Engine diesel particulate filter regeneration control method and device, vehicle and storage medium

Abstract

The embodiment of the invention discloses an engine diesel particulate filter regeneration control method and device, a vehicle and a storage medium. The method comprises the steps that the engine carbon loading capacity is obtained; acquiring a time interval from the last regeneration time point of the diesel particulate filter to the current time point; comparing the engine carbon load with a driving regeneration carbon load limit value, and comparing the time interval with a preset time interval limit value; if the engine carbon loading capacity is smaller than the driving regeneration carbon loading capacity limit value and the time interval is larger than the preset time interval limit value, whether the driving regeneration condition is met or not is judged based on the driving working condition parameters; if yes, driving regeneration is executed, and the temperature of the tail gas entering the diesel particle filter is controlled according to the first regeneration temperature control curve. The problem that the obtained carbon load value is deviated from the actual carbon load value, so that comparison and judgment between the obtained carbon load value and the preset carbon load value are not accurate, regeneration is not timely, and the carbon load of the diesel particulate filter is too high to cause blockage is avoided.

Description

Technical Field

[0001] The present invention relates to the technical field of engines, and particularly to a method and device for controlling the regeneration of an engine diesel particulate filter, a vehicle, and a storage medium. Background Art

[0002] Soot particles are one of the main pollutants in diesel engine exhaust emissions. Diesel particulate filters are currently relatively effective devices for reducing diesel engine soot particle emissions. To prevent the diesel particulate filter from being blocked due to excessive carbon loading, it is necessary to regularly regenerate the diesel particulate filter. The regeneration of the diesel particulate filter requires the engine to meet suitable operating conditions and reach an appropriate temperature. Under driving conditions, the vehicle needs to reach a certain driving condition so that the engine reaches the permission condition for entering the driving regeneration mode. Under parking conditions, the engine control system needs to automatically switch to the engine operating condition matching the diesel particulate filter.

[0003] In the prior art, by comparing the current carbon loading with a preset carbon loading threshold, the regeneration of the diesel particulate filter is controlled and the regeneration model can be switched according to the threshold range of the carbon loading. However, the current carbon loading is generally calculated by a physical model. If there is a deviation between the physical model value of the carbon loading and the actual carbon loading value, it will lead to inaccurate comparison and judgment between the current carbon loading and the preset carbon loading threshold, resulting in the diesel particulate filter being unable to regenerate for a long time, and the carbon loading of the diesel particulate filter becoming too high and causing blockage. Summary of the Invention

[0004] Embodiments of the present invention provide a method and device for controlling the regeneration of an engine diesel particulate filter, a vehicle, and a storage medium, which can avoid blockage caused by excessive carbon loading of the diesel particulate filter due to deviation of the carbon loading physical model.

[0005] In a first aspect, an embodiment of the present invention provides a method for controlling the regeneration of an engine diesel particulate filter, including:

[0006] Obtain the carbon loading of the engine;

[0007] Obtain the time interval from the last regeneration time point of the diesel particulate filter to the current time point;

[0008] Compare the size of the engine carbon loading with the driving regeneration carbon loading limit value, and the size of the time interval with the preset time interval limit value;

[0009] If the engine carbon loading is less than the driving regeneration carbon loading limit value and the time interval is greater than the preset time interval limit value, obtain a first regeneration temperature control curve, where the first regeneration temperature control curve is the corresponding relationship between the exhaust gas temperature entering the diesel particulate filter and the cumulative regeneration time;

[0010] Judge whether the conditions for entering in - vehicle regeneration are met based on driving condition parameters, where the driving condition parameters include engine speed, engine torque, vehicle speed, gear position, number of times the clutch is depressed, number of times the brake is depressed, and the temperature upstream of the diesel oxidation catalyst;

[0011] If so, perform in - vehicle regeneration and control the temperature of the exhaust gas entering the diesel particulate filter according to the first regeneration temperature control curve.

[0012] Second, an embodiment of the present invention also provides an in - vehicle regeneration control device for an engine diesel particulate filter, and the device includes:

[0013] An engine carbon loading acquisition module for acquiring the engine carbon loading;

[0014] An interval time acquisition module for acquiring the time interval from the previous diesel particulate filter regeneration time point to the current time point;

[0015] An engine carbon loading comparison module for comparing the engine carbon loading with the in - vehicle regeneration carbon loading limit value;

[0016] An interval time comparison module for comparing the time interval with the preset time interval limit value;

[0017] A first regeneration temperature control curve acquisition module for acquiring the first regeneration temperature control curve when the engine carbon loading is less than the in - vehicle regeneration carbon loading limit value and the time interval is greater than the preset time interval limit value. The first regeneration temperature control curve is the corresponding relationship between the exhaust gas temperature entering the diesel particulate filter and the cumulative regeneration time;

[0018] An in - vehicle regeneration judgment module for judging whether the conditions for entering in - vehicle regeneration are met based on driving condition parameters, where the driving condition parameters include engine speed, engine torque, vehicle speed, gear position, number of times the clutch is depressed, number of times the brake is depressed, and the temperature upstream of the diesel oxidation catalyst;

[0019] An in - vehicle regeneration execution module for performing in - vehicle regeneration and controlling the temperature of the exhaust gas entering the diesel particulate filter according to the first regeneration temperature control curve.

[0020] Third, an embodiment of the present invention also provides a vehicle, including: a diesel particulate filter and an engine, and further including:

[0021] A controller;

[0022] A memory for storing one or more programs;

[0023] When the one or more programs are executed by the controller, the controller implements the engine diesel particulate filter regeneration control method as in the first aspect.

[0024] Fourthly, an embodiment of the present invention further provides a storage medium, on which a computer program is stored, and when the program is executed by a controller, it implements the engine diesel particulate filter regeneration control method as in the first aspect.

[0025] An embodiment of the present invention provides an engine diesel particulate filter regeneration control method, device, vehicle and storage medium. By obtaining the engine carbon loading; obtaining the time interval from the last diesel particulate filter regeneration time point to the current time point; comparing the size of the engine carbon loading with the driving regeneration carbon loading limit value, and the size of the time interval with the preset time interval limit value; if the engine carbon loading is less than the driving regeneration carbon loading limit value, and the time interval is greater than the preset time interval limit value, then obtain the first regeneration temperature control curve, and the first regeneration temperature control curve is the corresponding relationship between the exhaust gas temperature entering the diesel particulate filter and the cumulative regeneration time; judge whether the driving condition parameters meet the conditions for entering driving regeneration based on the driving condition parameters, and the driving condition parameters include engine speed, engine torque, vehicle speed, gear position, number of clutch pedal presses, number of brake pedal presses, and the temperature upstream of the diesel oxidation catalyst; if so, perform driving regeneration, and control the temperature of the exhaust gas entering the diesel particulate filter according to the first regeneration temperature control curve. It avoids the problem that when the diesel particulate filter is judged whether to enter the driving regeneration mode solely based on the engine carbon loading value, there is a deviation between the physical model value of the carbon loading and the actual carbon loading value, resulting in inaccurate comparison and judgment between the current carbon loading and the preset carbon loading threshold, which causes the diesel particulate filter to be unable to regenerate for a long time, and the carbon loading of the diesel particulate filter is too high and blocked. Description of the Drawings

[0026] Figure 1 It is a flowchart of an engine diesel particulate filter regeneration control method provided by Embodiment 1 of the present invention;

[0027] Figure 2 It is the first flowchart of an engine diesel particulate filter regeneration control method provided by Embodiment 2 of the present invention;

[0028] Figure 3 It is the second flowchart of an engine diesel particulate filter regeneration control method provided by Embodiment 2 of the present invention;

[0029] Figure 4 It is the third flowchart of an engine diesel particulate filter regeneration control method provided by Embodiment 2 of the present invention;

[0030] Figure 5 It is the fourth flowchart of an engine diesel particulate filter regeneration control method provided by Embodiment 2 of the present invention;

[0031] Figure 6Structural diagram of an engine diesel particulate filter regeneration control device provided in Embodiment 3 of the present invention;

[0032] Figure 7 Structural diagram of a vehicle provided in Embodiment 4 of the present invention. Detailed implementation manners

[0033] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the present invention, rather than limiting the present invention. Additionally, it should be noted that for the convenience of description, only the parts related to the present invention are shown in the drawings, rather than all the structures. Furthermore, without conflict, the embodiments in the present invention and the features in the embodiments can be combined with each other.

[0034] Embodiment 1

[0035] Figure 1 Flowchart of an engine diesel particulate filter regeneration control method provided in Embodiment 1 of the present invention. This embodiment is applicable to the situation of automatically controlling whether the diesel particulate filter of a vehicle engine is regenerated. The engine diesel particulate filter regeneration control method can be executed by an engine diesel particulate filter regeneration control device, and the engine diesel particulate filter regeneration control device can be implemented in a software and / or hardware manner and integrated in the vehicle.

[0036] Among them, the diesel particulate filter, also known as the diesel particulate trap, is a ceramic filter installed in the exhaust system of a diesel engine, used to capture carbon particulate matter in the exhaust gas and prevent it from entering the atmosphere and polluting the environment. The diesel particulate filter mainly has three stages: empty, full, and regeneration. Among them, the empty stage refers to the initial stage when there are fewer carbon particulate matters in the diesel particulate filter, there is no blockage inside, and it will not affect the normal operation of the engine. The full stage refers to the intermediate stage when, with the progress of the collection work, the carbon particulate matters in the diesel particulate filter are increasing, the internal pressure is increasing, resulting in an increase in the exhaust gas resistance, and the fuel consumption and power of the engine are severely affected. When the fuel consumption and power of the engine are severely affected, it is necessary to clean and restore the carbon particulate matters in the diesel particulate filter, and process the carbon particulate matters accumulated in the diesel particulate filter through high temperature or other means to restore the filtering ability of the diesel particulate filter. This process is called the regeneration of the diesel particulate filter. Regeneration is divided into in - vehicle regeneration and parking regeneration. In - vehicle regeneration refers to cleaning and restoring the carbon particulate matters in the diesel particulate filter during vehicle driving; parking regeneration refers to cleaning and restoring the carbon particulate matters in the diesel particulate filter when the vehicle is in a stationary state, and parking regeneration generally requires the driver to trigger manually.

[0037] Specifically, as Figure 1As shown, the method for controlling the regeneration of the diesel particulate filter of the engine includes the following steps:

[0038] S110. Obtain the carbon loading of the engine.

[0039] The carbon loading refers to the amount of unburned carbon particulate matter generated during the operation of the engine. These carbon particulate matters usually include black smoke, soot, and unburned fuel particles, which can be deposited in the diesel particulate filter.

[0040] Specifically, the engine interacts with the engine control unit to obtain the carbon loading of the engine. A preset carbon loading model is set on the engine control unit, and the carbon loading of the engine can be calculated through the preset carbon loading model. The process of calculating the carbon loading by the carbon loading model is generally as follows: the engine speed detected by the speed sensor; the instantaneous fuel consumption of the engine detected by the fuel consumption meter; the operation time of the engine calculated by the timer; the instantaneous carbon loading of the engine calculated according to the engine speed and the instantaneous fuel consumption; integrating the instantaneous carbon loading over time to obtain the carbon loading of the engine.

[0041] The embodiment does not limit the types and models of the sensor for detecting the engine speed and the fuel consumption meter for detecting the instantaneous fuel consumption of the engine. Optionally, an optoelectronic speed sensor can be selected. Exemplarily, the engine speed and the instantaneous fuel consumption of the engine can be input into the preset carbon loading model, and the carbon loading is output by the carbon loading model. Among them, the carbon loading model can be a deep learning model or a mathematical model reflecting the relationship between the engine speed, fuel consumption, and carbon loading. The embodiment does not limit the carbon loading model, as long as the carbon loading can be obtained according to the engine speed and the instantaneous fuel consumption.

[0042] S120. Obtain the time interval from the time point of the last regeneration of the diesel particulate filter to the current time point.

[0043] The reliability of the speed sensor and the fuel consumption meter during the detection process is relatively low, resulting in certain deviations in the engine speed detected by the speed sensor and the instantaneous fuel consumption of the engine detected by the fuel consumption meter. In addition, there may also be certain errors in the preset engine carbon loading model based on past experience, resulting in a deviation between the obtained carbon loading of the engine and the actual carbon loading of the engine. When judging whether the diesel particulate filter enters the in - vehicle regeneration mode solely based on the carbon loading of the engine, the comparison and judgment of the size of the carbon loading of the engine and the size of the in - vehicle regeneration carbon loading limit are inaccurate, and the diesel particulate filter cannot be regenerated for a long time, resulting in the problem that the carbon loading of the diesel particulate filter is too high and it becomes blocked.

[0044] To this end, based on obtaining the engine carbon loading, the embodiment obtains the time interval from the last diesel particulate filter regeneration time point to the current time point, and then compares the engine carbon loading with the on-road regeneration carbon loading limit value, and the time interval with the preset time interval limit value, to determine whether to enter on-road regeneration and obtain the regeneration temperature control curve. By comparing the size of the time interval at the same time, it is possible to avoid misjudgment of whether the diesel particulate filter enters on-road regeneration due to the error of the engine carbon loading, and ensure that the engine diesel particulate filter can be regenerated in time.

[0045] S130. Compare the engine carbon loading with the on-road regeneration carbon loading limit value, and the time interval with the preset time interval limit value;

[0046] If the engine carbon loading is less than the on-road regeneration carbon loading limit value and the time interval is greater than the preset time interval limit value, then execute S140.

[0047] Specifically, the on-road regeneration carbon loading limit value is a preset value in advance, specifically referring to the carbon loading value when the engine diesel particulate filter needs to be regenerated.

[0048] The preset time interval limit value refers to the time when the actual value of the engine carbon loading reaches the on-road regeneration carbon loading limit value when the vehicle is under a certain load. It should be understood that according to the different engine models and types, the preset time interval is different, and its measurement is carried out through bench tests.

[0049] Specifically, the steps for obtaining the preset time interval limit value are roughly as follows:

[0050] Based on big data, statistically analyze the average load of the engine; obtain the initially determined preset time through bench tests: control the engine to work at the average load and continuously monitor the actual carbon loading. When the actual carbon loading reaches the on-road regeneration carbon loading limit value, the time used is the initially determined preset time; correct the initially determined preset time to obtain the preset time interval limit value: the engine control unit statistically analyzes the real-time load of the engine in real time, obtains the corresponding relationship between the real-time load, the average load, and the correction coefficient, obtains the preset time interval correction curve, and sets the preset time interval correction curve in the engine control unit. According to the preset time interval correction curve, determine the correction coefficient, and the product of the correction coefficient and the initially determined preset time is the preset time interval limit value.

[0051] Since there is a deviation between the obtained engine carbon loading and the actual engine carbon loading, resulting in that although the obtained engine carbon loading is less than the on-road regeneration carbon loading limit value, the actual engine carbon loading has already been greater than the on-road regeneration carbon loading limit value. At this time, by introducing the comparison of the time interval with the preset time interval limit value, it is possible to ensure that the engine diesel particulate filter can be regenerated in time.

[0052] Specifically, if the time interval from the last diesel particulate filter regeneration time point to the current time point exceeds the preset time interval limit value, the diesel particulate filter needs to enter in - vehicle regeneration regardless of whether the engine soot load is greater than the in - vehicle regeneration soot load limit value.

[0053] S140. Obtain the first regeneration temperature control curve, where the first regeneration temperature control curve is the corresponding relationship between the exhaust gas temperature entering the diesel particulate filter and the cumulative regeneration time.

[0054] The regeneration principle of the diesel particulate filter is as follows: The engine control unit increases the exhaust gas temperature of the engine to control the exhaust gas temperature entering the diesel particulate filter, heating the carbon particles deposited on the diesel particulate filter to a high temperature; at high temperature, the deposited carbon particles undergo an oxidation reaction and are burned off, thus clearing the blockage inside the filter. Therefore, controlling the exhaust gas temperature entering the diesel particulate filter through the first regeneration temperature control curve can ensure the full regeneration of the diesel particulate filter.

[0055] S150. Judge whether the conditions for entering in - vehicle regeneration are met based on the driving condition parameters. If so, execute S160.

[0056] Specifically, the driving condition parameters include engine speed, engine torque, vehicle speed, gear position, number of clutch pedal presses, number of brake pedal presses, and the temperature upstream of the diesel oxidation catalyst; the above - mentioned driving condition parameters need to simultaneously meet the corresponding threshold ranges for the vehicle to meet the conditions for entering in - vehicle regeneration. It can be understood that the threshold ranges of engine speed, engine torque, vehicle speed, gear position, number of clutch pedal presses, number of brake pedal presses, and the temperature upstream of the diesel oxidation catalyst can be adjusted adaptively according to the models of the engine and the diesel particulate filter, and this embodiment does not make a limitation in this regard. How to set the threshold ranges of engine speed, engine torque, vehicle speed, gear position, number of clutch pedal presses, number of brake pedal presses, and the temperature upstream of the diesel oxidation catalyst is the prior art in this field, and this embodiment does not elaborate here.

[0057] If the driving condition parameters are judged not to meet the conditions for entering in - vehicle regeneration, continue to monitor the driving condition parameters until the conditions for entering in - vehicle regeneration are met, and then execute in - vehicle regeneration.

[0058] S160. Execute in - vehicle regeneration and control the temperature of the exhaust gas entering the diesel particulate filter according to the first regeneration temperature control curve.

[0059] Preferably, the temperature of the exhaust gas entering the diesel particulate filter is controlled according to the first regeneration temperature control curve, which can be achieved by controlling the post-injection fuel injection amount of the engine in a closed loop. The specific principle is: according to the first regeneration temperature control curve and the accumulated regeneration time, the target exhaust gas temperature entering the diesel particulate filter is determined, and the target exhaust gas temperature is the required engine exhaust temperature. According to the pre-calibrated engine speed, oil volume, the obtained engine carbon load value and the accumulated regeneration time, the target exhaust gas temperature is determined, and the post-injection fuel injection amount of the engine is controlled by the engine control unit. At the same time, the actual exhaust gas temperature is collected, the difference between the actual exhaust gas temperature and the target exhaust gas temperature is calculated, and the actual exhaust gas temperature is controlled to approach the target exhaust gas temperature. Specifically, the control method is PID control. In other embodiments, methods such as sliding film control can also be used. This embodiment does not limit the specific method of controlling the exhaust gas temperature.

[0060] By obtaining the engine carbon load; obtaining the time interval from the last diesel particulate filter regeneration time point to the current time point; comparing the engine carbon load with the driving regeneration carbon load limit, and the time interval with the preset time interval limit; if the engine carbon load is less than the driving regeneration carbon load limit, and the time interval is greater than the preset time interval limit, then obtaining the first regeneration temperature control curve, the first regeneration temperature control curve is the correspondence between the exhaust gas temperature entering the diesel particulate filter and the accumulated regeneration time; judging whether the conditions for entering driving regeneration are met based on driving operating condition parameters, the driving operating condition parameters include engine speed, engine torque, vehicle speed, gear position, number of clutch steps, number of brake steps, and upstream temperature of the diesel oxidation catalyst; if so, performing driving regeneration, and controlling the temperature of the exhaust gas entering the diesel particulate filter according to the first regeneration temperature control curve. This avoids the problem of using the engine carbon load value alone to determine whether the diesel particulate filter enters the driving regeneration mode, where the carbon load model value deviates from the actual carbon load value, resulting in an inaccurate comparison between the current carbon load and the preset carbon load threshold, causing the diesel particulate filter to be unable to regenerate for a long time, and causing the diesel particulate filter to be clogged due to excessive carbon load.

[0061] Embodiment 2

[0062] Figures 2 to 5 This is a flowchart of a diesel particulate filter regeneration control method for an engine provided by the second embodiment of the present invention. This embodiment is specific based on the above embodiment. First, please refer to Figure 2 and Figure 4 The engine diesel particulate filter regeneration control method comprises the following steps:

[0063] S210: Obtain engine carbon load.

[0064] S220. Obtain the time interval from the last diesel particulate filter regeneration time point to the current time point.

[0065] S230. Compare the engine carbon loading with the carbon loading limit for on-road regeneration, and compare the time interval with the preset time interval limit.

[0066] If the engine carbon loading is less than the carbon loading limit for on-road regeneration and the time interval is greater than the preset time interval limit, execute S240; if the engine carbon loading is greater than the carbon loading limit for on-road regeneration, execute S340; if the engine carbon loading is less than the carbon loading limit for on-road regeneration and the time interval is less than the preset time interval limit, return to S210.

[0067] Please refer to Figure 2 and Figure 3 :

[0068] S240. Obtain the first regeneration temperature control curve, where the first regeneration temperature control curve is the corresponding relationship between the exhaust gas temperature entering the diesel particulate filter and the cumulative regeneration time.

[0069] S250. Based on the on-road driving condition parameters, determine whether the conditions for entering on-road regeneration are met. If so, execute S260.

[0070] S260. Perform on-road regeneration and control the temperature of the exhaust gas entering the diesel particulate filter according to the first regeneration temperature control curve.

[0071] S270. Real-time obtain the current carbon loading and driving speed.

[0072] Specifically, in this embodiment, a carbon loading sensor is used to obtain the current carbon loading, and a vehicle speed sensor is used to detect the driving speed. The types and models of the carbon loading sensor and the vehicle speed sensor are not limited in this embodiment. Optionally, the carbon loading sensor can be a differential pressure carbon loading sensor, a radio frequency resonance carbon loading sensor, etc.; the vehicle speed sensor can be a Hall effect vehicle speed sensor, a GPS vehicle speed sensor, etc.

[0073] S280. Compare the current carbon loading with the preset value of the carbon loading for stopping regeneration, and compare the driving speed with the set vehicle speed.

[0074] Specifically, the preset value of the carbon loading for stopping regeneration is the carbon loading value when the diesel particulate filter stops regeneration. Generally, the preset value of the carbon loading for stopping regeneration is 0, that is, all the carbon particles deposited on the diesel particulate filter are cleaned. The set vehicle speed refers to the vehicle speed limit value for switching between on-road regeneration and parking regeneration. Generally, the set vehicle speed is 0, that is, when the vehicle is driving, on-road regeneration is performed, and when the vehicle is stationary, parking regeneration is performed.

[0075] If the current carbon loading is greater than the preset value of the carbon loading for stopping regeneration, and when the driving speed is less than the set vehicle speed, execute S290; if the current carbon loading is less than the preset value of the carbon loading for stopping regeneration, execute S300.

[0076] S290: Exit driving regeneration and enter parking regeneration, and control the temperature of the exhaust gas entering the diesel particulate filter according to the first regeneration temperature control curve.

[0077] Specifically, the regeneration time is calculated from the start of regeneration. When switching from driving regeneration to parking regeneration, at this time point, control the temperature of the exhaust gas entering the diesel particulate filter according to the first regeneration temperature control curve, without recalculating the regeneration time. With such a setting, when the vehicle is stationary, the vehicle automatically switches to parking regeneration without stopping regeneration, eliminating the need for the driver to manually switch. This is not only more convenient but also avoids the problem of regeneration interruption caused by vehicle stoppage, insufficient regeneration leading to excessive carbon loading in the diesel particulate filter and blockage.

[0078] S300: Stop executing driving regeneration.

[0079] S310: Real-time obtain the current carbon loading and driving speed.

[0080] S320: Compare the magnitude of the current carbon loading with the preset value of the carbon loading for stopping regeneration, and compare the magnitude of the driving speed with the set vehicle speed.

[0081] If the current carbon loading is greater than the preset value of the carbon loading for stopping regeneration, and when the driving speed is greater than the set vehicle speed, return to S260; if the current carbon loading is less than the preset value of the carbon loading for stopping regeneration, execute S330.

[0082] S330: Stop executing parking regeneration.

[0083] Please refer to Figure 4 and Figure 5 :

[0084] S340: Obtain the second regeneration temperature control curve, where the second regeneration temperature control curve is the corresponding relationship between the exhaust gas temperature entering the diesel particulate filter and the cumulative regeneration time.

[0085] Preferably, when the regeneration time is the same, the exhaust gas temperature corresponding to the second regeneration temperature control curve is higher than that corresponding to the first regeneration temperature control curve. When the engine carbon loading is greater than the carbon loading limit for on-road regeneration, the temperature of the exhaust gas entering the diesel particulate filter is relatively high, ensuring that the carbon particulate matter in the diesel particulate filter can fully react, thereby guaranteeing the regeneration effect of the diesel particulate filter; when the engine carbon loading is less than the carbon loading limit for on-road regeneration and the time interval is greater than the preset time interval limit, on-road regeneration is carried out using the first regeneration temperature control curve, and the temperature of the exhaust gas entering the diesel particulate filter is relatively low, so the fuel injection amount required by the engine is relatively low, which can effectively reduce fuel consumption.

[0086] S350. Judge whether the conditions for entering on-road regeneration are met based on on-road operating conditions parameters, where the on-road operating conditions parameters include engine speed, engine torque, vehicle speed, gear position, number of clutch pedal presses, number of brake pedal presses, and the temperature upstream of the diesel oxidation catalyst.

[0087] If yes, execute S360.

[0088] S360. Execute on-road regeneration and control the temperature of the exhaust gas entering the diesel particulate filter according to the second regeneration temperature control curve.

[0089] Specifically, controlling the temperature of the exhaust gas entering the diesel particulate filter according to the second regeneration temperature control curve can be achieved by closed-loop controlling the engine fuel injection amount and speed. By obtaining the second regeneration temperature control curve and controlling the temperature of the exhaust gas entering the diesel particulate filter according to the second regeneration temperature control curve, it can be ensured that when the engine carbon loading is greater than the carbon loading limit for on-road regeneration, the carbon particulate matter in the diesel particulate filter can fully react, guaranteeing the regeneration effect of the diesel particulate filter.

[0090] S370. Obtain the current carbon loading and vehicle speed in real time.

[0091] S380. Compare the current carbon loading with the preset value of the carbon loading for stopping regeneration, and compare the vehicle speed with the set vehicle speed.

[0092] If the current carbon loading is greater than the preset value of the carbon loading for stopping regeneration and the vehicle speed is less than the set vehicle speed, execute S390; if the current carbon loading is less than the preset value of the carbon loading for stopping regeneration, execute S400.

[0093] S390. Exit on-road regeneration and enter parking regeneration, and control the temperature of the exhaust gas entering the diesel particulate filter according to the second regeneration temperature control curve.

[0094] S400. Stop executing on-road regeneration.

[0095] S410. Obtain the current carbon loading and vehicle speed in real time.

[0096] S420. Compare the current carbon loading with the preset value of the carbon loading for stopping regeneration, and compare the vehicle speed with the set vehicle speed.

[0097] If the current carbon loading is greater than the preset value of the carbon loading for stopping regeneration, and when the vehicle speed is greater than the set vehicle speed, return to S360; if the current carbon loading is less than the preset value of the carbon loading for stopping regeneration, then execute S430.

[0098] S430. Stop executing parking regeneration.

[0099] Embodiment 2 of the present invention provides an engine diesel particulate filter regeneration control method. On the basis of the above embodiment, if the engine carbon loading is greater than the limit value of the carbon loading for in - vehicle regeneration, obtain a second regeneration temperature control curve, where the second regeneration temperature control curve is the corresponding relationship between the exhaust gas temperature entering the diesel particulate filter and the cumulative regeneration time; judge whether the in - vehicle operating conditions parameters meet the conditions for entering in - vehicle regeneration; if so, execute in - vehicle regeneration and control the temperature of the exhaust gas entering the diesel particulate filter according to the second regeneration temperature control curve. By obtaining different regeneration temperature control curves, when the engine carbon loading is greater than the limit value of the carbon loading for in - vehicle regeneration, the second regeneration temperature control curve is used for in - vehicle regeneration to ensure that the carbon particles in the diesel particulate filter can fully react, thereby ensuring the regeneration effect of the diesel particulate filter; when the engine carbon loading is less than the limit value of the carbon loading for in - vehicle regeneration and the time interval is greater than the preset time interval limit value, the first regeneration temperature control curve is used for in - vehicle regeneration. Since the exhaust gas temperature entering the diesel particulate filter set by the first regeneration temperature control curve is relatively low, the fuel injection amount required by the engine is reduced compared with when the engine carbon loading is greater than the limit value of the carbon loading for in - vehicle regeneration, which can effectively reduce fuel consumption.

[0100] On the other hand, the current carbon loading and driving speed are obtained in real time; the current carbon loading is compared with the preset value of the carbon loading for stopping regeneration, and the driving speed is compared with the set vehicle speed; if the current carbon loading is greater than the preset value of the carbon loading for stopping regeneration, and when the driving speed is less than the set vehicle speed, the in - vehicle regeneration is exited and the parked regeneration is entered, and the temperature of the exhaust gas entering the diesel particulate filter is controlled according to the second regeneration temperature control curve; if the current carbon loading is less than the preset value of the carbon loading for stopping regeneration, the in - vehicle regeneration is stopped. When the current carbon loading is greater than the preset value of the carbon loading for stopping regeneration and the driving speed is less than the set vehicle speed, the in - vehicle regeneration can be switched to the parked regeneration; then, the current carbon loading and driving speed are continuously obtained in real time, the current carbon loading is compared with the preset value of the carbon loading for stopping regeneration, and the driving speed is compared with the set vehicle speed. If the current carbon loading is greater than the preset value of the carbon loading for stopping regeneration and the driving speed is greater than the set vehicle speed, the parked regeneration is switched to the in - vehicle regeneration. If the current carbon loading is less than the preset value of the carbon loading for stopping regeneration, the in - vehicle regeneration is stopped. With such a setting, it is ensured that after the diesel particulate filter enters regeneration, the in - vehicle regeneration or parked regeneration can be freely switched according to the driving speed until the carbon loading reaches the preset value of the carbon loading for stopping regeneration. It is ensured that the regeneration process of the diesel particulate filter is not affected by the driving speed, and the regeneration interruption caused by the vehicle being stationary during in - vehicle regeneration or the vehicle moving during parked regeneration is avoided, ensuring the full regeneration of the diesel particulate filter.

[0101] Embodiment III

[0102] Embodiment III of the present invention provides a regeneration control device for an engine diesel particulate filter, and the regeneration control device for the engine diesel particulate filter can execute the regeneration control method of the engine diesel particulate filter in the above - mentioned embodiment.

[0103] Specifically, please refer to Figure 3 , the regeneration control device for the engine diesel particulate filter includes:

[0104] An engine carbon loading acquisition module 310 for acquiring the engine carbon loading;

[0105] An interval time acquisition module 320 for acquiring the time interval from the previous regeneration time point of the diesel particulate filter to the current time point;

[0106] An engine carbon loading comparison module 330 for comparing the engine carbon loading with the in - vehicle regeneration carbon loading limit value;

[0107] An interval time comparison module 340 for comparing the time interval with the preset time interval limit value;

[0108] The first regeneration temperature control curve acquisition module 350 is configured to acquire a first regeneration temperature control curve when the engine carbon loading is less than the on-road regeneration carbon loading limit value and the time interval is greater than the preset time interval limit value. The first regeneration temperature control curve is the corresponding relationship between the exhaust gas temperature entering the diesel particulate filter and the cumulative regeneration time.

[0109] The on-road regeneration determination module 360 is configured to determine whether the conditions for entering on-road regeneration are met based on on-road driving condition parameters, where the on-road driving condition parameters include engine speed, engine torque, vehicle speed, gear position, number of clutch pedal presses, number of brake pedal presses, and the temperature upstream of the diesel oxidation catalyst.

[0110] The on-road regeneration execution module 370 is configured to execute on-road regeneration and control the temperature of the exhaust gas entering the diesel particulate filter according to the first regeneration temperature control curve.

[0111] Embodiment III of the present invention provides an engine diesel particulate filter regeneration control device. By acquiring on-road driving condition parameters, acquiring the engine carbon loading, and acquiring the time interval from the previous diesel particulate filter regeneration time point to the current time point, it is determined whether the conditions for entering on-road regeneration are met based on the on-road driving condition parameters. Compared with the prior art, in Embodiment III of the present invention, it is jointly determined whether on-road regeneration is required based on the engine carbon loading and the time interval from the previous diesel particulate filter regeneration time point to the current time point, solving the problem in the prior art that when it is determined whether the diesel particulate filter enters the on-road regeneration mode solely based on the engine carbon loading value, there is a deviation between the engine carbon loading and the actual carbon loading value, resulting in inaccurate comparison and judgment between the current carbon loading and the preset carbon loading threshold, leading to the diesel particulate filter being unable to regenerate for a long time, and causing the carbon loading of the diesel particulate filter to be too high and resulting in blockage.

[0112] The engine diesel particulate filter regeneration control device provided in Embodiment III of the present invention can be used to execute the engine diesel particulate filter regeneration control method provided in the above embodiment, and has corresponding functions and beneficial effects.

[0113] Embodiment IV

[0114] Figure 4 This is a structural diagram of a vehicle provided in Embodiment IV of the present invention. Specifically, referring to Figure 4 , the vehicle includes: a controller 410, a memory 420, a diesel particulate filter 450, and an engine 460.

[0115] Optionally, the vehicle may further include a speed sensor 430, a fuel consumption meter 440, a diesel particulate filter 450, and a vehicle speed sensor 470.

[0116] Optionally, the controller 410, the memory 420, the rotational speed sensor 430, the fuel consumption meter 440, the diesel particulate filter 450, the engine 460, and the vehicle speed sensor 470 in the vehicle may be connected through a bus or other means. Figure 4 Taking the connection through the bus as an example. Among them, the rotational speed sensor 430 is used to detect the rotational speed of the engine 460 and send the rotational speed of the engine 460 to the controller 302. The fuel consumption meter 440 is used to detect the instantaneous fuel consumption of the engine 460 and send the instantaneous fuel consumption to the controller 302. The vehicle speed sensor 470 is used to detect the driving speed of the vehicle. The diesel particulate filter 450 is used to filter carbon particulate matter in the exhaust gas.

[0117] The memory 420, as a computer-readable storage medium, can be used to store software programs, computer-executable programs, and modules, such as the program instructions / modules corresponding to the engine diesel particulate filter regeneration control method in the embodiments of the present invention. The controller 410 executes various functional applications and data processing of the vehicle by running the software programs, instructions, and modules stored in the memory 304, that is, implements the engine diesel particulate filter regeneration control method of the above embodiments.

[0118] The memory 420 mainly includes a program storage area and a data storage area. Among them, the program storage area can store an operating system and application programs required for at least one function; the data storage area can store data created according to the use of the terminal, etc. In addition, the memory 420 may include a high-speed random access memory, and may also include a non-volatile memory, such as at least one disk storage device, a flash memory device, or other non-volatile solid-state storage devices. In some instances, the memory 420 may further include a memory remotely set relative to the controller 410, and these remote memories can be connected to the vehicle through a network. Examples of the above network include but are not limited to the Internet, an enterprise intranet, a local area network, a mobile communication network, and combinations thereof.

[0119] The vehicle provided in Embodiment 4 of the present invention and the engine diesel particulate filter regeneration control method provided in the above embodiments belong to the same inventive concept. Technical details not described in detail in this embodiment can be referred to the above embodiments, and this embodiment has the same beneficial effects as those of the engine diesel particulate filter regeneration control method.

[0120] Embodiment 5

[0121] Embodiment 5 of the present invention further provides a storage medium, on which a computer program is stored, and when the program is executed by the controller, the vehicle implements the engine diesel particulate filter regeneration control method as in the above embodiments of the present invention.

[0122] Of course, for a storage medium containing computer-executable instructions provided in an embodiment of the present invention, the computer-executable instructions are not limited to the operations in the above engine diesel particulate filter regeneration control method, and can also execute relevant operations in the engine diesel particulate filter regeneration control method provided in the embodiment of the present invention, and have corresponding functions and beneficial effects.

[0123] From the above description of the embodiments, those skilled in the art can clearly understand that the present invention can be implemented by means of software and necessary general-purpose hardware. Of course, it can also be implemented by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present invention, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. The computer software product can be stored in a computer-readable storage medium, such as a floppy disk, a read-only memory (ROM), a random access memory (RAM), a flash memory (FLASH), a hard disk, or an optical disc of a computer, etc., and includes several instructions for causing a computer device (which can be a robot, a personal computer, a server, or a network device, etc.) to execute the engine diesel particulate filter regeneration control method of each embodiment of the present invention.

Claims

1. A diesel particulate filter regeneration control method for an engine, characterized in that: include: Obtain engine carbon loading; Get the time interval from the last diesel particulate filter regeneration time point to the current time point; Comparing the engine carbon load with the driving regeneration carbon load limit, and the time interval with the preset time interval limit; If the engine carbon load is less than the driving regeneration carbon load limit, and the time interval is greater than the preset time interval limit, a first regeneration temperature control curve is obtained, where the first regeneration temperature control curve is a corresponding relationship between the exhaust gas temperature entering the diesel particulate filter and the accumulated regeneration time; Determining whether a condition for entering driving regeneration is met based on driving condition parameters, wherein the driving condition parameters include engine speed, engine torque, vehicle speed, gear position, clutch pressing times, brake pressing times, and diesel engine oxidation catalyst upstream temperature; If so, driving regeneration is performed, and the temperature of the exhaust gas entering the diesel particulate filter is controlled according to the first regeneration temperature control curve.

2. The method according to claim 1, characterized in that: After executing the driving regeneration and controlling the exhaust gas temperature entering the diesel particulate filter according to the first regeneration temperature control curve, the method further includes: Obtain current carbon load and driving speed in real time; Comparing the current carbon load with a preset carbon load value for stopping regeneration, and comparing the driving speed with a set vehicle speed; If the current carbon load is greater than the preset carbon load value for stopping regeneration, and when the driving speed is less than the set speed, then exiting the driving regeneration and entering the parking regeneration, and controlling the temperature of the exhaust gas entering the diesel particulate filter according to the first regeneration temperature control curve; Obtain current carbon load and driving speed in real time; Comparing the current carbon load with the preset carbon load value for stopping regeneration, and comparing the driving speed with the set vehicle speed; If the current carbon load is greater than the preset carbon load value for stopping regeneration, and when the driving speed is greater than the set vehicle speed, the step of returning to the step of performing driving regeneration and controlling the exhaust temperature entering the diesel particulate filter according to the first regeneration temperature control curve.

3. The method according to claim 2, characterized in that In the steps of comparing the current carbon load with the preset value of the carbon load for stopping regeneration, and comparing the driving speed with the set vehicle speed, if the current carbon load is less than the preset value of the carbon load for stopping regeneration, driving regeneration or parking regeneration is exited.

4. The method according to claim 1, characterized in that: In the step of comparing the engine carbon load with the driving regeneration carbon load limit, and comparing the time interval with the preset time interval limit: If the engine carbon load is greater than the driving regeneration carbon load limit, a second regeneration temperature control curve is obtained, where the second regeneration temperature control curve is a corresponding relationship between the exhaust gas temperature entering the diesel particulate filter and the accumulated regeneration time; Determining whether a condition for entering driving regeneration is met based on driving condition parameters, wherein the driving condition parameters include engine speed, engine torque, vehicle speed, gear position, clutch pressing times, brake pressing times, and diesel engine oxidation catalyst upstream temperature; If so, driving regeneration is performed, and the temperature of the exhaust gas entering the diesel particulate filter is controlled according to the second regeneration temperature control curve.

5. The method according to claim 4, characterized in that After performing the driving regeneration and controlling the exhaust gas temperature entering the diesel particulate filter according to the second regeneration temperature control curve, the method further includes: Obtain current carbon load and driving speed in real time; Comparing the current carbon load with a preset carbon load value for stopping regeneration, and comparing the driving speed with a set vehicle speed; If the current carbon load is greater than the preset carbon load value for stopping regeneration, and when the driving speed is less than the set speed, then exiting the driving regeneration and entering the parking regeneration, and controlling the temperature of the exhaust gas entering the diesel particulate filter according to the second regeneration temperature control curve; Obtain current carbon load and driving speed in real time; Comparing the current carbon load with the preset carbon load value for stopping regeneration, and comparing the driving speed with the set vehicle speed; If the current carbon load is greater than the preset carbon load value for stopping regeneration, and when the driving speed is greater than the set vehicle speed, the step of returning to the step of performing driving regeneration and controlling the exhaust temperature entering the diesel particulate filter according to the second regeneration temperature control curve.

6. The method according to claim 5, characterized in that In the steps of comparing the current carbon load with the preset value of the carbon load for stopping regeneration, and comparing the driving speed with the set vehicle speed, if the current carbon load is less than the preset value of the carbon load for stopping regeneration, driving regeneration or parking regeneration is stopped.

7. The method according to claim 1, characterized in that In said comparing said engine carbon load with a driving regeneration carbon load limit; And the step of comparing the time interval with the preset time interval limit also includes: If the engine carbon load is less than the driving regeneration carbon load limit, and the time interval is less than the preset time interval limit, then return to the step of obtaining the engine carbon load.

8. An engine diesel particulate filter regeneration control device, characterized in that: include: An engine carbon load acquisition module, used to acquire the engine carbon load; An interval time acquisition module is used to obtain the time interval from the last diesel particulate filter regeneration time point to the current time point; An engine carbon load comparison module, used to compare the engine carbon load with the driving regeneration carbon load limit; An interval time comparison module is used to compare the time interval with a preset time interval limit; a first regeneration temperature control curve acquisition module, configured to acquire a first regeneration temperature control curve when the engine carbon load is less than the driving regeneration carbon load limit and the time interval is greater than the preset time interval limit, wherein the first regeneration temperature control curve is a corresponding relationship between the exhaust gas temperature entering the diesel particulate filter and the accumulated regeneration time; A driving regeneration judgment module, used to judge whether the conditions for entering driving regeneration are met based on driving condition parameters, wherein the driving condition parameters include engine speed, engine torque, vehicle speed, gear position, number of clutch pressing, number of brake pressing, and upstream temperature of diesel engine oxidation catalyst; The driving regeneration execution module is used to execute driving regeneration and control the temperature of the exhaust gas entering the diesel particulate filter according to the first regeneration temperature control curve.

9. A vehicle comprising: A diesel particulate filter and an engine, characterized in that it also includes: Controller; A memory for storing one or more programs; When the one or more programs are executed by the controller, the controller controls the vehicle to implement the engine diesel particulate filter regeneration control method according to any one of claims 1 to 7.

10. A storage medium having a computer program stored thereon, characterized in that: When the program is executed by the controller, the vehicle implements the engine diesel particulate filter regeneration control method as described in any one of claims 1 to 7.

Images