A method, apparatus and system for regeneration control of an oxidation trap in a vehicle.

Abstract

This application relates to the field of regeneration control technology, and provides a regeneration control method, device, and system for a vehicle's DPF (Diesel Particulate Filter), comprising: acquiring the downstream measured temperature of the DPF and engine operating parameter information of the vehicle; estimating the upstream input temperature of the DPF based on the engine operating parameter information and the downstream measured temperature to obtain the upstream estimated temperature of the DPF; calculating the engine's feedforward injection quantity and closed-loop injection quantity based on the upstream estimated temperature, the downstream measured temperature, the downstream set temperature of the DPF, and the engine operating parameter information; summing the engine's feedforward injection quantity and closed-loop injection quantity to obtain the engine's target injection quantity; and controlling the amount of regenerated oil injected by the engine to be the target injection quantity. This invention can solve the technical problem in the prior art where insufficient precision in regeneration temperature control leads to abnormal injection quantity, affecting the DPF regeneration effect.

Description

Technical Field

[0001] This application belongs to the field of regeneration control technology, and in particular relates to a regeneration control method, device and system for an oxidation trap in a vehicle. Background Technology

[0002] PM2.5 and other fine particulate matter in diesel engine exhaust are a major source of smog and air pollution. These particles can penetrate the alveoli and enter the bloodstream, affecting human health. Furthermore, NOx in exhaust is a key factor in the formation of acid rain, photochemical smog, and ozone pollution, causing significant environmental pollution.

[0003] Currently, the main method for reducing pollutant emissions from diesel engine exhaust is to use a Diesel Particulate Filter (DPF) to capture particulate matter in the exhaust gas. When the captured particulate matter reaches a certain level, NO2 reacts with carbon to eliminate the captured carbon, allowing for passive or active regeneration to restore the DPF's ability to capture particulate matter. A Diesel Oxidation Catalytic Converter (DOC) is installed before the DPF. The DOC oxidizes NO in the exhaust gas to NO2, while simultaneously increasing the exhaust temperature to provide a high-temperature regeneration environment for the DPF or the NO2 needed for the DPF to eliminate carbon.

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

[0005] This application provides a method, apparatus, and system for controlling the regeneration of a vehicle's oxidation trap, which can solve the technical problem in the prior art where insufficient precision in regeneration temperature control leads to abnormal fuel injection volume, affecting the DPF regeneration effect.

[0006] In a first aspect, embodiments of this application provide a method for regenerating an oxidation trap in a vehicle, comprising:

[0007] The downstream measurement temperature of the oxidation trap and the engine operating parameters of the vehicle are obtained; wherein the oxidation trap is used to convert NO in the vehicle exhaust gas and capture particulate matter in the vehicle exhaust gas.

[0008] Based on 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;

[0009] 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 injection quantity and the closed-loop injection quantity of the engine are calculated respectively.

[0010] The target injection quantity of the engine is obtained by summing the feedforward injection quantity and the closed-loop injection quantity of the engine.

[0011] The amount of regenerated oil injected by the engine is controlled to the target injection amount.

[0012] In one possible implementation of the first aspect, the engine operating information includes engine speed, engine fuel injection quantity, engine coolant temperature, and engine intake air pressure;

[0013] When the vehicle is in motion, the process of 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 estimated upstream temperature of the oxidation trap, includes:

[0014] The upstream steady-state model temperature of the oxidation trap is calculated based on the engine speed and the engine fuel injection quantity.

[0015] Based on the engine coolant temperature and the engine intake pressure, the upstream steady-state model temperature is corrected to obtain the corrected upstream steady-state model temperature;

[0016] The upstream estimated temperature of the oxidation trap is obtained by dynamically smoothing the corrected upstream steady-state model temperature through the first filtering system; wherein the upstream estimated temperature is a dynamic temperature.

[0017] In one possible implementation of the first aspect, the downstream temperature measurement of the oxidant includes multiple downstream temperature measurements of the oxidant collected at different times;

[0018] When the vehicle is in a parked state, the process of 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 estimated upstream temperature of the oxidation trap, includes:

[0019] The downstream temperature change rate of the oxidation trap is calculated based on multiple downstream temperature measurements of the oxidation trap.

[0020] The stability of the engine's operating condition is determined based on the magnitude of the downstream temperature change rate of the oxidation trap.

[0021] When the engine is determined to be operating stably, the estimated upstream temperature of the oxidation trap is calculated based on multiple downstream temperature measurements.

[0022] In one possible implementation of the first aspect, the engine operating parameter information includes engine exhaust gas flow rate;

[0023] The step of calculating the engine's feedforward injection quantity and closed-loop injection quantity 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 includes:

[0024] The downstream deviation temperature of the oxidation trap is calculated based on the downstream set temperature and the downstream measured temperature of the oxidation trap.

[0025] Based on the downstream deviation temperature of the oxidation trap, the closed-loop fuel injection quantity of the engine is calculated using a pre-established PI controller.

[0026] When the vehicle is in motion, the feedforward fuel injection quantity of the engine is calculated based on the downstream deviation temperature of the oxidation trap, the downstream measured temperature, the upstream estimated temperature, and the engine exhaust gas flow rate.

[0027] When the vehicle is parked, the feedforward fuel injection quantity of the engine is calculated based on the downstream set temperature of the oxidation trap, the upstream estimated temperature, and the engine exhaust flow rate.

[0028] In one possible implementation of the first aspect, when the vehicle is in motion, calculating the downstream deviation temperature of the oxidation trap based on the downstream set temperature and the downstream measured temperature includes:

[0029] The difference between the downstream set temperature and the downstream measured temperature is calculated to obtain the downstream steady-state deviation temperature of the oxidation trap;

[0030] The downstream steady-state deviation temperature is dynamically smoothed and filtered by the second filtering system to obtain the downstream deviation temperature of the oxidation trap; wherein, the downstream deviation temperature is the dynamic deviation temperature.

[0031] In one possible implementation of the first aspect, the step of calculating the feedforward fuel injection quantity of the engine based on 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 motion includes:

[0032] When the vehicle is in motion, the downstream deviation temperature and the downstream measured temperature of the oxidation trap are added together to calculate the downstream dynamic set temperature of the oxidation trap.

[0033] The feedforward fuel injection quantity of the engine is calculated based on the upstream estimated temperature of the oxidation trap, the downstream dynamic set temperature, and the engine exhaust gas flow rate.

[0034] In one possible implementation of the first aspect, when the vehicle is in motion, the method further includes acquiring the downstream measured temperature of the oxidation trap and the engine operating parameters of the vehicle, and then calculating the feedforward injection quantity and closed-loop injection quantity of the engine.

[0035] The downstream set temperature of the oxidation trap is determined based on the engine exhaust gas flow rate and the downstream measured temperature of the oxidation trap.

[0036] In one possible implementation of the first aspect, the engine operating information includes engine exhaust gas flow rate;

[0037] After acquiring the downstream measurement temperature of the oxidation trap and the engine operating parameters of the vehicle, the method further includes:

[0038] The first filter constant is determined based on the engine exhaust gas flow rate;

[0039] Based on the first filtering constant, a first filtering system is established.

[0040] Secondly, embodiments of this application provide a regeneration control device for a vehicle's oxidation trap, comprising:

[0041] The data acquisition module is used to acquire the downstream measured temperature of the oxidation trap and the engine operating parameters of the vehicle; wherein, the oxidation trap is used to convert NO in the vehicle exhaust gas and capture particulate matter in the vehicle exhaust gas.

[0042] An upstream temperature estimation module is used to estimate the upstream input temperature of the oxidation trap based on the engine operating parameter information and the downstream measured temperature of the oxidation trap, so as to obtain the upstream estimated temperature of the oxidation trap.

[0043] The fuel injection quantity calculation module is used to calculate the feedforward fuel injection quantity and closed-loop fuel injection quantity of the engine 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, respectively.

[0044] The fuel injection quantity calculation module is also used to sum and calculate 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.

[0045] The fuel injection quantity control module is used to control the amount of regenerated fuel injected by the engine to the target fuel injection quantity.

[0046] Thirdly, embodiments of this application provide a diesel engine aftertreatment system, including an oxidation trap and an engine, as well as a regeneration control device for the oxidation trap of the aforementioned vehicle.

[0047] The beneficial effects of this application embodiment compared with the prior art are as follows: By acquiring the downstream measured temperature of the oxidation trap and the engine operating parameter information of the vehicle, the upstream input temperature of the oxidation trap is estimated based on the engine operating parameter information and the downstream measured temperature of the oxidation trap, thus 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 install a sensor upstream of the oxidation trap, thereby saving system volume and cost. Subsequently, 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 upstream input temperature of the oxidation trap is estimated, thus obtaining the upstream estimated temperature of the oxidation trap. The engine's operating parameters are used to calculate the engine's feedforward injection quantity and closed-loop injection quantity. These two quantities are then summed to obtain the engine's target injection quantity. The amount of regenerated fuel injected by the engine is then controlled to match the target injection quantity. This calculation process eliminates the need to control the upstream input temperature and reduces the number of temperature measurements required. This avoids errors caused by relying on data from numerous sensors, thereby improving the accuracy of regenerated fuel quantity calculation and regeneration control. It effectively solves the technical problem in existing technologies where insufficient regeneration temperature control leads to abnormal fuel injection quantity, affecting the DPF regeneration effect. Attached Figure Description

[0048] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0049] Figure 1 This is a schematic flowchart of a regeneration control method for an oxidation trap in a vehicle, provided in one embodiment of this application.

[0050] Figure 2 This is a schematic diagram of the structure of a control device for a vehicle oxidation trap provided in one embodiment of this application.

[0051] Figure 3This is a schematic flowchart of a regeneration control method for a vehicle in a driving state, provided in one embodiment of this application.

[0052] Figure 4 This is a flowchart illustrating a regeneration control method for a vehicle in motion, provided in another embodiment of this application.

[0053] Figure 5 This is a schematic flowchart of a regeneration control method for a vehicle in a parked state, provided in one embodiment of this application.

[0054] Figure 6 This is a schematic diagram of the structure of a regeneration control device for a vehicle oxidation trap provided in one embodiment of this application. Detailed Implementation

[0055] Regeneration control is a core technology in diesel engine aftertreatment systems (such as DPF / DOC / SCR) used to remove particulate matter (PM) or nitrogen oxides (NOx). Its core principle is to dynamically adjust the fuel injection quantity and precisely control the temperature of the diesel engine aftertreatment system, causing pollutants in the exhaust gas to undergo oxidation reactions under specific conditions, thus achieving harmless treatment.

[0056] Existing methods for achieving regeneration control include: capturing particulate matter in the exhaust gas using a diesel particulate filter (DPF); and performing passive or active regeneration when the captured particulate matter reaches a certain level to restore the DPF's particulate matter capture capacity. A diesel oxide catalyst (DOC) is installed before the DPF to oxidize NO in the exhaust gas to NO2, simultaneously increasing the exhaust gas temperature. Active regeneration control involves raising the DPF temperature to approximately 600°C, and through precise temperature management and operational adaptation, utilizing the reaction between carbon and oxygen in the DPF to eliminate carbon. Passive regeneration utilizes the NO2 output from the pre-filter DOC to react with the carbon in the DPF, eliminating the carbon trapped in the DPF. The NO2 originates from the pre-filter DOC, with a maximum generation rate of around 350°C; therefore, precise temperature management is also required for efficient carbon interception.

[0057] The coordinated control of DOC / DPF relies on multiple sensors (such as temperature, differential pressure, and nitrogen oxide sensors) and actuators (such as injectors and valves). Sensor failures or data deviations can lead to difficulties in accurately controlling the regeneration temperature, resulting in abnormal fuel injection volume and affecting the DPF regeneration effect. Furthermore, the large number of sensors required to control the regeneration temperature results in existing DOC / DPF coordinated control systems being bulky and costly.

[0058] To address the aforementioned technical problems, this application provides a method and apparatus for regenerating an oxidation trap in a vehicle. The technical solutions described below, in conjunction with the accompanying drawings, will be clearly and completely explained. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0059] This application provides a method for regeneration control of a vehicle's oxidation trap, see [link to relevant documentation]. Figure 1 , Figure 1 This is a schematic flowchart of a regeneration control method for a vehicle oxidation trap according to an embodiment of this application, including:

[0060] Step S11: Obtain the downstream measurement temperature of the oxidation trap and the engine operating parameters of the vehicle; wherein, the oxidation trap is used to convert NO in the vehicle exhaust gas and capture particulate matter in the vehicle exhaust gas.

[0061] Step S12: Based on 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.

[0062] Step S13: Based on the estimated upstream temperature of the oxidation trap, the measured downstream temperature of the oxidation trap, the set downstream temperature of the oxidation trap, and the engine operating parameters, the feedforward injection quantity and the closed-loop injection quantity of the engine are calculated respectively.

[0063] Step S14: The engine's feedforward injection quantity and closed-loop injection quantity are summed and calculated to obtain the engine's target injection quantity.

[0064] Step S15: Control the amount of regenerated oil injected by the engine to the target injection amount.

[0065] It should be noted that the regeneration control method for the vehicle oxidation trap of the present invention is applied to a diesel engine aftertreatment system, which includes an oxidation trap, an engine, and a regeneration control device for the vehicle oxidation trap.

[0066] The oxidation trap can be an integrated oxidation trap (DDPF), with separate coatings of DOC-formulated catalysts and DPF-formulated catalysts. It functions as both a diesel particulate filter (DPF) and an oxidation catalytic converter (DOC). That is, it performs the functions of both the DPF (capturing particulate matter from the exhaust gas) and the DOC (oxidizing NO in the exhaust gas to NO2, thus increasing the exhaust gas temperature). Because the oxidation trap is integrated, its size is relatively small. Furthermore, its integration of DOC and DPF reduces the size and cost of the DOC / DPF synergistic control system, enabling better DDPF regeneration temperature control and further reducing costs.

[0067] The arrangement of the oxidation trap is as follows Figure 2 As shown, Figure 2 This is a schematic diagram of a control device for a vehicle's oxidation trap according to an embodiment of this application. T4 represents the Direct-Diesel Fuel Extractor (DDPF), into which soot, NOx, and fuel emitted from the engine are input to achieve soot capture and fuel oxidation to raise the temperature. T1 represents the upstream input temperature at the DDPF inlet. T2 represents the pressure difference between the upstream and downstream ends of the DDPF, which can be obtained using a differential pressure sensor. T3 represents the downstream output temperature of the DDPF, i.e., the exhaust temperature. T3 can be measured in real-time using a temperature sensor to obtain the downstream measured temperature of the oxidation trap.

[0068] The regeneration control method of the present invention controls the downstream output temperature of DDPF by controlling the amount of regeneration oil injected by the engine, thereby raising the exhaust temperature of DDPF to a set temperature (usually between 550°C and 650°C), providing sufficient energy for particulate matter to react fully with oxygen to generate carbon dioxide and water vapor, so that the particulate matter is oxidized and burned as completely as possible, effectively removing particulate matter from DDPF and ensuring the smooth progress of the regeneration process.

[0069] When the vehicle is in motion, the diesel engine aftertreatment system can automatically enter the regeneration stage to control the regeneration of the oxide trap. When the vehicle is parked, the regeneration stage can be entered by pressing a button to control the regeneration of the oxide trap.

[0070] Specifically, in 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 multiple downstream temperature measurements collected at different times.

[0071] The acquired engine operating parameters may include, but are not limited to, real-time data such as engine speed, fuel injection quantity, torque, throttle position, exhaust gas flow, coolant temperature, and intake air pressure. Fuel injection quantity refers to the real-time amount of fuel injected into the engine.

[0072] It should be noted that engine operating parameter information can be obtained in two ways: First, through the vehicle's CAN bus protocol, real-time data exchange with the engine control unit (ECU) can be achieved to obtain engine operating parameter information. Second, temperature sensors, pressure sensors, and other data acquisition devices can be installed in the diesel engine aftertreatment system to directly measure engine operating parameter information, which is then transmitted to the regeneration control device of the oxidation trap via a dedicated wiring harness.

[0073] When a vehicle is in motion, there is a thermodynamic relationship between the upstream input temperature of the DDPF and the engine operating conditions; that is, there is a correlation between the upstream input temperature of the DDPF and the engine speed and fuel injection quantity. Multiple historical engine operating condition data and the corresponding historical upstream input temperature data for each engine operating condition can be collected or measured to establish a correspondence table between engine operating parameters and the upstream input temperature of the DDPF, or to establish a thermal model of engine operating conditions and upstream input temperature. The historical engine operating condition data may include, but is not limited to, historical engine fuel injection quantity and historical engine speed.

[0074] Based on the established correspondence table between engine operating parameters and the upstream input temperature of the DDPF, or the thermal model of engine operating conditions and 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 applied to the upstream input temperature to obtain the estimated upstream temperature.

[0075] When the vehicle is parked, under stable engine conditions (engine speed and exhaust flow are zero), and as the diesel engine aftertreatment system gradually warms up to its normal operating temperature after startup, the DDPF is in its initial warm-up stage, with the upstream input temperature of the DDPF close to its downstream output temperature. In other words, when the vehicle is parked and the engine is operating stably, the upstream input temperature of the oxidation trap is estimated based on the measured downstream temperature of the DDPF, thus obtaining the estimated upstream temperature of the oxidation trap.

[0076] When the vehicle is parked or in motion, the upstream estimated temperature of the oxidation trap is obtained through the method described in step S12 above. This eliminates the need for a temperature sensor at the inlet of the oxidation trap, reducing the number of sensors required for the DDPF and thus reducing the size of the DDPF. Furthermore, it eliminates the need to control the upstream input temperature of the oxidation trap, improving the accuracy of obtaining the upstream input temperature. This, in turn, improves the accuracy of the feedforward injection quantity calculated based on the upstream input temperature, enhancing the precise control of the regeneration temperature.

[0077] The principle of regenerative temperature control is to make the heat released by the combustion of engine fuel compensate for the energy required to raise the temperature of engine exhaust gas. The energy required to raise the temperature of engine exhaust gas is related to the upstream input temperature of DDPF, the downstream target temperature, and the engine exhaust gas flow rate.

[0078] When the vehicle is parked, the downstream setpoint temperature is the downstream target temperature, which is the target temperature that the downstream output temperature of the DDPF must reach to achieve regenerative control. The downstream setpoint temperature can be a set value or derived from engine operating parameters and downstream measured temperatures. Based on the upstream input temperature of the DDPF, the downstream setpoint temperature, engine exhaust gas flow rate, etc., the feedforward fuel injection quantity when the vehicle is parked is calculated.

[0079] Subsequently, the downstream deviation temperature of the DDPF can be calculated based on the downstream set temperature and the downstream measured temperature of the DDPF. Using this downstream deviation temperature as input, a PI controller can output the closed-loop fuel injection quantity when the vehicle is parked. The PI controller is a classic control algorithm that combines proportional and integral control. Its essence is to dynamically track the downstream output target temperature through feedback adjustment, quickly respond to temperature deviations, eliminate steady-state errors, and achieve precise correction of the regenerated fuel quantity.

[0080] The feedforward fuel quantity and the closed-loop fuel quantity when the vehicle is parked are summed to precisely correct the regenerated fuel quantity, thus obtaining the target fuel injection quantity. When the vehicle is parked, the upstream input temperature of the DDPF does not need to be measured during the regeneration control of the oxidation trap.

[0081] When the vehicle is in motion, the downstream setpoint temperature is a steady-state temperature, not necessarily the downstream target temperature of the DDPF. The downstream setpoint temperature needs to be converted to a dynamic temperature as the downstream target temperature of the DDPF. The downstream deviation temperature of the DDPF can be calculated based on the downstream setpoint temperature and the downstream measured temperature. The downstream dynamic setpoint temperature is then calculated based on the downstream deviation temperature and the downstream measured temperature. This downstream dynamic setpoint temperature is the downstream target temperature of the DDPF. The feedforward fuel injection quantity when the vehicle is in motion is calculated based on the upstream input temperature of the DDPF, the downstream dynamic setpoint temperature, and the engine exhaust gas flow rate. Using the downstream deviation temperature of the DDPF as input, a PI controller can output the closed-loop fuel injection quantity when the vehicle is in motion.

[0082] It should be noted that when the vehicle is in motion, the downstream deviation temperature is a dynamic deviation temperature, which is obtained after dynamic smoothing filtering by the filtering system.

[0083] The sum of the feedforward fuel quantity and the closed-loop fuel injection quantity when the vehicle is in motion is taken as the closed-loop fuel injection quantity. This way, when the oxidation trap is regenerated while the vehicle is in motion, it is not necessary to measure the upstream input temperature of the DDPF.

[0084] The amount of regenerated oil injected by the engine is controlled to the target injection amount.

[0085] It is understood that the technical solution provided in this embodiment obtains the downstream measured temperature of the oxidation arrester and the engine operating parameters of the vehicle. Based on the engine operating parameters and the downstream measured temperature of the oxidation arrester, the upstream input temperature of the oxidation arrester is estimated to obtain the upstream estimated temperature of the oxidation arrester. Since the upstream estimated temperature is obtained by estimating the upstream input temperature, there is no need to install a sensor upstream of the oxidation arrester, thereby saving system volume and cost. Subsequently, based on the upstream estimated temperature of the oxidation arrester, the downstream measured temperature of the oxidation arrester, the downstream set temperature of the oxidation arrester, and the engine operating parameters, the following parameters are calculated: The engine's feedforward and closed-loop injection quantities are calculated by summing them to obtain the engine's target injection quantity. The amount of regenerated fuel injected by the engine is then controlled to match the target injection quantity. Throughout this calculation process, there is no need to control the upstream input temperature; only a single temperature sensor is needed to obtain the downstream measured temperature. This reduces the number of temperature measurements required and avoids errors caused by relying on data from numerous sensors for control. Consequently, the accuracy of regenerated fuel quantity calculation and regeneration control is improved, effectively solving the technical problem of abnormal injection quantity caused by insufficient regeneration temperature control in existing technologies, which affects the DPF regeneration effect.

[0086] In one possible implementation, the engine operating information includes engine exhaust gas flow. When the vehicle is in motion, in step S11, the downstream measured temperature of the oxidation trap and the vehicle's engine operating parameters are acquired. Then, in step S13, the engine's feedforward injection quantity and closed-loop injection quantity are calculated. Before this, the following steps are also included:

[0087] The downstream set temperature of the oxidation trap is determined based on the engine exhaust gas flow rate and the downstream measured temperature of the oxidation trap.

[0088] Specifically, there is a correspondence between engine exhaust gas flow rate, downstream measured temperature of DDPF, and downstream set temperature of the oxidation trap. This correspondence can be determined using historical engine exhaust gas flow rate, historical downstream measured temperature, and historical downstream set temperature data. Based on the correspondence between engine exhaust gas flow rate, downstream measured temperature of DDPF, and downstream set temperature of the oxidation trap, a downstream set temperature table is established in advance. By searching within this table, the corresponding downstream set temperature can be found based on the currently obtained engine exhaust gas flow rate and downstream measured temperature of DDPF. For example, by searching the table, the downstream set temperature is determined to be 550°C.

[0089] In one possible implementation, the engine operating information in step S11 includes engine speed, engine fuel injection quantity, engine coolant temperature, and engine intake air pressure.

[0090] When the vehicle is in motion, in step S12, the upstream input temperature of the oxidation trap is estimated based on engine operating parameter information and the downstream measured temperature of the oxidation trap, resulting in the estimated upstream temperature of the oxidation trap, including:

[0091] The upstream steady-state model temperature of the oxidation trap is calculated based on the engine speed and the engine fuel injection quantity. The upstream steady-state model temperature is then corrected based on the engine coolant temperature and the engine intake air pressure to obtain the corrected upstream steady-state model temperature. The corrected upstream steady-state model temperature is then dynamically smoothed using a first filtering system to obtain the estimated upstream temperature of the oxidation trap. The estimated upstream temperature is a dynamic temperature.

[0092] In one optional example, multiple historical engine operating condition data and corresponding historical upstream input temperature data are obtained. Based on the historical engine speed, historical engine fuel injection quantity, and historical upstream input temperature data from these historical engine operating condition data, a relationship between engine operating conditions and upstream input temperature is established, for example: upstream input temperature = f(engine fuel injection quantity, engine speed). Table 1 below shows the relationship between engine operating conditions and upstream input temperature.

[0093] Table 1. Relationship between engine operating conditions and upstream input temperature

[0094]

[0095] Based on the engine speed and fuel injection quantity, determine the corresponding upstream input temperature of the oxidation trap from Table 1 above. When the vehicle is in motion, 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.

[0096] Since engine operating information also affects the upstream steady-state model value, the upstream steady-state model temperature of DDPF is corrected based on the engine coolant temperature and engine intake pressure in the engine operating information to obtain the corrected upstream steady-state model temperature. The engine coolant temperature and engine intake pressure can be obtained through sensors or other detection or calculation methods; this application does not impose any specific limitations.

[0097] A first-order low-pass filter system is pre-established in the diesel engine aftertreatment system. This system is designed based on engine exhaust gas flow rate, inertia constant, and other parameters. The upstream steady-state model temperature is a steady-state model value. The corrected upstream steady-state model temperature is input into this first-order low-pass filter system. This system performs dynamic smoothing filtering on the corrected upstream steady-state model temperature and outputs the estimated upstream temperature of the oxidation trap. The estimated upstream temperature of the oxidation trap is a dynamic temperature model value.

[0098] In one possible implementation, the engine operating information includes engine exhaust gas flow rate. Step S11 involves acquiring the downstream measured temperature of the oxidation trap and the vehicle's engine operating parameters. Following this, the implementation further includes:

[0099] The first filter constant is determined based on the engine exhaust gas flow rate, and the first filter system is established based on the first filter constant.

[0100] Specifically, the first filter constant of the first filter system is determined based on the engine exhaust gas flow rate. The larger the engine exhaust gas flow rate, the smaller the first filter constant needs to be set. At this time, the upstream estimated temperature determined based on the first filter system changes faster, and the response time of the diesel engine aftertreatment system is also faster.

[0101] For example, based on the first filter constant, the transfer function of the first filter system is established as G(s) = 1 / (TS+1). Here, S is the first filter constant, and T is the inertia constant. The larger the value of the first filter constant S, the greater the system delay, and the slower the system's response to the input.

[0102] In one possible implementation, the downstream temperature measurement of the oxidation trap in step S11 includes multiple downstream temperature measurements of the oxidation trap collected at different times. When the vehicle is in a parked state, in step S12, the upstream input temperature of the oxidation trap is estimated based on the engine operating parameter information and the downstream temperature measurement of the oxidation trap, resulting in an estimated upstream temperature of the oxidation trap, including:

[0103] Based on multiple downstream temperature measurements of the oxidation trap, the downstream temperature change rate of the oxidation trap is calculated; based on the magnitude of the downstream temperature change rate of the oxidation trap, it is determined whether the engine operating condition is stable; when the engine operating condition is determined to be stable, the estimated upstream temperature of the oxidation trap is calculated based on multiple downstream temperature measurements.

[0104] Specifically, when the vehicle is in a parked state, it enters the parking regeneration control, at which time the upstream input temperature of the oxidation trap does not need to be measured by a sensor.

[0105] Based on the multiple downstream temperature measurements obtained from the oxidation trap, and since these measurements were taken at different times, the downstream temperature measurements at multiple historical times within a preset time period from the current time were statistically analyzed. The rate of change of the downstream temperature of the oxidation trap was calculated based on these historical downstream temperature measurements.

[0106] The stability of the engine's operation is determined by the downstream temperature change rate of the oxidation trap. When the downstream temperature change rate is within a preset range (near 0), the engine is considered stable. When the downstream temperature change rate is outside the preset range, the engine is considered unstable.

[0107] It should be noted that the preset range can be [-0.1~0.1], and the preset time period can be 2 minutes. This application does not make specific limitations on these.

[0108] When the engine's operating condition is determined to be stable, multiple downstream temperature measurements within a second preset time period are selected, and the average value of these multiple downstream temperature measurements is calculated. This average value is then used as the estimated upstream temperature of the oxidation trap.

[0109] In one possible implementation, the engine operating parameter information includes engine exhaust gas flow rate. Step S13 involves calculating the engine's feedforward injection quantity and closed-loop injection quantity based on the estimated upstream temperature of the oxidizer, the measured downstream temperature of the oxidizer, the set downstream temperature of the oxidizer, and the engine operating parameter information, respectively.

[0110] Step S131: Calculate the downstream deviation temperature of the oxidation trap based on the downstream set temperature and downstream measured temperature of the oxidation trap.

[0111] Step S132: 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.

[0112] Step S133: When the vehicle is in motion, the feedforward fuel injection quantity of the engine is calculated based on the downstream deviation temperature of the oxidation trap, the downstream measured temperature, the upstream estimated temperature, and the engine exhaust gas flow rate.

[0113] When the vehicle is parked, the feedforward fuel injection quantity of the engine is calculated based on the downstream set temperature of the oxidation trap, the upstream estimated temperature, and the engine exhaust gas volume.

[0114] Specifically, when the vehicle is parked, the difference between the downstream set temperature and the downstream measured temperature is used as the downstream deviation temperature of the oxidation trap. Based on the downstream deviation temperature of the oxidation trap, the closed-loop fuel injection quantity of the engine is calculated using a pre-established PI controller. The specific calculation formula is as follows:

[0115] ;

[0116] in, The instantaneous closed-loop oil quantity is the proportional term. The instantaneous closed-loop oil quantity is the integral term. For ratio, is the set value. Set the temperature for the downstream. To measure the temperature downstream. is the integral coefficient, and is the set value. For time.

[0117] When the vehicle is parked, the feedforward fuel injection quantity is calculated based on the upstream input temperature, downstream set temperature, and engine exhaust gas flow rate of the DDPF. Specifically, the calculation can be performed using the following formula:

[0118] .

[0119] The engine exhaust gas flow rate can be determined based on the engine's air intake volume and fuel quantity. The air intake volume can be calculated from engine operating information such as intake air temperature, intake air pressure, and engine speed, or it can be measured by sensors. The fuel quantity is determined based on the vehicle controller's internal injection requirements. Exhaust gas specific heat capacity represents the heat required to raise the temperature of exhaust gas by 1°C per unit mass; it is typically a set value. Fuel calorific value represents the heat released by the complete combustion of a unit mass of fuel; it is typically a set value. Combustion efficiency represents the oxidation efficiency of the fuel; it is typically a set value. Set the temperature downstream of DDPF.

[0120] When the vehicle is in motion, 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 then dynamically smoothed and filtered to obtain the dynamic downstream deviation temperature of the oxidation trap.

[0121] The method for calculating closed-loop fuel injection quantity is the same as when the vehicle is parked. Based on the downstream deviation temperature of the oxidation trap and a pre-established PI controller, the engine's closed-loop fuel injection quantity is calculated. .

[0122] The downstream dynamic setpoint temperature of the oxidation trap is calculated by adding the downstream deviation temperature to the downstream measured temperature. This downstream dynamic setpoint temperature is then used as... Using the same formula for calculating the feedforward fuel injection quantity when the vehicle is parked, the feedforward fuel injection quantity when the vehicle is in motion is calculated. .

[0123] It should be noted that when the vehicle is in motion, the downstream deviation temperature is a dynamic deviation temperature, which is obtained after dynamic smoothing filtering by the filtering system.

[0124] In one possible implementation, when the vehicle is in motion, step S131 calculates the downstream deviation temperature of the oxidation trap based on the downstream set temperature and the downstream measured temperature, including:

[0125] The difference between the downstream set temperature and the downstream measured temperature is calculated to obtain the downstream steady-state deviation temperature of the oxidation trap. The downstream steady-state deviation temperature is then dynamically smoothed and filtered by the second filtering system to obtain the downstream deviation temperature of the oxidation trap. The downstream deviation temperature is the dynamic deviation temperature.

[0126] Specifically, when the vehicle is in operation, the downstream steady-state deviation temperature of the oxidation trap is dynamically smoothed by a 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 as or a different filter from the first filtering system. During the slow change process, the inertia constant of this first-order low-pass filter can be determined based on 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 temperature increase of the DDPF during regeneration. By calibrating the inertia constant, the filtered downstream deviation temperature can be made to conform to an ideal dynamic programming trajectory.

[0127] In one possible implementation, in step S133, when the vehicle is in motion, the feedforward fuel injection quantity of the engine is calculated based on the downstream deviation temperature of the oxidation trap, the downstream measured temperature, the upstream estimated temperature, and the engine exhaust gas flow rate, including:

[0128] When the vehicle is in motion, the downstream deviation temperature and the downstream measured temperature of the oxidation trap are summed to obtain the downstream dynamic set temperature of the oxidation trap.

[0129] The feedforward fuel injection quantity of the engine is calculated based on the estimated upstream temperature of the oxidation trap, the dynamic downstream set temperature, and the engine exhaust gas flow rate.

[0130] Specifically, the downstream deviation temperature of the oxidation trap is summed with the upstream and downstream measured temperatures to obtain the downstream dynamic setpoint temperature of the oxidation trap. This makes the downstream dynamic setpoint temperature dynamic, which better conforms to the ideal dynamic programming trajectory. The downstream dynamic setpoint temperature is used as... The method for calculating the feedforward fuel injection quantity is the same as when the vehicle is parked, and the feedforward fuel injection quantity when the vehicle is in motion is calculated. .

[0131] See Figure 4 , Figure 4 This is a flowchart illustrating a regeneration control method for a vehicle in a driving state, provided in another embodiment of this application. Another embodiment of this application also provides a regeneration control method for a vehicle in a driving state, namely, when the vehicle is in a driving state, the regeneration control method for the vehicle's oxidation trap includes:

[0132] Step S401: Obtain the downstream measured temperature of the oxidation trap and the engine operating parameters of the vehicle.

[0133] The oxidizer is used to convert NO in vehicle exhaust and capture particulate matter in the exhaust. Engine operating information includes engine speed, fuel injection quantity, engine coolant temperature, and engine intake air pressure. Engine operating parameters also include engine exhaust gas flow rate.

[0134] Step S402: Determine the first filter constant based on the engine exhaust gas flow rate.

[0135] like Figure 3 As shown, Figure 3 This is a flowchart illustrating a regeneration control method for a vehicle in motion, provided in one embodiment of this application. The first filter constant is calculated based on the engine exhaust gas flow rate and the carrier heat capacity. Figure 3 (Filter constants in the text).

[0136] Step S403: Establish the first filtering system based on the first filtering constant.

[0137] Among them, the first filtering system is Figure 3 The first-order low-pass filter in the process.

[0138] Step S404: Calculate the upstream steady-state model temperature of the oxidation trap based on the engine speed and the engine fuel injection quantity.

[0139] Step S405: Based on the engine coolant temperature and engine intake pressure, the upstream steady-state model temperature is corrected to obtain the corrected upstream steady-state model temperature.

[0140] Step S406: The corrected upstream steady-state model temperature is dynamically smoothed and filtered by the first filtering system to obtain the estimated upstream temperature of the oxidation trap.

[0141] The upstream estimated temperature is a dynamic temperature.

[0142] Step S407: Determine the downstream set temperature of the oxidation trap based on the engine exhaust gas flow rate and the downstream measured temperature of the oxidation trap.

[0143] Based on the downstream temperature measured by the oxidation trap ( Figure 3 The downstream set temperature is determined by looking up the relationship table using the DDPF post-temperature and engine exhaust gas flow rate. Figure 3 (The base temperature is set in the control settings).

[0144] 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.

[0145] Downstream set temperature ( Figure 3 The control set base temperature and the downstream measurement temperature (in the middle) Figure 3 The difference between the DDPF temperature and the downstream steady-state deviation temperature is the downstream steady-state deviation temperature of the oxidation trap. The downstream steady-state deviation temperature is the steady-state temperature.

[0146] Step S409: The downstream steady-state deviation temperature is dynamically smoothed and filtered by the second filtering system to obtain the downstream deviation temperature of the oxidation trap.

[0147] The downstream deviation temperature is the dynamic deviation temperature. The downstream steady-state deviation temperature is input into the second filtering system and subjected to dynamic smoothing filtering to obtain the dynamic downstream deviation temperature. Figure 3 The dynamic deviation temperature in the process). The second filter system can be used in conjunction with the first filter system ( Figure 3 The first-order low-pass filter in the text is the same system.

[0148] 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.

[0149] downstream deviation temperature ( Figure 3 The dynamic deviation temperature is input into the PI controller to perform closed-loop correction on the amount of regenerated fuel injected, and the output is the closed-loop fuel injection quantity of the engine.

[0150] Step S411: The downstream deviation temperature and the downstream measured temperature of the oxidation trap are summed and calculated to obtain the downstream dynamic set temperature of the oxidation trap.

[0151] downstream temperature measurement ( Figure 3 The temperature after DDPF in the middle) and the downstream deviation temperature ( Figure 3 The dynamic deviation temperatures in the middle are added together to obtain the downstream dynamic set temperature. Figure 3 (Dynamic temperature setting in the system).

[0152] Step S412: Calculate the feedforward fuel injection quantity of the engine based on the estimated upstream temperature of the oxidation trap, the dynamic downstream temperature setting, and the engine exhaust gas flow rate.

[0153] Based on the estimated upstream temperature ( Figure 3 DDPF inlet temperature), downstream dynamic set temperature ( Figure 3 Dynamic set temperature) and engine exhaust gas flow rate (in the system) Figure 3 The amount of exhaust gas oil in the fuel is used to calculate the feedforward fuel injection quantity of the engine. Figure 3 (Feedforward oil quantity in the middle).

[0154] Step S413: The feedforward injection quantity and the closed-loop injection quantity of the engine are summed and calculated to obtain the target injection quantity of the engine.

[0155] The engine's feedforward fuel injection quantity ( Figure 3 Feedforward fuel quantity and closed-loop fuel injection quantity (in the middle) Figure 3 The target fuel injection quantity (final fuel quantity) of the engine is obtained by summing the closed-loop fuel injection quantity of the engine after the closed-loop correction.

[0156] The amount of regenerated fuel injected by the engine of a vehicle in motion is controlled to the target injection amount. Figure 3 (The final amount of oil in the container).

[0157] See Figure 5 , Figure 5 This is a flowchart illustrating a regeneration control method for a vehicle in a parked state, as provided in one embodiment of this application. This application also provides a regeneration control method for a vehicle in a parked state, specifically, when the vehicle is in a parked state, the regeneration control method for the vehicle's oxidation trap includes:

[0158] Step S501: Obtain the downstream measured temperature of the oxidation trap and the engine operating parameters of the vehicle.

[0159] The oxidation trap is used to convert NO in vehicle exhaust and capture particulate matter in vehicle exhaust. The downstream temperature measurement of the oxidation trap includes multiple downstream temperature measurements of the oxidation trap collected at different times.

[0160] Step S502: Calculate the downstream temperature change rate of the oxidation trap based on multiple downstream temperature measurements of the oxidation trap.

[0161] Step S503: Determine whether the engine's operating condition is stable based on the magnitude of the downstream temperature change rate of the oxidation trap.

[0162] Step S504: When it is determined that the engine is operating stably, the estimated upstream temperature of the oxidation trap is calculated based on multiple downstream temperature measurements.

[0163] Step S505: Calculate the downstream deviation temperature of the oxidation trap based on the downstream set temperature and downstream measured temperature of the oxidation trap.

[0164] Step S506: 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.

[0165] Step S507: Calculate the feedforward fuel injection quantity of the engine based on the downstream set temperature of the oxidation trap, the upstream estimated temperature, and the engine exhaust gas flow rate.

[0166] Step S508: The feedforward injection quantity and the closed-loop injection quantity of the engine are summed and calculated to obtain the target injection quantity of the engine.

[0167] The target injection quantity is the amount of regenerated oil injected into the engine of a vehicle in a parked state.

[0168] It is understood that the technical solution provided in this embodiment obtains the downstream measured temperature of the oxidation arrester and the engine operating parameters of the vehicle. Based on the engine operating parameters and the downstream measured temperature of the oxidation arrester, the upstream input temperature of the oxidation arrester is estimated to obtain the upstream estimated temperature of the oxidation arrester. Since the upstream estimated temperature is obtained by estimating the upstream input temperature, there is no need to install a sensor upstream of the oxidation arrester, thereby saving system volume and cost. Subsequently, based on the upstream estimated temperature of the oxidation arrester, the downstream measured temperature of the oxidation arrester, the downstream set temperature of the oxidation arrester, and the engine operating parameters, the upstream input temperature of the oxidation arrester is estimated to obtain the upstream estimated temperature of the oxidation arrester. The engine's operating parameters are used to calculate the engine's feedforward injection quantity and closed-loop injection quantity. These two quantities are then summed to obtain the engine's target injection quantity. The amount of regenerated fuel injected by the engine is then controlled to match the target injection quantity. This calculation process eliminates the need to control the upstream input temperature and reduces the number of temperature measurements required. This avoids errors caused by relying on data from numerous sensors for control, thereby improving the accuracy of regenerated fuel quantity calculation and regeneration control. This effectively solves the technical problem in existing technologies where insufficient regeneration temperature control leads to abnormal fuel injection quantity, affecting the DPF regeneration effect.

[0169] Furthermore, different methods are used to calculate the feedforward injection quantity and the corrected injection quantity according to the vehicle's driving state and parking state, so that the calculated target injection quantity is more in line with the vehicle's operating state, thereby further improving the accuracy of regenerative control.

[0170] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0171] Corresponding to the method described in the above embodiments, Figure 6 This diagram illustrates the structure of a regeneration control device for a vehicle oxidation trap according to an embodiment of this application. For ease of explanation, only the parts relevant to the embodiment of this application are shown.

[0172] Reference Figure 6 The regeneration control device 6 of the vehicle's oxidation trap includes:

[0173] The data acquisition module 61 is used to acquire the downstream measured temperature of the oxidation trap and the engine operating parameters of the vehicle; wherein, the oxidation trap is used to convert NO in the vehicle exhaust gas and capture particulate matter in the vehicle exhaust gas.

[0174] The upstream temperature estimation module 62 is used to estimate the upstream input temperature of the oxidation trap based on the engine operating parameter information and the downstream measured temperature of the oxidation trap, so as to obtain the upstream estimated temperature of the oxidation trap.

[0175] The fuel injection quantity calculation module 63 is used to calculate the feedforward fuel injection quantity and closed-loop fuel injection quantity of the engine based on the estimated upstream temperature of the oxidation trap, the measured downstream temperature of the oxidation trap, the set downstream temperature of the oxidation trap, and the engine operating parameter information.

[0176] The fuel injection quantity calculation module 63 is also used to sum and calculate the engine's feedforward fuel injection quantity and closed-loop fuel injection quantity to obtain the engine's target fuel injection quantity.

[0177] The fuel injection quantity control module 64 is used to control the amount of regenerated fuel injected by the engine to the target fuel injection quantity.

[0178] In one possible implementation, the engine operating information includes engine speed, engine fuel injection quantity, engine coolant temperature, and engine intake air pressure. When the vehicle is in motion, the upstream temperature estimation module 62 is specifically used to calculate the upstream steady-state model temperature of the oxidation trap based on the engine speed and engine fuel injection quantity. The upstream steady-state model temperature is then corrected based on the engine coolant temperature and engine intake air pressure to obtain the corrected upstream steady-state model temperature. The corrected upstream steady-state model temperature is then dynamically smoothed and filtered by a first filtering system to obtain the upstream estimated temperature of the oxidation trap. The upstream estimated temperature is a dynamic temperature.

[0179] In one possible implementation, the engine operating information includes engine exhaust gas flow rate, and the vehicle's oxidation trap regeneration control device 6 further includes:

[0180] The filter system establishment module 65 is used to obtain downstream temperature measurement information and engine operating parameter information of the vehicle from the oxidation trap, and then determine the first filter constant based on the engine exhaust gas flow rate; and establish the first filter system based on the first filter constant.

[0181] In one possible implementation, the downstream temperature measurement of the oxidation trap includes multiple downstream temperature measurements of the oxidation trap collected at different times; when the vehicle is parked, the upstream temperature estimation module 62 is specifically used to calculate the downstream temperature change rate of the oxidation trap based on the multiple downstream temperature measurements of the oxidation trap; based on the magnitude of the downstream temperature change rate of the oxidation trap, it is determined whether the engine operating condition is stable; when it is determined that the engine operating condition is stable, the upstream estimated temperature of the oxidation trap is calculated based on the multiple downstream temperature measurements.

[0182] In one possible implementation, the engine operating parameter information includes engine exhaust gas flow rate; the fuel injection quantity calculation module 63 is further used to calculate the downstream deviation temperature of the oxidizer based on the downstream set temperature and the downstream measured temperature of the oxidizer; based on the downstream deviation temperature of the oxidizer and a pre-established PI controller, the closed-loop fuel injection quantity of the engine is calculated; when the vehicle is in motion, the feedforward fuel injection quantity of the engine is calculated based on the downstream deviation temperature of the oxidizer, the downstream measured temperature, the upstream estimated temperature and the engine exhaust gas flow rate; when the vehicle is in a parked state, the feedforward fuel injection quantity of the engine is calculated based on the downstream set temperature of the oxidizer, the upstream estimated temperature and the engine exhaust gas flow rate.

[0183] In one possible implementation, when the vehicle is in motion, the fuel injection quantity calculation module 63 is also used 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; the downstream steady-state deviation temperature is dynamically smoothed and filtered by the second filtering system to obtain the downstream deviation temperature of the oxidation trap; wherein, the downstream deviation temperature is the dynamic deviation temperature.

[0184] In one possible implementation, when the vehicle is in motion, the fuel injection quantity calculation module 63 is also used to sum the downstream deviation temperature and the downstream measured temperature of the oxidation trap to obtain the downstream dynamic set temperature of the oxidation trap; and to calculate the feedforward fuel injection quantity of the engine based on the upstream estimated temperature of the oxidation trap, the downstream dynamic set temperature and the engine exhaust gas flow rate.

[0185] In one possible implementation, the engine operating information includes engine exhaust gas flow rate. When the vehicle is in motion, the downstream measured temperature of the oxidation trap and the engine operating parameters of the vehicle are acquired. Then, the feedforward injection quantity and closed-loop injection quantity of the engine are calculated. Prior to this, the data acquisition module 61 is also used to determine the downstream set temperature of the oxidation trap based on the engine exhaust gas flow rate and the downstream measured temperature of the oxidation trap.

[0186] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0187] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, 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. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0188] 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, wherein the processor executes the computer program to implement the steps in any of the above method embodiments.

[0189] This application also provides a diesel engine aftertreatment system, including an oxidation trap and an engine, as well as a regeneration control device for the oxidation trap of the aforementioned vehicle.

[0190] This application also provides a vehicle including a diesel engine aftertreatment system.

[0191] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps described in the various method embodiments above.

[0192] This application provides a computer program product that, when run on a mobile terminal, enables the mobile terminal to implement the steps described in the above-described method embodiments.

[0193] If the integrated unit is implemented as 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, all or part of the processes in the methods of the above embodiments of this application can be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include at least: any entity or device capable of carrying computer program code to a photographing device / terminal device, a recording medium, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium. Examples include USB flash drives, portable hard drives, magnetic disks, or optical disks. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electrical carrier signals or telecommunication signals.

[0194] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0195] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0196] In the embodiments provided in this application, it should be understood that the disclosed apparatus / network devices and methods can be implemented in other ways. For example, the apparatus / network device embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0197] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0198] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A method for controlling the regeneration of an oxidation trap in a vehicle, characterized in that, include: The downstream measurement temperature of the oxidation trap and the engine operating parameters of the vehicle are obtained; wherein the oxidation trap is used to convert NO in the vehicle exhaust gas and capture particulate matter in the vehicle exhaust gas. Based on 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; 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 injection quantity and the closed-loop injection quantity of the engine are calculated respectively. The target injection quantity of the engine is obtained by summing the feedforward injection quantity and the closed-loop injection quantity of the engine. The amount of regenerated oil injected by the engine is controlled to the target injection amount; The engine operating parameter information includes engine exhaust gas flow rate; The step of calculating the engine's feedforward injection quantity and closed-loop injection quantity 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 includes: The downstream deviation temperature of the oxidation trap is calculated based on the downstream set temperature and the downstream measured temperature of the oxidation trap. Based on the downstream deviation temperature of the oxidation trap, the closed-loop fuel injection quantity of the engine is calculated using a pre-established PI controller. When the vehicle is in motion, the feedforward fuel injection quantity of the engine is calculated based on 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 parked, the feedforward fuel injection quantity of the engine is calculated based on the downstream set temperature of the oxidation trap, the upstream estimated temperature, and the engine exhaust flow rate.

2. The regeneration control method for the vehicle's oxidation trap as described in claim 1, characterized in that, The engine operating parameter information includes engine speed, engine fuel injection quantity, engine coolant temperature, and engine intake air pressure. When the vehicle is in motion, the process of 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 estimated upstream temperature of the oxidation trap, includes: The upstream steady-state model temperature of the oxidation trap is calculated based on the engine speed and the engine fuel injection quantity. Based on the engine coolant temperature and the engine intake pressure, the upstream steady-state model temperature is corrected to obtain the corrected upstream steady-state model temperature; The upstream estimated temperature of the oxidation trap is obtained by dynamically smoothing the corrected upstream steady-state model temperature through the first filtering system; wherein the upstream estimated temperature is a dynamic temperature.

3. The regeneration control method for the vehicle's oxidation trap as described in claim 1, characterized in that, The downstream temperature measurement of the oxidation trap includes multiple downstream temperature measurements of the oxidation trap collected at different times; When the vehicle is in a parked state, the process of 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 estimated upstream temperature of the oxidation trap, includes: The downstream temperature change rate of the oxidation trap is calculated based on multiple downstream temperature measurements of the oxidation trap. The stability of the engine's operating condition is determined based on the magnitude of the downstream temperature change rate of the oxidation trap. When the engine is determined to be operating stably, the estimated upstream temperature of the oxidation trap is calculated based on multiple downstream temperature measurements.

4. The regeneration control method for the vehicle's oxidation trap as described in claim 1, characterized in that, When the vehicle is in motion, the calculation of the downstream deviation temperature of the oxidation trap based on the downstream set temperature and the downstream measured temperature includes: The difference between the downstream set temperature and the downstream measured temperature is calculated to obtain the downstream steady-state deviation temperature of the oxidation trap; The downstream steady-state deviation temperature is dynamically smoothed and filtered by the second filtering system to obtain the downstream deviation temperature of the oxidation trap; wherein, the downstream deviation temperature is the dynamic deviation temperature.

5. The regeneration control method for the vehicle's oxidation trap as described in claim 1, characterized in that, When the vehicle is in motion, the feedforward fuel injection quantity of the engine is calculated based on the downstream deviation temperature of the oxidation trap, the downstream measured temperature, the upstream estimated temperature, and the engine exhaust gas flow rate, including: When the vehicle is in motion, the downstream deviation temperature and the downstream measured temperature of the oxidation trap are added together to calculate the downstream dynamic set temperature of the oxidation trap. The feedforward fuel injection quantity of the engine is calculated based on the upstream estimated temperature of the oxidation trap, the downstream dynamic set temperature, and the engine exhaust gas flow rate.

6. The regeneration control method for the vehicle's oxidation trap as described in claim 1, characterized in that, When the vehicle is in motion, the method involves acquiring the downstream measured temperature of the oxidation trap and the vehicle's engine operating parameters. Then, the method calculates the engine's feedforward injection quantity and closed-loop injection quantity. Prior to this, the method further includes: The downstream set temperature of the oxidation trap is determined based on the engine exhaust gas flow rate and the downstream measured temperature of the oxidation trap.

7. The regeneration control method for the vehicle's oxidation trap as described in claim 1, characterized in that, The engine operating parameter information includes engine exhaust gas flow rate; After acquiring the downstream measurement temperature of the oxidation trap and the engine operating parameters of the vehicle, the method further includes: The first filter constant is determined based on the engine exhaust gas flow rate; Based on the first filtering constant, a first filtering system is established.

8. A regeneration control device for a vehicle's oxidation trap, characterized in that, include: The data acquisition module is used to acquire the downstream measured temperature of the oxidation trap and the engine operating parameters of the vehicle; wherein, the oxidation trap is used to convert NO in the vehicle exhaust gas and capture particulate matter in the vehicle exhaust gas. An upstream temperature estimation module is used to estimate the upstream input temperature of the oxidation trap based on the engine operating parameter information and the downstream measured temperature of the oxidation trap, so as 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 closed-loop fuel injection quantity of the engine 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, respectively. The fuel injection quantity calculation module is also used to sum and calculate 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 amount of regenerated fuel injected by the engine to the target fuel injection quantity; The engine operating parameter information includes engine exhaust gas flow rate; The fuel injection quantity calculation module is further configured to calculate the downstream deviation temperature of the oxidation trap based on 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 downstream deviation temperature of the oxidation trap and a pre-established PI controller; calculate the feedforward fuel injection quantity of the engine based on 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 motion; and calculate the feedforward fuel injection quantity of the engine based on the downstream set temperature of the oxidation trap, the upstream estimated temperature, and the engine exhaust gas flow rate when the vehicle is in a parked state.

9. A diesel engine aftertreatment system, characterized in that, It includes an oxidation trap and an engine, as well as a regeneration control device for the oxidation trap of a vehicle as described in claim 8.

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