Method for regenerating diesel particulate filter

Abstract

The invention relates to the technical field of automobile engineering, and discloses a diesel particulate filter regeneration method which comprises the following steps: S1, connecting handheld vehicle-mounted diagnostic equipment and vehicle-mounted diagnostic equipment to a vehicle-mounted diagnostic interface and starting the equipment; s2, displaying a vehicle type list classified according to brands through vehicle-mounted diagnostic equipment; s3, the vehicle-mounted diagnostic equipment establishes communication connection with the vehicle electronic control unit through an international standard vehicle communication protocol; s4, reading related data of the diesel particulate filter; s5, judging whether regeneration is needed or not according to the read data; s6, the vehicle electronic control unit executes regeneration of the diesel particulate filter according to the instruction; and S7, after regeneration is completed, the diesel particulate filter regeneration cycle counter is reset. The temperature and the pressure difference in the DPF regeneration process are continuously monitored through the vehicle-mounted diagnostic equipment, regeneration parameters are dynamically adjusted according to real-time data, and it is ensured that efficient particulate matter combustion can be achieved under various working conditions.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile engineering, and in particular to a method for regenerating a diesel particulate filter. Background Art

[0002] Diesel particulate filter (DPF) regeneration is a crucial component of modern diesel engine exhaust aftertreatment systems, removing accumulated particulate matter from the DPF and restoring its filtration performance. Traditional DPF regeneration methods rely primarily on automatic control by the vehicle's electronic control unit (ECU), which monitors exhaust temperature and pressure differentials through sensors to trigger the regeneration process. Alternatively, manual regeneration can be performed by a technician using specialized repair equipment in the event of automatic regeneration failure. These methods are widely used in both passenger cars and commercial vehicles, and DPF regeneration technology has become an industry standard, particularly in response to the requirements of meeting China VI emission standards.

[0003] However, existing DPF regeneration methods have significant drawbacks, particularly inadequate monitoring and parameter adjustment capabilities during the regeneration process. Taking automatic regeneration as an example, monitoring by a single sensor (such as the NOx sensor) is susceptible to malfunction or environmental conditions, resulting in low regeneration efficiency. This is particularly true in complex operating conditions, such as low temperatures or in multi-DPF systems, making efficient combustion difficult to achieve. While manual operation can partially address these shortcomings, it requires specialized equipment and skills, increases operational complexity, and makes it difficult to adapt to diverse regeneration needs. This limits the reliability and adaptability of the regeneration process and fails to effectively address the regeneration failures often associated with inflexible parameter control in existing technologies. Summary of the Invention

[0004] In response to the shortcomings of the existing technology, the present invention provides a method for regenerating a diesel particulate filter, which solves the problem that the manual operation and single sensor monitoring of the existing technology are easily affected by failures or environmental conditions, are difficult to adapt to diverse regeneration needs, and limit the reliability and adaptability of the regeneration process.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solutions: A method for regenerating a diesel particulate filter comprises the following steps: S1. Connect the handheld on-board diagnostic device and the on-board diagnostic device to the vehicle's on-board diagnostic interface and start the devices; S2. Displaying a list of vehicle models classified by brand through the on-board diagnostic device, allowing the user to select the corresponding vehicle brand, model, year, and engine type; S3. The on-board diagnostic device establishes a communication connection with the vehicle's electronic control unit via an international standard automotive communication protocol; S4. Reading diesel particulate filter related data, including cumulative mileage, internal temperature, and front-to-rear pressure difference, and displaying it through the user interface; S5. Determine whether regeneration is required based on the read data. If regeneration is required, prompt the user to confirm the regeneration conditions and send a regeneration instruction to the vehicle electronic control unit; S6. The vehicle's electronic control unit executes diesel particulate filter regeneration according to instructions, burning particulate matter by adjusting exhaust temperature or air-fuel ratio. The on-board diagnostic equipment monitors the regeneration process in real time and dynamically adjusts parameters. S7. After regeneration is completed, the diesel particulate filter regeneration cycle counter is reset. If communication fails or parameters are abnormal, an error code is displayed and the operation is terminated.

[0006] Using this technical solution, a portable on-board diagnostic device connects to the vehicle via the on-board diagnostic interface. Upon startup, the initial interface is displayed. In S2, the built-in vehicle model database is categorized by region, and the user selects the brand, model, model year, and engine on the touchscreen. In S3, the communication protocol is automatically matched, and once the connection is established, the UI displays the status. In S4, DPF mileage, temperature, and differential pressure data are read, displayed graphically and numerically on the UI. If a sensor malfunction occurs, an error message is displayed. In S5, regeneration is determined based on data thresholds, and a confirmation window pops up on the UI requesting temperature, fuel level, and parking conditions. After the user confirms, the command is sent. In S6, the ECU adjusts the temperature and air-fuel ratio, while the OBD monitors and adjusts parameters in real time. The UI displays the progress. In S7, the counter is reset and the record is saved after regeneration is complete. If communication is interrupted or parameters are abnormal, an error code is displayed and the process is aborted. Thus, the on-board diagnostic device continuously monitors the temperature and differential pressure during DPF regeneration, dynamically adjusting regeneration parameters based on real-time data to ensure efficient particulate matter combustion under various operating conditions.

[0007] Preferably, the international standard automobile communication protocol in step S3 includes at least one of the ISO15765 protocol, the ISO14230 protocol or the SAEJ1939 protocol.

[0008] Preferably, the step S4 also includes exception handling. When data reading fails, the user interface displays an error code and prompts the user to check the connection stability of the on-board diagnostic device.

[0009] Preferably, the regeneration conditions in step S5 include the internal temperature of the diesel particulate filter being within the range of 70-120° C., the liquid level in the fuel tank being greater than 10%, and the vehicle being parked.

[0010] Preferably, in step S6, the on-board diagnostic device displays the diesel particulate filter regeneration progress in real time during the regeneration process, including the particle amount and completion percentage.

[0011] Preferably, the dynamically adjusting parameters in step S6 includes automatically adjusting the air-fuel ratio to maintain the temperature within the range of 300-500°C when the internal temperature of the diesel particulate filter is lower than 200°C or higher than 600°C.

[0012] Preferably, in step S6, when the pressure difference before and after the diesel particulate filter exceeds 150 kPa, the on-board diagnostic device terminates the regeneration process and records an error log.

[0013] Preferably, the vehicle model list in step S2 is classified by geographical region, including European, American and Asian brands, and supports compatibility of more than two vehicle models.

[0014] Preferably, the step S6 is applicable to low temperature working conditions. When the ambient temperature is lower than 0°C, the on-board diagnostic device executes a preheating mode to raise the temperature of the diesel particulate filter to 150°C before starting regeneration.

[0015] Preferably, in step S6, the on-board diagnostic device supports multi-DPF system monitoring, analyzes the status of the primary DPF and the auxiliary DPF in real time, and optimizes the regeneration sequence.

[0016] The present invention provides a method for regenerating a diesel particulate filter. The method has the following beneficial effects: 1. The present invention continuously monitors the temperature and pressure differential during the DPF regeneration process through on-board diagnostic equipment and dynamically adjusts regeneration parameters based on real-time data, ensuring efficient particulate matter combustion under various operating conditions. This is particularly effective in complex environments or multi-DPF systems, significantly improving the reliability and adaptability of regeneration and resolving the problem in existing technologies where a single control mode cannot meet diverse needs.

[0017] 2. This invention simplifies the DPF regeneration process through an intuitive user interface and a vehicle selection function classified by brand, allowing ordinary car owners to easily complete the regeneration task without professional training. It is compatible with a wide range of vehicle types and provides clear guidance information, greatly lowering the threshold for use.

[0018] 3. The present invention utilizes low-cost handheld on-board diagnostic equipment to replace expensive professional diagnostic tools. This technical solution significantly reduces the user's equipment procurement and maintenance costs through simplified hardware design and regularly updated database.

[0019] 4. Through the built-in exception handling mechanism and multiple safety checks, the present invention can promptly detect and terminate abnormal conditions during the regeneration process, such as excessive high pressure differential or temperature runaway, and record detailed logs for subsequent analysis, significantly enhancing the safety of operation and the reliability of the DPF system. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 The figure is a flow chart of a method for regenerating a diesel particulate filter according to the present invention. DETAILED DESCRIPTION

[0021] The following will clearly and completely describe the technical solutions of the present invention in conjunction with the accompanying drawings. Obviously, the embodiments described are only some of the embodiments of the present invention, not all of them. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0022] Please see the attached Figure 1 The embodiment of the present invention provides a method for regenerating a diesel particulate filter, comprising the following steps: S1. Connect the handheld on-board diagnostic device and the on-board diagnostic device to the vehicle's on-board diagnostic interface and start the devices; S2. Displaying a list of vehicle models classified by brand through the on-board diagnostic device, allowing the user to select the corresponding vehicle brand, model, year, and engine type; S3. The on-board diagnostic device establishes a communication connection with the vehicle's electronic control unit via an international standard automotive communication protocol; S4. Reading diesel particulate filter related data, including cumulative mileage, internal temperature, and front-to-rear pressure difference, and displaying it through the user interface; S5. Determine whether regeneration is required based on the read data. If regeneration is required, prompt the user to confirm the regeneration conditions and send a regeneration instruction to the vehicle electronic control unit; S6. The vehicle's electronic control unit executes diesel particulate filter regeneration according to instructions, burning particulate matter by adjusting exhaust temperature or air-fuel ratio. The on-board diagnostic equipment monitors the regeneration process in real time and dynamically adjusts parameters. S7. After regeneration is completed, the diesel particulate filter regeneration cycle counter is reset. If communication fails or parameters are abnormal, an error code is displayed and the operation is terminated.

[0023] Specifically, the method is applied to diesel particulate filter maintenance in modern diesel vehicles, using a handheld on-board diagnostic device (OBD) as the core tool. In S1, the OBD is a portable device measuring approximately 150 mm × 80 mm × 30 mm and weighing approximately 300 g. It features a 16-pin OBD-II interface and is compatible with ISO9141, KWP2000, CAN, and J1850 protocols. The user inserts the device into the OBD port below the vehicle's dashboard, ensuring a full 15 mm insertion depth to prevent loosening. After insertion, the user presses the red power button on the front of the device. The startup process takes 3-5 seconds, during which the internal ARM Cortex-M4 microprocessor initializes the memory, display, and communication module. The screen displays the initial interface, including the "xAIDiagnostics V2.1.3" logo and the current time (e.g., June 11, 2025, 17:31). In S2, the OBD has a built-in 16MB vehicle database storing approximately 5,000 vehicle models, categorized by European (Mercedes-Benz, BMW), American (Ford, GMC), and Asian (Toyota, Nissan). The user selects a brand on the 5-inch touchscreen, loading a submenu. For example, the user selects the 2015-2020 Ford Focus and then selects the 2.0L diesel engine. The user interface displays a 12pt white font against a light gray background. In S3, the OBD automatically detects the vehicle protocol, such as ISO15765 for light vehicles, with a transmission rate of 500Kbps. It sends a 0x7E0 initialization frame, to which the vehicle's electronic control unit responds with the protocol version (e.g., CAN 2.0B). The connection is established in approximately three seconds, and the user interface displays "Communication OK" and a signal strength bar. In S4, diesel particulate filter data is collected by sensors in the vehicle's electronic control unit. Odometer data is read from the instrument cluster with an accuracy of 0.1 km. Temperature is measured by a thermistor in the DPF's center section (0-800°C, ±5°C), and differential pressure is recorded by a differential pressure sensor (0-200kPa, ±2kPa). Data is updated every second, and the user interface displays temperature (green, 350°C) and differential pressure (red, 120kPa) as bar graphs. The mileage is centered with the number "5123.4km." If a sensor failure occurs, the user interface displays "E03" and "Check DPF Sensor." In S5, the decision logic is executed by the microcontroller. The thresholds are set to pressure differential > 100kPa or mileage > 5000km. A 320x240 pixel confirmation window appears in the user interface, displaying "Differential Pressure: 120kPa, Temperature: 90°C." The required temperature is 70-120°C, the fuel tank fluid level is >10%, and the vehicle is parked in P. After the user presses "OK," a 0x7DF regeneration command is sent.In S6, the vehicle's electronic control unit activates regeneration mode, increasing fuel injection by 5% to raise the temperature to 400°C. Particulate matter combusts in the presence of 15% oxygen. The onboard diagnostics (ODD) sample data every 5 seconds. If the temperature is <250°C, the air-fuel ratio increases by 10%; if it is >550°C, it decreases by 5%. The user interface displays "Regeneration, 420°C, 80kPa," with data scrolling in a 10pt font. In S7, the system terminates when the differential pressure drops below 20kPa. The OCD sends a reset command to clear the counters and save the data to flash memory. If communication is interrupted for 5 seconds, "E01" is displayed, suggesting checking the cables. If the temperature is >600°C, the system aborts and logs a "High Temperature Warning."

[0024] The international standard automobile communication protocol in step S3 includes at least one of the ISO15765 protocol, the ISO14230 protocol, or the SAEJ1939 protocol.

[0025] Specifically, international standard automotive communication protocols form the foundation for interaction between on-board diagnostic equipment (OBDs) and the vehicle's electronic control unit (ECU). A built-in multi-protocol module supports three major protocols. The ISO 15765 protocol, based on the CAN bus, has a transmission rate of 500 Kbps or 1 Mbps and is suitable for modern passenger vehicles, such as the Toyota Camry. It utilizes a two-wire differential signaling system and offers EMC Level 3 interference immunity. The ISO 14230 protocol (KWP2000) uses a single K-line or a K / L-line combination at a rate of 125 Kbps and is widely used in early European vehicles, such as the 2005 Mercedes-Benz E-Class. It supports fault code reading and data flashing. The SAE J1939 protocol, such as the GMC Sierra 2500, targets heavy-duty commercial vehicles and has a rate of 250 Kbps. It defines a multi-vehicle ECU network topology and is compatible with up to 30 ECUs. The OBD automatically identifies the protocol in step S3 based on the VIN code or the vehicle ECU response frame. For example, if a 0x18DAF1 frame is detected, J1939 is selected. During the communication process, the data frame length is 8-64 bytes, and the check bit uses CRC-16 to ensure transmission integrity. It can process about 1000 frames of data per second.

[0026] Step S4 also includes exception handling. When data reading fails, the user interface displays an error code and prompts the user to check the connection stability of the on-board diagnostic device.

[0027] Specifically, the exception handling in step S4 is implemented by the OBD's internal fault detection module. Data read failure scenarios include sensor disconnection, CAN bus interference, or an unresponsive vehicle electronic control unit. The detection mechanism is as follows: data request frames are sent three times per second. If no response is received after three attempts (with a timeout threshold of 500ms), an exception is triggered. The user interface immediately switches to error mode, with the screen background turning red and displaying the error code "E03" and a detailed message in 14pt bold font for five seconds: "Data read failed. Please check the diesel particulate filter sensor connection or restart the device." Afterwards, the device automatically returns to the main menu. The OBD also records a fault log to internal flash memory, including the error time (e.g., 2025-06-11 17:35), error code, and current diesel particulate filter status (e.g., differential pressure reading interrupted). The log file can be exported via USB for technical analysis. If the connection is loose, such as when the device's vibration sensor detects displacement greater than 2mm, the user interface will additionally prompt: "Please ensure the OBD connector is secure."

[0028] The regeneration conditions in step S5 include the internal temperature of the diesel particulate filter being within the range of 70-120° C., the liquid level in the fuel tank being greater than 10%, and the vehicle being parked.

[0029] Specifically, the regeneration conditions in step S5 are verified by the on-board diagnostics (ODC) using data from the vehicle's electronic control unit (ECU) to ensure regeneration safety and efficiency. The internal temperature range of the diesel particulate filter (DPF) is 70-120°C, based on the cold-start characteristics of diesel engines. Temperatures below 70°C may result in incomplete combustion of particulate matter, while temperatures above 120°C may damage the DPF substrate. Temperature data is monitored in real time by a thermistor with an accuracy of ±5°C. The fuel tank fluid level is read as a percentage by the fuel sensor when it exceeds 10%. When the level is below 10%, the user interface displays "Fuel Low, Please Refill" to prevent fuel interruptions during regeneration. The vehicle's parking state is confirmed by the P gear signal and parking brake status from the ECU. If D gear is detected or the parking brake is not applied, a pop-up warning appears on the user interface: "Please shift to P gear and apply the parking brake." The window is 300x200 pixels, has a yellow background, and contains "Confirm" and "Cancel" buttons. Once these conditions are met, the OBD sends a regeneration preparation completion signal, and the process proceeds to step S6.

[0030] In step S6, the on-board diagnostic device displays the diesel particulate filter regeneration progress in real time during the regeneration process, including the particle amount and completion percentage.

[0031] Specifically, in step S6, the on-board diagnostic device calculates and displays the diesel particulate filter regeneration progress based on data fed back by the vehicle's electronic control unit. The particle load is estimated using a differential pressure sensor and a preset diesel particulate filter volume (e.g., 2.5L). The initial value, as shown in the attached figure, is 1.195L, expressed in liters. The completion percentage is calculated based on the percentage of particle load reduction. For example, a reduction of 0.1195L displays 10%. The calculation formula is (initial particle load - current particle load) / initial particle load × 100%. The user interface is designed to be dynamic, with a gradient blue background. The particle load is displayed as green digits (e.g., "1.076L"), and the completion percentage is indicated by a red circular progress bar (e.g., "10%"). The refresh rate is 1Hz, and the font size is 10pt. Temperature and differential pressure readings (e.g., "400°C, 100kPa") are displayed below the data. Users can zoom in on the touchscreen to view details, and the interface automatically saves snapshots to the device memory every 30 seconds.

[0032] The dynamic parameter adjustment in step S6 includes automatically adjusting the air-fuel ratio to maintain the temperature within the range of 300-500°C when the internal temperature of the diesel particulate filter is lower than 200°C or higher than 600°C.

[0033] Specifically, the dynamic parameter adjustment in step S6 is performed collaboratively by the OBD microcontroller and the vehicle's electronic control unit. Temperature monitoring is performed every 5 seconds, with data transmitted via the CAN bus. If the internal temperature of the DPF falls below 200°C, for example, 180°C, the OBD sends a command to increase the fuel injection rate by 5% to 10%. Simultaneously, the vehicle's electronic control unit adjusts the intake valve opening to raise the oxygen concentration to 18%, gradually raising the target temperature to 300°C. The adjustment cycle is 2 seconds. If the temperature exceeds 600°C, for example, 620°C, the OBD reduces the injection rate by 5% and shuts off the afterburner, reducing the oxygen supply to 12%, with the target temperature dropping below 500°C to prevent overheating and damage to the DPF. The adjustment process is logged, including the time of each adjustment (e.g., 17:40:15), the temperature change (e.g., 180°C → 310°C), and the air-fuel ratio (e.g., 1:14.5). The user interface displays the adjustment status as "Temperature Adjustment in Progress, Current 350°C."

[0034] In step S6, when the differential pressure across the diesel particulate filter exceeds 150 kPa, the on-board diagnostic device terminates the regeneration process and records an error log.

[0035] Specifically, in step S6, the differential pressure across the diesel particulate filter (DPF) is monitored in real time by a differential pressure sensor with a range of 0-200 kPa and a sampling frequency of 2 Hz. If the differential pressure exceeds 150 kPa, the on-board diagnostics (ODD) system identifies it as severely clogged or regeneration failed and immediately sends an abort command to the vehicle's electronic control unit, shutting down the fuel injection and afterburner, and stopping the exhaust temperature increase. The user interface switches to a red warning screen, displaying the error code "E04" and the message "Differential pressure too high 150 kPa, please check for DPF clog" in 16pt bold font for 10 seconds. The OBD system also records an error log, including the time of occurrence (e.g., 2025-06-11 17:45), peak differential pressure (152 kPa), temperature (450°C), and the reason for the abort. The log is stored in a 16MB flash drive and can be exported via USB. Users can use this log to contact repair service to prevent damage to the DPF.

[0036] The list of car models in step S2 is categorized by geographical region, including European, American, and Asian brands, and supports compatibility of more than two car models.

[0037] Specifically, the model list in step S2 is provided by the built-in database of the on-board diagnostic device, with a capacity of 16MB, storing data of approximately 5,000 models, classified by geographical region: European brands include Mercedes-Benz (30 models, such as E200d 2018), BMW (25 models, such as X5xDrive30d 2020), and Audi (20 models, such as A4 2017); American brands include Ford (20 models, such as F-150 2019), GMC (15 models, such as Sierra 2500 2021), and Chevrolet (18 models, such as Silverado 2020); Asian brands include Toyota (35 models, such as Hilux 2016), Honda (20 models, such as CR-V Hybrid 2019), and Nissan (15 models, such as Navara 2018). Compatibility is achieved through vehicle electronic control unit protocol matching. For example, ISO15765 supports European vehicles, and SAEJ1939 supports North American heavy trucks. The database is updated quarterly via Wi-Fi or USB, with coverage of new vehicle models reaching 98%. During the update process, the user interface displays a progress bar (such as "Updating 75%") to ensure uninterrupted user operation.

[0038] Step S6 applies to low-temperature operating conditions. When the ambient temperature is below 0°C, the on-board diagnostic equipment executes the preheating mode, raising the temperature of the diesel particulate filter to 150°C before starting regeneration.

[0039] Specifically, in step S6, low-temperature operating conditions are monitored by the on-board diagnostics device's built-in ambient temperature sensor, with a range of -20°C to 50°C and an accuracy of ±1°C. When the reading falls below 0°C (e.g., -5°C), preheating mode is automatically entered. The vehicle's electronic control unit activates a 500W electric heater installed upstream of the diesel particulate filter (DPF). This preheating process gradually raises the DPF temperature from an initial value (e.g., -5°C) to 150°C at a rate of approximately 10°C / minute, for a total of 10-15 minutes, depending on the vehicle's insulation performance and external wind speed. The user interface displays a 300-pixel preheating progress bar with a warm yellow background and 14pt font. The bar reads, "Preheating in progress, current temperature: 120°C, 2 minutes remaining." Temperature data is updated every 10 seconds. After reaching 150°C, the on-board diagnostic equipment sends a standard regeneration command, and the vehicle's electronic control unit adjusts the air-fuel ratio to 1:15 to maintain the temperature and prevent incomplete combustion of particulate matter at low temperatures. The preheating mode consumes approximately 0.2kWh of electricity.

[0040] In step S6, the on-board diagnostic equipment supports multi-DPF system monitoring, analyzes the status of the primary and auxiliary DPFs in real time, and optimizes the regeneration sequence.

[0041] Specifically, in step S6, the OBD supports dual DPF systems, suitable for heavy-duty diesel vehicles, such as the GMC Sierra 3500, which is equipped with a primary and an auxiliary DPF. The primary DPF, installed in the main exhaust stream, has a capacity of 2.5L, while the auxiliary DPF, a bypass filter, has a capacity of 1.5L. The OBD monitors each filter via dual-channel CAN communication (with IDs 0x18DAF1 and 0x18DAF2, respectively). Monitoring parameters include differential pressure (0-200kPa) and temperature (0-800°C), with a sampling interval of 10 seconds. If the primary DPF differential pressure exceeds 100kPa (e.g., 110kPa), the OBD prioritizes regeneration of the primary DPF, taking approximately 30 minutes. After regeneration is complete, if the auxiliary DPF differential pressure exceeds 80kPa (e.g., 90kPa), the OBD switches to regeneration, reducing total regeneration time by 15%. The user interface displays a comparison chart of the dual diesel particulate filter status, with the primary diesel particulate filter represented by a blue curve (110kPa) and the auxiliary diesel particulate filter represented by a green curve (90kPa). The data refresh rate is 1Hz, and the background is a gray grid, making it easy for users to make intuitive judgments.

[0042] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A method for regenerating a diesel particulate filter, characterized in that: The following steps are involved: S1. Connect the handheld on-board diagnostic device and the on-board diagnostic device to the vehicle's on-board diagnostic interface and start the devices; S2. Displaying a list of vehicle models classified by brand through the on-board diagnostic device, allowing the user to select the corresponding vehicle brand, model, year, and engine type; S3. The on-board diagnostic device establishes a communication connection with the vehicle's electronic control unit via an international standard automotive communication protocol; S4. Reading diesel particulate filter related data, including cumulative mileage, internal temperature, and front-to-rear pressure difference, and displaying it through the user interface; S5. Determine whether regeneration is required based on the read data. If regeneration is required, prompt the user to confirm the regeneration conditions and send a regeneration instruction to the vehicle electronic control unit; S6. The vehicle's electronic control unit executes diesel particulate filter regeneration according to instructions, burning particulate matter by adjusting exhaust temperature or air-fuel ratio. The on-board diagnostic equipment monitors the regeneration process in real time and dynamically adjusts parameters. S7. After regeneration is completed, the diesel particulate filter regeneration cycle counter is reset. If communication fails or parameters are abnormal, an error code is displayed and the operation is terminated.

2. The method for regenerating a diesel particulate filter according to claim 1, characterized in that: The international standard automobile communication protocol in step S3 includes at least one of the ISO15765 protocol, the ISO14230 protocol or the SAEJ1939 protocol.

3. The method for regenerating a diesel particulate filter according to claim 1, characterized in that: The S4 step also includes exception handling. When data reading fails, the user interface displays an error code and prompts the user to check the connection stability of the on-board diagnostic device.

4. The method for regenerating a diesel particulate filter according to claim 1, wherein: The regeneration conditions in step S5 include the internal temperature of the diesel particulate filter being within the range of 70-120° C., the liquid level in the fuel tank being greater than 10%, and the vehicle being parked.

5. The method for regenerating a diesel particulate filter according to claim 1, wherein: In step S6, the on-board diagnostic device displays the diesel particulate filter regeneration progress in real time during the regeneration process, including the particle amount and completion percentage.

6. The method for regenerating a diesel particulate filter according to claim 1, characterized in that: The dynamic parameter adjustment in step S6 includes automatically adjusting the air-fuel ratio to maintain the temperature within the range of 300-500°C when the internal temperature of the diesel particulate filter is lower than 200°C or higher than 600°C.

7. The method for regenerating a diesel particulate filter according to claim 1, characterized in that: In step S6, when the differential pressure across the diesel particulate filter exceeds 150 kPa, the on-board diagnostic device terminates the regeneration process and records an error log.

8. The method for regenerating a diesel particulate filter according to claim 1, characterized in that: The model list in step S2 is classified by geographical region, including European, American and Asian brands, and supports compatibility of more than two models.

9. The method for regenerating a diesel particulate filter according to claim 1, wherein: The S6 step is applicable to low-temperature operating conditions. When the ambient temperature is below 0°C, the on-board diagnostic device executes a preheating mode to raise the temperature of the diesel particulate filter to 150°C before initiating regeneration.

10. The method for regenerating a diesel particulate filter according to claim 1, characterized in that: In step S6, the on-board diagnostic device supports multi-DPF system monitoring, analyzes the status of the primary DPF and the auxiliary DPF in real time, and optimizes the regeneration sequence.

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