Regeneration control method, device and system for oxidation trap of vehicle

Abstract

The invention is suitable for the technical field of regeneration control, and provides a regeneration control method, device and system for an oxidation trap of a vehicle, and the method comprises the steps that the downstream measurement temperature of the oxidation trap and engine operation parameter information of the vehicle are obtained; according to the engine operation parameter information and the downstream measurement temperature, the upstream input temperature of the oxidation trap is estimated, and the upstream estimation temperature of the oxidation trap is obtained; according to the upstream estimated temperature of the oxidation trap, the downstream measured temperature of the oxidation trap, the downstream set temperature of the oxidation trap and the operation parameter information of the engine, the feedforward fuel injection quantity and the closed-loop fuel injection quantity of the engine are obtained through calculation; summing the feedforward fuel injection quantity and the closed-loop fuel injection quantity of the engine to obtain a target fuel injection quantity of the engine; and the regenerated oil quantity injected by the engine is controlled to be the target oil injection quantity. By means of the method and device, the technical problem that in the prior art, the regeneration temperature control is not accurate enough, consequently, the fuel injection quantity is abnormal, and the DPF regeneration effect is affected can be solved.

Description

Technical Field

[0001] This application belongs to the technical field of regeneration control, and particularly relates to a regeneration control method, device, and system for an oxidation trap of a vehicle. Background Art

[0002] Fine particulate matters such as PM2.5 in diesel exhaust are the main sources of haze and air pollution, which can penetrate the alveoli and enter the blood, affecting people's physical health. Moreover, NOx in the exhaust is a key factor in the formation of acid rain, photochemical smog, and ozone pollution, causing relatively serious pollution to the environment.

[0003] Currently, the main method to reduce pollutant emissions in diesel exhaust is to capture particulate matters in the exhaust through a DPF (Diesel Particulate Filter). When the mass of the captured particulate matters reaches a certain level, NO2 reacts with carbon to eliminate the captured carbon, performing passive regeneration or active regeneration to restore the particulate matter capture ability of the DPF. A DOC (Diesel Oxidation Catalyst) is installed before the DPF. The DOC oxidizes NO in the exhaust to NO2, and at the same time raises the exhaust temperature, providing a high-temperature regeneration environment for DPF regeneration or the NO2 required for the DPF to eliminate carbon.

[0004] However, when assisting DPF regeneration through DOC, the exhaust temperature needs to be precisely controlled, and the coordinated control of DOC and DPF relies on multiple sensors (such as temperature, differential pressure, nitrogen oxide sensors) and actuators (such as fuel injectors, valves). Sensor failures or data deviations may make it difficult to precisely control the regeneration temperature, resulting in abnormal fuel injection amounts and affecting the DPF regeneration effect. Summary of the Invention

[0005] The embodiments of this application provide a regeneration control method, device, and system for an oxidation trap of a vehicle, which can solve the technical problem that inaccurate control of the regeneration temperature in the prior art leads to abnormal fuel injection amounts and affects the DPF regeneration effect.

[0006] In a first aspect, the embodiments of this application provide a regeneration control method for an oxidation trap of a vehicle, including: Obtaining the downstream measured temperature of the oxidation trap and the engine operating parameter information of the vehicle; wherein, the oxidation trap is used to convert NO in the vehicle exhaust and capture particulate matters in the vehicle exhaust; Estimating the upstream input temperature of the oxidation trap according to the engine operating parameter information and the downstream measured temperature of the oxidation trap to obtain the upstream estimated temperature of the oxidation trap; Based on the upstream estimated temperature of the oxidation trap, the downstream measured temperature of the oxidation trap, the downstream set temperature of the oxidation trap, and the engine operating parameter information, the feedforward fuel injection quantity and the closed-loop fuel injection quantity of the engine are calculated respectively; Perform an addition calculation on the feedforward fuel injection quantity and the closed-loop fuel injection quantity of the engine to obtain the target fuel injection quantity of the engine; Control the regeneration fuel injection quantity injected by the engine to be the target fuel injection quantity.

[0007] In a possible implementation manner of the first aspect, the engine operating information includes engine speed, engine fuel injection quantity, engine water temperature, and engine intake pressure; When the vehicle is in a driving state, estimating the upstream input temperature of the oxidation trap based on the engine operating parameter information and the downstream measured temperature of the oxidation trap to obtain the upstream estimated temperature of the oxidation trap includes: Calculate the upstream steady-state model temperature of the oxidation trap according to the engine speed and the engine fuel injection quantity; Correct the upstream steady-state model temperature according to the engine water temperature and the engine intake pressure to obtain the corrected upstream steady-state model temperature; Perform dynamic smoothing filtering on the corrected upstream steady-state model temperature through a first filtering system to obtain the upstream estimated temperature of the oxidation trap; wherein, the upstream estimated temperature is a dynamic temperature.

[0008] In a possible implementation manner of the first aspect, the downstream measured temperature of the oxidation trap includes multiple downstream temperature measurement values of the oxidation trap collected at different times; When the vehicle is in a parked state, estimating the upstream input temperature of the oxidation trap based on the engine operating parameter information and the downstream measured temperature of the oxidation trap to obtain the upstream estimated temperature of the oxidation trap includes: Calculate the downstream temperature change rate of the oxidation trap according to the multiple downstream temperature measurement values of the oxidation trap; Determine whether the working condition of the engine is stable according to the magnitude of the downstream temperature change rate of the oxidation trap; When it is determined that the working condition of the engine is stable, calculate the upstream estimated temperature of the oxidation trap according to the multiple downstream temperature measurement values.

[0009] In a possible implementation manner of the first aspect, the engine operating parameter information includes engine exhaust gas flow; Calculating the feedforward fuel injection quantity and the closed-loop fuel injection quantity of the engine respectively according to the upstream estimated temperature of the oxidation trap, the downstream measured temperature of the oxidation trap, the downstream set temperature of the oxidation trap, and the engine operating parameter information, including: Calculating the downstream deviation temperature of the oxidation trap according to the downstream set temperature and the downstream measured temperature of the oxidation trap; Calculating the closed-loop fuel injection quantity of the engine according to the downstream deviation temperature of the oxidation trap based on a pre-established PI controller; When the vehicle is in a driving state, calculating the feedforward fuel injection quantity of the engine according to the downstream deviation temperature of the oxidation trap, the downstream measured temperature, the upstream estimated temperature, and the engine exhaust gas flow rate; When the vehicle is in a parked state, calculating the feedforward fuel injection quantity of the engine according to the downstream set temperature of the oxidation trap, the upstream estimated temperature, and the engine exhaust gas flow rate.

[0010] In a possible implementation manner of the first aspect, when the vehicle is in a driving state, calculating the downstream deviation temperature of the oxidation trap according to the downstream set temperature and the downstream measured temperature of the oxidation trap includes: Calculating the difference between the downstream set temperature and the downstream measured temperature to obtain the downstream steady-state deviation temperature of the oxidation trap; Performing dynamic smoothing filtering on the downstream steady-state deviation temperature through a second filtering system to obtain the downstream deviation temperature of the oxidation trap; wherein, the downstream deviation temperature is a dynamic deviation temperature.

[0011] In a possible implementation manner of the first aspect, when the vehicle is in a driving state, calculating the feedforward fuel injection quantity of the engine according to the downstream deviation temperature of the oxidation trap, the downstream measured temperature, the upstream estimated temperature, and the engine exhaust gas flow rate includes: When the vehicle is in a driving state, adding the downstream deviation temperature and the downstream measured temperature of the oxidation trap to calculate the downstream dynamic set temperature of the oxidation trap; Calculating the feedforward fuel injection quantity of the engine according to the upstream estimated temperature of the oxidation trap, the downstream dynamic set temperature, and the engine exhaust gas flow rate.

[0012] In a possible implementation of the first aspect, when the vehicle is in a driving state, the method includes obtaining the downstream measured temperature of the oxidation trap and the engine operating parameter information of the vehicle. After that, before calculating the feedforward fuel injection quantity and the closed-loop fuel injection quantity of the engine, the method further includes: Determine the downstream set temperature of the oxidation trap according to the engine exhaust gas flow rate and the downstream measured temperature of the oxidation trap.

[0013] In a possible implementation of the first aspect, the engine operating information includes the engine exhaust gas flow rate; After obtaining the downstream measured temperature of the oxidation trap and the engine operating parameter information of the vehicle, the method further includes: Determine a first filtering constant according to the engine exhaust gas flow rate; Establish a first filtering system according to the first filtering constant.

[0014] In a second aspect, an embodiment of the present application provides a regeneration control device for an oxidation trap of a vehicle, including: A data acquisition module, configured to obtain the downstream measured temperature of the oxidation trap and the engine operating parameter information of the vehicle; wherein, the oxidation trap is used to convert NO in the vehicle exhaust gas and trap particulate matter in the vehicle exhaust gas; An upstream temperature estimation module, configured to estimate the upstream input temperature of the oxidation trap according to the engine operating parameter information and the downstream measured temperature of the oxidation trap, and obtain the upstream estimated temperature of the oxidation trap; A fuel injection quantity calculation module, configured to calculate the feedforward fuel injection quantity and the closed-loop fuel injection quantity of the engine respectively according to the upstream estimated temperature of the oxidation trap, the downstream measured temperature of the oxidation trap, the downstream set temperature of the oxidation trap, and the engine operating parameter information; The fuel injection quantity calculation module is further configured to perform an addition calculation on the feedforward fuel injection quantity and the closed-loop fuel injection quantity of the engine to obtain the target fuel injection quantity of the engine; A fuel injection quantity control module, configured to control the regeneration fuel injection quantity injected by the engine to be the target fuel injection quantity.

[0015] In a third aspect, an embodiment of the present application provides a diesel engine after-treatment system, including an oxidation trap and an engine, and the above-mentioned regeneration control device for an oxidation trap of a vehicle.

[0016] The beneficial effects of the embodiments of the present application compared with the prior art are as follows: By obtaining the downstream measured temperature of the oxidation trap and the engine operating parameter information of the vehicle, estimating the upstream input temperature of the oxidation trap according to the engine operating parameter information and the downstream measured temperature of the oxidation trap, and obtaining the upstream estimated temperature of the oxidation trap. Since the upstream estimated temperature is obtained by estimating the upstream input temperature, there is no need to set a sensor upstream of the oxidation trap, thus saving the volume of the system and cost. Then, according to the upstream estimated temperature of the oxidation trap, the downstream measured temperature of the oxidation trap, the downstream set temperature of the oxidation trap, and the engine operating parameter information, the feedforward fuel injection quantity and the closed-loop fuel injection quantity of the engine are calculated respectively. The feedforward fuel injection quantity and the closed-loop fuel injection quantity of the engine are added and calculated to obtain the target fuel injection quantity of the engine. The regeneration fuel injection quantity injected by the engine is controlled to be the target fuel injection quantity. In the whole calculation process, there is no need to control the upstream input temperature anymore, and moreover, the number of temperature measurements is reduced, avoiding the errors caused by controlling based on the data measured by a large number of sensors, thereby improving the calculation accuracy of the regeneration fuel injection quantity and the accuracy of the regeneration control, effectively solving the technical problem that the abnormal fuel injection quantity caused by inaccurate regeneration temperature control in the prior art affects the DPF regeneration effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the following drawings 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.

[0018] Figure 1 It is a schematic flowchart of a regeneration control method for an oxidation trap of a vehicle provided by an embodiment of the present application.

[0019] Figure 2 It is a schematic structural diagram of a control device for an oxidation trap of a vehicle provided by an embodiment of the present application.

[0020] Figure 3 It is a schematic flowchart of a regeneration control method during vehicle driving provided by an embodiment of the present application.

[0021] Figure 4 It is a schematic flowchart of a regeneration control method during vehicle driving provided by another embodiment of the present application.

[0022] Figure 5 It is a schematic flowchart of a regeneration control method during vehicle parking provided by an embodiment of the present application.

[0023] Figure 6This is a schematic structural diagram of a regeneration control device for an oxidation trap of a vehicle provided by an embodiment of the present application. Detailed implementation manners

[0024] Regeneration control is a core technology used in diesel engine aftertreatment systems (such as DPF / DOC / SCR) to remove particulate matter (PM) or nitrogen oxides (NOx). Its core is to dynamically adjust the fuel injection quantity and precisely control the temperature of the diesel engine aftertreatment system, so that the pollutants in the exhaust gas undergo an oxidation reaction under specific conditions to achieve harmless treatment.

[0025] Existing methods for realizing regeneration control include: capturing particulate matter in the exhaust gas through a diesel particulate filter (DPF). When the mass of the captured particulate matter reaches a certain level, passive regeneration or active regeneration is carried out to restore the particulate matter capture ability of the DPF. An oxidation catalyst converter (diesel oxide catalyst, DOC) is installed before the DPF to oxidize NO in the exhaust gas to NO2 and at the same time increase the exhaust gas temperature. Active regeneration control is to raise the DPF temperature to about 600 °C, and through precise temperature management and working condition adaptation, use the carbon in the DPF to react with oxygen to eliminate the carbon in the DPF. Passive regeneration is to use the NO2 output by the pre-installed DOC to react with the carbon in the DPF to eliminate the carbon intercepted in the DPF carbon. Among them, NO2 comes from the pre-installed DOC, and the maximum generation ratio is about 350 °C. To intercept carbon efficiently, precise temperature management is also required.

[0026] The coordinated control of DOC / DPF needs to rely on multiple sensors (such as temperature, differential pressure, nitrogen oxide sensors) and actuators (such as fuel injectors, valves). Sensor failures or data deviations may make it difficult to precisely control the regeneration temperature, resulting in abnormal fuel injection quantity and affecting the effect of DPF regeneration. Moreover, a large number of sensors are required to control the regeneration temperature, resulting in a large volume and high cost of the existing DOC / DPF coordinated control system.

[0027] To solve the above technical problems, the embodiments of the present application provide a regeneration control method and device for an oxidation trap of a vehicle. The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments of the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0028] The embodiments of the present application provide a regeneration control method for an oxidation trap of a vehicle. Refer toFigure 1 , Figure 1 is a schematic flow chart of a regeneration control method for an oxidation trap of a vehicle provided by an embodiment of the present application, including: Step S11, obtaining the downstream measured temperature of the oxidation trap and the engine operating parameter information of the vehicle; wherein, the oxidation trap is used to convert NO in the vehicle exhaust gas and trap particulate matter in the vehicle exhaust gas.

[0029] Step S12, estimating the upstream input temperature of the oxidation trap according to the engine operating parameter information and the downstream measured temperature of the oxidation trap to obtain the upstream estimated temperature of the oxidation trap.

[0030] Step S13, respectively calculating the feedforward fuel injection amount and the closed-loop fuel injection amount of the engine according to the upstream estimated temperature of the oxidation trap, the downstream measured temperature of the oxidation trap, the downstream set temperature of the oxidation trap, and the engine operating parameter information.

[0031] Step S14, performing an addition calculation on the feedforward fuel injection amount and the closed-loop fuel injection amount of the engine to obtain the target fuel injection amount of the engine.

[0032] Step S15, controlling the regeneration fuel injection amount injected by the engine to be the target fuel injection amount.

[0033] It should be noted that the regeneration control method for the oxidation trap of the vehicle of the present invention is applied to a diesel engine aftertreatment system, and the diesel engine aftertreatment system includes an oxidation trap, an engine, and a regeneration control device for the oxidation trap of the vehicle.

[0034] Among them, the oxidation trap can be an integrated oxidation trap (DDPF), which is coated with catalysts of DOC formula and DPF formula in partitions, and can realize the functions of a particulate matter trap (diesel particulate filter, abbreviated as DPF) and a diesel oxidation catalyst (DOC), that is, it can not only realize the function of the DPF to trap particulate matter in the exhaust gas, but also realize the function of the DOC to oxidize NO in the exhaust gas to NO2 and increase the exhaust gas temperature. Since the oxidation trap is integrated, the volume of the oxidation trap is relatively small. And it integrates DOC and DPF, reducing the volume and cost of the DOC / DPF coordinated control system, enabling good control of the DDPF regeneration temperature and reducing costs.

[0035] The layout of the oxidation trap is as Figure 2 shown Figure 2It is a schematic structural diagram of a control device for an oxidation trap of a vehicle provided by an embodiment of the present application. Among them, T4 is the DDPF. Soot, NOx, fuel, etc. discharged from the engine are input into the inlet of the DDPF to achieve soot capture and fuel oxidation to raise the temperature. T1 is the upstream input temperature at the inlet of the DDPF. T2 is the pressure difference between the upstream and downstream ends of the DDPF, which can be obtained through a pressure difference sensor. T3 is the downstream output temperature of the DDPF, that is, the exhaust gas temperature. T3 can be used to measure the downstream output temperature of the DDPF in real time through a temperature sensor to obtain the downstream measured temperature of the oxidation trap.

[0036] The regeneration control method of the present invention is to control the regeneration fuel injection amount of the engine to control the downstream output temperature of the DDPF, so that the exhaust gas temperature of the DDPF rises to a set temperature (usually between 550°C and 650°C), providing sufficient energy for the particulate matter to enable it to fully react with oxygen to generate carbon dioxide and water vapor, so that the particulate matter is oxidized and burned as completely as possible, effectively removing the particulate matter in the DDPF and ensuring the smooth progress of the regeneration process.

[0037] When the vehicle is in a driving state, the diesel engine after-treatment system can automatically enter the regeneration stage to achieve the regeneration control of the oxidation trap. When the vehicle is in a parked state, the regeneration stage can be entered by pressing a button to achieve the regeneration control of the oxidation trap.

[0038] Specifically, during the regeneration control process of the integrated oxidation trap, the downstream measured temperature of the oxidation trap can be obtained by measuring the downstream output temperature of the oxidation trap. The downstream measured temperature of the oxidation trap can include the downstream temperature measurement values of the oxidation trap collected at multiple different times.

[0039] The obtained engine operation parameter information of the vehicle can include, but is not limited to, the engine speed, engine fuel injection amount, torque, throttle position, engine exhaust gas flow rate, engine water temperature, and engine intake pressure collected in real time. The engine fuel injection amount represents the real-time fuel injection amount of the engine.

[0040] It should be noted that the method for obtaining the engine operation parameter information can be: through the in-vehicle CAN bus protocol, realizing real-time data exchange with the engine control unit (ECU) to obtain the engine operation parameter information. It can also be: installing temperature sensors, pressure sensors and other collectors in the diesel engine after-treatment system to directly measure the engine operation parameter information and transmit it to the regeneration control device of the oxidation trap through a dedicated wiring harness.

[0041] When the vehicle is in the driving state, there is a thermodynamic correlation between the upstream input temperature of the DDPF and the engine operating conditions, that is, there is a corresponding relationship between the upstream input temperature of the DDPF and the engine speed and the engine fuel injection volume. Multiple historical engine operating condition data and the corresponding historical upstream input temperature data for each engine operating condition data can be collected or measured to establish a correspondence table between the engine operating parameters and the upstream input temperature of the DDPF, or establish a thermal model of the engine operating conditions and the upstream input temperature. Among them, the historical engine operating condition data may include, but is not limited to, the historical engine fuel injection volume and the historical engine speed.

[0042] According to the established correspondence table between the engine operating parameters and the upstream input temperature of the DDPF or the thermal model of the engine operating conditions and the upstream input temperature, and the obtained engine operating parameter information, the upstream input temperature of the DDPF can be predicted. Since the upstream input temperature changes in real time, dynamic smoothing filtering can also be performed on the upstream input temperature to obtain the upstream estimated temperature.

[0043] When the vehicle is in the parked state and the engine operating conditions are stable, the engine speed is zero, the engine exhaust gas flow is zero, and when the diesel engine aftertreatment system starts to heat up to the normal operating temperature, the DDPF is in the initial heating stage, and the upstream input temperature of the DDPF is close to the downstream output temperature of the DDPF. That is, when the vehicle is in the parked state and the engine operating conditions are stable, the upstream input temperature of the oxidation trap can be estimated based on the obtained downstream measured temperature of the DDPF to obtain the upstream estimated temperature of the oxidation trap.

[0044] When the vehicle is in the parked state or the driving state, the upstream estimated temperature of the oxidation trap is estimated by the method in step S12 above. There is no need to set a temperature sensor at the inlet of the oxidation trap, which can reduce the number of sensors of the DDPF and reduce the volume of the DDPF. Moreover, there is no need to control the upstream input temperature of the oxidation trap, which improves the accuracy of the obtained upstream input temperature, thereby improving the accuracy of the feedforward fuel injection volume calculated based on the upstream input temperature and enhancing the precise control of the regeneration temperature.

[0045] Since the principle of regeneration temperature control is to make the heat released by the combustion of engine fuel be able to compensate for the energy required for the engine exhaust gas to heat up, and the energy required for the engine exhaust gas to heat up is related to the upstream input temperature of the DDPF, the downstream target temperature, the engine exhaust gas flow, etc.

[0046] When the vehicle is in the parked state, the downstream set temperature is the downstream target temperature, which is the target temperature that the downstream output temperature of the DDPF should reach when realizing the regeneration control of the DDPF. The downstream set temperature can be a set value or can be derived based on the engine operating parameters and the downstream measured temperature. According to the upstream input temperature of the DDPF, the downstream set temperature, the engine exhaust gas flow rate, etc., the feedforward fuel injection quantity when the vehicle is in the parked state is calculated.

[0047] After that, according to the downstream set temperature of the DDPF and the downstream measured temperature of the DDPF, the downstream deviation temperature of the DDPF can be calculated. Taking the downstream deviation temperature of the DDPF as the input, through a PI controller, the closed-loop fuel injection quantity when the vehicle is in the parked state can be output. Among them, the PI controller is a classic control algorithm that combines proportional control and integral control. Its essence is to achieve dynamic tracking of the downstream output target temperature through feedback regulation, quickly respond to temperature deviations, eliminate steady-state errors, and achieve precise correction of the regeneration fuel quantity.

[0048] Add the feedforward fuel quantity and the closed-loop fuel quantity when the vehicle is in the parked state to sum them up, and precisely correct the regeneration fuel quantity to obtain the target fuel injection quantity. When the vehicle is in the parked state, it is not necessary to measure the upstream input temperature of the DDPF when performing the re-control regeneration of the oxidation trap.

[0049] When the vehicle is in the driving state, the downstream set temperature is a steady-state temperature and is not necessarily the downstream target temperature of the DDPF. It is necessary to convert the downstream set temperature into a dynamic temperature as the downstream target temperature of the DDPF. According to the downstream set temperature of the DDPF and the downstream measured temperature of the DDPF, the downstream deviation temperature of the DDPF can be calculated. According to the downstream deviation temperature of the DDPF and the downstream measured temperature, the downstream dynamic set temperature is calculated. The downstream dynamic set temperature is the downstream target temperature of the DDPF. According to the upstream input temperature of the DDPF, the downstream dynamic set temperature, the engine exhaust gas flow rate, etc., the feedforward fuel injection quantity when the vehicle is in the driving state is calculated. Taking the downstream deviation temperature of the DDPF as the input, through a PI controller, the closed-loop fuel injection quantity when the vehicle is in the driving state can be output.

[0050] It should be noted that when the vehicle is in the driving state, the downstream deviation temperature is a dynamic deviation temperature, which is obtained through dynamic smoothing filtering by a filtering system.

[0051] Take the sum of the feedforward fuel quantity and the closed-loop fuel injection quantity when the vehicle is in the driving state as the closed-loop fuel injection quantity. In this way, when in the driving state, it is not necessary to measure the upstream input temperature of the DDPF when performing the re-control regeneration of the oxidation trap.

[0052] Control the regeneration fuel quantity injected by the engine to be the target fuel injection quantity.

[0053] It can be understood that for the technical solution provided in this embodiment, by obtaining the downstream measured temperature of the oxidation trap and the engine operating parameter information of the vehicle, estimating the upstream input temperature of the oxidation trap according to the engine operating parameter information and the downstream measured temperature of the oxidation trap, and obtaining the upstream estimated temperature of the oxidation trap. Since the upstream estimated temperature is obtained by estimating the upstream input temperature, there is no need to set a sensor upstream of the oxidation trap, thus saving the volume of the system and cost. After that, according to the upstream estimated temperature of the oxidation trap, the downstream measured temperature of the oxidation trap, the downstream set temperature of the oxidation trap, and the engine operating parameter information, the feedforward fuel injection amount and the closed-loop fuel injection amount of the engine are respectively calculated, and the feedforward fuel injection amount and the closed-loop fuel injection amount of the engine are added and calculated to obtain the target fuel injection amount of the engine. The engine is controlled to inject the regeneration fuel amount as the target fuel injection amount. During the whole calculation process, there is no need to control the upstream input temperature anymore, and only one temperature sensor needs to be set to obtain the downstream measured temperature. Moreover, the number of temperature measurements is reduced, avoiding the errors caused by controlling based on the data measured by a large number of sensors, thereby improving the calculation accuracy of the regeneration fuel amount and the accuracy of the regeneration control, and effectively solving the technical problem that the abnormal fuel injection amount caused by inaccurate regeneration temperature control in the prior art affects the DPF regeneration effect.

[0054] In a possible implementation manner, the engine operating information includes the engine exhaust gas flow rate. When the vehicle is in a driving state, in step S11, the downstream measured temperature of the oxidation trap and the engine operating parameter information of the vehicle are obtained. After that, and before calculating the feedforward fuel injection amount and the closed-loop fuel injection amount of the engine in step S13, it further includes: Determining the downstream set temperature of the oxidation trap according to the engine exhaust gas flow rate and the downstream measured temperature of the oxidation trap.

[0055] Specifically, there is a corresponding relationship between the engine exhaust gas flow rate, the downstream measured temperature of the DDPF, and the downstream set temperature of the oxidation trap. This corresponding relationship can be determined through the historical engine exhaust gas flow rate, the historical downstream measured temperature, and the historical downstream set temperature in a large amount of historical data. According to the corresponding relationship between the engine exhaust gas flow rate, the downstream measured temperature of the DDPF, and the downstream set temperature of the oxidation trap, a downstream set temperature table is established in advance. Based on looking up in the downstream set temperature table, the corresponding downstream set temperature can be found according to the currently obtained engine exhaust gas flow rate and the downstream measured temperature of the DDPF. For example, by looking up the downstream set temperature table, it is determined that the downstream set temperature is 550 °C.

[0056] In a possible implementation manner, the engine operating information in step S11 includes the engine speed, the engine fuel injection amount, the engine water temperature, and the engine intake pressure.

[0057] When the vehicle is in a driving state, in step S12, according to the engine operating parameter information and the downstream measured temperature of the oxidation trap, the upstream input temperature of the oxidation trap is estimated to obtain the upstream estimated temperature of the oxidation trap, including: Calculating the upstream steady-state model temperature of the oxidation trap according to the engine speed and the engine fuel injection amount; correcting the upstream steady-state model temperature according to the engine water temperature and the engine intake pressure to obtain the corrected upstream steady-state model temperature; performing dynamic smoothing filtering on the corrected upstream steady-state model temperature through a first filtering system to obtain the upstream estimated temperature of the oxidation trap; wherein, the upstream estimated temperature is a dynamic temperature.

[0058] In an optional example, a plurality of historical engine condition data and corresponding historical upstream input temperature data are obtained. According to the historical engine speed, historical engine fuel injection amount and historical upstream input temperature data in the plurality of historical engine condition data, a relationship between the engine condition and the upstream input temperature is established, for example: upstream input temperature = f(engine fuel injection amount, engine speed). As shown in Table 1 below, a relationship table between the engine condition and the upstream input temperature is established, and Table 1 is the relationship table between the engine condition and the upstream input temperature.

[0059] Table 1. Relationship Table between Engine Condition and Upstream Input Temperature According to the engine speed and the engine fuel injection amount, the corresponding upstream input temperature of the oxidation trap is determined from Table 1 above. Wherein, when the vehicle is in a driving state, the upstream input temperature is the upstream steady-state model temperature. The upstream steady-state model temperature is a steady-state model value and needs to be adjusted to a dynamic model value.

[0060] Since the engine operating information will also affect the upstream steady-state model value, the upstream steady-state model temperature of the DDPF is corrected according to the engine water temperature and the engine intake pressure in the engine operating information to obtain the corrected upstream steady-state model temperature. Wherein, the engine water temperature and the engine intake pressure can be collected by sensors or obtained through other detection or calculation methods, and the present application does not make specific limitations.

[0061] A first filtering system is established in advance in the diesel engine after-treatment system. The first filtering system can be a first-order low-pass filtering system, which is established according to the engine exhaust gas flow, inertia constant, etc. The upstream steady-state model temperature is a steady-state model value. The corrected upstream steady-state model temperature is input into the first-order low-pass filtering system, and the first-order low-pass filtering system performs dynamic smoothing filtering on the corrected upstream steady-state model temperature and outputs the upstream estimated temperature of the oxidation trap. The upstream estimated temperature of the oxidation trap is a dynamic temperature model value.

[0062] In a possible implementation, the engine operation information includes the engine exhaust gas flow rate. In step S11, the downstream measured temperature of the oxidation trap and the engine operation parameter information of the vehicle are acquired. After that, it further includes: Determine a first filtering constant according to the engine exhaust gas flow rate, and establish a first filtering system according to the first filtering constant.

[0063] Specifically, determine the first filtering constant of the first filtering system according to the engine exhaust gas flow rate. When the engine exhaust gas flow rate is larger, the first filtering constant to be set is smaller. At this time, the change of the upstream estimated temperature determined based on the first filtering system is faster, and the response time of the diesel engine after-treatment system is also faster.

[0064] For example: establish the transfer function G(s)=1 / (TS + 1) of the first filtering system according to the first filtering constant. Wherein, S is the first filtering constant, and T is the inertia constant. When the value of the first filtering constant S is larger, the delay of the system is larger, and the influence of the system on the input is slower.

[0065] In a possible implementation, the downstream measured temperature of the oxidation trap in step S11 includes multiple downstream temperature measurement values of the oxidation trap collected at different times. When the vehicle is in a parked state, in step S12, estimate the upstream input temperature of the oxidation trap according to the engine operation parameter information and the downstream measured temperature of the oxidation trap, and obtain the upstream estimated temperature of the oxidation trap, including: Calculate the downstream temperature change rate of the oxidation trap according to the multiple downstream temperature measurement values of the oxidation trap; determine whether the working condition of the engine is stable according to the magnitude of the downstream temperature change rate of the oxidation trap; when it is determined that the working condition of the engine is stable, calculate the upstream estimated temperature of the oxidation trap according to the multiple downstream temperature measurement values.

[0066] Specifically, when the vehicle is in a parked state, enter the parked regeneration control. At this time, the upstream input temperature of the oxidation trap does not need to be measured by a sensor.

[0067] According to the multiple downstream temperature measurement values of the oxidation trap obtained, since they are measured at different times, count the downstream temperature measurement values at multiple historical times within a preset time period from the current time. Calculate the downstream temperature change rate of the oxidation trap according to these multiple downstream temperature measurement values at historical times.

[0068] Judge whether the working condition of the engine is stable according to the downstream temperature change rate of the oxidation trap. When the downstream temperature change rate of the oxidation trap is within a preset range (near 0), determine that the working condition of the engine is stable. When the downstream temperature change rate of the oxidation trap is not within the preset range, determine that the working condition of the engine is unstable.

[0069] It should be noted that the preset range can be [-0.1 to 0.1], and the preset time period can be 2 minutes. This application does not make specific limitations on this.

[0070] When it is determined that the engine operating condition is stable, multiple downstream temperature measurement values within the second preset time period are selected, the average value of the multiple downstream temperature measurement values is calculated, and this average value is used as the upstream estimated temperature of the oxidation trap.

[0071] In a possible implementation manner, the engine operating parameter information includes the engine exhaust gas flow. In step S13, according to the upstream estimated temperature of the oxidation trap, the downstream measured temperature of the oxidation trap, the downstream set temperature of the oxidation trap, and the engine operating parameter information, the feedforward fuel injection quantity and the closed-loop fuel injection quantity of the engine are respectively calculated, including: Step S131, according to the downstream set temperature and the downstream measured temperature of the oxidation trap, calculate the downstream deviation temperature of the oxidation trap.

[0072] Step S132, according to the downstream deviation temperature of the oxidation trap, based on a pre-established PI controller, calculate the closed-loop fuel injection quantity of the engine.

[0073] Step S133, when the vehicle is in a driving state, according to the downstream deviation temperature, the downstream measured temperature, the upstream estimated temperature, and the engine exhaust gas flow of the oxidation trap, calculate the feedforward fuel injection quantity of the engine; When the vehicle is in a parked state, according to the downstream set temperature, the upstream estimated temperature, and the engine exhaust gas quantity of the oxidation trap, calculate the feedforward fuel injection quantity of the engine.

[0074] Specifically, when the vehicle is in a parked state, the difference between the downstream set temperature and the downstream measured temperature is used as the downstream deviation temperature of the oxidation trap. According to the downstream deviation temperature of the oxidation trap, based on a pre-established PI controller, calculate the closed-loop fuel injection quantity of the engine . The specific calculation formula is as follows: ; Among them, is the proportional term instantaneous closed-loop fuel quantity. is the integral term instantaneous closed-loop fuel quantity. is the proportion, and is the set value. is the downstream set temperature. is the downstream measured temperature. is the integral coefficient, and is the set value. is the time.

[0075] When the vehicle is in the parked state, based on the upstream input temperature of the DDPF, the downstream set temperature, the engine exhaust gas flow rate, etc., the feedforward fuel injection quantity when the vehicle is in the parked state is calculated. . Specifically, the calculation can be carried out according to the following formula: .

[0076] Among them, the engine exhaust gas flow rate can be determined according to the engine air intake quantity and fuel quantity. The air intake quantity can be calculated from engine operating information such as engine intake temperature, intake pressure, engine speed, etc., or can be measured by a sensor. The fuel quantity can be determined according to the internal required injection quantity of the vehicle controller. The exhaust specific heat capacity represents the heat required for the temperature of unit mass of exhaust gas to rise by 1 °C, and is generally a set value. The fuel calorific value represents the heat released by the complete combustion of unit mass of fuel, and is generally a set value. The combustion efficiency represents the oxidation efficiency of the fuel, and is generally a set value. is the downstream set temperature of the DDPF.

[0077] When the vehicle is in the driving state, the difference between the downstream set temperature and the downstream measured temperature is used as the downstream steady-state deviation temperature of the oxidation trap. The downstream steady-state deviation temperature is subjected to dynamic smoothing filtering to obtain the dynamic downstream deviation temperature of the oxidation trap.

[0078] It is the same as the method for calculating the closed-loop fuel injection quantity when the vehicle is in the parked state. Based on the downstream deviation temperature of the oxidation trap and a pre-established PI controller, the closed-loop fuel injection quantity of the engine is calculated. .

[0079] By adding the downstream deviation temperature of the oxidation trap to the downstream measured temperature, the downstream dynamic set temperature of the oxidation trap is calculated. The downstream dynamic set temperature is used as , and in the same way as the formula for calculating the feedforward fuel injection quantity when the vehicle is in the parked state, the feedforward fuel injection quantity when the vehicle is in the driving state is calculated. .

[0080] It should be noted that when the vehicle is in the driving state, the downstream deviation temperature is a dynamic deviation temperature, which is obtained through dynamic smoothing filtering by a filtering system.

[0081] In a possible implementation manner, when the vehicle is in the driving state, in step S131, according to the downstream set temperature and the downstream measured temperature of the oxidation trap, calculating the downstream deviation temperature of the oxidation trap includes: Calculate the difference between the downstream set temperature and the downstream measured temperature to obtain the downstream steady-state deviation temperature of the oxidation trap; through the second filtering system, perform dynamic smoothing filtering on the downstream steady-state deviation temperature to obtain the downstream deviation temperature of the oxidation trap; wherein, the downstream deviation temperature is a dynamic deviation temperature.

[0082] Specifically, when the vehicle is in the driving state, the downstream steady-state deviation temperature of the oxidation trap is subjected to dynamic smoothing filtering through the second filtering system to obtain the downstream deviation temperature of the oxidation trap. The second filtering system is a first-order low-pass filter, which can be the same filtering system as the first filtering system or a different filtering system. During the slow change process, the inertia constant of the first-order low-pass filter can be determined according to the engine exhaust gas flow rate and the carrier heat capacity. The engine exhaust gas flow rate and the carrier heat capacity reflect the rate of DDPF temperature increase during the regeneration process. By calibrating the inertia constant, the filtered downstream deviation temperature can conform to the ideal dynamic programming trajectory.

[0083] In a possible implementation manner, in step S133, when the vehicle is in the driving state, according to the downstream deviation temperature of the oxidation trap, the downstream measured temperature, the upstream estimated temperature, and the engine exhaust gas flow rate of the oxidation trap, calculate the feedforward fuel injection amount of the engine, including: When the vehicle is in the driving state, add the downstream deviation temperature and the downstream measured temperature of the oxidation trap to calculate the downstream dynamic set temperature of the oxidation trap; Calculate the feedforward fuel injection amount of the engine according to the upstream estimated temperature, the downstream dynamic set temperature of the oxidation trap, and the engine exhaust gas flow rate.

[0084] Specifically, add the downstream deviation temperature and the upstream and downstream measured temperatures of the oxidation trap to calculate the downstream dynamic set temperature of the oxidation trap. Make the downstream dynamic set temperature dynamic and more conform to the ideal dynamic programming trajectory. Take the downstream dynamic set temperature as ., the method for calculating the feedforward fuel injection amount is the same as when the vehicle is in the parked state, and calculate the feedforward fuel injection amount when the vehicle is in the driving state .

[0085] See Figure 4 , Figure 4 is a schematic flow chart of a regeneration control method when the vehicle is in the driving state provided by another embodiment of the present application; another embodiment of the present application also provides a regeneration control method when the vehicle is in the driving state, that is, when the vehicle is in the driving state, the regeneration control method of the oxidation trap of the vehicle includes: Step S401, obtain the downstream measured temperature of the oxidation trap and the engine operating parameter information of the vehicle.

[0086] Among them, the oxidation trap is used to convert NO in vehicle exhaust gas and trap particulate matter in vehicle exhaust gas. The engine operation information includes engine speed, engine fuel injection volume, engine water temperature, and engine intake pressure. The engine operation parameter information further includes engine exhaust gas flow rate.

[0087] Step S402: Determine a first filtering constant according to the engine exhaust gas flow rate.

[0088] As Figure 3 shown, Figure 3 is a schematic flowchart of a regeneration control method during vehicle driving provided by an embodiment of the present application. According to the engine exhaust gas flow rate and the carrier heat capacity, a first filtering constant (the filtering constant in Figure 3 ) is calculated.

[0089] Step S403: Establish a first filtering system according to the first filtering constant.

[0090] Among them, the first filtering system is the first-order low-pass filtering in Figure 3 .

[0091] Step S404: Calculate the upstream steady-state model temperature of the oxidation trap according to the engine speed and the engine fuel injection volume.

[0092] Step S405: Correct the upstream steady-state model temperature according to the engine water temperature and the engine intake pressure to obtain the corrected upstream steady-state model temperature.

[0093] Step S406: Perform dynamic smoothing filtering on the corrected upstream steady-state model temperature through the first filtering system to obtain the upstream estimated temperature of the oxidation trap.

[0094] Among them, the upstream estimated temperature is a dynamic temperature.

[0095] Step S407: Determine the downstream set temperature of the oxidation trap according to the engine exhaust gas flow rate and the downstream measured temperature of the oxidation trap.

[0096] According to the downstream measured temperature of the oxidation trap (the temperature after DDPF in Figure 3 ) and the engine exhaust gas flow rate, the corresponding downstream set temperature (the control set base temperature in Figure 3 ) is determined by querying the relationship table.

[0097] Step S408: Calculate the difference between the downstream set temperature and the downstream measured temperature to obtain the downstream steady-state deviation temperature of the oxidation trap.

[0098] The downstream set temperature (the control set base temperature in Figure 3 ) and the downstream measured temperature ( Figure 3The difference obtained by subtracting the temperature after DDPF in from the temperature after DDPF in is the downstream steady-state deviation temperature of the oxidation trap. The downstream steady-state deviation temperature is the steady-state temperature.

[0099] Step S409: Through the second filtering system, perform dynamic smoothing filtering on the downstream steady-state deviation temperature to obtain the downstream deviation temperature of the oxidation trap.

[0100] Among them, the downstream deviation temperature is the dynamic deviation temperature. Input the downstream steady-state deviation temperature into the second filtering system, and after performing dynamic smoothing filtering, obtain the dynamic downstream deviation temperature ( Figure 3 the dynamic deviation temperature in ). Among them, the second filtering system can be the same system as the first filtering system ( Figure 3 the first-order low-pass filtering in ).

[0101] Step S410: Based on the downstream deviation temperature of the oxidation trap and the pre-established PI controller, calculate the closed-loop fuel injection quantity of the engine.

[0102] Input the downstream deviation temperature ( Figure 3 the dynamic deviation temperature in ) into the PI controller, perform closed-loop correction on the injected regeneration fuel quantity, and the output is the closed-loop fuel injection quantity of the engine.

[0103] Step S411: Add the downstream deviation temperature and the downstream measured temperature of the oxidation trap to calculate the downstream dynamic set temperature of the oxidation trap.

[0104] Add the downstream measured temperature ( Figure 3 the temperature after DDPF in ) and the downstream deviation temperature ( Figure 3 the dynamic deviation temperature in ) to obtain the downstream dynamic set temperature ( Figure 3 the dynamic set temperature in ).

[0105] Step S412: Based on the upstream estimated temperature, downstream dynamic set temperature, and engine exhaust gas flow rate of the oxidation trap, calculate the feedforward fuel injection quantity of the engine.

[0106] Based on the upstream estimated temperature ( Figure 3 the DDPF inlet temperature in ), downstream dynamic set temperature ( Figure 3 the dynamic set temperature in ), and engine exhaust gas flow rate ( Figure 3 the exhaust gas fuel quantity in ), calculate the feedforward fuel injection quantity of the engine ( Figure 3 the feedforward fuel quantity in ).

[0107] Step S413: Add the feedforward fuel injection quantity and the closed-loop fuel injection quantity of the engine to calculate the target fuel injection quantity of the engine.

[0108] Add the feedforward fuel injection quantity of the engine (Figure 3 the feed fuel quantity (in Figure 3 ), and the closed-loop fuel injection quantity (the closed-loop fuel injection quantity of the engine after closed-loop correction in

[0109] ), are summed up to obtain the target fuel injection quantity (the final fuel quantity) of the engine. Figure 3 The regenerative fuel quantity injected by the engine of the vehicle in the driving state is controlled to be the target fuel injection quantity (the final fuel quantity in

[0110] See Figure 5 , Figure 5 which is a schematic flow chart of a regenerative control method for a vehicle in a parked state provided by an embodiment of the present application. The embodiment of the present application also provides a regenerative control method for a vehicle in a parked state, that is, when the vehicle is in the parked state, the regenerative control method for the oxidation trap of the vehicle includes: Step S501, obtain the downstream measured temperature of the oxidation trap and the engine operating parameter information of the vehicle.

[0111] Wherein, the oxidation trap is used to convert NO in the vehicle exhaust gas and trap particulate matter in the vehicle exhaust gas. The downstream measured temperature of the oxidation trap includes multiple downstream temperature measurement values of the oxidation trap collected at different times.

[0112] Step S502, calculate the downstream temperature change rate of the oxidation trap according to the multiple downstream temperature measurement values of the oxidation trap.

[0113] Step S503, determine whether the working condition of the engine is stable according to the magnitude of the downstream temperature change rate of the oxidation trap.

[0114] Step S504, when it is determined that the working condition of the engine is stable, calculate the upstream estimated temperature of the oxidation trap according to the multiple downstream temperature measurement values.

[0115] Step S505, calculate the downstream deviation temperature of the oxidation trap according to the downstream set temperature and the downstream measured temperature of the oxidation trap.

[0116] Step S506, calculate the closed-loop fuel injection quantity of the engine according to the downstream deviation temperature of the oxidation trap based on a pre-established PI controller.

[0117] Step S507, calculate the feedforward fuel injection quantity of the engine according to the downstream set temperature, the upstream estimated temperature and the engine exhaust gas flow rate of the oxidation trap.

[0118] Step S508, sum up the feedforward fuel injection quantity and the closed-loop fuel injection quantity of the engine to obtain the target fuel injection quantity of the engine.

[0119] Control the regeneration fuel injection amount of the engine of the vehicle in the parked state to the target fuel injection amount.

[0120] It can be understood that the technical solution provided in this embodiment, by obtaining the downstream measured temperature of the oxidation trap and the engine operation parameter information of the vehicle, estimates the upstream input temperature of the oxidation trap according to the engine operation parameter information and the downstream measured temperature of the oxidation trap, and obtains the upstream estimated temperature of the oxidation trap. Since the upstream input temperature is estimated to obtain the upstream estimated temperature, there is no need to set a sensor upstream of the oxidation trap, thus saving the volume of the system and saving costs. Then, according to the upstream estimated temperature of the oxidation trap, the downstream measured temperature of the oxidation trap, the downstream set temperature of the oxidation trap, and the engine operation parameter information, the feedforward fuel injection amount and the closed-loop fuel injection amount of the engine are calculated respectively, and the feedforward fuel injection amount and the closed-loop fuel injection amount of the engine are added and calculated to obtain the target fuel injection amount of the engine. Control the regeneration fuel injection amount of the engine to the target fuel injection amount. In the whole calculation process, there is no need to control the upstream input temperature anymore, and the number of temperature measurements is reduced, avoiding the error caused by controlling according to the data measured by a large number of sensors, thereby improving the calculation accuracy of the regeneration fuel injection amount and the accuracy of the regeneration control, and effectively solving the technical problem that the abnormal fuel injection amount caused by the inaccurate regeneration temperature control in the prior art affects the DPF regeneration effect.

[0121] Moreover, according to the driving state and the parked state of the vehicle respectively, different methods are adopted to calculate the feedforward fuel injection amount and the corrected fuel injection amount, so that the calculated target fuel injection amount is more in line with the operation state of the vehicle, thereby further improving the accuracy of the regeneration control.

[0122] It should be understood that the magnitudes of the sequence numbers of the steps in the above embodiments do not mean the order of execution. The execution order of each process should be determined according to its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.

[0123] Corresponding to the method described in the above embodiments, Figure 6 FIG. shows a schematic structural diagram of a regeneration control device for an oxidation trap of a vehicle provided by an embodiment of the present application. For the sake of convenience of description, only the parts related to the embodiments of the present application are shown.

[0124] Referring to Figure 6 , the regeneration control device 6 of the oxidation trap of the vehicle includes: A data acquisition module 61, configured to acquire the downstream measured temperature of the oxidation trap and the engine operation parameter information of the vehicle; wherein, the oxidation trap is used to convert NO in the vehicle exhaust gas and trap particulate matter in the vehicle exhaust gas; An upstream temperature estimation module 62, configured to estimate an upstream input temperature of the oxidation trap based on engine operating parameter information and a downstream measured temperature of the oxidation trap, so as to obtain an upstream estimated temperature of the oxidation trap; An injection quantity calculation module 63, configured to calculate a feedforward injection quantity and a closed-loop injection quantity of the engine respectively according to the upstream estimated temperature of the oxidation trap, the downstream measured temperature of the oxidation trap, a downstream set temperature of the oxidation trap, and engine operating parameter information; The injection quantity calculation module 63 is further configured to perform an addition calculation on the feedforward injection quantity and the closed-loop injection quantity of the engine to obtain a target injection quantity of the engine; An injection quantity control module 64, configured to control a regeneration fuel quantity injected by the engine to be the target injection quantity.

[0125] In a possible implementation manner, the engine operating information includes an engine speed, an engine injection quantity, an engine water temperature, and an engine intake pressure; when the vehicle is in a driving state, the upstream temperature estimation module 62 is specifically configured to calculate an upstream steady-state model temperature of the oxidation trap according to the engine speed and the engine injection quantity; correct the upstream steady-state model temperature according to the engine water temperature and the engine intake pressure to obtain a corrected upstream steady-state model temperature; perform dynamic smoothing filtering processing on the corrected upstream steady-state model temperature through a first filtering system to obtain an upstream estimated temperature of the oxidation trap; wherein, the upstream estimated temperature is a dynamic temperature.

[0126] In a possible implementation manner, the engine operating information includes an engine exhaust gas flow rate, and the regeneration control device 6 of the oxidation trap of the vehicle further includes: A filtering system establishment module 65, configured to determine a first filtering constant according to the engine exhaust gas flow rate after acquiring the downstream measured temperature of the oxidation trap and the engine operating parameter information of the vehicle; establish a first filtering system according to the first filtering constant.

[0127] In a possible implementation manner, the downstream measured temperature of the oxidation trap includes a plurality of downstream temperature measurement values of the oxidation trap collected at different moments; when the vehicle is in a parked state, the upstream temperature estimation module 62 is specifically configured to calculate a downstream temperature change rate of the oxidation trap according to the plurality of downstream temperature measurement values of the oxidation trap; determine whether the operating condition of the engine is stable according to the magnitude of the downstream temperature change rate of the oxidation trap; when it is determined that the operating condition of the engine is stable, calculate an upstream estimated temperature of the oxidation trap according to the plurality of downstream temperature measurement values.

[0128] In a possible implementation, the engine operating parameter information includes the engine exhaust gas flow rate; the fuel injection quantity calculation module 63 is further configured to calculate the downstream deviation temperature of the oxidation trap according to the downstream set temperature and the downstream measured temperature of the oxidation trap; calculate the closed-loop fuel injection quantity of the engine based on the PI controller established in advance according to the downstream deviation temperature of the oxidation trap; when the vehicle is in a driving state, calculate the feedforward fuel injection quantity of the engine according to the downstream deviation temperature, the downstream measured temperature, the upstream estimated temperature and the engine exhaust gas flow rate of the oxidation trap; when the vehicle is in a parked state, calculate the feedforward fuel injection quantity of the engine according to the downstream set temperature, the upstream estimated temperature and the engine exhaust gas flow rate of the oxidation trap.

[0129] In a possible implementation, when the vehicle is in a driving state, the fuel injection quantity calculation module 63 is further configured to calculate the difference between the downstream set temperature and the downstream measured temperature to obtain the downstream steady-state deviation temperature of the oxidation trap; perform dynamic smoothing filtering on the downstream steady-state deviation temperature through the second filtering system to obtain the downstream deviation temperature of the oxidation trap; wherein, the downstream deviation temperature is a dynamic deviation temperature.

[0130] In a possible implementation, when the vehicle is in a driving state, the fuel injection quantity calculation module 63 is further configured to add the downstream deviation temperature and the downstream measured temperature of the oxidation trap to calculate the downstream dynamic set temperature of the oxidation trap; calculate the feedforward fuel injection quantity of the engine according to the upstream estimated temperature, the downstream dynamic set temperature and the engine exhaust gas flow rate of the oxidation trap.

[0131] In a possible implementation, the engine operating information includes the engine exhaust gas flow rate. When the vehicle is in a driving state, after obtaining the downstream measured temperature of the oxidation trap and the engine operating parameter information of the vehicle, and then calculating the feedforward fuel injection quantity and the closed-loop fuel injection quantity of the engine, the data acquisition module 61 is further configured to determine the downstream set temperature of the oxidation trap according to the engine exhaust gas flow rate and the downstream measured temperature of the oxidation trap.

[0132] It should be noted that for the information interaction, execution process, etc. between the above-mentioned devices / units, since they are based on the same concept as the method embodiment of the present application, for their specific functions and the technical effects brought, reference can be specifically made to the method embodiment part, and details are not described herein again.

[0133] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be allocated to different functional units and modules according to needs, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. Each functional unit and module in the embodiments can be integrated into a processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of a software functional unit. In addition, the specific names of the functional units and modules are only for the convenience of mutual distinction and do not limit the protection scope of this application. The specific working processes of the units and modules in the above system can refer to the corresponding processes in the foregoing method embodiments and will not be elaborated here.

[0134] An embodiment of this application also provides an electronic device, which includes: at least one processor, a memory, and a computer program stored in the memory and executable on the at least one processor. When the processor executes the computer program, the steps in any of the foregoing method embodiments are implemented.

[0135] An embodiment of this application also provides a diesel engine after-treatment system, including an oxidation trap and an engine, and the above-mentioned regeneration control device for the oxidation trap of the vehicle.

[0136] An embodiment of this application also provides a vehicle, including a diesel engine after-treatment system.

[0137] An embodiment of this application also provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, the steps in the foregoing method embodiments can be implemented.

[0138] An embodiment of this application provides a computer program product. When the computer program product runs on a mobile terminal, the mobile terminal is caused to implement the steps in the foregoing method embodiments.

[0139] When the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, to implement all or part of the processes in the above method embodiments of this application, a computer program can be used to instruct the relevant hardware to complete. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by a processor, the steps of the above method embodiments can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in the form of source code, object code, executable file or some intermediate form, etc. The computer-readable medium can at least include: any entity or device that can carry the computer program code to the photographing device / terminal device, recording medium, computer memory, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), electrical carrier signal, telecommunication signal, and software distribution medium. For example, a USB flash drive, a mobile hard disk, a magnetic disk or an optical disc, etc. In some jurisdictions, according to legislation and patent practice, the computer-readable medium cannot be an electrical carrier signal and a telecommunication signal.

[0140] In the above embodiments, the descriptions of the various embodiments have their own focuses. For the parts not detailed or recorded in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0141] Those of ordinary skill in the art can realize that the units and algorithm steps of the examples described in conjunction with the embodiments disclosed herein can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are executed in a hardware or software manner depends on the specific application and design constraints of the technical solution. Professional technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of this application.

[0142] In the embodiments provided in this application, it should be understood that the disclosed device / network device and method can be implemented in other ways. For example, the device / network device embodiments described above are only illustrative. For example, the division of the modules or units is only a logical function division. In actual implementation, there can be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed couplings or direct couplings or communication connections to each other can be through some interfaces. The indirect couplings or communication connections of the devices or units can be in an electrical, mechanical or other forms.

[0143] The unit described as a separation component may or may not be physically separated. The component shown as a unit may or may not be a physical unit, that is, it may be located in one place or may be distributed over multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0144] The above-described embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the various embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A method for controlling the regeneration of an oxidation trap of a vehicle, characterized in that, Including: Obtaining the downstream measured temperature of the oxidation trap and the engine operating parameter information of the vehicle; wherein, the oxidation trap is used to convert NO in the vehicle exhaust gas and trap particulate matter in the vehicle exhaust gas; Estimating the upstream input temperature of the oxidation trap according to the engine operating parameter information and the downstream measured temperature of the oxidation trap to obtain the upstream estimated temperature of the oxidation trap; Calculating the feedforward fuel injection quantity and the closed-loop fuel injection quantity of the engine respectively according to the upstream estimated temperature of the oxidation trap, the downstream measured temperature of the oxidation trap, the downstream set temperature of the oxidation trap and the engine operating parameter information; Performing summation calculation on the feedforward fuel injection quantity and the closed-loop fuel injection quantity of the engine to obtain the target fuel injection quantity of the engine; Controlling the regeneration fuel injection quantity injected by the engine to be the target fuel injection quantity.

2. The regeneration control method of the oxidation trap of the vehicle according to claim 1, characterized in that, The engine operating information includes engine speed, engine fuel injection quantity, engine coolant temperature and engine intake pressure; When the vehicle is in a driving state, the estimating the upstream input temperature of the oxidation trap according to the engine operating parameter information and the downstream measured temperature of the oxidation trap to obtain the upstream estimated temperature of the oxidation trap includes: Calculating the upstream steady-state model temperature of the oxidation trap according to the engine speed and the engine fuel injection quantity; Correcting the upstream steady-state model temperature according to the engine coolant temperature and the engine intake pressure to obtain the corrected upstream steady-state model temperature; Performing dynamic smoothing filtering on the corrected upstream steady-state model temperature through a first filtering system to obtain the upstream estimated temperature of the oxidation trap; wherein, the upstream estimated temperature is a dynamic temperature.

3. The regeneration control method of the oxidation trap of the vehicle according to claim 1, characterized in that, The downstream measured temperature of the oxidation trap includes multiple downstream temperature measurement values of the oxidation trap collected at different times; When the vehicle is in a parked state, the estimating the upstream input temperature of the oxidation trap according to the engine operating parameter information and the downstream measured temperature of the oxidation trap to obtain the upstream estimated temperature of the oxidation trap includes: Calculating the downstream temperature change rate of the oxidation trap according to the multiple downstream temperature measurement values of the oxidation trap; Determining whether the working condition of the engine is stable according to the magnitude of the downstream temperature change rate of the oxidation trap; When it is determined that the working condition of the engine is stable, calculating the upstream estimated temperature of the oxidation trap according to the multiple downstream temperature measurement values.

4. The regeneration control method of the oxidation trap of a vehicle according to claim 1, characterized in that, The engine operating parameter information includes engine exhaust gas flow; The calculating the feedforward fuel injection quantity and the closed-loop fuel injection quantity of the engine respectively according to the upstream estimated temperature of the oxidation trap, the downstream measured temperature of the oxidation trap, the downstream set temperature of the oxidation trap and the engine operating parameter information includes: Calculating the downstream deviation temperature of the oxidation trap according to the downstream set temperature and the downstream measured temperature of the oxidation trap; Based on the downstream deviation temperature of the oxidation trap and a pre-established PI controller, calculate the closed-loop fuel injection quantity of the engine; When the vehicle is in a driving state, calculate the feedforward fuel injection quantity of the engine according to the downstream deviation temperature of the oxidation trap, the downstream measured temperature, the upstream estimated temperature, and the engine exhaust gas flow rate; When the vehicle is in a parked state, calculate the feedforward fuel injection quantity of the engine according to the downstream set temperature of the oxidation trap, the upstream estimated temperature, and the engine exhaust gas flow rate.

5. The regeneration control method of the oxidation trap of the vehicle according to claim 4, characterized in that, When the vehicle is in a driving state, calculating the downstream deviation temperature of the oxidation trap according to the downstream set temperature and the downstream measured temperature of the oxidation trap includes: Calculate the difference between the downstream set temperature and the downstream measured temperature to obtain the downstream steady-state deviation temperature of the oxidation trap; Perform dynamic smoothing filtering on the downstream steady-state deviation temperature through a second filtering system to obtain the downstream deviation temperature of the oxidation trap; wherein, the downstream deviation temperature is a dynamic deviation temperature.

6. The regeneration control method of the oxidation trap of the vehicle according to claim 4, characterized in that, The step of calculating the feedforward fuel injection quantity of the engine according to the downstream deviation temperature of the oxidation trap, the downstream measured temperature, the upstream estimated temperature, and the engine exhaust gas flow rate when the vehicle is in a driving state includes: When the vehicle is in a driving state, add the downstream deviation temperature and the downstream measured temperature of the oxidation trap to calculate the downstream dynamic set temperature of the oxidation trap; Calculate the feedforward fuel injection quantity of the engine according to the upstream estimated temperature of the oxidation trap, the downstream dynamic set temperature, and the engine exhaust gas flow rate.

7. The regeneration control method of the oxidation trap of a vehicle according to claim 4, characterized in that, When the vehicle is in a driving state, before obtaining the downstream measured temperature of the oxidation trap and the engine operation parameter information of the vehicle, and then calculating the feedforward fuel injection quantity and the closed-loop fuel injection quantity of the engine, the method further includes: Determine the downstream set temperature of the oxidation trap according to the engine exhaust gas flow rate and the downstream measured temperature of the oxidation trap.

8. The regeneration control method of the oxidation trap of the vehicle according to claim 1, characterized in that, The engine operation information includes the engine exhaust gas flow rate; After obtaining the downstream measured temperature of the oxidation trap and the engine operation parameter information of the vehicle, the method further includes: Determine a first filtering constant according to the engine exhaust gas flow rate; Establish a first filtering system according to the first filtering constant.

9. A regeneration control device for an oxidation trap of a vehicle, characterized in that, Including: A data acquisition module for acquiring the downstream measured temperature of the oxidation trap and the engine operation parameter information of the vehicle; wherein, the oxidation trap is used to convert NO in the vehicle exhaust gas and trap particulate matter in the vehicle exhaust gas; An upstream temperature estimation module for estimating the upstream input temperature of the oxidation trap according to the engine operation parameter information and the downstream measured temperature of the oxidation trap to obtain the upstream estimated temperature of the oxidation trap; The fuel injection quantity calculation module is used to calculate the feedforward fuel injection quantity and the closed-loop fuel injection quantity of the engine respectively according to the upstream estimated temperature of the oxidation trap, the downstream measured temperature of the oxidation trap, the downstream set temperature of the oxidation trap and the engine operation parameter information; The fuel injection quantity calculation module is further used to perform an addition calculation on the feedforward fuel injection quantity and the closed-loop fuel injection quantity of the engine to obtain the target fuel injection quantity of the engine; The fuel injection quantity control module is used to control the regeneration fuel injection quantity injected by the engine to be the target fuel injection quantity.

10. A diesel engine aftertreatment system, characterized in that, It includes an oxidation trap and an engine, and the regeneration control device for the oxidation trap of the vehicle as described in claim 9.

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