Methods, devices, and vehicles for controlling carbon load in integrated oxidation traps

Abstract

This application provides a method, apparatus, and vehicle for controlling the carbon load of an integrated oxidation trap, relating to the field of vehicle aftertreatment technology. By collecting the pressure difference between the exhaust gas inlet and outlet ports of the DDPF and the volumetric flow rate of the exhaust gas flowing into the DDPF, the current carbon load of the DDPF is calculated. Simultaneously, based on the average temperature of the DDPF, the temperature coefficient of the integrated oxidation trap is determined. When the temperature coefficient is within a preset range and the current carbon load exceeds a preset carbon load threshold, DDPF regeneration is triggered to control the carbon load. This application uses carbon load and temperature coefficient as the basis for triggering active DDPF regeneration, thereby improving the accuracy of carbon load determination and solving the technical problem of low accuracy in DPF regeneration control in existing technologies, thus achieving the technical effect of improving the accuracy of DDPF regeneration control.

Description

Technical Field

[0001] This application relates to the field of vehicle aftertreatment technology, specifically to a method, apparatus, and vehicle for controlling the carbon load of an integrated oxidation trap. Background Technology

[0002] In the vehicle's exhaust aftertreatment system, since the DDPF (integrated oxide trap) directly faces the exhaust gas emitted by the engine, a large amount of SOF will accumulate on the DDPF, causing the carbon load to frequently trigger regeneration, or the SOF to burn violently in the early stage of regeneration, damaging the DDPF.

[0003] Existing technologies for controlling the carbon load of diesel particulate filters (DPFs) mainly include model-based estimation, differential pressure sensor measurement, and gas flow sensor-based methods. However, existing control methods have some problems. For example, model-based methods require high parameter accuracy, and complex actual operating conditions may lead to deviations between model estimates and actual values. Sensor-based methods may be affected by sensor accuracy and installation location, resulting in inaccurate measurement results. These problems can all affect the accuracy and efficiency of DPF regeneration control, thereby affecting its service life and fuel economy. Summary of the Invention

[0004] In view of this, this application provides a method, apparatus and vehicle for controlling the carbon load of an integrated oxidation trap, which solves the technical problem of low accuracy of DPF regeneration control in the prior art.

[0005] To achieve the above objectives, this application provides the following technical solution: The current carbon load of the integrated oxidation trap is calculated based on the pressure difference between the inlet and outlet ports of the exhaust gas and the volumetric flow rate of the waste gas flowing into the integrated oxidation trap; the temperature coefficient of the integrated oxidation trap is determined based on its average temperature; if the temperature coefficient is within a preset range and the current carbon load exceeds a preset carbon load threshold, the integrated oxidation trap is regenerated to control the carbon load.

[0006] In one embodiment of this application, the current carbon load of the integrated oxidation trap is calculated based on the pressure difference between the inlet and outlet ports of the exhaust gas and the volumetric flow rate of the waste gas flowing into the integrated oxidation trap. This includes: querying a first calibration table to obtain the initial carbon load of the integrated oxidation trap, wherein the first calibration table includes a pre-defined correlation between the pressure difference, the volumetric flow rate of the waste gas, and the carbon load; correcting the initial carbon load based on the average temperature to obtain the corrected carbon load; calculating the difference between the corrected carbon load and the carbon load at the previous moment to obtain the carbon load deviation, wherein the carbon load at the previous moment is stored in the electronic control unit; and obtaining the current carbon load based on the carbon load deviation.

[0007] In one embodiment of this application, obtaining the current carbon load based on the carbon load deviation includes: calculating the carbon load deviation multiplied by the exhaust gas volume flow rate to obtain the carbon load change rate; and performing an integral operation on the carbon load and the carbon load change rate at the previous moment to obtain the current carbon load.

[0008] In one embodiment of this application, after calculating the current carbon load of the integrated oxidation trap based on the pressure difference between the two ends of the exhaust gas inlet port and the exhaust gas outlet port, and the volumetric flow rate of the exhaust gas flowing into the integrated oxidation trap, the method includes: storing the carbon load in an electronic control unit.

[0009] In one embodiment of this application, the method further includes: if the temperature coefficient exceeds the upper limit of a preset range, triggering a thermal management command to remove soluble organic matter from the integrated oxidation trap.

[0010] In one embodiment of this application, after removing soluble organic matter from the integrated oxidation trap, the method further includes: resetting the temperature coefficient to 0.

[0011] In one embodiment of this application, determining the temperature coefficient of the integrated oxidation trap based on its average temperature includes: querying a second calibration table to obtain the time factor corresponding to the average temperature, wherein the second calibration table includes a pre-defined correlation between temperature and time factor; obtaining a trend graph of the temperature coefficient changing with the time factor; and determining the temperature coefficient corresponding to the time factor based on the trend graph.

[0012] In one embodiment of this application, obtaining a trend graph of temperature coefficient changing with time factor includes: querying a second calibration table for multiple average temperatures at multiple times to obtain multiple time factors corresponding to the multiple average temperatures, wherein the second calibration table includes a pre-defined correlation between temperature and time factor; and accumulating the multiple time factors corresponding to the multiple average temperatures to obtain a trend graph of temperature coefficient changing with time factor.

[0013] As a second aspect of this application, this application also provides a carbon load control device for an integrated oxidation trap, including a controller for performing the carbon load control method of the integrated oxidation trap as described above.

[0014] As a third aspect of this application, this application also provides a vehicle, including: an integrated oxidation trap; an engine; and the aforementioned carbon load control device.

[0015] The carbon load control method for the integrated oxidizing filter provided in this application calculates the current carbon load of the DDPF by collecting the pressure difference between the inlet and outlet ports of the exhaust gas and the volumetric flow rate of the waste gas flowing into the DDPF. Simultaneously, based on the average temperature of the DDPF, the temperature coefficient of the integrated oxidizing filter is determined. When the temperature coefficient is within a preset range and the current carbon load exceeds a preset carbon load threshold, DDPF regeneration is triggered to control the carbon load. This application uses carbon load and temperature coefficient as the basis for triggering active DDPF regeneration, thereby improving the accuracy of carbon load judgment and ultimately enhancing the accuracy of DDPF regeneration control. This solves the technical problem of low accuracy in DPF regeneration control in existing technologies. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, 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 embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0017] Figure 1 The diagram shown is a flowchart of a carbon loading control method for an integrated oxidation trap provided in an embodiment of this application.

[0018] Figure 2 The figure shown is a schematic diagram of a DDPF system provided in an embodiment of this application.

[0019] Figure 3 The diagram shown is a schematic diagram of DDPF carbon loading calculation provided in an embodiment of this application.

[0020] Figure 4 The diagram shown is a schematic diagram of the temperature coefficient of DDPF provided in an embodiment of this application.

[0021] Figure 5 The diagram shown is a schematic diagram of a carbon load control device for an integrated oxidation trap provided in an embodiment of this application.

[0022] Figure 6 The diagram shown is a schematic representation of a vehicle according to an embodiment of this application. Detailed Implementation

[0023] In the vehicle's exhaust aftertreatment system, since the DDPF directly faces the exhaust gas emitted by the engine, a large amount of SOF will accumulate on the DDPF, causing the carbon load to frequently trigger regeneration, or the SOF to burn violently in the early stages of regeneration, damaging the DDPF.

[0024] Existing DPF carbon load control methods mainly include model-based estimation, differential pressure sensor measurement, and gas flow sensor utilization. However, existing control methods have some problems. For example, model-based methods require high parameter accuracy, and complex actual operating conditions may lead to deviations between model estimates and actual values. Sensor-based methods may be affected by sensor accuracy and installation location, resulting in inaccurate measurement results. These problems can affect the accuracy and efficiency of DPF regeneration control, thereby affecting its service life and fuel economy.

[0025] The inventors of this application, through research, propose a method to calculate the current carbon load of a DDPF by collecting the pressure difference between the inlet and outlet ports of the exhaust gas, as well as the volumetric flow rate of the waste gas flowing into the DDPF. Simultaneously, based on the average temperature of the DDPF, the temperature coefficient of the integrated oxidation trap is determined. When the temperature coefficient is within a preset range and the current carbon load exceeds a preset carbon load threshold, DDPF regeneration is triggered to control the carbon load. This application uses carbon load and temperature coefficient as the basis for triggering active DDPF regeneration, thereby improving the accuracy of carbon load determination and ultimately enhancing the accuracy of DDPF regeneration control. This solves the technical problem of low accuracy in existing DPF regeneration control technologies.

[0026] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0027] As a first aspect of this application, this application provides a method for controlling the carbon loading of an integrated oxidation trap. Figure 1 The diagram shown is a flowchart of a carbon loading control method for an integrated oxidation trap according to an embodiment of this application. Figure 1 As shown, the carbon loading control method includes the following steps:

[0028] Step S101: Calculate the current carbon load of the integrated oxidation trap based on the pressure difference between the inlet and outlet ports of the exhaust gas and the volumetric flow rate of the exhaust gas flowing into the integrated oxidation trap.

[0029] Specifically, the aforementioned integrated oxidation trap can be understood as integrating the functions of DPF and DOC, that is, partitioning the catalyst with DOC formulation and the catalyst with DPF formulation, taking into account the functions of both. By integrating the functions of DPF and DOC, the goal of reducing the volume and cost of DOC / DPF system is achieved.

[0030] Figure 2 The diagram shown is a schematic diagram of a DDPF system provided in an embodiment of this application. Figure 2 As shown, the DDPF system includes T1, T2, T3 and T4. T1 is a temperature sensor at the DDPF exhaust gas inlet port, T2 is a differential pressure sensor at the two ends of the DDPF exhaust gas inlet port and the exhaust port, T3 is a temperature sensor at the DDPF exhaust gas outlet port, and T4 is the DDPF device.

[0031] The pressure difference between the exhaust gas inlet and outlet ports mentioned above can be achieved through... Figure 2 Data was collected from T2.

[0032] The aforementioned exhaust gas volumetric flow rate can be obtained by dividing the exhaust gas mass flow rate by the current exhaust gas density. The exhaust gas density is derived from the gas state equation ρ = P / (RT), where ρ represents the exhaust gas density, P represents the exhaust gas pressure, R represents the ideal exhaust gas constant, and T represents the absolute temperature of the exhaust gas.

[0033] In one optional embodiment, in order to control the carbon load of DDPF, it is necessary to make a judgment based on the current carbon load of DDPF. Therefore, this application can calculate the current carbon load of DDPF by calculating the pressure difference between the two ends of the exhaust gas inlet port and the exhaust gas outlet port of DDPF, as well as the volumetric flow rate of the exhaust gas flowing into DDPF, and then control the carbon load of DDPF based on the current carbon load.

[0034] Specifically, the following steps are generally required in calculating the pressure difference between the exhaust gas inlet and outlet ports of the DDPF and the volumetric flow rate of the exhaust gas flowing into the DDPF: Establishing the MAP relationship: MAP1 (Rapid Carbon Accumulation Condition): Using measured engine data, a condition with high smoke emission rate and low passive regeneration rate is selected to rapidly perform the DDPF carbon accumulation process. When carbon accumulates to a specific carbon load, the relationship between the current DDPF pressure difference and exhaust gas flow characteristics is measured, and this data is entered into the MAP1 table; MAP2 (Rapid Passive Regeneration Condition): After rapid passive regeneration, different carbon loads are measured. Find the relationship between the pressure difference across the DDPF and the exhaust gas flow rate, and fill it into the MAP2 table; measure and calculate the pressure difference and exhaust gas flow rate: use sensors to measure the pressure difference (ΔP) and exhaust gas volume flow rate (V) before and after the DDPF; calculate the confidence factor (f): determine the confidence factor (f) of the characteristic of the pressure difference across the DDPF and the exhaust gas flow rate (PV1) under high smoke emission rate and low passive regeneration rate based on the carbon accumulation change (r). The confidence factor (f) is used to assess the degree of influence of passive regeneration on the carbon load inside the DDPF; calculate the relationship between the current pressure difference and the exhaust gas flow rate (PV) using the formula PV = MAP1 × f + MAP2 × (1 - f); estimate the carbon load by looking up the PV relationship obtained from the table or by the current exhaust gas flow rate and the pressure difference across the DDPF.

[0035] S102, Determine the temperature coefficient of the integrated oxidation trap based on the average temperature of the integrated oxidation trap;

[0036] Specifically, the above-mentioned average temperature can be obtained through... Figure 2 Data was collected from T1 and T3.

[0037] The temperature coefficients mentioned above can be used to reflect the presence of SOF within DDPF, or the degree of SOF accumulation within DDPF. Generally, the lower the average temperature within DDPF, the larger the corresponding temperature coefficient; conversely, the higher the average temperature within DDPF, the smaller the corresponding temperature coefficient.

[0038] In one optional embodiment, in the process of determining the temperature coefficient of the integrated oxidation trap based on the average temperature of DDPF, a pre-set correlation table between temperature and time factor can be found by looking up the average temperature of DDPF to obtain the time factor corresponding to the average temperature of DDPF. At the same time, the temperature coefficient corresponding to the time factor is determined based on the trend graph of the temperature coefficient changing with the time factor.

[0039] S103 If the temperature coefficient is within the preset range and the current carbon load exceeds the preset carbon load threshold, the integrated oxidation trap is regenerated to control the carbon load.

[0040] Specifically, the aforementioned preset range can be used to represent the range included by the preset lower and upper limits of the temperature coefficient. For example, the lower limit of the temperature coefficient can be 0, and the upper limit of the temperature coefficient can be 1. When the lower limit of the temperature coefficient is 0, it means that there is currently no SOF inside the DDPF. When the upper limit of the temperature coefficient is 1, it means that the current SOF inside the DDPF has accumulated to the limit and needs to be cleared by triggering low-temperature thermal management.

[0041] The aforementioned preset carbon loading threshold can be used to represent the pre-set accumulated carbon loading within the DDPF. For example, it can be 3.5 g / L, or 4 g / L, etc. The preset carbon loading threshold is not specifically set here, but can be adjusted according to the actual situation.

[0042] In one optional embodiment, after obtaining the current carbon loading and temperature coefficient of DDPF, it is necessary to judge the current carbon loading and temperature coefficient. That is, if the temperature coefficient is within a preset range and the current carbon loading exceeds the preset carbon loading threshold, it indicates that the carbon loading inside DDPF is too high and the carbon deposits need to be removed. At this time, DDPF regeneration can be triggered to control the carbon loading.

[0043] Specifically, when triggering DDPF regeneration to control carbon load, the removal of carbon deposits is not limited to passive or active regeneration methods. Active regeneration refers to using external energy to raise the temperature inside the DDPF, causing the particulate matter to ignite and burn. When the temperature inside the DDPF reaches 550°C, the deposited particulate matter will oxidize and burn. If the temperature does not reach 550°C, excessive deposits will clog the filter. In this case, external energy (such as an electric heater, burner, or changes in engine operating conditions) is needed to raise the temperature inside the DDPF to oxidize and burn the particulate matter. Passive regeneration refers to using fuel additives or catalysts to lower the ignition temperature of the particulate matter, allowing it to ignite and burn at normal engine exhaust temperatures. Additives (such as cerium, iron, and strontium) must be added to the fuel in a certain proportion. Too much additive has little effect, but too little will lead to delayed regeneration or an increased regeneration temperature.

[0044] In addition, the regeneration method of DDPF can be determined according to a preset carbon loading threshold. For example, when the carbon loading of DDPF exceeds 3.5 g / L, passive regeneration can be used to remove carbon deposits; when the carbon loading of DDPF exceeds 4 g / L, active regeneration can be used to remove carbon deposits. The regeneration method of DDPF is not limited to a single method and can be adjusted according to the actual situation.

[0045] The carbon load control method for the integrated oxidizing filter provided in this application calculates the current carbon load of the DDPF by collecting the pressure difference between the inlet and outlet ports of the exhaust gas and the volumetric flow rate of the waste gas flowing into the DDPF. Simultaneously, based on the average temperature of the DDPF, the temperature coefficient of the integrated oxidizing filter is determined. When the temperature coefficient is within a preset range and the current carbon load exceeds a preset carbon load threshold, DDPF regeneration is triggered to control the carbon load. This application uses carbon load and temperature coefficient as the basis for triggering active DDPF regeneration, thereby improving the accuracy of carbon load judgment and ultimately enhancing the accuracy of DDPF regeneration control. This solves the technical problem of low accuracy in DPF regeneration control in existing technologies.

[0046] In one embodiment of this application, the current carbon load of the integrated oxidation trap is calculated based on the pressure difference between the inlet and outlet ports of the exhaust gas and the volumetric flow rate of the waste gas flowing into the integrated oxidation trap. This includes: querying a first calibration table to obtain the initial carbon load of the integrated oxidation trap, wherein the first calibration table includes a pre-defined correlation between the pressure difference, the volumetric flow rate of the waste gas, and the carbon load; correcting the initial carbon load based on the average temperature to obtain the corrected carbon load; calculating the difference between the corrected carbon load and the carbon load at the previous moment to obtain the carbon load deviation, wherein the carbon load at the previous moment is stored in the electronic control unit; and obtaining the current carbon load based on the carbon load deviation.

[0047] Specifically, the aforementioned initial carbon loading can be used to represent the initial carbon loading inside the DDPF, which can be obtained by looking up the first calibration table based on the pressure difference between the two ends and the exhaust gas volume flow rate.

[0048] The above-mentioned corrected carbon loading can be used to represent the carbon loading obtained by correcting the initial carbon loading using the average temperature of DDPF.

[0049] The carbon load at the previous moment mentioned above can be obtained from the data stored in the ECU (Electronic Control Unit).

[0050] It should be noted that the carbon load of the DDPF at any given moment can be stored in the ECU after the engine ECU is powered off, so that the carbon load at the previous moment can be used as the initial value for the integral calculation of the carbon load at the current moment.

[0051] In one optional embodiment, in the process of calculating the current carbon load of the integrated oxidation trap based on the pressure difference between the inlet and outlet ports of the exhaust gas and the volumetric flow rate of the waste gas flowing into the integrated oxidation trap, the initial carbon load of the DDPF is first obtained by looking up a table based on the pressure difference and the volumetric flow rate of the waste gas. At the same time, the initial carbon load is corrected by using the average temperature of the DDPF to obtain the corrected carbon load. Then, the carbon load of the previous moment is subtracted from the corrected carbon load to obtain the carbon load deviation. Finally, the current carbon load of the DDPF is calculated based on the carbon load deviation.

[0052] Figure 3 The diagram shown is a schematic diagram of DDPF carbon loading calculation provided in an embodiment of this application. Figure 3 As shown, the initial carbon loading of DDPF is calculated by pressure difference and volumetric flow rate. The initial carbon loading is then corrected based on the average temperature of DDPF to obtain the corrected carbon loading. The carbon loading deviation is obtained by subtracting the carbon loading from the previous time step from the corrected carbon loading. The current carbon loading of DDPF is then calculated based on the carbon loading deviation.

[0053] In one embodiment of this application, obtaining the current carbon load based on the carbon load deviation includes: calculating the carbon load deviation multiplied by the exhaust gas volume flow rate to obtain the carbon load change rate; and performing an integral operation on the carbon load and the carbon load change rate at the previous moment to obtain the current carbon load.

[0054] Specifically, such as Figure 3 As shown, in the process of calculating the current carbon load of DDPF through carbon load deviation, the carbon load change rate can be obtained by multiplying the carbon load deviation by the exhaust gas volume flow rate. Then, the carbon load at the previous moment is used as the initial value for integration. By integrating the carbon load change rate over time, the current carbon load of DDPF can be obtained.

[0055] In one embodiment of this application, after calculating the current carbon load of the integrated oxidation trap based on the pressure difference between the two ends of the exhaust gas inlet port and the exhaust gas outlet port, and the volumetric flow rate of the exhaust gas flowing into the integrated oxidation trap, the method includes: storing the carbon load in an electronic control unit.

[0056] Specifically, after calculating the current carbon load of the DDPF, it needs to be stored in the ECU. It's important to note that the current carbon load stored in the ECU not only serves as the initial value for calculating the carbon load the next time the ECU is powered on, but also allows for real-time monitoring of changes in the carbon load. When the carbon load reaches a preset threshold, the ECU can promptly trigger the regeneration program. For example, when the DPF carbon load reaches a set value, the ECU activates regeneration and enters regeneration control mode. This precise control can prevent DDPF blockage caused by excessive carbon load, while reducing unnecessary regeneration cycles and lowering fuel consumption.

[0057] In one embodiment of this application, the method further includes: if the temperature coefficient exceeds the upper limit of a preset range, triggering a thermal management command to remove soluble organic matter from the integrated oxidation trap.

[0058] Specifically, the aforementioned thermal management instructions can be used to indicate instructions for removing soluble organic matter (SOF) from within DDPF.

[0059] In one optional embodiment, if the engine ECU detects that the temperature coefficient of DDPF exceeds the upper limit of a preset range, a thermal management command can be triggered to control the engine's operating parameters and increase the exhaust temperature, thereby promoting SOF oxidation. Specifically, this includes: adjusting combustion parameters (the ECU can adjust the injection advance angle, injection quantity, and rail pressure to increase exhaust temperature); reducing intake air volume (by adjusting the throttle opening or intake valve opening to reduce intake air volume, thereby increasing exhaust temperature); and post-injection (during engine operation, the ECU can control post-injection to increase the HC concentration in the exhaust; the combustion of these HC in DDPF can increase the local temperature, which helps in SOF removal, etc.).

[0060] In one embodiment of this application, after removing soluble organic matter from the integrated oxidation trap, the method further includes: resetting the temperature coefficient to 0.

[0061] Specifically, after removing the soluble organic matter (SOF) from DDPF, it is also necessary to reset the temperature coefficient to 0, that is, to reset the temperature coefficient of DDPF to its initial state, in order to meet the purpose of continuously monitoring the soluble organic matter (SOF) in DDPF.

[0062] In one embodiment of this application, determining the temperature coefficient of the integrated oxidation trap based on its average temperature includes: querying a second calibration table to obtain the time factor corresponding to the average temperature, wherein the second calibration table includes a pre-defined correlation between temperature and time factor; obtaining a trend graph of the temperature coefficient changing with the time factor; and determining the temperature coefficient corresponding to the time factor based on the trend graph.

[0063] Specifically, in determining the temperature coefficient of the integrated oxidation trap based on its average temperature, the correlation between the pre-set temperature and time factor can be queried based on the average temperature of DDPF to obtain the time factor corresponding to the average temperature of DDPF. It should be noted that this time factor is the reciprocal of the total time to achieve the preset removal of soluble organic matter SOF at this temperature. At the same time, by looking up the trend graph of the temperature coefficient with the time factor, the temperature coefficient corresponding to the time factor can be obtained.

[0064] In one embodiment of this application, obtaining a trend graph of temperature coefficient changing with time factor includes: querying a second calibration table for multiple average temperatures at multiple times to obtain multiple time factors corresponding to the multiple average temperatures, wherein the second calibration table includes a pre-defined correlation between temperature and time factor; and accumulating the multiple time factors corresponding to the multiple average temperatures to obtain a trend graph of temperature coefficient changing with time factor.

[0065] Specifically, by querying the second calibration table, the time factors corresponding to the average temperature of the DDPF at multiple time points can be obtained. For example, The time factor corresponding to the average temperature T1 at time t is , The time factor corresponding to the average temperature T2 at time t is And so on. The time factor corresponding to the average temperature Tn at time t is After obtaining the time factor corresponding to each moment, the time factor corresponding to the previous moment can be added to the time factor corresponding to the current moment to obtain the temperature coefficient corresponding to the current moment.

[0066] For example, The temperature coefficient corresponding to time is , The temperature coefficient corresponding to time is , The temperature coefficient corresponding to time is And so on. The temperature coefficient corresponding to time is By analyzing and statistically analyzing the temperature coefficient corresponding to each time, a trend graph of the temperature coefficient changing with the time factor can be obtained.

[0067] Figure 4 The diagram shown is a schematic representation of the temperature coefficient of DDPF provided in an embodiment of this application. Figure 4As shown, the horizontal axis represents time, and the vertical axis represents the temperature coefficient. It can be seen that initially, the temperature coefficient gradually increases with time, indicating that the SOF inside the DDPF gradually accumulates to the preset value. After low-temperature scavenging of the SOF, the SOF gradually decreases, and the corresponding temperature coefficient decreases rapidly. As engine exhaust gases are continuously discharged, the SOF continues to accumulate to the preset value. After further low-temperature scavenging, the SOF gradually decreases, and this cycle repeats. Figure 4 The graph shows the trend of temperature coefficient changing over time.

[0068] As a second aspect of this application, this application also provides a carbon loading control device for an integrated oxidation trap. Figure 5 The diagram shown is a schematic of a carbon loading control device for an integrated oxidation trap according to an embodiment of this application. Figure 5 As shown, the carbon load control device 5 includes a controller 51 for executing the carbon load control method of the integrated oxidation trap described above.

[0069] As a third aspect of this application, this application also provides a vehicle, Figure 6 The diagram shown is a schematic representation of a vehicle according to an embodiment of this application. Figure 6 As shown, the vehicle 6 includes: an integrated oxidation trap 61; an engine 62; and the aforementioned carbon load control device 5, wherein the integrated oxidation trap 61 is connected to the engine 62 for after-treatment of the exhaust gas discharged from the engine 62, and the carbon load control device 5 is connected to the integrated oxidation trap 61 for executing the carbon load control method of the integrated oxidation trap.

[0070] The carbon load control method for the integrated oxidizing filter provided in this application calculates the current carbon load of the DDPF by collecting the pressure difference between the inlet and outlet ports of the exhaust gas and the volumetric flow rate of the waste gas flowing into the DDPF. Simultaneously, based on the average temperature of the DDPF, the temperature coefficient of the integrated oxidizing filter is determined. When the temperature coefficient is within a preset range and the current carbon load exceeds a preset carbon load threshold, DDPF regeneration is triggered to control the carbon load. This application uses carbon load and temperature coefficient as the basis for triggering active DDPF regeneration, thereby improving the accuracy of carbon load judgment and ultimately enhancing the accuracy of DDPF regeneration control. This solves the technical problem of low accuracy in DPF regeneration control in existing technologies.

[0071] The methods in this application can be implemented, in whole or in part, by software, hardware, firmware, or any combination thereof. When implemented in software, they can be implemented, in whole or in part, as a computer program product. This computer program product includes one or more computer programs or instructions that, when loaded and executed on a computer, perform, in whole or in part, the processes or functions described in this application. The computer can be a general-purpose computer, a special-purpose computer, a computer network, network equipment, user equipment, core network equipment, OAM (Operational Information Management), or other programmable devices.

[0072] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this application. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0073] The computer program or instructions may be stored in a computer-readable storage medium or transferred from one computer-readable storage medium to another. For example, the computer program or instructions may be transferred from one website, computer, server, or data center to another website, computer, server, or data center via wired or wireless means. The computer-readable storage medium may be any available medium that a computer can access, or a data storage device such as a server or data center that integrates one or more available media. The available medium may be a magnetic medium, such as a floppy disk, hard disk, or magnetic tape; or an optical medium, such as a digital video optical disc; or a semiconductor medium, such as a solid-state drive. The computer-readable storage medium may be a volatile or non-volatile storage medium, or may include both volatile and non-volatile types of storage media.

[0074] Furthermore, embodiments of this application may also be storage media storing a computer program, which is executed by a processor to perform the steps of a carbon loading control method for an integrated oxidation trap described in any of the above embodiments of this specification.

[0075] For the foregoing method embodiments, in order to simplify the description, they are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, because according to this application, some steps can be performed in other orders or simultaneously. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0076] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For apparatus embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0077] The steps in the methods of the various embodiments of this application can be adjusted, combined, or deleted according to actual needs, and the technical features described in each embodiment can be replaced or combined. The apparatuses in the various embodiments of this application can be combined, divided, or deleted according to actual needs.

[0078] Those skilled in the art will further 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, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. 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.

[0079] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software unit executed by a processor, or a combination of both. The software unit can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0080] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0081] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for controlling the carbon loading of an integrated oxidation trap, characterized in that, include: The current carbon load of the integrated oxidation trap is calculated based on the pressure difference between the inlet and outlet ports of the exhaust gas and the volumetric flow rate of the exhaust gas flowing into the integrated oxidation trap. The calculation of the current carbon load of the integrated oxidation trap based on the pressure difference between the inlet and outlet ports of the exhaust gas, and the volumetric flow rate of the exhaust gas flowing into the integrated oxidation trap, includes: The initial carbon load of the integrated oxidation trap is obtained by querying the first calibration table based on the pressure difference between the two ends and the volumetric flow rate of the exhaust gas. The first calibration table includes a pre-set correlation between the pressure difference between the two ends, the volumetric flow rate of the exhaust gas, and the carbon load. The initial carbon loading is corrected based on the average temperature to obtain the corrected carbon loading. The carbon loading deviation is obtained by calculating the difference between the corrected carbon loading and the carbon loading at the previous moment, wherein the carbon loading at the previous moment is stored in the electronic control unit. The current carbon loading is obtained based on the carbon loading deviation; The process of obtaining the current carbon loading based on the carbon loading deviation includes: The carbon loading change rate is obtained by multiplying the carbon loading deviation by the exhaust gas volume flow rate. The current carbon load is obtained by integrating the carbon loading at the previous moment and the rate of change of carbon loading. The temperature coefficient of the integrated oxidation trap is determined based on the average temperature of the integrated oxidation trap. If the temperature coefficient is within a preset range and the current carbon load exceeds a preset carbon load threshold, the integrated oxidation trap is regenerated to control the carbon load.

2. The carbon loading control method for the integrated oxidation trap according to claim 1, characterized in that, After calculating the current carbon load of the integrated oxidation trap based on the pressure difference between the inlet and outlet ports of the exhaust gas and the volumetric flow rate of the exhaust gas flowing into the integrated oxidation trap, the method includes storing the carbon load in an electronic control unit.

3. The carbon loading control method for the integrated oxidation trap according to claim 1, characterized in that, The method further includes: If the temperature coefficient exceeds the upper limit of the preset range, a thermal management command is triggered to remove soluble organic matter from the integrated oxidation trap.

4. The carbon loading control method for the integrated oxidation trap according to claim 3, characterized in that, After removing soluble organic matter from the integrated oxidation trap, the method further includes resetting the temperature coefficient to 0.

5. The carbon loading control method for the integrated oxidation trap according to claim 1, characterized in that, Determining the temperature coefficient of the integrated oxidation trap based on its average temperature includes: The average temperature is queried in a second calibration table to obtain the time factor corresponding to the average temperature. The second calibration table includes a pre-defined correlation between temperature and time factor. Obtain a trend graph of temperature coefficient changing with time factor; Based on the trend graph, the temperature coefficient corresponding to the time factor is determined.

6. The carbon loading control method for the integrated oxidation trap according to claim 5, characterized in that, The process of obtaining the trend graph of temperature coefficient changing with time factor includes: A second calibration table is used to query multiple average temperatures at multiple times to obtain multiple time factors corresponding to the multiple average temperatures. The second calibration table includes a pre-defined correlation between temperature and time factors. By accumulating the multiple time factors corresponding to the multiple average temperatures, a trend graph of temperature coefficient changing with time factors is obtained.

7. A carbon loading control device for an integrated oxidation trap, characterized in that, Includes a controller for performing a carbon loading control method for an integrated oxidation trap according to any one of claims 1 to 6.

8. A vehicle, characterized in that, include: Integrated oxidation trap; engine; as well as The carbon loading control device according to claim 7.

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