers to a DPF regeneration process in which during the normal driving process of the engine, through additional measures such as actively starting fuel injection, temperature control, etc., the temperature of the post - processor is increased to burn and remove the carbon deposits.

[0084] In this embodiment, by determining whether to continue the DPF regeneration process according to the carbon loading when the engine ends the braking state, unnecessary fuel injection and fuel consumption can be avoided, reducing the fuel consumption of the vehicle. Dynamically adjusting the DPF regeneration mode according to the braking state of the engine and the current carbon loading ensures that the DPF regeneration process is more accurate and efficient, avoiding excessive or insufficient regeneration operations and improving the reliability and stability of DPF regeneration.

[0085] In the previous exemplary embodiment, the method further includes: when it is monitored that the engine has not ended the braking state, obtaining the current carbon loading and determining whether the current carbon loading has reached a preset target value; when it is determined that the current carbon loading has reached the target value, terminating the DPF regeneration process.

[0086] When it is determined that the current carbon loading has not reached the target value, the temperature of the aftertreatment device is obtained in real time, and it is determined whether the real-time temperature of the aftertreatment device is higher than the regeneration temperature threshold; when it is determined that the real-time temperature of the aftertreatment device is higher than the regeneration temperature threshold, the fuel injector is controlled to stop injecting fuel, and the DPF is regenerated by the braking exhaust energy of the engine; when it is determined that the real-time temperature of the aftertreatment device is lower than the regeneration temperature threshold, the fuel injector is controlled to continue injecting fuel into the inlet area of the aftertreatment device.

[0087] When it is monitored that the engine has not ended the braking state and is still in the braking state, the current carbon loading is obtained, and it is determined whether the current carbon loading has reached the target value.

[0088] If the current carbon loading has reached the target value, it means that the particulate matter inside the DPF has been sufficiently removed, and the DPF regeneration process can be terminated, avoiding unnecessary regeneration operations and reducing waste of resources. Among them, the target value is set according to the actual situation and can take the value of 0.

[0089] If the current carbon loading has not reached the target value, indicating that the particulate matter in the DPF has not been completely removed, the real-time temperature of the aftertreatment device is obtained, and it is determined whether the real-time temperature of the aftertreatment device is higher than the regeneration temperature threshold. When it is determined that the real-time temperature of the aftertreatment device is higher than the regeneration temperature threshold, if the fuel injector is injecting fuel into the inlet area of the aftertreatment device at this time, the fuel injector is controlled to stop injecting fuel, and the DPF is regenerated only by the exhaust energy generated during the engine braking process, which can effectively reduce the consumption of additional fuel and ensure that the DPF is regenerated at an appropriate temperature, thereby improving the energy utilization efficiency and reducing the fuel consumption of the vehicle.

[0090] When it is determined that the real-time temperature of the post-processor is lower than the regeneration temperature threshold, if the fuel injector is not injecting fuel into the inlet area of the post-processor at this time, the fuel injector is controlled to inject fuel into the inlet area of the post-processor. If the fuel injector is injecting fuel into the inlet area of the post-processor at this time, the fuel injector is controlled to continue injecting fuel into the inlet area of the post-processor until the post-processor temperature reaches or exceeds the regeneration temperature threshold, ensuring that the post-processor can complete DPF regeneration within a suitable temperature range.

[0091] In this embodiment, when it is monitored that the engine has not ended the braking state, by monitoring the current carbon loading in real time and comparing it with the preset target value, it is ensured that the regeneration process is automatically terminated when the DPF has been sufficiently cleaned, thereby avoiding unnecessary fuel consumption and energy waste and improving fuel efficiency. When it is determined that the current carbon loading does not reach the target value, the post-processor temperature is obtained in real time and it is judged whether it is suitable to continue regeneration. If the post-processor temperature reaches the regeneration temperature threshold, the fuel injector will stop injecting fuel and use the braking exhaust energy of the engine for regeneration, further reducing fuel use, reducing emissions, and achieving a more environmentally friendly regeneration process; when the post-processor temperature is insufficient, fuel is continuously injected to increase the temperature, ensuring that the DPF can complete regeneration under suitable temperature conditions; through the above dynamic adjustment strategy, the regeneration efficiency of the DPF can be improved and emissions can be reduced.

[0092] In another embodiment, as Figure 3 shown, a DPF regeneration method is provided, and the method includes:

[0093] Obtain the pressure difference between the inlet and outlet of the DPF, and determine the carbon loading of the DPF according to the pressure difference between the inlet and outlet of the DPF;

[0094] When the carbon loading is greater than or equal to the regeneration threshold and the engine is in the braking state, obtain the post-processor temperature; and judge whether the post-processor temperature reaches the regeneration temperature threshold;

[0095] When the post-processor temperature is lower than the regeneration temperature threshold, inject fuel into the inlet area of the post-processor through the fuel injector until the post-processor temperature reaches the regeneration temperature threshold;

[0096] When the post-processor temperature reaches the regeneration temperature threshold, regenerate the DPF through the braking regeneration mode.

[0097] Obtain the post-processor temperature in real time; judge whether the real-time post-processor temperature is higher than the regeneration temperature threshold;

[0098] When the real-time post-processor temperature is higher than the regeneration temperature threshold, control the fuel injector to stop injecting fuel, and regenerate the DPF through the braking exhaust energy of the engine.

[0099] When the real-time post-processor temperature is lower than the regeneration temperature threshold, control the fuel injector to continue injecting fuel into the inlet area of the post-processor.

[0100] Monitor in real time whether the engine has ended the braking state;

[0101] When it is monitored that the engine has ended the braking state, obtain the current carbon loading and determine whether the current carbon loading has reached a preset target value;

[0102] When it is determined that the current carbon loading has reached the target value, terminate the DPF regeneration process;

[0103] When it is determined that the current carbon loading has not reached the target value, continue to regenerate the DPF using the active regeneration mode.

[0104] When it is monitored that the engine has not ended the braking state, obtain the current carbon loading and determine whether the current carbon loading has reached a preset target value;

[0105] When it is determined that the current carbon loading has reached the target value, terminate the DPF regeneration process.

[0106] When it is determined that the current carbon loading has not reached the target value, obtain the post-processor temperature in real time and determine whether the real-time post-processor temperature is higher than the regeneration temperature threshold;

[0107] When it is determined that the real-time post-processor temperature is higher than the regeneration temperature threshold, control the fuel injector to stop injecting fuel and regenerate the DPF using the braking exhaust energy of the engine; when it is determined that the real-time post-processor temperature is lower than the regeneration temperature threshold, control the fuel injector to continue injecting fuel into the inlet area of the post-processor.

[0108] In the specific application process of the above embodiment, apply this method to the braking regeneration control system. The structural schematic diagram of the braking regeneration control system is as Figure 4 shown. The braking regeneration control system includes an Engine Control Unit (ECU) 401, a post-processor temperature sensor 402, a DPF differential pressure sensor 403, a fuel injector 404, and a braking relay 405. The post-processor temperature sensor 402 and the DPF differential pressure sensor 403 are respectively used to collect the data of the post-processor temperature and the DPF differential pressure in real time and upload them to the ECU 401 for processing, as the feedback quantity for the closed-loop control of the braking regeneration system. The fuel injector 404 is a post-treatment inlet fuel injector, which is fixedly installed on the post-treatment inlet exhaust pipe through a base. The ECU controls the fuel injector through a relay to achieve real-time control of fuel injection. Figure 4Among them, DOC (Diesel Oxidation Catalyst) is an after-treatment device for engines, which mainly converts harmful substances (such as carbon monoxide and hydrocarbons) in the exhaust gas into harmless substances (such as carbon dioxide and water vapor) through chemical reactions. SCR (Selective Catalytic Reduction) is a technology used to reduce nitrogen oxide (NOx) emissions from diesel engines. ASC (Ammonia Slip Catalyst) is a catalyst used in the SCR system, aiming to control the "leakage" problem of ammonia (NH3) in the SCR system.

[0109] Exemplarily, the ECU 401 collects the differential pressure at the inlet and outlet of the DPF in real time, obtains the real-time carbon loading of the DPF, fits the carbon loading accumulation curve, calculates the regeneration mileage of the DPF according to the fitting model, and when the regeneration mileage is less than or equal to 5000 Km, the braking regeneration mode is activated.

[0110] When the engine is in operation, obtain the braking status bit of the engine. When the vehicle enters a long downhill or deceleration stage, the driver activates the engine braking function (i.e., the engine is in the braking state), and the cylinder braking relay 405 operates to obtain that the engine is in the braking state.

[0111] When the engine is in the braking state, collect the signals of the DPF inlet and outlet differential pressure sensors, obtain the carbon loading of the DPF through the processing of the ECU 401. When the carbon loading is greater than or equal to the regeneration threshold of the carbon loading, obtain the after-treatment temperature. When the after-treatment temperature reaches the regeneration temperature threshold, the engine enters the braking regeneration mode.

[0112] Obtain the after-treatment temperature. When the after-treatment temperature is lower than the regeneration temperature threshold, control the fuel injector to inject diesel, and the injection position is the inlet of the after-treatment. After the diesel enters the cylinder, it immediately enters the after-treatment with the exhaust gas for combustion, increasing the after-treatment temperature. After the temperature reaches the regeneration temperature threshold, enter the braking regeneration mode.

[0113] After the braking regeneration mode is activated, continuously collect the after-treatment temperature. When the after-treatment temperature is relatively high, control the fuel injector to stop diesel injection and rely only on the braking exhaust energy for the braking regeneration mode; when the after-treatment temperature decreases, control the fuel injector to inject diesel.

[0114] When the engine ends the braking state, collect the DPF inlet and outlet differential pressure signals, obtain the carbon loading. If the carbon loading is 0, immediately exit the regeneration mode; if the carbon loading is not emptied (i.e., not 0), ask the driver whether to continue the active regeneration mode. If the driver chooses to continue, enter the active regeneration mode; if the driver chooses to end, exit the regeneration mode.

[0115] The above-mentioned DPF regeneration is carried out by recovering the in-engine braking energy, using the exhaust energy during the in-engine braking process of the engine for braking regeneration, realizing the energy recovery during the braking process, achieving carbon burning regeneration during the braking process when the driver is not sensitive to power performance, reducing the carbon loading, reducing the fuel consumption during the regeneration process, and extending the active regeneration cycle of the DPF. During the process of regenerating the DPF through the braking regeneration mode, the temperature signal of the after-treatment device is collected in real time. When the braking exhaust energy cannot meet the regeneration temperature requirement, the fuel injector is controlled to inject diesel for combustion and temperature increase in the after-treatment device. During the process of regenerating the DPF through the braking regeneration mode, the differential pressure signal is collected in real time to obtain the real-time carbon loading data, and the DPF regeneration process is exited in time when the carbon loading is emptied (i.e., the carbon loading is 0). The present application reduces the fuel consumption during the regeneration process and improves the economy of the engine by recovering the braking exhaust energy and controlling the diesel injection in real time; during the braking process, the driver is not sensitive to power performance, achieving the goal of extending the active regeneration cycle of the DPF.

[0116] It should be understood that although the steps in the flowcharts involved in the above embodiments are sequentially shown according to the indications of the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless there is a clear indication in this article, the execution of these steps has no strict order limit, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above embodiments may include multiple steps or multiple stages. These steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily sequential, but can be executed alternately or in turn with at least a part of other steps or steps or stages in other steps.

[0117] Based on the same inventive concept, the embodiment of the present application also provides a DPF regeneration device for implementing the above-mentioned DPF regeneration method. The solution provided by this device for solving problems is similar to the solution described in the above method. Therefore, the specific limitations in one or more embodiments of the DPF regeneration device provided below can refer to the limitations on the DPF regeneration method in the above text, and will not be repeated here.

[0118] In an exemplary embodiment, as Figure 5 shown, a DPF regeneration device is provided, including: a determination module 502, an acquisition module 504, a judgment module 506, and a regeneration module 508, where:

[0119] The determination module 502 is configured to obtain the differential pressure between the inlet and outlet of the DPF, and determine the carbon loading of the DPF according to the differential pressure between the inlet and outlet of the DPF;

[0120] An acquisition module 504, configured to acquire the after-treatment temperature when the carbon loading is greater than or equal to the regeneration threshold and the engine is in the braking state;

[0121] A judgment module 506, configured to judge whether the after-treatment temperature reaches the regeneration temperature threshold; when the after-treatment temperature is lower than the regeneration temperature threshold, fuel is injected into the inlet area of the after-treatment through an injector until the after-treatment temperature reaches the regeneration temperature threshold;

[0122] A regeneration module 508, configured to regenerate the DPF through a braking regeneration mode when the after-treatment temperature reaches the regeneration temperature threshold.

[0123] In an exemplary embodiment, the regeneration module 508 is further configured to, when regenerating the DPF in the braking regeneration mode, acquire the after-treatment temperature in real time; judge whether the real-time after-treatment temperature is higher than the regeneration temperature threshold; when the real-time after-treatment temperature is higher than the regeneration temperature threshold, control the injector to stop injecting fuel, and regenerate the DPF through the braking exhaust energy of the engine.

[0124] In an exemplary embodiment, the regeneration module 508 is further configured to regenerate the DPF through a braking regeneration mode, and further includes: when the real-time after-treatment temperature is lower than the regeneration temperature threshold, control the injector to continue injecting fuel into the inlet area of the after-treatment.

[0125] In an exemplary embodiment, the DPF regeneration device further includes:

[0126] A monitoring module, configured to, when regenerating the DPF in the braking regeneration mode, monitor in real time whether the engine ends the braking state; when it is monitored that the engine ends the braking state, acquire the current carbon loading, and judge whether the current carbon loading reaches a preset target value; when it is determined that the current carbon loading reaches the target value, terminate the DPF regeneration process; when it is determined that the current carbon loading does not reach the target value, continue to regenerate the DPF by using an active regeneration mode.

[0127] In an exemplary embodiment, the monitoring module is further configured to, when it is monitored that the engine does not end the braking state, acquire the current carbon loading, and judge whether the current carbon loading reaches a preset target value; when it is determined that the current carbon loading reaches the target value, terminate the DPF regeneration process.

[0128] In an exemplary embodiment, the monitoring module is further configured to, when determining that the current carbon loading has not reached the target value, acquire the after-treatment temperature in real time and determine whether the real-time after-treatment temperature is higher than the regeneration temperature threshold; when determining that the real-time after-treatment temperature is higher than the regeneration temperature threshold, control the fuel injector to stop injecting fuel, and regenerate the DPF by using the braking exhaust energy of the engine; when determining that the real-time after-treatment temperature is lower than the regeneration temperature threshold, control the fuel injector to continue injecting fuel into the inlet area of the after-treatment device.

[0129] Each module in the above DPF regeneration device can be implemented in whole or in part by software, hardware, and their combination. Each of the above modules can be embedded in the processor of the computer device in hardware form or independent of it, or stored in the memory of the computer device in software form, so that the processor can call and execute the operations corresponding to each of the above modules.

[0130] In an exemplary embodiment, a computer device is provided. The computer device can be a server, and its internal structure diagram can be as Figure 6 shown. The computer device includes a processor, a memory, an input / output interface (Input / Output, abbreviated as I / O), and a communication interface. Among them, the processor, the memory, and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The database of the computer device is used to store the carbon loading data of the DPF. The input / output interface of the computer device is used to exchange information between the processor and external devices. The communication interface of the computer device is used to communicate with an external terminal through a network connection. When the computer program is executed by the processor, it implements a DPF regeneration method.

[0131] Those skilled in the art can understand that Figure 6 the structure shown in [the figure] is only a block diagram of some structures related to the solution of this application, and does not constitute a limitation on the computer device to which the solution of this application is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine some components, or have a different component layout.

[0132] In an embodiment, a computer device is provided, including a memory and a processor. A computer program is stored in the memory, and when the processor executes the computer program, the steps in the above method embodiments are implemented.

[0133] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored, and when the computer program is executed by a processor, the steps in the above method embodiments are implemented.

[0134] In one embodiment, a computer program product is provided, including a computer program, and when the computer program is executed by a processor, the steps in the above method embodiments are implemented.

[0135] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use, and processing of relevant data need to comply with relevant regulations.

[0136] Those of ordinary skill in the art can understand that all or part of the processes in the methods of the above embodiments can be completed by instructing relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above methods. Among them, any reference to a memory, database, or other medium used in the embodiments provided in the present application can include at least one of non-volatile and volatile memories. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc. The databases involved in the embodiments provided in the present application can include at least one of relational databases and non-relational databases. Non-relational databases can include distributed databases based on blockchain, etc., without limitation. The processors involved in the embodiments provided in the present application can be general-purpose processors, central processing units, graphics processors, digital signal processors, programmable logic devices, data processing logics based on quantum computing, etc., without limitation.

[0137] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope described in this specification.

[0138] The above embodiments only represent several implementation manners of the present application. The description is relatively specific and detailed, but it should not be construed as a limitation on the patent scope of the present application. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the appended claims.

Claims

1. A DPF regeneration method, characterized in that: The method comprises: Obtaining the inlet and outlet pressure difference of the DPF, and determining the carbon load of the DPF according to the inlet and outlet pressure difference of the DPF; When the carbon load is greater than or equal to a regeneration threshold and the engine is in a braking state, obtaining a post-processor temperature; Determining whether the temperature of the post-processor reaches a regeneration temperature threshold; when the temperature of the post-processor is lower than the regeneration temperature threshold, injecting fuel to an inlet area of ​​the post-processor through a fuel injector until the temperature of the post-processor reaches the regeneration temperature threshold; When the temperature of the post-processor reaches the regeneration temperature threshold, the DPF is regenerated through a brake regeneration mode.

2. The method according to claim 1, characterized in that The regenerating the DPF through the braking regeneration mode includes: When the DPF is regenerated in the brake regeneration mode, obtaining the temperature of the post-processor in real time; determining whether the real-time post-processor temperature is higher than the regeneration temperature threshold; When the real-time after-processor temperature is higher than the regeneration temperature threshold, the fuel injector is controlled to stop injecting fuel, and the DPF is regenerated by the braking exhaust energy of the engine.

3. The method according to claim 2, characterized in that The regenerating the DPF by the braking regeneration mode also includes: When the real-time afterprocessor temperature is lower than the regeneration temperature threshold, the fuel injector is controlled to continue injecting fuel into the inlet area of ​​the afterprocessor.

4. The method according to claim 1, characterized in that: The method further comprises: When the DPF is regenerated in the braking regeneration mode, real-time monitoring is performed to determine whether the engine has ended the braking state; When it is detected that the engine ends the braking state, the current carbon load is obtained, and it is determined whether the current carbon load reaches a preset target value; When it is determined that the current carbon load reaches the target value, terminating the DPF regeneration process; When it is determined that the current carbon load has not reached the target value, the active regeneration mode is adopted to continue to regenerate the DPF.

5. The method according to claim 4, characterized in that The method further comprises: When it is detected that the engine has not ended the braking state, obtaining the current carbon load, and determining whether the current carbon load has reached a preset target value; When it is determined that the current carbon load reaches the target value, the DPF regeneration process is terminated.

6. The method according to claim 5, characterized in that The method further comprises: When it is determined that the current carbon load has not reached the target value, acquiring the post-processor temperature in real time, and determining whether the real-time post-processor temperature is higher than the regeneration temperature threshold; When it is determined that the real-time post-processor temperature is higher than the regeneration temperature threshold, controlling the injector to stop injecting fuel, and regenerating the DPF through the brake exhaust energy of the engine; When it is determined that the real-time afterprocessor temperature is lower than the regeneration temperature threshold, the injector is controlled to continue injecting fuel into the inlet area of ​​the afterprocessor.

7. A DPF regeneration device, characterized in that: The device comprises: A determination module, used to obtain the inlet and outlet pressure difference of the DPF, and determine the carbon load of the DPF according to the inlet and outlet pressure difference of the DPF; an acquisition module, configured to acquire a post-processor temperature when the carbon load is greater than or equal to a regeneration threshold and the engine is in a braking state; a judgment module, used for judging whether the temperature of the post-processor reaches a regeneration temperature threshold; when the temperature of the post-processor is lower than the regeneration temperature threshold, injecting fuel to the inlet area of ​​the post-processor through an injector until the temperature of the post-processor reaches the regeneration temperature threshold; The regeneration module is used to regenerate the DPF through a brake regeneration mode when the temperature of the post-processor reaches the regeneration temperature threshold.

8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 6 are implemented.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

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