Failure judgment method of integrated oxidation trap and vehicle

Abstract

The invention provides a failure judgment method for an integrated oxidation trap and a vehicle, and the method comprises the steps: carrying out the thermal management of the integrated oxidation trap to increase the temperature of an inlet under the condition that a first pressure difference peak value at the front and rear ends of the integrated oxidation trap is smaller than or equal to a preset peak threshold value; and meanwhile, when it is monitored that the second pressure difference peak value of the front end and the rear end of the integrated oxidation trap after thermal management is smaller than or equal to the preset peak threshold value, it is judged that the integrated oxidation trap fails, and whether the pressure difference peak value of the front end and the rear end of the integrated oxidation trap before and after thermal management is larger than the preset peak threshold value or not is judged. The purpose of judging whether the integrated oxidation trap fails or not is achieved, the technical problem that DPF aftertreatment fails is solved, and the technical effect that DPF aftertreatment system cannot be recovered due to failure judgment on the DPF is achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of fault detection, in particular to a failure judgment method of an integrated oxidation trap and a vehicle. BACKGROUND

[0002] In the prior art, oil quality problems have become an important factor leading to the failure of the DPF (diesel particulate filter) aftertreatment system. High-sulfur oil combustion produces SO2, which then reacts with the adsorbent to form sulfates, deactivating the catalyst, reducing the trapping efficiency of the DPF, and accelerating clogging, ultimately leading to failure. These oil quality problems not only increase the maintenance cost of the DPF, but also shorten its service life, seriously affecting the normal operation of the diesel engine exhaust aftertreatment system, leading to the inability to actively complete DPF regeneration, and thus causing the problem of DPF aftertreatment failure. SUMMARY

[0003] Therefore, the present application provides a failure judgment method of an integrated oxidation trap and a vehicle, which solves the technical problem of DPF aftertreatment failure. By judging the failure of the DPF regeneration process, the aftertreatment failure caused by sulfur poisoning can be detected, preventing the aftertreatment from recovering after deep poisoning, and thus achieving the technical effect of judging the failure of the DPF, thereby avoiding the failure of the DPF aftertreatment system.

[0004] To achieve the above purpose, the present application provides the following technical solution: in response to the vehicle being in a preset parking condition and the integrated oxidation trap of the vehicle entering a parking regeneration mode, a first pressure difference peak value of the front and rear ends of the integrated oxidation trap is obtained; if the first pressure difference peak value is less than or equal to a preset peak threshold value, the fuel injection device of the vehicle is controlled to stop injecting fuel, and the integrated oxidation trap is subjected to thermal management to increase the inlet temperature of the integrated oxidation trap; when the time of thermal management of the integrated oxidation trap is greater than a preset time threshold value, the fuel injection device of the vehicle is controlled to inject fuel, and a second pressure difference peak value of the front and rear ends of the integrated oxidation trap after thermal management is obtained; if the second pressure difference peak value after thermal management is less than or equal to the preset peak threshold value, it is determined that the integrated oxidation trap is failed, and the integrated oxidation trap is controlled to exit the parking regeneration.

[0005] In an embodiment of the present application, when the time for which the integrated oxidation trap is subjected to thermal management is greater than a preset time threshold, the fuel injection device of the vehicle is controlled to inject fuel, and a second pressure difference peak value of the front and rear ends of the integrated oxidation trap after thermal management is obtained, including: when the fuel injection device of the vehicle is controlled to inject fuel, a timing device is started to monitor the pressure difference between the front and rear ends of the integrated oxidation trap; when the timing time is greater than a first preset time and the pressure difference between the front and rear ends of the integrated oxidation trap starts to decrease, the second pressure difference peak value of the front and rear ends of the integrated oxidation trap after thermal management is obtained.

[0006] In an embodiment of the present application, the method further includes: if the second pressure difference peak value is greater than a preset peak value threshold, the integrated oxidation trap is controlled to continue the parked regeneration, and a prompt information is generated for fuel difference prompting.

[0007] In an embodiment of the present application, the method further includes: if the first pressure difference peak value is greater than a preset peak value threshold, the parked regeneration mode of the integrated oxidation trap is not monitored.

[0008] In an embodiment of the present application, in response to the vehicle being in a preset parked working condition and the integrated oxidation trap of the vehicle entering a parked regeneration mode, a first pressure difference peak value of the front and rear ends of the integrated oxidation trap is obtained, including: in response to the vehicle being in a preset parked working condition and the integrated oxidation trap of the vehicle entering a parked regeneration mode, when it is monitored that the pressure difference between the front and rear ends of the integrated oxidation trap satisfies a preset rising trend, a timing device is started to monitor the pressure difference between the front and rear ends of the integrated oxidation trap; when the timing time is greater than a second preset time and the pressure difference between the front and rear ends of the integrated oxidation trap starts to decrease, the first pressure difference peak value of the front and rear ends of the integrated oxidation trap is obtained.

[0009] In an embodiment of the present application, the method further includes: in response to the vehicle satisfying a preset parked working condition and the current carbon load in the integrated oxidation trap of the vehicle being greater than a preset regeneration threshold, after a parked regeneration request instruction is triggered and a parked regeneration mode is entered, the engine of the vehicle is controlled to increase the idle speed, and the integrated oxidation trap is subjected to thermal management to ensure that the inlet temperature of the integrated oxidation trap is greater than a preset fuel injection temperature.

[0010] In an embodiment of the present application, after ensuring that the inlet temperature of the integrated oxidation trap is greater than the preset fuel injection temperature, the method comprises: obtaining the preset outlet temperature of the integrated oxidation trap and the exhaust gas mass flow; calculating the inlet temperature of the integrated oxidation trap, the preset outlet temperature and the exhaust gas mass flow to obtain an initial fuel injection amount during the stationary regeneration; calculating the preset outlet temperature and a model outlet temperature to obtain a corrected fuel injection amount during the stationary regeneration, wherein the model outlet temperature is obtained by model calculation of the inlet temperature, heat exchange during the stationary regeneration and fuel heat; calculating the sum of the initial fuel injection amount and the corrected fuel injection amount to obtain a target fuel injection amount during the stationary regeneration; and controlling the fuel injection device of the vehicle to inject fuel based on the target fuel injection amount, so that the outlet temperature of the integrated oxidation trap reaches the preset outlet temperature.

[0011] In an embodiment of the present application, the calculation of the initial fuel injection amount during the stationary regeneration based on the inlet temperature of the integrated oxidation trap, the preset outlet temperature and the exhaust gas mass flow comprises: calculating the difference between the preset outlet temperature and the inlet temperature of the integrated oxidation trap to obtain a temperature difference between the front and rear ends of the integrated oxidation trap; calculating the product of the temperature difference between the front and rear ends of the integrated oxidation trap and the outlet specific heat capacity of the exhaust gas of the integrated oxidation trap, and calculating the product of the product and the exhaust gas mass flow to obtain the released heat of the integrated oxidation trap, wherein the outlet specific heat capacity of the exhaust gas is obtained by table lookup based on the inlet temperature of the integrated oxidation trap; calculating the quotient of the released heat of the integrated oxidation trap and the fuel heat value, and calculating the quotient of the quotient and the hydrocarbon conversion efficiency of the integrated oxidation trap to obtain the initial fuel injection amount during the stationary regeneration.

[0012] In an embodiment of the present application, the calculation of the corrected fuel injection amount during the stationary regeneration based on the preset outlet temperature and the model outlet temperature comprises: calculating the difference between the preset outlet temperature and the model outlet temperature to obtain an outlet temperature deviation of the integrated oxidation trap; and performing proportional integral operation on the outlet temperature deviation to obtain the corrected fuel injection amount during the stationary regeneration.

[0013] As a second aspect of the present application, the present application also provides a failure determination device of an integrated oxidation trap, comprising: a first pressure difference peak value acquisition module, configured to acquire a first pressure difference peak value between front and rear ends of the integrated oxidation trap in response to the vehicle being in a preset parking working condition and the integrated oxidation trap of the vehicle entering a parking regeneration mode; a thermal management module, configured to control a fuel injection device of the vehicle to stop injecting fuel and perform thermal management on the integrated oxidation trap to increase an inlet temperature of the integrated oxidation trap if the first pressure difference peak value is less than or equal to a preset peak threshold value; a second pressure difference peak value acquisition module, configured to control the fuel injection device of the vehicle to inject fuel and acquire a second pressure difference peak value between the front and rear ends of the integrated oxidation trap after thermal management if a thermal management time of the integrated oxidation trap is greater than a preset time threshold value; and a failure determination module, configured to determine that the integrated oxidation trap fails and control the integrated oxidation trap to exit the parking regeneration if the second pressure difference peak value after thermal management is less than or equal to the preset peak threshold value.

[0014] As a third aspect of the present application, the present application also provides a vehicle, comprising: an integrated oxidation trap; an engine; and a failure determination device configured to execute any one of the failure determination methods of the integrated oxidation trap.

[0015] The failure determination method of the integrated oxidation trap provided by the present application comprises the following steps: in response to the vehicle being in a preset parking working condition and the integrated oxidation trap of the vehicle entering a parking regeneration mode, a first pressure difference peak value between front and rear ends of the integrated oxidation trap is acquired; if the first pressure difference peak value is less than or equal to a preset peak threshold value, a fuel injection device of the vehicle is controlled to stop injecting fuel, and thermal management is performed on the integrated oxidation trap to increase an inlet temperature of the integrated oxidation trap; if a thermal management time of the integrated oxidation trap is greater than a preset time threshold value, the fuel injection device of the vehicle is controlled to inject fuel, and a second pressure difference peak value between the front and rear ends of the integrated oxidation trap after thermal management is acquired; and if the second pressure difference peak value after thermal management is less than or equal to the preset peak threshold value, it is determined that the integrated oxidation trap fails and the integrated oxidation trap is controlled to exit the parking regeneration. It is easy to note that, in the case where the first pressure difference peak value between the front and rear ends of the integrated oxidation trap is less than or equal to the preset peak threshold value, thermal management is performed on the integrated oxidation trap to increase the inlet temperature, and in the case where the second pressure difference peak value between the front and rear ends of the integrated oxidation trap after thermal management is less than or equal to the preset peak threshold value, it is determined that the integrated oxidation trap fails, thereby achieving the purpose of determining whether the integrated oxidation trap fails by comparing whether the pressure difference peak values between the front and rear ends of the integrated oxidation trap before and after thermal management are greater than the preset peak threshold value, solving the technical problem of DPF after-treatment failure, and achieving the technical effect of failure determination of the DPF, thereby avoiding the failure of the DPF after-treatment system to recover. 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 failure judgment method for an integrated oxidation trap provided in an embodiment of this application.

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

[0019] Figure 3 The diagram shown is a flowchart of the failure diagnosis and recovery process of an integrated oxidation trap provided in an embodiment of this application.

[0020] Figure 4 The diagram shown is a schematic diagram of a failure detection device for an integrated oxidation trap provided in an embodiment of this application.

[0021] Figure 5 The diagram shown is a schematic representation of a vehicle according to an embodiment of this application. Detailed Implementation

[0022] In existing technologies, fuel quality issues have become a significant factor leading to the failure of DPF aftertreatment systems. High-sulfur fuels, upon combustion, produce SO2, which reacts with the adsorbent to form sulfates, deactivating the catalyst, reducing DPF collection efficiency, accelerating blockage, and ultimately causing failure. These fuel quality problems not only increase DPF maintenance costs but also shorten their lifespan, severely impacting the normal operation of diesel engine exhaust aftertreatment systems and preventing DPF regeneration from being completed proactively, thus leading to DPF aftertreatment failure.

[0023] The present application provides a method for judging the failure of an integrated oxidation trap.

[0024] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all the other embodiments obtained by a person of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0025] As a first aspect of the present application, the present application provides a method for judging the failure of an integrated oxidation trap. Figure 1 As shown in FIG. 1, a flowchart of a method for judging the failure of an integrated oxidation trap according to an embodiment of the present application is shown. Figure 1 As shown in FIG. 1, the method for judging the failure includes the following steps:

[0026] In step S101, in response to the vehicle being in a preset parking condition and the integrated oxidation trap of the vehicle entering a parking regeneration mode, a first pressure difference peak value of the front and rear ends of the integrated oxidation trap is obtained.

[0027] Specifically, the above-mentioned preset parking condition can be used to represent a pre-set vehicle condition. Since the present application needs to judge sulfur poisoning for parking regeneration, the above-mentioned preset parking condition can include that the clutch of the vehicle is not stepped on, the vehicle is in neutral, the vehicle speed is 0, the accelerator pedal is not stepped on, the foot brake is not stepped on, the hand brake is pulled up, the regeneration prohibition switch is not pressed, and there is no system fault of prohibiting regeneration.

[0028] The above-mentioned integrated oxidation trap (DDPF, Diesel Oxidation Catalyst Particulate Filter) is a kind of aftertreatment technology that integrates diesel oxidation catalyst (DOC) and diesel particulate filter (DPF) functions together. The core principle is to coat the noble metal of the traditional DOC on the DPF carrier, so that the DPF can realize the function of the DOC, efficiently capture particulate matter (PM), and realize the regeneration of particulate matter.

[0029] The first differential pressure peak value can be used to represent the differential pressure peak value between the front and rear ends of the DDPF before thermal management of the DDPF. Generally, the differential pressure between the front and rear ends of the DDPF can be collected by a differential pressure sensor.

[0030] Figure 2 The system schematic diagram of the integrated oxidation trap is shown in an embodiment of the application, as shown in the figure Figure 2 T4 is the DDPF device, the soot, NOx, fuel and the like discharged by the engine are input to the inlet of the DDPF device, which can realize trapping of soot and oxidation of fuel to increase the temperature. T1 is a temperature sensor, which can collect the temperature of the inlet. T2 is a differential pressure sensor between the front and rear ends of the DDPF, which is used to collect the differential pressure between the front and rear ends of the DDPF. T3 is a model calculation temperature. It should be noted that in the present application, the temperature sensor arranged at the rear end of the DDPF to collect the outlet temperature of the DDPF is cancelled to save the cost of the DDPF system. The outlet temperature of the DDPF can be obtained by model calculation. The specific calculation process can be referred to the following content.

[0031] In an optional embodiment, in the process of judging the failure of the DDPF, it is necessary to determine whether the vehicle meets the preset parking condition. When the vehicle meets the preset parking condition and the current carbon load in the DDPF is greater than the preset regeneration threshold, it indicates that the carbon load in the DDPF is relatively high, and regeneration is needed. The parking regeneration request instruction can be triggered to enter the parking regeneration mode, and the differential pressure between the front and rear ends of the DDPF is monitored by the T2 differential pressure sensor shown in the figure Figure 2 The first differential pressure peak value between the front and rear ends of the DDPF can be obtained.

[0032] In step S102, if the first differential pressure peak value is less than or equal to the preset peak threshold value, the fuel injection device of the vehicle is controlled to stop injecting fuel, and the integrated oxidation trap is subjected to thermal management to increase the inlet temperature of the integrated oxidation trap.

[0033] Specifically, the preset peak threshold value can be used to represent the preset differential pressure peak value between the front and rear ends of the DDPF. Generally, it can be 10 kPa, 12 kPa or the like. The preset peak threshold value is not specifically limited here and can be adjusted according to the actual situation.

[0034] In an optional embodiment, in order to ensure that the fuel injected by the fuel injection device can be effectively combusted, it is necessary to raise the DDPF inlet temperature to the fuel ignition temperature. Due to the characteristics that the pressure difference between the front and rear ends of the DDPF first increases and then decreases due to the amount of soot and the exothermic heat of hydrocarbon oxidation during the DDPF regeneration process, whether the DDPF inlet temperature is raised to the fuel ignition temperature can be determined by the change of the peak value of the pressure difference between the front and rear ends of the DDPF. If the first pressure difference peak value is less than or equal to the preset peak threshold value, it indicates that the DDPF inlet temperature has not reached the fuel ignition temperature. In this case, continuing to inject fuel is useless, therefore, it is necessary to control the vehicle's fuel injection device to stop injecting fuel and perform thermal management on the DDPF to raise the DDPF inlet temperature.

[0035] Generally, during engine operation, thermal management of the DDPF can be achieved by precisely controlling the fuel injection strategy. For example, the fuel injection time is appropriately advanced, so that the fuel burns more fully in the cylinder, thereby generating more heat, which enters the DDPF along with the exhaust gas, helping to raise the temperature of the DDPF. At the same time, the load and speed of the engine can be adjusted to make the engine operate at high efficiency, so that the high-temperature exhaust gas generated can more effectively transfer heat to the DDPF. In addition, preheating the intake air using the engine cooling system to increase the intake air temperature can also increase the temperature of the air entering the engine cylinder, thereby increasing the heat generated by combustion, and ultimately increasing the temperature of the exhaust gas entering the DDPF, so as to raise the inlet temperature of the DDPF to ensure that it can effectively perform the processes of particulate matter oxidation and regeneration, and maintain good working condition.

[0036] Step S103, when the time for thermal management of the integrated oxidation trap is greater than the preset time threshold value, controlling the vehicle's fuel injection device to inject fuel, and obtaining the second pressure difference peak value between the front and rear ends of the integrated oxidation trap after thermal management;

[0037] Specifically, the above-mentioned preset time threshold value can be used to represent the preset time for thermal management of the DDPF. Generally, it can be 30 min, or 35 min. Here, the preset time threshold value is not specifically limited, and can be adjusted according to actual conditions.

[0038] The above-mentioned second pressure difference peak value can be used to represent the pressure difference peak value between the front and rear ends of the DDPF after thermal management. Generally, it can be obtained by collecting the pressure difference between the front and rear ends of the DDPF through a pressure difference sensor.

[0039] In an optional embodiment, the heat management time is counted during the heat management of the DDPF. If the heat management time of the DDPF is greater than the preset time threshold, it indicates that the heat management time of the DDPF is relatively long, and the fuel injection device of the vehicle is controlled to inject fuel, and the second pressure difference peak values of the front and rear ends of the DDPF after the heat management are obtained. By comparing the second pressure difference peak values, it can be determined whether the DDPF maintains normal regeneration function.

[0040] In step S104, if the second pressure difference peak value after the heat management is less than or equal to the preset peak threshold, it is determined that the integrated oxidation trap fails, and the integrated oxidation trap is controlled to exit the parked regeneration.

[0041] Specifically, after obtaining the second pressure difference peak values of the front and rear ends of the DDPF after the heat management, it can be determined whether the second pressure difference peak values are greater than the preset peak threshold. If the second pressure difference peak value after the heat management is less than or equal to the preset peak threshold, it indicates that the DDPF does not maintain normal regeneration function, and the DDPF is determined to be aged and failed, and the DDPF is controlled to exit the parked regeneration, and the user is reminded to replace the DDPF in time to avoid greater loss to the vehicle.

[0042] The failure determination method of the integrated oxidation trap provided in the present application responds to the condition that the vehicle is in a preset parked working condition and the integrated oxidation trap of the vehicle enters a parked regeneration mode, obtains a first pressure difference peak value of the front and rear ends of the integrated oxidation trap, controls the fuel injection device of the vehicle to stop injecting fuel if the first pressure difference peak value is less than or equal to a preset peak threshold, and performs heat management on the integrated oxidation trap to increase the inlet temperature of the integrated oxidation trap. When the heat management time of the integrated oxidation trap is greater than a preset time threshold, the fuel injection device of the vehicle is controlled to inject fuel, and a second pressure difference peak value of the front and rear ends of the integrated oxidation trap after the heat management is obtained. If the second pressure difference peak value after the heat management is less than or equal to the preset peak threshold, it is determined that the integrated oxidation trap fails, and the integrated oxidation trap is controlled to exit the parked regeneration. It is easy to note that when the first pressure difference peak value of the front and rear ends of the integrated oxidation trap is less than or equal to the preset peak threshold, the heat management is performed on the integrated oxidation trap to increase the inlet temperature, and when the second pressure difference peak value of the front and rear ends of the integrated oxidation trap after the heat management is less than or equal to the preset peak threshold, it is determined that the integrated oxidation trap fails. The purpose of determining whether the integrated oxidation trap fails by comparing whether the pressure difference peak values of the front and rear ends of the integrated oxidation trap before and after the heat management are greater than the preset peak threshold is achieved, the technical problem of the aftertreatment failure of the DPF is solved, the failure determination of the DPF is achieved, and the technical effect that the DPF aftertreatment system cannot be recovered is avoided.

[0043] In an embodiment of the present application, when the time for which the integrated oxidation trap is subjected to thermal management is greater than a preset time threshold, the fuel injection device of the vehicle is controlled to inject fuel, and a second pressure difference peak value of the front and rear ends of the integrated oxidation trap after thermal management is obtained, including: when the fuel injection device of the vehicle is controlled to inject fuel, a timing device is started to monitor the pressure difference between the front and rear ends of the integrated oxidation trap; when the timing time is greater than a first preset time and the pressure difference between the front and rear ends of the integrated oxidation trap starts to decrease, the second pressure difference peak value of the front and rear ends of the integrated oxidation trap after thermal management is obtained.

[0044] Specifically, in the process of obtaining the second pressure difference peak value of the front and rear ends of the DDPF after thermal management, the timing device can be started to continuously monitor the pressure difference between the front and rear ends of the DDPF while the fuel injection device of the vehicle is controlled to inject fuel. If it is monitored that the pressure difference between the front and rear ends of the DDPF starts to decrease and the timing time exceeds the first preset time, the pressure difference peak value at the current time can be locked, that is, the second pressure difference peak value of the front and rear ends of the DDPF after thermal management is obtained.

[0045] In an embodiment of the present application, the method further includes: if the second pressure difference peak value is greater than a preset peak threshold, controlling the integrated oxidation trap to continue parked regeneration, and generating a prompt information for prompting the fuel.

[0046] Specifically, in the process of determining whether the second pressure difference peak value is greater than the preset peak threshold, if the second pressure difference peak value is greater than the preset peak threshold, it indicates that the DDPF can be normally parked and regenerated, and then the DDPF is controlled to continue parked regeneration, and a prompt information is generated to prompt the user.

[0047] In an embodiment of the present application, the method further includes: if the first pressure difference peak value is greater than a preset peak threshold, the parked regeneration mode of the integrated oxidation trap is not monitored.

[0048] Specifically, if the first pressure difference peak value of the front and rear ends of the DDPF is greater than the preset peak threshold before the DDPF is subjected to thermal management, it indicates that the DDPF is normally parked and regenerated, and the parked regeneration monitoring of the DDPF is successful, that is, the parked regeneration mode of the DDPF is not monitored.

[0049] In an embodiment of the present application, in response to the vehicle being in a preset parking working condition and the integrated oxidation trap of the vehicle entering a parking regeneration mode, a first pressure difference peak value of the front and rear ends of the integrated oxidation trap is obtained, including: in response to the vehicle being in a preset parking working condition and the integrated oxidation trap of the vehicle entering a parking regeneration mode, when it is monitored that the pressure difference of the front and rear ends of the integrated oxidation trap meets a preset rising trend, a timing device is started to monitor the pressure difference of the front and rear ends of the integrated oxidation trap; when the timing time is greater than a second preset time and the pressure difference of the front and rear ends of the integrated oxidation trap starts to decrease, the first pressure difference peak value of the front and rear ends of the integrated oxidation trap is obtained.

[0050] Specifically, the above-mentioned preset rising trend can be used to represent that the pressure difference values of the front and rear ends of the DDPF are monotonously increasing.

[0051] In an optional embodiment, in the process of obtaining the first pressure difference peak value of the front and rear ends of the DDPF, when it is determined that the vehicle is in a preset parking working condition and the DDPF of the vehicle enters a parking regeneration mode, and it is monitored that the pressure difference of the front and rear ends of the DDPF meets a preset rising trend, a timer can be started to monitor the pressure difference of the front and rear ends of the DDPF. When the monitoring time of the pressure difference of the front and rear ends of the DDPF exceeds the second preset time and it is monitored that the pressure difference of the front and rear ends of the DDPF starts to decrease, the pressure difference peak value at the current time can be locked, that is, the first pressure difference peak value of the front and rear ends of the DDPF is obtained.

[0052] In an embodiment of the present application, the method further includes: in response to the vehicle meeting a preset parking working condition and the current carbon load in the integrated oxidation trap of the vehicle being greater than a preset regeneration threshold, after triggering a parking regeneration request instruction and entering a parking regeneration mode, controlling the engine of the vehicle to increase idle speed and performing thermal management on the integrated oxidation trap to ensure that the inlet temperature of the integrated oxidation trap is greater than a preset fuel injection temperature.

[0053] Specifically, after the DDPF enters the parking regeneration mode, in order to increase the inlet temperature of the DDPF to the preset fuel injection temperature, the engine of the vehicle can be controlled to increase the idle speed and the integrated oxidation trap can be thermally managed. Specifically, the idle speed can be increased by adjusting the throttle opening, that is, the throttle controls the amount of air entering the engine, and appropriately increasing the opening of the throttle can allow more air to enter the engine, thereby increasing the idle speed; the idle speed can also be increased by adjusting the idle control valve, that is, the idle control valve controls the amount of intake air according to the working condition of the engine, and reasonable adjustment of the idle control valve can change the idle speed; the idle speed can also be increased by modifying the engine control unit parameters, that is, by using professional diagnostic equipment and software, the engine control unit parameters can be modified to increase the idle speed, etc. The thermal management method of the DDPF is not uniquely limited and can be adjusted according to actual conditions.

[0054] Figure 3 Fig. 1 shows a flow chart of the failure diagnosis and recovery process of the integrated oxidation trap according to an embodiment of the present application. As shown in Fig. 1, the failure diagnosis and recovery process of the DDPF includes the following steps: Figure 3

[0055] S301, determining whether the vehicle enters the parking regeneration mode, if yes, performing S302, if not, continuing to perform S301;

[0056] S302, increasing the idle speed and performing the thermal management temperature raising;

[0057] That is, increasing the engine idle speed and performing the thermal management of the DDPF, so that the inlet temperature of the DDPF reaches the preset fuel injection temperature.

[0058] S303, determining whether the temperature upstream of the DDPF is greater than the light-off temperature limit, if yes, performing S304, if not, continuing to perform S303;

[0059] That is, determining whether the inlet temperature of the DDPF reaches the preset fuel injection temperature.

[0060] S304, performing the parking regeneration by the engine post-injection;

[0061] S305, determining the absence of the pressure difference sensor fault and the monotonic increase of the DDPF pressure difference, if yes, performing S306, if not, continuing to perform S305;

[0062] That is, determining the absence of the fault of the pressure difference sensor and determining whether the pressure difference between the front and back of the DDPF satisfies the preset increasing trend.

[0063] S306, starting the timing and calculating the DDPF pressure difference peak value;

[0064] S307, determining whether the timing is greater than a second preset time and whether the pressure difference between the front and back of the DDPF starts to decrease, if yes, performing S308, if not, continuing to perform S307;

[0065] That is, determining whether the current time is greater than the second preset time and whether the pressure difference between the front and back of the DDPF starts to decrease.

[0066] S308, locking the DDPF pressure difference peak value at this time;

[0067] That is, obtaining the first pressure difference peak value.

[0068] S309, determining whether the pressure difference peak value is less than or equal to a threshold, if yes, performing S310, if not, ending the monitoring of the parking regeneration of the DDPF;

[0069] ​That is, whether the first pressure difference peak value is less than or equal to a preset peak value threshold.

[0070] S310, stopping HC injection, performing thermal management and increasing the thermal management temperature;

[0071] S311, judging whether the thermal management time is greater than a time limit value, if yes, executing S312, if no, continuing to execute S311;

[0072] That is, whether the thermal management time of the DDPF is greater than a preset time threshold.

[0073] S312, performing HC injection and starting pressure difference peak value detection;

[0074] S313, judging whether the timing exceeds a certain value and the DDPF pressure difference starts to decrease, if yes, executing S314, if no, continuing to execute S313;

[0075] That is, whether the current time is greater than a first preset time and the pressure difference values at the front and back ends of the DDPF start to decrease.

[0076] S314, locking the DDPF pressure difference peak value at this time;

[0077] That is, obtaining the second pressure difference peak value.

[0078] S315, judging whether the pressure difference peak value is greater than a threshold value, if yes, executing S316, if no, exiting the parking regeneration and reporting DDPF aging;

[0079] That is, whether the second pressure difference peak value is greater than a preset peak value threshold.

[0080] S316, reporting a differential oil reminder and continuing to perform the parking regeneration.

[0081] In an embodiment of the present application, after ensuring that the inlet temperature of the integrated oxidation trap is greater than a preset fuel injection temperature, the method comprises: obtaining a preset outlet temperature of the integrated oxidation trap and an exhaust gas mass flow rate; calculating the inlet temperature of the integrated oxidation trap, the preset outlet temperature and the exhaust gas mass flow rate to obtain an initial fuel injection amount during parking regeneration; calculating the preset outlet temperature and a model outlet temperature to obtain a corrected fuel injection amount during parking regeneration, wherein the model outlet temperature is obtained by model calculation on the inlet temperature, heat exchange during parking regeneration and fuel heat; calculating the sum of the initial fuel injection amount and the corrected fuel injection amount to obtain a target fuel injection amount during parking regeneration; and controlling the fuel injection device of the vehicle to inject based on the target fuel injection amount, so that the outlet temperature of the integrated oxidation trap reaches the preset outlet temperature.

[0082] Specifically, since the application does not set a temperature sensor at the rear end of the DDPF to collect the downstream temperature of the DDPF, in order to ensure that the outlet temperature of the DDPF reaches the preset outlet temperature, the outlet temperature of the DDPF can be gradually increased by controlling the fuel injection amount until the outlet temperature of the DDPF reaches the preset outlet temperature.

[0083] The above-mentioned preset outlet temperature can be used to represent the preset downstream outlet temperature of the DDPF, which can be 600°C or 650°C, etc. The preset outlet temperature is not specifically limited here and can be adjusted according to actual conditions.

[0084] The above-mentioned exhaust gas mass flow rate is used to represent the mass flow rate of the exhaust gas entering the DDPF, which can be calculated by the pressure difference between the front and rear ends of the DDPF and the inlet temperature.

[0085] The above-mentioned initial fuel injection amount can be used to represent the feedforward fuel injection amount of the engine during stationary regeneration, which is a preliminary calculated fuel injection amount.

[0086] The above-mentioned model outlet temperature can be used to represent the outlet temperature of the DDPF calculated by the model. Generally, a mathematical model can be established according to the characteristics of the engine, and the model outlet temperature can be calculated by the inlet temperature, heat exchange during stationary regeneration, and fuel heat.

[0087] The above-mentioned corrected fuel injection amount can be used to represent the closed-loop fuel injection amount of the engine during stationary regeneration, which is the fuel injection amount corrected based on the deviation between the model outlet temperature and the preset outlet temperature of the DDPF.

[0088] The above-mentioned target fuel injection amount is the final fuel injection amount of the fuel injection device of the vehicle. Through the target fuel injection amount, the outlet temperature of the DDPF can reach the preset outlet temperature.

[0089] In an alternative embodiment, in order to obtain the target fuel injection amount of the fuel injection device of the vehicle, the initial fuel injection amount during stationary regeneration can be calculated by the inlet temperature of the DDPF, the preset outlet temperature, and the exhaust gas mass flow rate. Meanwhile, the deviation between the preset outlet temperature and the model outlet temperature can be calculated to obtain the corrected fuel injection amount during stationary regeneration. The target fuel injection amount during stationary regeneration can be obtained by the sum of the initial fuel injection amount and the corrected fuel injection amount. The fuel injection device of the vehicle can be controlled to inject the fuel with the target fuel injection amount, so that the outlet temperature of the DDPF reaches the preset outlet temperature.

[0090] In one embodiment of this application, the initial fuel injection quantity for parking regeneration is obtained by calculating the inlet temperature, preset outlet temperature, and exhaust gas mass flow rate of the integrated oxidation trap. This includes: calculating the difference between the preset outlet temperature and the inlet temperature of the integrated oxidation trap to obtain the temperature difference between the front and rear ends of the integrated oxidation trap; calculating the product of the temperature difference between the front and rear ends multiplied by the specific heat capacity of the exhaust gas at the outlet of the integrated oxidation trap, and multiplying the product by the exhaust gas mass flow rate to obtain the heat released by the integrated oxidation trap, wherein the specific heat capacity of the exhaust gas at the outlet is obtained by looking up a table based on the inlet temperature of the integrated oxidation trap; calculating the quotient obtained by dividing the heat released by the integrated oxidation trap by the calorific value of the fuel, and dividing the quotient by the hydrocarbon conversion efficiency of the integrated oxidation trap to obtain the initial fuel injection quantity for parking regeneration.

[0091] Specifically, the initial fuel injection quantity during parking regeneration can be calculated using a heat calculation formula. Specifically, the temperature difference between the front and rear ends of the DDPF can be obtained by subtracting the inlet temperature of the DDPF from the preset outlet temperature. Simultaneously, the product of this temperature difference, multiplied by the DDPF's outlet exhaust specific heat capacity and then by the exhaust gas mass flow rate, is the heat released by the DDPF. The DDPF's outlet exhaust specific heat capacity can be obtained by looking up the DDPF's inlet temperature in a table. Finally, the heat released by the DDPF is divided by the fuel's calorific value and then by the DDPF's HC conversion efficiency; the quotient obtained is the initial fuel injection quantity during parking regeneration.

[0092] In one embodiment of this application, the corrected fuel injection amount for parking regeneration is calculated by calculating the preset outlet temperature and the model outlet temperature, including: calculating the difference between the preset outlet temperature and the model outlet temperature to obtain the outlet temperature deviation value of the integrated oxidation trap; and performing proportional-integral calculation on the outlet temperature deviation value to obtain the corrected fuel injection amount for parking regeneration.

[0093] Specifically, the corrected fuel injection quantity for parking regeneration can be calculated by proportional-integral calculation of the deviation between the preset outlet temperature and the model outlet temperature. Specifically, the difference between the preset outlet temperature and the model outlet temperature can be calculated to obtain the DDPF outlet temperature deviation value; by performing proportional-integral calculation on the DDPF outlet temperature deviation value, the corrected fuel injection quantity for parking regeneration can be obtained. By correcting the initial fuel injection quantity with the corrected fuel injection quantity, a more accurate target fuel injection quantity can be obtained, thereby ensuring that the DDPF outlet temperature reaches the preset outlet temperature.

[0094] As a second aspect of this application, this application also provides a failure detection device for an integrated oxidation trap. Figure 4 The diagram shown is a schematic of a failure detection device for an integrated oxidation trap according to an embodiment of this application. Figure 4As shown, the failure determination device 4 comprises:

[0095] The first differential pressure peak value acquisition module 41 is configured to, in response to the vehicle being in a preset parking working condition and the integrated oxidation trap of the vehicle entering a parking regeneration mode, acquire a first differential pressure peak value between the front and rear ends of the integrated oxidation trap.

[0096] The thermal management module 42 is configured to, if the first differential pressure peak value is less than or equal to a preset peak threshold value, control the fuel injection device of the vehicle to stop injecting fuel, and perform thermal management on the integrated oxidation trap to increase the inlet temperature of the integrated oxidation trap.

[0097] The second differential pressure peak value acquisition module 43 is configured to, if the time for which the integrated oxidation trap is subjected to thermal management is greater than a preset time threshold value, control the fuel injection device of the vehicle to inject fuel, and acquire a second differential pressure peak value between the front and rear ends of the integrated oxidation trap after thermal management.

[0098] The failure determination module 44 is configured to, if the second differential pressure peak value after thermal management is less than or equal to the preset peak threshold value, determine that the integrated oxidation trap is failed, and control the integrated oxidation trap to exit the parking regeneration.

[0099] The failure determination device of the integrated oxidation trap provided in the present application, in the case where the first differential pressure peak value between the front and rear ends of the integrated oxidation trap is less than or equal to the preset peak threshold value, performs thermal management on the integrated oxidation trap to increase the inlet temperature, and in the case where the second differential pressure peak value between the front and rear ends of the integrated oxidation trap after thermal management is less than or equal to the preset peak threshold value, determines that the integrated oxidation trap is failed, thereby achieving the purpose of determining whether the integrated oxidation trap is failed by comparing whether the differential pressure peak values between the front and rear ends of the integrated oxidation trap before and after thermal management are greater than the preset peak threshold value, solving the technical problem of DPF post-processing failure, and achieving the technical effect of failure determination on the DPF, thereby avoiding the failure of the DPF post-processing system to recover.

[0100] Optionally, the second differential pressure peak value acquisition module is specifically configured to, when controlling the fuel injection device of the vehicle to inject fuel, start a timing device to monitor the differential pressure between the front and rear ends of the integrated oxidation trap; and when the timing time is greater than a first preset time and the differential pressure between the front and rear ends of the integrated oxidation trap starts to decrease, acquire the second differential pressure peak value between the front and rear ends of the integrated oxidation trap after thermal management.

[0101] Optionally, the failure determination module is further configured to, if the second differential pressure peak value is greater than the preset peak threshold value, control the integrated oxidation trap to continue parking regeneration, and generate a prompt information for prompting the fuel.

[0102] Optionally, the first differential pressure peak value obtaining module is specifically configured to, in response to the vehicle being in the preset parking condition and the integrated oxidation trap of the vehicle entering the parking regeneration mode, start a timing device to monitor the pressure difference between the front and rear ends of the integrated oxidation trap when it is monitored that the pressure difference between the front and rear ends of the integrated oxidation trap meets a preset rising trend; and obtain a first pressure difference peak value between the front and rear ends of the integrated oxidation trap when the timing time is greater than a second preset time and the pressure difference between the front and rear ends of the integrated oxidation trap starts to decrease.

[0103] Optionally, the thermal management module is specifically configured to, in response to the vehicle meeting the preset parking condition and the current carbon load in the integrated oxidation trap of the vehicle being greater than a preset regeneration threshold, after triggering a parking regeneration request instruction and entering the parking regeneration mode, control the vehicle engine to increase the idle speed and perform thermal management on the integrated oxidation trap to ensure that the inlet temperature of the integrated oxidation trap is greater than a preset fuel injection temperature.

[0104] Optionally, the device further comprises: an obtaining module configured to obtain a preset outlet temperature of the integrated oxidation trap and an exhaust gas mass flow; a first calculation module configured to calculate the inlet temperature of the integrated oxidation trap, the preset outlet temperature and the exhaust gas mass flow to obtain an initial fuel injection amount during parking regeneration; a second calculation module configured to calculate the preset outlet temperature and a model outlet temperature to obtain a corrected fuel injection amount during parking regeneration, wherein the model outlet temperature is obtained by model calculation on the inlet temperature, heat exchange during parking regeneration and fuel heat; a third calculation module configured to calculate the sum of the initial fuel injection amount and the corrected fuel injection amount to obtain a target fuel injection amount during parking regeneration; and a control module configured to control the fuel injection device of the vehicle to inject based on the target fuel injection amount, so that the outlet temperature of the integrated oxidation trap reaches the preset outlet temperature.

[0105] Optionally, the first calculation module comprises: a front and rear temperature difference calculation module configured to calculate the difference between the preset outlet temperature and the inlet temperature of the integrated oxidation trap to obtain the front and rear temperature difference of the integrated oxidation trap; a released heat calculation module configured to calculate the product of the front and rear temperature difference and the outlet specific heat capacity of the exhaust gas of the integrated oxidation trap, and calculate the product of the product and the exhaust gas mass flow to obtain the released heat of the integrated oxidation trap, wherein the outlet specific heat capacity of the exhaust gas is obtained by table lookup on the inlet temperature of the integrated oxidation trap; and an initial fuel injection amount calculation module configured to calculate the quotient of the released heat of the integrated oxidation trap and the fuel heat value, and calculate the quotient of the quotient and the hydrocarbon conversion efficiency of the integrated oxidation trap to obtain the initial fuel injection amount during parking regeneration.

[0106] Optionally, the second calculation module comprises: an outlet temperature deviation value calculation module, configured to calculate a difference between the preset outlet temperature and the model outlet temperature to obtain an outlet temperature deviation value of the integrated oxidation trap; and a corrected fuel injection amount calculation module, configured to perform proportional integral operation on the outlet temperature deviation value to obtain a corrected fuel injection amount during the parking regeneration.

[0107] As a third aspect of the present application, the present application also provides a vehicle, Figure 5 As shown in the schematic diagram of a vehicle provided by an embodiment of the present application, as Figure 5 As shown, the vehicle 5 comprises: an integrated oxidation trap 51; an engine 52; and the above-mentioned failure determination device 4, wherein the integrated oxidation trap 51 is connected with the engine 52 and is configured to perform aftertreatment on exhaust gas discharged by the engine 52, and the failure determination device 4 is connected with the integrated oxidation trap 51 and is configured to perform any one of the above-mentioned integrated oxidation trap failure determination methods.

[0108] The integrated oxidation trap failure determination method provided by the present application, in the case that the first pressure difference peak value of the front and rear ends of the integrated oxidation trap is less than or equal to the preset peak threshold value, performs thermal management on the integrated oxidation trap to increase the inlet temperature, and in the case that the second pressure difference peak value of the front and rear ends of the integrated oxidation trap after the thermal management is less than or equal to the preset peak threshold value, determines that the integrated oxidation trap is failed, which realizes the purpose of determining whether the integrated oxidation trap is failed by comparing whether the pressure difference peak values of the front and rear ends of the integrated oxidation trap before and after the thermal management are greater than the preset peak threshold value, solves the technical problem of DPF aftertreatment failure, and achieves the technical effect of determining the failure of the DPF.

[0109] The method in the present application can be realized by software, hardware, firmware or any combination thereof, in whole or in part. When realized by software, it can be realized in whole or in part in the form of a computer program product. The computer program product comprises one or more computer programs or instructions, which, when loaded and executed on a computer, perform all or part of the processes or functions described in the present application. The computer can be a general-purpose computer, a special-purpose computer, a computer network, a network device, a user equipment, a core network device, an OAM or other programmable devices.

[0110] The computer program product can be written in any combination of one or more programming languages, including an object oriented programming language such as Java, C++, etc., and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code can execute entirely on the user's computing device, partly on the user's device, as a stand-alone software package, partly on the user's computing device and partly on a remote computing device or entirely on the remote computing device or server.

[0111] The computer program or instructions can be stored in a computer readable storage medium, or transmitted from one computer readable storage medium to another, e.g., from a website, computer, server, or datacenter to another website, computer, server, or datacenter via a wired or wireless arrangement. The computer readable storage medium can be any available medium or data storage device that can be accessed by a computer, or a data storage device or server integrated with one or more of the available media. The medium can be a magnetic medium, e.g., a floppy diskette, a hard disk drive, a magnetic tape; an optical medium, e.g., a compact disk read-only memory (CD-ROM), a DVD; a semiconductor medium, e.g., a solid state hard drive. The computer readable storage medium can be a volatile or non-volatile medium, or can include both volatile and non-volatile media.

[0112] In addition, the embodiments of the present application can also be storage media, which store computer programs executed by processors to perform the steps of the failure judgment method of the integrated oxidation trap described in any of the embodiments of the present specification.

[0113] For each of the foregoing method embodiments, in order to simply describe, it is expressed as a combination of a series of actions, but those skilled in the art should know that the present application is not limited to the order of the actions described, because according to the present application, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should know that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the present application.

[0114] It should be noted that each of the embodiments in the specification is described in a progressive manner, and each embodiment focuses on the difference from other embodiments, and the same and similar parts between the embodiments can be referred to each other. For device embodiments, since they are basically similar to method embodiments, they are described more simply, and the relevant parts refer to the part of the method embodiment.

[0115] The steps in the methods of the embodiments of the present application can be adjusted in sequence, combined and deleted according to actual needs. The technical features recorded in the embodiments can be replaced or combined. The devices in the embodiments of the present application can be combined, divided and deleted according to actual needs.

[0116] Those skilled in the art will further appreciate that the units and algorithm steps of each example described in connection 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 each example have been described generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends on the particular application and design constraints imposed on the overall system. Skilled persons can implement the described functionality in varying ways for each particular application, but such implementation should not be construed as a departure from the scope of the present application.

[0117] The steps of the methods or algorithms described in connection with the embodiments disclosed herein can be implemented directly with hardware, software units executed by a processor, or a combination of both. The software units can be placed in a random access memory (RAM), a memory, a read-only memory (ROM), an electrically programmable ROM, an electrically erasable programmable ROM, a register, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

[0118] Finally, it should be noted that, in this document, relational terms such as first and second, and the like can be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without limitation, an element preceded by "comprises... a" does not, without more constraints, foreclose the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.

[0119] The above description of disclosed embodiments enables a person skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for determining the failure of an integrated oxidation trap, characterized in that, include: In response to the vehicle being in a preset parking condition and the vehicle's integrated oxidation trap entering the parking regeneration mode, the first peak value of the pressure difference between the front and rear ends of the integrated oxidation trap is obtained. If the first differential pressure peak value is less than or equal to a preset peak threshold, the vehicle's fuel injection device is controlled to stop injecting fuel, and thermal management is performed on the integrated oxidation trap to increase the inlet temperature of the integrated oxidation trap. When the time for thermal management of the integrated oxidation trap exceeds a preset time threshold, the vehicle's fuel injection device is controlled to inject fuel, and the second pressure difference peak value at the front and rear ends of the integrated oxidation trap after thermal management is obtained. If the second differential pressure peak value after thermal management is less than or equal to the preset peak threshold, the integrated oxidation trap is determined to be faulty, and the integrated oxidation trap is controlled to exit parking regeneration.

2. The failure judgment method for the integrated oxidation trap according to claim 1, characterized in that, When the time for thermal management of the integrated oxidation trap exceeds a preset time threshold, the vehicle's fuel injection device is controlled to inject fuel, and the second pressure difference peak value at the front and rear ends of the integrated oxidation trap after thermal management is obtained, including: When the vehicle's fuel injection system injects fuel, a timing device is activated to monitor the pressure difference between the front and rear ends of the integrated oxidation trap. When the timing time is greater than the first preset time and the pressure difference between the front and rear ends of the integrated oxidation trap begins to decrease, the second peak pressure difference between the front and rear ends of the integrated oxidation trap after thermal management is obtained.

3. The failure judgment method for the integrated oxidation trap according to claim 1, characterized in that, The method further includes: If the second differential pressure peak value is greater than the preset peak value threshold, the integrated oxidation trap is controlled to continue regeneration while parked, and a prompt message is generated for oil shortage warning.

4. The failure judgment method for the integrated oxidation trap according to claim 1, characterized in that, The method further includes: If the first differential pressure peak value is greater than the preset peak value threshold, the parking regeneration mode of the integrated oxidation trap will not be monitored.

5. The failure judgment method for the integrated oxidation trap according to claim 1, characterized in that, When the vehicle is in a preset parking condition and the vehicle's integrated oxidation trap enters the parking regeneration mode, the first peak value of the pressure difference between the front and rear ends of the integrated oxidation trap is obtained, including: In response to the vehicle being in a preset parking condition and the vehicle's integrated oxidation trap entering the parking regeneration mode, when the pressure difference between the front and rear ends of the integrated oxidation trap is detected to meet a preset upward trend, a timing device is activated to monitor the pressure difference between the front and rear ends of the integrated oxidation trap. When the timing time is greater than the second preset time and the pressure difference between the front and rear ends of the integrated oxidation trap begins to decrease, the first peak value of the pressure difference between the front and rear ends of the integrated oxidation trap is obtained.

6. The failure judgment method for the integrated oxidation trap according to claim 1, characterized in that, The method further includes: In response to the vehicle meeting the preset parking conditions and the current carbon load in the vehicle's integrated oxide trap being greater than the preset regeneration threshold, after triggering the parking regeneration request command and entering the parking regeneration mode, the vehicle engine is controlled to increase the idle speed, and thermal management is performed on the integrated oxide trap to ensure that the inlet temperature of the integrated oxide trap is greater than the preset fuel injection temperature.

7. The failure judgment method for the integrated oxidation trap according to claim 6, characterized in that, After ensuring that the inlet temperature of the integrated oxidation trap is greater than the preset fuel injection temperature, the method includes: Obtain the preset outlet temperature and waste gas mass flow rate of the integrated oxidation trap; The initial fuel injection quantity during parking regeneration is obtained by calculating the inlet temperature of the integrated oxidation trap, the preset outlet temperature, and the exhaust gas mass flow rate. The preset outlet temperature and the model outlet temperature are calculated to obtain the corrected fuel injection quantity during parking regeneration. The model outlet temperature is obtained by model calculation based on the inlet temperature, heat exchange during parking regeneration, and fuel heat. The target fuel injection quantity for parking regeneration is obtained by summing the initial fuel injection quantity and the corrected fuel injection quantity. The vehicle's fuel injection device is controlled to inject fuel based on the target injection quantity, so that the outlet temperature of the integrated oxidation trap reaches the preset outlet temperature.

8. The failure judgment method for the integrated oxidation trap according to claim 7, characterized in that, The calculation of the inlet temperature of the integrated oxidation trap, the preset outlet temperature, and the exhaust gas mass flow rate to obtain the initial fuel injection quantity during parking regeneration includes: The temperature difference between the preset outlet temperature and the inlet temperature of the integrated oxidation trap is calculated to obtain the temperature difference between the front and rear ends of the integrated oxidation trap. The product of the temperature difference between the front and rear ends and the specific heat capacity of the exhaust gas at the outlet of the integrated oxidation trap is calculated, and the product of the product and the mass flow rate of the exhaust gas is calculated to obtain the heat released by the integrated oxidation trap. The specific heat capacity of the exhaust gas at the outlet is obtained by looking up the inlet temperature of the integrated oxidation trap in a table. The initial fuel injection quantity during parking regeneration is obtained by calculating the quotient obtained by dividing the heat released by the integrated oxidation trap by the calorific value of the fuel, and then dividing the quotient by the hydrocarbon conversion efficiency of the integrated oxidation trap.

9. The failure judgment method for the integrated oxidation trap according to claim 7, characterized in that, The calculation of the preset outlet temperature and the model outlet temperature to obtain the corrected fuel injection quantity during parking regeneration includes: The difference between the preset outlet temperature and the model outlet temperature is calculated to obtain the outlet temperature deviation value of the integrated oxidation trap. The corrected fuel injection quantity during parking regeneration is obtained by performing proportional-integral calculation on the outlet temperature deviation value.

10. A vehicle, characterized in that, include: Integrated oxidation trap; engine; as well as A failure determination device, wherein the failure determination device is used to perform the failure determination method of the integrated oxidation trap as described in any one of claims 1-9.

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