Method and system for controlling carbon elimination of diesel particulate filter and storage medium

Abstract

The invention provides a method and system for controlling a diesel particulate filter to eliminate carbon and a storage medium, and relates to the technical field of engine aftertreatment, and the method comprises the steps that actual working parameters of the diesel particulate filter are obtained, and whether the diesel particulate filter needs auxiliary carbon elimination or not is recognized; when the diesel particulate filter needs auxiliary carbon elimination, a fuel supply advance angle adjusting strategy is started for auxiliary carbon elimination, and the fuel supply advance angle adjusting strategy is configured to adjust the fuel supply advance angle of the engine based on the upstream gas state parameters of the diesel particulate filter; and upstream and downstream gas state parameters or actual working parameters of the diesel particulate filter are monitored, and the fuel supply advance angle adjustment strategy is ended until the upstream and downstream gas state parameters or the actual working parameters meet preset exit conditions, so that the auxiliary carbon elimination process is ended. According to the method, through fine adjustment of the fuel supply advance angle, auxiliary carbon elimination of the DPF is achieved, the overload risk of the DPF is reduced, and meanwhile fuel consumption is reduced.

Description

TECHNICAL FIELD

[0001] The present disclosure belongs to the technical field of engine aftertreatment, and particularly relates to a method and system for controlling carbon elimination of a diesel particulate filter and a storage medium. BACKGROUND

[0002] To meet emission regulations, especially the requirement for carbon soot particles in exhaust gas, diesel particulate filters (DPF) are widely used in diesel engine products to collect particulate matter in exhaust gas. Then, the DPF is prone to carbon deposition in use, causing DPF overload, resulting in increased exhaust resistance and decreased engine performance. DPF overload is a common vehicle failure mode.

[0003] To eliminate DPF overload, related technologies usually use passive regeneration, active regeneration and service regeneration to eliminate carbon. The passive regeneration method relies on a higher exhaust temperature, which needs to be greater than 250℃, and the carbon elimination efficiency is low under low temperature or short distance driving conditions. The active regeneration method improves the exhaust temperature by post-injection to oxidize the accumulated carbon and achieve carbon elimination, but the engine's post-injection will increase fuel consumption. The service regeneration method requires manual intervention, which significantly increases the cost of manual maintenance. SUMMARY

[0004] The present disclosure provides a method and system for controlling carbon elimination of a diesel particulate filter and a storage medium, aiming to at least partially solve the technical problem that related technologies cannot improve the carbon elimination efficiency of the DPF without increasing fuel consumption and relying on high temperature exhaust.

[0005] At least one embodiment of the present disclosure provides a method for controlling carbon elimination of a diesel particulate filter, the diesel particulate filter being arranged in an aftertreatment device of an engine, the method comprising: obtaining actual working parameters of the diesel particulate filter; identifying whether the diesel particulate filter needs auxiliary carbon elimination based on the actual working parameters; when the diesel particulate filter needs auxiliary carbon elimination, starting a fuel advance angle adjustment strategy for auxiliary carbon elimination, wherein the fuel advance angle adjustment strategy is configured to adjust a fuel advance angle of the engine based on upstream gas state parameters of the diesel particulate filter, so that the carbon elimination efficiency of the diesel particulate filter reaches a set standard; monitoring the upstream gas state parameters, downstream gas state parameters or actual working parameters of the diesel particulate filter until the upstream gas state parameters, downstream gas state parameters or actual working parameters meet pre-set exit conditions, ending the fuel advance angle adjustment strategy, so that the auxiliary carbon elimination process is terminated.

[0006] The above solution offers the following technical advantages: It proposes an improved method for controlling carbon removal in diesel particulate filters (DPFs). This method triggers a fuel injection advance angle adjustment strategy based on the dynamic changes in the actual operating parameters of the DPF. While ensuring exhaust emissions meet relevant standards, it optimizes combustion conditions within the engine cylinders by adjusting the engine's fuel injection advance angle, moderately increasing the nitrogen oxide content in the engine exhaust, thereby accelerating the carbon particle removal rate within the DPF. Simultaneously, it accurately identifies the carbon removal status of the DPF based on changes in upstream and downstream gas state parameters. When the upstream and downstream gas state parameters meet preset exit conditions, the fuel injection advance angle adjustment strategy ends, terminating the auxiliary carbon removal process. This aims to reduce the risk of DPF overload, extend the DPF regeneration cycle and service life, and reduce fuel consumption to some extent. This control strategy, while ensuring exhaust emissions meet emission regulations and product reliability, achieves auxiliary carbon removal of the DPF through fine adjustment of the fuel injection advance angle, reduces the risk of DPF overload, and simultaneously achieves a certain degree of fuel consumption reduction.

[0007] In at least one embodiment of the method provided in this disclosure, obtaining the actual operating parameters of the diesel particulate filter includes: Obtain the actual operating parameters of the diesel particulate filter in relation to the engine's nitrogen oxide emission margin and the engine's exhaust temperature.

[0008] The above solution has the following technical effects: based on the engine's nitrogen oxide emission margin and exhaust temperature conditions related to exhaust temperature, it triggers a fuel injection advance angle adjustment strategy, which improves the combustion state in the engine cylinder while meeting relevant emission regulations, appropriately increases the nitrogen oxide (NOx) content in the exhaust gas, and accelerates the carbon removal rate of the DPF.

[0009] In at least one embodiment of the method provided in this disclosure, the actual operating parameters include DPF carbon loading, and the step of identifying whether the diesel particulate filter needs auxiliary carbon removal based on the actual operating parameters includes: In response to the DPF carbon load being greater than a preset carbon load threshold, it is determined that the diesel particulate filter needs auxiliary carbon removal.

[0010] The above solution has the following technical effects: by monitoring the carbon load of the DPF in real time and comparing it with a preset threshold, it is possible to determine in a timely and accurate manner whether the diesel particulate filter needs to activate the fuel injection advance angle adjustment strategy to assist in carbon removal.

[0011] In at least one embodiment of the method provided in this disclosure, the actual operating parameters include DPF differential pressure, and the step of identifying whether the diesel particulate filter needs auxiliary carbon removal based on the actual operating parameters includes: In response to the DPF pressure difference being greater than a preset pressure difference threshold, it is determined that the diesel particulate filter needs auxiliary carbon removal.

[0012] The above solution has the following technical effects: by monitoring the DPF differential pressure in real time and comparing it with the preset differential pressure threshold, it can determine in a timely and accurate manner whether the diesel particulate filter needs to activate the fuel injection advance angle adjustment strategy to assist in carbon elimination.

[0013] In at least one embodiment of the method provided in this disclosure, the fuel injection advance angle adjustment strategy includes: Obtain the upstream gas state parameters of the diesel particulate filter; When the upstream gas state parameter exceeds a preset gas state parameter threshold, the margin of the engine's actual explosion pressure under the current operating condition relative to the preset reliability release explosion pressure is obtained. The upper limit of the allowable increase in the injection advance angle variation of the engine is generated based on the margin. The injection advance angle adjustment step size is generated based on the upper limit of the injection advance angle change; and... In each control cycle, the fuel injection advance angle of the engine is adjusted based on the fuel injection advance angle adjustment step size.

[0014] The above solution has the following technical effects: In each control cycle, the system adjusts the step size according to the generated fuel injection advance angle, and precisely adjusts the fuel injection advance angle of the engine, thereby achieving auxiliary carbon removal by the diesel particulate filter and optimizing the overall performance of the engine.

[0015] In at least one embodiment of the method provided in this disclosure, the fuel injection advance angle adjustment step size is less than the upper limit of the fuel injection advance angle change, and the step of generating the fuel injection advance angle adjustment step size based on the upper limit of the fuel injection advance angle change includes: In response to the upper limit of the injection advance angle change being greater than a set angle threshold, a first injection advance angle adjustment step size is generated based on the upper limit of the injection advance angle change; and, In response to the upper limit of the change in the injection advance angle being less than the set angle threshold, a second injection advance angle adjustment step size is generated based on a set ratio of the upper limit of the change in the injection advance angle, wherein the first injection advance angle adjustment step size is greater than the second injection advance angle adjustment step size.

[0016] The above solution has the following technical effects: the injection advance angle adjustment step size is generated based on the upper limit of the injection advance angle change, which can ensure the timeliness and effectiveness of carbon removal. This setting can better adapt to the engine performance and carbon removal requirements under different operating conditions.

[0017] In at least one embodiment of the method provided in this disclosure, the exit condition includes: The DPF carbon loading of the diesel particulate filter is less than or equal to a preset carbon loading threshold, or... The DPF differential pressure of the diesel particulate filter is less than or equal to a preset differential pressure threshold, or, The temperature deviation between the upstream and downstream gas temperatures of the diesel particulate filter is less than or equal to a preset temperature threshold.

[0018] The above solution has the following technical effects: by appropriately terminating the fuel injection advance angle adjustment strategy, the risk of DPF overload can be reduced, the DPF regeneration cycle and service life can be extended, and the engine fuel consumption can also be reduced to a certain extent.

[0019] In at least one embodiment of the method provided in this disclosure, the upstream gas state parameter includes the upstream gas temperature, the downstream gas state parameter includes the downstream gas temperature, and the method further includes: After adjusting the fuel injection advance angle of the engine, the amount of nitrogen oxide emissions contained in the exhaust gas of the diesel particulate filter is obtained. When the nitrogen oxide emissions are below a set emission threshold, the fuel injection advance angle of the engine located upstream of the diesel particulate filter continues to be adjusted; and, When the nitrogen oxide emissions exceed the set emission threshold, the fuel injection advance angle of the engine in the current control cycle is restored to the preset initial value of the fuel injection advance angle.

[0020] The above solution has the following technical effects: it enables precise adjustment of the fuel injection advance angle, which can avoid adverse effects on the engine and diesel particulate filter due to improper adjustment, and ensure the stable operation of the entire system.

[0021] At least one embodiment of this disclosure also provides a system for controlling carbon removal by a diesel particulate filter, the diesel particulate filter being disposed in an engine aftertreatment device, the system comprising: The acquisition unit is configured to acquire the actual operating parameters of the diesel particulate filter. The judgment unit is configured to identify whether the diesel particulate filter needs auxiliary carbon removal based on the actual operating parameters; The first-stage processing unit is configured to activate a fuel injection advance angle adjustment strategy to assist in carbon removal when the diesel particulate filter requires auxiliary carbon removal. This fuel injection advance angle adjustment strategy is configured to adjust the engine's fuel injection advance angle based on the upstream gas state parameters of the diesel particulate filter, so that the carbon removal efficiency of the diesel particulate filter reaches a set standard. The second-stage processing unit is configured to monitor the upstream gas state parameters, downstream gas state parameters, or actual operating parameters of the diesel particulate filter until the upstream gas state parameters, downstream gas state parameters, or actual operating parameters meet the preset exit conditions, thereby ending the fuel injection advance angle adjustment strategy and terminating the auxiliary carbon removal process.

[0022] At least one embodiment of this disclosure also provides a storage medium storing a program or instructions, wherein the program or instructions, when executed by a processor, implement the steps of the method provided in any embodiment of this disclosure.

[0023] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 A flowchart of a method for controlling carbon removal from a diesel particulate filter provided in at least one embodiment of the present disclosure; Figure 2 A flowchart illustrating a method for determining whether a DPF requires auxiliary carbon removal, provided in at least one embodiment of this disclosure. Figure 3 A flowchart illustrating another method for determining whether a DPF requires auxiliary carbon removal, provided in at least one embodiment of this disclosure; Figure 4 A flowchart illustrating another method for determining whether a DPF requires auxiliary carbon removal, provided in at least one embodiment of this disclosure; Figure 5 A diagram illustrating the fuel injection advance angle adjustment strategy provided for at least one embodiment of this disclosure; Figure 6 A flowchart illustrating an example of a method for controlling carbon removal from a diesel particulate filter provided in at least one embodiment of this disclosure; Figure 7 A structural block diagram of a system for controlling carbon removal from a diesel particulate filter provided in at least one embodiment of this disclosure; Figure 8 A schematic diagram illustrating the composition of a program product provided for at least one embodiment of this disclosure.

[0026] Figure label: 10- System for controlling carbon removal from diesel particulate filters; 11- Acquisition unit; 12- Judgment unit; 13- First-stage processing unit; 14- Second-stage processing unit; 21- Processor; 22- Memory; 23- Input device; 24- Output device. Detailed Implementation

[0027] The present disclosure will now be described in further detail with reference to the accompanying drawings and embodiments. It should be particularly noted that the following embodiments are for illustrative purposes only and do not limit the scope of the disclosure. Similarly, the following embodiments are only some, not all, embodiments of the present disclosure, and all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0028] The terms "first," "second," and "third" used in the embodiments of this disclosure are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first," "second," and "third" may explicitly or implicitly include at least one of that feature.

[0029] In the description of this disclosure, "multiple" means at least two, such as two or three, unless otherwise expressly and specifically limited.

[0030] In this disclosure, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0031] The terms “comprising” and “having”, and any variations thereof, used in this disclosure are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the steps or units listed, but may optionally include steps or units not listed, or may optionally include other steps or components inherent to such processes, methods, products, or devices.

[0032] In this disclosure, the term "diesel particulate filter" (DPF) refers to a device used to reduce particulate matter in diesel engine exhaust emissions.

[0033] In the embodiments of this disclosure, the term "assisted carbon removal" refers to measures taken to promote the oxidative decomposition of carbon particles in the DPF through specific technical means or devices during the process of controlling carbon removal in a diesel particulate filter, so as to improve carbon removal efficiency, reduce carbon removal difficulty, or improve carbon removal effect.

[0034] In this embodiment of the disclosure, the term "carbon removal efficiency" refers to the ratio of the amount of carbon particles oxidized and decomposed per unit time to the initial total amount of carbon particles in the DPF during the carbon removal process. This ratio directly reflects the speed of the carbon removal process and the time required to complete the carbon removal task, and is a key indicator for measuring the effectiveness of auxiliary carbon removal and the overall performance of the carbon removal process.

[0035] In this disclosure, the term "DPF carbon loading" refers to the mass of carbon particles accumulated inside the DPF.

[0036] In the embodiments of this disclosure, the term "nitrogen oxide emission margin" refers to the difference between the measured value of nitrogen oxides in engine exhaust and the set emission threshold. It should be noted that the set emission threshold is less than the relevant limit specified in the relevant engine exhaust emission regulations.

[0037] In this embodiment of the disclosure, the term "actual burst pressure" refers to the burst pressure that the engine can calculate in actual operation based on parameters such as engine speed, fuel injection quantity, intake air temperature, intake air pressure, and fuel injection advance angle under the current operating conditions, according to relevant parameters that have been calibrated during the development process.

[0038] In the embodiments of this disclosure, the term "margin of actual burst pressure relative to a preset reliability release burst pressure" refers to the difference between the actual burst pressure obtained under the current operating condition and the reliability release burst pressure.

[0039] The term "reliability release burst pressure" in this disclosure refers to the burst pressure of reliability testing during the development of a new product. To ensure the reliability of the product in actual operation, the burst pressure in reliability testing is generally higher than the actual calibrated burst pressure.

[0040] The relevant technologies suffer from a technical problem: they cannot improve DPF carbon removal efficiency without increasing fuel consumption or relying on high-temperature exhaust gases. Specifically, the DPF carbon removal process typically requires a high-temperature exhaust environment or increased engine fuel consumption to raise internal temperatures and promote the oxidation and decomposition of carbon particles. However, this method not only increases fuel consumption and operating costs but may also impose additional thermal loads on the diesel engine and the DPF itself, shortening its lifespan. More importantly, under certain operating conditions, such as frequent start-stop driving in urban environments, the high-temperature exhaust conditions cannot be consistently maintained, leading to a significant drop in DPF carbon removal efficiency and even serious problems such as DPF blockage, thereby affecting normal engine operation and emissions compliance.

[0041] To address the aforementioned technical problems, this disclosure proposes an improved method for controlling carbon removal in a diesel particulate filter (DPF). This method triggers a fuel injection advance angle adjustment strategy based on the dynamic changes in the actual operating parameters of the DPF. While ensuring that exhaust emissions meet relevant standards, it optimizes the combustion conditions within the engine cylinders by adjusting the engine's fuel injection advance angle, moderately increasing the nitrogen oxide content in the engine exhaust, thereby accelerating the carbon particulate removal rate within the DPF. Simultaneously, based on changes in upstream and downstream gas state parameters, the carbon removal status of the DPF is accurately identified. When the upstream and downstream gas state parameters meet preset exit conditions, the fuel injection advance angle adjustment strategy ends, terminating the auxiliary carbon removal process. This aims to reduce the risk of DPF overload, extend the DPF regeneration cycle and service life, and reduce fuel consumption to some extent. This control strategy, while ensuring exhaust emissions meet emission regulations and product reliability, achieves auxiliary carbon removal of the DPF through fine adjustment of the fuel injection advance angle, reduces the risk of DPF overload, and simultaneously achieves a certain degree of fuel consumption reduction.

[0042] The theoretical basis for this disclosure is as follows.

[0043] The passive regeneration of DPF mainly relies on the oxidation reaction of nitrogen oxides (NOx) and soot under the action of a catalyst: NO X +C→CO2+NO The above formula and the passive regeneration test results of DPF show that the higher the proportion of nitrogen oxides (NOx), the faster the carbon soot oxidation rate. Therefore, appropriately increasing the NOx content can promote the passive regeneration of DPF.

[0044] Based on the remaining NOx emissions and exhaust temperature conditions, the fuel injection advance angle adjustment process is triggered. While meeting emission regulations, it improves the in-cylinder combustion state, appropriately increases the nitrogen oxide content in the exhaust gas, accelerates the carbon removal rate of the DPF, and can identify the carbon removal status of the DPF based on the change in the temperature difference between the upstream and downstream of the DPF. When the temperature reaches a certain condition, the auxiliary carbon removal process is considered to be over, and the fuel injection advance angle adjustment process is terminated.

[0045] Figure 1 A flowchart illustrating a method for controlling carbon removal from a diesel particulate filter according to at least one embodiment of this disclosure. The diesel particulate filter is disposed in the aftertreatment system of an engine, which may be a diesel engine or a hybrid engine. This method can be applied to vehicles, aircraft, or ships having an engine and its aftertreatment system. Figure 1 As shown, the method may include the following steps S10-S40.

[0046] Step S10: Obtain the actual operating parameters of the diesel particulate filter.

[0047] Step S20: Identify whether the diesel particulate filter needs auxiliary carbon removal based on actual operating parameters.

[0048] Step S30: When the diesel particulate filter needs to assist in carbon removal, the fuel injection advance angle adjustment strategy is activated to assist in carbon removal. The fuel injection advance angle adjustment strategy is configured to adjust the fuel injection advance angle of the engine based on the current upstream gas state parameters of the diesel particulate filter so that the carbon removal efficiency of the diesel particulate filter reaches the set standard.

[0049] Step S40: Monitor the upstream gas state parameters, downstream gas state parameters, or actual operating parameters of the diesel particulate filter until the upstream gas state parameters, downstream gas state parameters, or actual operating parameters meet the preset exit conditions, and end the fuel injection advance angle adjustment strategy to terminate the auxiliary carbon removal process.

[0050] It should be noted that step S40 is implemented during or after the adjustment process. In practical applications, when the diesel particulate filter requires auxiliary carbon removal, the fuel injection advance angle adjustment strategy is activated to assist in carbon removal; conversely, when the diesel particulate filter does not require auxiliary carbon removal, the fuel injection advance angle adjustment strategy is not activated, as the current state of the diesel particulate filter is sufficient to achieve a good carbon removal effect. That is, the method may also include step S50 below.

[0051] Step S50: When the diesel particulate filter does not require auxiliary carbon removal, the fuel injection advance angle adjustment strategy is not activated to assist in carbon removal, so that the diesel particulate filter continues with the initially set carbon removal strategy.

[0052] Since step S50 is not the innovation of this disclosure, it will not be elaborated here. The control logic of steps S10-S40 of this method will be explained in detail below.

[0053] In the above scheme, this disclosure does not limit the type of actual operating parameters in step S10 or the method of obtaining them. In practical application scenarios, the actual operating parameters of the diesel particulate filter include, but are not limited to, engine speed, rail pressure, intake air temperature, intake air pressure, exhaust temperature, exhaust back pressure, and the pressure difference between the input and output ends of the diesel particulate filter.

[0054] When the system executes step S10, it can acquire these actual operating parameters using various sensors. For example, it can use a speed sensor to acquire engine speed, a rail pressure sensor to acquire rail pressure, a temperature sensor to acquire intake air temperature, exhaust air temperature, upstream gas temperature, and downstream gas temperature, a pressure sensor to acquire intake air pressure and exhaust back pressure, upstream gas pressure, and downstream gas pressure, and a differential pressure sensor to acquire the pressure difference between the diesel particulate filter input and output (DPF pressure difference). One or more of these acquired actual operating parameters can be used for the judgment in step S20.

[0055] In the above scheme, this disclosure does not limit the method for identifying whether the diesel particulate filter needs auxiliary carbon removal in step S20. In practical application scenarios, the system can determine whether the diesel particulate filter needs auxiliary carbon removal based on the actual operating parameters obtained, using an algorithm or model based on the residual NOx emission and exhaust temperature conditions. For example, when the engine speed is continuously higher than a certain threshold, the exhaust temperature also exceeds the set range, and the DPF pressure difference shows an abnormally increasing trend, the system can determine that the diesel particulate filter needs auxiliary carbon removal to avoid clogging or performance degradation. Alternatively, the system can determine whether the diesel particulate filter needs auxiliary carbon removal based on the DPF carbon load or DPF pressure difference, as detailed in steps S201 and S202 below.

[0056] When executing step S20, the system can first preprocess the acquired actual operating parameters, such as performing data filtering to eliminate noise interference and ensure the accuracy and reliability of the data. Then, this preprocessed data is input into a preset algorithm or model, which analyzes and calculates according to pre-set judgment logic and thresholds. If the analysis and calculation results meet the conditions for requiring auxiliary carbon removal, the system determines that the diesel particulate filter needs auxiliary carbon removal and triggers the corresponding fuel injection advance angle adjustment strategy in step S30.

[0057] In the above scheme, this disclosure does not limit how the fuel injection advance angle adjustment strategy in step S30 adjusts the engine's fuel injection advance angle based on the current upstream gas state parameters of the diesel particulate filter. In practical applications, the system can dynamically adjust the engine's fuel injection advance angle according to the upstream gas state parameters of the diesel particulate filter, such as oxygen concentration, temperature, and pressure. Specifically, when the upstream oxygen concentration is high, the fuel injection advance angle is appropriately increased to fully utilize oxygen, improve combustion efficiency, and promote complete combustion of particulate matter; when the upstream gas temperature is low, the fuel injection advance angle is decreased to avoid incomplete combustion due to premature combustion and reduce particulate matter emissions; when the upstream pressure is abnormal, the fuel injection advance angle is flexibly adjusted according to the pressure change trend to ensure the stability and efficiency of the combustion process, thereby better achieving the purpose of auxiliary carbon removal.

[0058] A diesel particulate filter achieving a set carbon removal efficiency standard means that the carbon particles accumulated inside the filter have been reduced to a preset level. This level is determined based on a combination of engine emission requirements, the performance parameters of the diesel particulate filter, and actual usage conditions. When the carbon removal efficiency reaches this set standard, it means that the diesel particulate filter has regained sufficient filtration capacity to continue effectively capturing and storing carbon particles from engine emissions, thereby keeping engine emissions performance within compliance limits.

[0059] During step S30, the system monitors the changes in gas state parameters upstream of the diesel particulate filter in real time, quickly and accurately determining the fuel injection advance angle that needs adjustment. Subsequently, the system sends an adjustment command to the engine's fuel injection control system to precisely change the fuel injection advance angle, ensuring that the engine's combustion process is always in an optimal state, thereby effectively improving the auxiliary carbon removal effect.

[0060] In the above scheme, this disclosure does not limit the exit conditions for step S40. In practical application scenarios, the exit conditions can be comprehensively determined based on factors such as actual operating parameters, upstream gas state parameters, and downstream gas state parameters. For example, when the carbon removal efficiency of the diesel particulate filter remains consistently above the set standard, and both upstream gas state parameters (such as temperature and pressure) and downstream gas state parameters (such as particulate matter emission concentration) remain within the normal range and show no abnormal fluctuations for a period of time, the system can determine that the exit conditions are met. At this time, the system will stop adjusting the fuel injection advance angle and maintain the current engine operating state to ensure that the carbon removal purpose is achieved while avoiding excessive adjustment that could affect the normal operation of the engine and fuel economy.

[0061] When executing step S40, the system will make a comprehensive judgment based on preset exit conditions. If the real-time data of upstream gas state parameters, downstream gas state parameters, or actual operating parameters meet the exit conditions, such as the oxygen content in the upstream gas being lower than a specific threshold and the carbon particle concentration in the downstream gas decreasing to below a preset level, or the temperature, pressure, and other parameters of the upstream gas remaining stable for a period of time and the pollutant emissions in the downstream gas consistently being lower than compliance standards, the system will determine that the exit conditions are met and immediately execute the exit operation, stopping the oil supply advance angle adjustment strategy to avoid unnecessary energy consumption and extend the equipment's service life.

[0062] Through steps S10-S40, the system achieves effective control over the carbon removal process of the diesel particulate filter. The system first acquires the actual operating parameters of the diesel particulate filter using sensors and other devices. These parameters accurately reflect the filter's current operating status. Based on the acquired operating parameters, the system uses preset algorithms and logic to identify whether the diesel particulate filter requires auxiliary carbon removal. Once the system determines that the diesel particulate filter needs auxiliary carbon removal, it immediately activates the fuel injection advance angle adjustment strategy to assist in carbon removal. In this process, the system intelligently adjusts the engine's fuel injection advance angle based on the current upstream gas state parameters of the diesel particulate filter, such as oxygen content or gas flow rate. This adjustment optimizes the combustion process, enabling the diesel particulate filter to achieve the preset carbon removal efficiency. After the fuel injection advance angle adjustment strategy is activated, the system continuously monitors the upstream and downstream gas state parameters of the diesel particulate filter during the adjustment process. These parameters include, but are not limited to, temperature, pressure, and carbon particle concentration. The system compares and analyzes these real-time monitored parameters with preset exit conditions. The system will only end the fuel injection advance angle adjustment strategy when both upstream and downstream gas state parameters meet the preset exit conditions or when the actual operating parameters meet the preset exit conditions, thereby ensuring that the carbon removal process is both effective and energy-saving.

[0063] Some embodiments of this disclosure also provide systems, storage media, and program products corresponding to the methods described above.

[0064] The method provided in at least one embodiment of this disclosure is applicable to any existing engine aftertreatment device equipped with a diesel particulate filter. For example, in the aftertreatment systems of heavy-duty trucks, city buses, and large engineering equipment, as long as a diesel particulate filter is installed, the method provided in this disclosure can be used for carbon removal control. This method can flexibly adjust the fuel injection advance angle adjustment strategy according to the operating conditions of different equipment and the actual state of the diesel particulate filter, ensuring efficient and stable carbon removal effects under various complex environments, effectively extending the service life of the diesel particulate filter, and reducing equipment maintenance costs and the environmental impact of exhaust emissions.

[0065] In some embodiments, to accelerate the carbon removal rate of the DPF, in Figure 1 Based on this, step S10 is further refined to: obtaining the actual operating parameters of the diesel particulate filter (DPF) related to the engine's nitrogen oxide (NOx) emission margin and exhaust temperature. The selection of these actual operating parameters can be obtained through testing. In the testing, the engine's NOx emission margin can be obtained using a NOx sensor installed on the engine exhaust pipe. This sensor can monitor and report the NOx content emitted by the engine in real time, thereby calculating the NOx emission margin. The engine's exhaust temperature can be obtained by installing a temperature sensor at a suitable location on the exhaust pipe. The temperature sensor can accurately measure the exhaust temperature. Based on the data obtained from these sensors, parameters sensitive to the engine's NOx emission margin and exhaust temperature can be selected from the actual operating parameters of the DPF. This provides a reliable basis for flexibly adjusting the fuel injection advance angle adjustment strategy according to actual conditions, thereby accelerating the DPF carbon removal rate.

[0066] The above scheme aims to accelerate the carbon removal rate of the DPF (Digital Fluid Power Filter). It triggers a fuel injection advance angle adjustment strategy based on the engine's NOx emission margin and exhaust temperature conditions related to exhaust temperature. While meeting relevant emission regulations, it improves the combustion state within the engine cylinders, appropriately increasing the NOx content in the exhaust gas and thus accelerating the DPF's carbon removal rate. The NOx emission margin refers to the difference between the measured NOx value in the engine exhaust and the set emission threshold.

[0067] Figure 2 A flowchart illustrating a method for determining whether a diesel particulate filter (DPF) requires auxiliary carbon removal, provided in at least one embodiment of this disclosure. To accurately identify whether a diesel particulate filter requires auxiliary carbon removal, in... Figure 1 Based on this, the actual operating parameters of a diesel particulate filter include DPF carbon loading, and, as... Figure 2 As shown, step S20 further includes the following sub-step S201.

[0068] Sub-step S201: In response to the DPF carbon load being greater than a preset carbon load threshold, it is determined that the diesel particulate filter needs auxiliary carbon removal.

[0069] It should be noted that the system can be further configured after sub-step S201 to determine that the diesel particulate filter needs auxiliary carbon removal when the DPF carbon load is less than a preset carbon load threshold. Alternatively, it can be further determined in conjunction with other states.

[0070] The preset carbon load threshold is determined based on the specifications of the diesel particulate filter (DPF), engine operating conditions, and past experimental data. When the DPF carbon load exceeds this threshold, it means that too many carbon particles have accumulated inside the DPF. If carbon removal is not performed in time, it will affect the filter's performance and the engine's overall efficiency, and may even lead to filter blockage and more serious malfunctions. Therefore, by monitoring the DPF carbon load in real time and comparing it with the preset threshold, it is possible to determine in a timely and accurate manner whether the diesel particulate filter needs to activate the fuel injection timing adjustment strategy to assist in carbon removal.

[0071] Figure 3 A flowchart illustrating another method for determining whether a DPF requires auxiliary carbon removal, provided in at least one embodiment of this disclosure. To accurately identify whether a diesel particulate filter requires auxiliary carbon removal, in Figure 1 Based on this, the actual operating parameters of a diesel particulate filter include the DPF differential pressure, and, as... Figure 3 As shown, step S20 further includes the following sub-step S202.

[0072] Sub-step S202: In response to the DPF pressure difference being greater than a preset pressure difference threshold, it is determined that the diesel particulate filter needs auxiliary carbon removal.

[0073] The preset differential pressure threshold is determined based on a comprehensive consideration of the diesel particulate filter (DPF) specifications, engine operating conditions, and past experimental data. The DPF differential pressure reflects the pressure difference between the front and rear ends of the DPF. When this difference exceeds the preset differential pressure threshold, it indicates that carbon particles inside the DPF have accumulated to a certain extent, increasing their obstruction of airflow. This may affect the engine's intake efficiency and consequently, its performance. Therefore, by monitoring the DPF differential pressure in real time and comparing it with the preset differential pressure threshold, it is possible to determine promptly and accurately whether the DPF needs to activate the fuel injection advance angle adjustment strategy to assist in carbon removal.

[0074] Figure 4 A flowchart illustrating another method for determining whether a DPF requires auxiliary carbon removal, provided in at least one embodiment of this disclosure. Figure 1Based on this, to prevent the fuel injection advance angle adjustment strategy from being falsely triggered, the actual operating parameters of the diesel particulate filter include DPF carbon loading, DPF differential pressure, and, as... Figure 4 As shown, step S20 includes the following sub-steps S201-S203.

[0075] Sub-step S201: In response to the DPF carbon load being greater than a preset carbon load threshold, it is determined that the diesel particulate filter needs auxiliary carbon removal.

[0076] Sub-step S202: In response to the DPF pressure difference being greater than a preset pressure difference threshold, it is determined that the diesel particulate filter needs auxiliary carbon removal.

[0077] Sub-step S203: In response to the DPF carbon load being less than the carbon load threshold and the DPF pressure difference being greater than the pressure difference threshold, it is determined that the diesel particulate filter does not require auxiliary carbon removal.

[0078] The DPF carbon load reflects the accumulated amount of carbon particles inside the filter. When the DPF carbon load is less than the preset carbon load threshold, even if the DPF differential pressure is greater than the preset differential pressure threshold, it indicates that the accumulation of carbon particles inside the filter has not yet reached the point where immediate auxiliary carbon removal is necessary, and the airflow obstruction has not yet seriously affected the engine's intake efficiency and performance. Therefore, by comparing the actual operating parameters of DPF carbon load and DPF differential pressure with the preset thresholds, it is possible to more accurately determine whether the diesel particulate filter needs to activate the fuel injection advance angle adjustment strategy for auxiliary carbon removal, avoiding unnecessary auxiliary carbon removal operations and improving the system's operating efficiency and stability.

[0079] Figure 5 A diagram illustrating a fuel injection advance angle adjustment strategy provided in at least one embodiment of this disclosure. To improve the carbon removal efficiency of the fuel injection advance angle adjustment strategy, in... Figures 1-4 Based on any one of them, such as Figure 5 As shown. The fuel injection advance angle adjustment strategy in step S30 further includes the following sub-steps S301-S305.

[0080] Sub-step S301: Obtain the upstream gas state parameters of the diesel particulate filter.

[0081] Sub-step S302: When the upstream gas state parameter exceeds the preset gas state parameter threshold, obtain the margin of the engine's actual explosion pressure under the current operating condition relative to the preset reliability release explosion pressure.

[0082] Sub-step S303: Based on this margin, generate the upper limit of the allowable increase in the injection advance angle variation of the engine.

[0083] Sub-step S304: Generate the fuel injection advance angle adjustment step size based on the upper limit of the fuel injection advance angle change.

[0084] Sub-step S305: In each control cycle, adjust the engine's fuel injection advance angle based on the fuel injection advance angle adjustment step size.

[0085] Among these parameters, upstream gas state parameters are crucial for assessing engine operating status and the carbon removal requirements of the diesel particulate filter. When upstream gas state parameters exceed a preset threshold, it indicates that the engine's current operating state may deviate from its optimal range. In this case, it is necessary to further determine the margin between the engine's burst pressure and the reliability release burst pressure to ensure stable and reliable engine operation during fuel injection advance adjustment. Based on this margin, the system can accurately calculate the upper limit of the allowable increase in the engine's fuel injection advance angle. This upper limit is a crucial prerequisite for ensuring that engine performance is not compromised. The system will further determine the adjustment step size of the fuel injection advance angle based on the upper limit of the fuel injection advance angle change, ensuring that the adjustment process is both effective and safe. Within each control cycle, the system will precisely adjust the engine's fuel injection advance angle according to this adjustment step size, thereby achieving auxiliary carbon removal by the diesel particulate filter and optimizing the overall engine performance.

[0086] In the above scheme, the fuel injection advance angle adjustment step is not a fixed value, but can be based on the calculated upper limit of the allowable fuel injection advance angle variation Δ. θ Real-time adjustments should be made. To ensure the reliability and stability of engine operation, the increase in the injection advance angle should be as gradual as possible. When the margin is large, a larger adjustment step can be set; when the margin is small, fine adjustments can be made proportionally to the margin. For example, if the calculated allowable injection advance angle Δ... θ = 10°CA, which is 10° crankshaft angle, the adjustment step can be set to 1°CA; if the allowable injection advance angle Δ is calculated... θ If ≤ 2°CA, then △ θ 25% is used as the adjustment step size for the fuel injection advance angle.

[0087] In some embodiments, to ensure that the auxiliary carbon removal process is carried out under safe and efficient conditions, Figure 5Based on this, upstream gas state parameters include upstream gas temperature. Among these, upstream gas temperature is one of the key factors affecting the carbon removal process of the diesel particulate filter. When the upstream gas temperature is within a suitable range, it can promote the carbon removal reaction and improve carbon removal efficiency. In actual operation, the system monitors the upstream gas temperature in real time and uses it as an important basis for adjusting related parameters such as the fuel injection advance angle. For example, if the upstream gas temperature is low, i.e., below the preset temperature threshold, it may mean that the carbon removal reaction is insufficient. In this case, the system may appropriately reduce the intake throttle valve opening or increase post-injection to increase the engine combustion temperature, thereby increasing the upstream gas temperature and promoting the carbon removal reaction. Conversely, if the upstream gas temperature is too high, the system may increase the intake throttle valve opening or reduce post-injection to avoid damage to the diesel particulate filter due to excessive temperature, ensuring that the entire carbon removal process is carried out under safe and efficient conditions.

[0088] In the above scheme, the upstream gas temperature can be detected by installing a temperature sensor in the exhaust pipe upstream of the diesel particulate filter. The temperature sensor can accurately acquire the temperature value of the upstream gas in real time and transmit this value to the control unit. After receiving the upstream gas temperature information, the control unit will make a comprehensive judgment based on a pre-set temperature threshold.

[0089] When the above scheme is implemented, even with heat insulation measures, there is still heat loss when the exhaust gas flows from upstream to downstream of the DPF. As the heat dissipation process continues, the downstream gas temperature is generally slightly lower than the upstream gas temperature. When the carbon deposits in the DPF are oxidized by nitrogen oxides (NOx), it releases heat rapidly, and the exhaust gas is heated in the DPF, causing the downstream gas temperature to rise and exceed the upstream gas temperature, i.e., the temperature difference between upstream and downstream increases. As the carbon deposits inside the DPF decrease, the oxidation reaction inside the DPF weakens, and the downstream gas temperature decreases accordingly. When the carbon deposits are completely oxidized, the downstream gas temperature will be slightly lower than the upstream gas temperature. At this point, the temperature difference between upstream and downstream decreases, and the auxiliary carbon removal process ends.

[0090] In some embodiments, in order to improve the carbon removal efficiency of the diesel particulate filter, in Figure 5Based on this, the gas state parameter thresholds in sub-step S302 include a temperature threshold, which is related to the primary oxidation reaction rate of nitrogen oxides and the secondary oxidation reaction rate of carbon deposits in the diesel particulate filter. The primary and secondary oxidation reaction rates change with temperature, and the temperature threshold is a key value derived from extensive experiments and data analysis. When the upstream gas temperature reaches the temperature threshold, the primary oxidation reaction rate of nitrogen oxides and the secondary oxidation reaction rate of carbon deposits are in a relatively balanced state, which is conducive to efficient carbon removal. If the temperature is below the temperature threshold, the oxidation reaction rates of nitrogen oxides and carbon deposits are relatively slow, and the carbon removal efficiency will decrease. In this case, the system may appropriately reduce the intake throttle valve opening or increase post-injection to increase the gas temperature and accelerate the reaction rate. If the temperature is above the temperature threshold, although the reaction rate will increase, the excessively high temperature may damage the diesel particulate filter. The system will then take corresponding measures, such as increasing the intake throttle valve opening or reducing post-injection, to control the temperature within a reasonable range and ensure the safe and efficient operation of the carbon removal process.

[0091] In the above scheme, the temperature threshold is determined based on the oxidation reaction rate of NOx and carbon deposits in the DPF. Generally, the carbon removal effect of DPF is only significant above 250℃. However, considering the influence of factors such as the structure and materials of the DPF support, and the composition and content of the catalyst in actual product applications, the set threshold may differ between different products. This threshold can be confirmed during product development. For example, experiments can verify that when the upstream temperature of the DPF is higher than 260℃, the carbon removal rate of the DPF will be significantly improved. Taking into account both product consistency and practical application effects, the temperature threshold can be set to 270℃. That is, the temperature threshold needs to be verified during product development and set before the product leaves the factory.

[0092] In some embodiments, in order to achieve dual optimization of engine performance and emission control, Figure 5 Based on this, in sub-step S304, the fuel injection advance angle adjustment step size is less than the upper limit of the fuel injection advance angle variation. The specific value of the fuel injection advance angle adjustment step size is dynamically adjusted according to the carbon removal requirements of the diesel particulate filter. The system uses an advanced algorithm model to accurately calculate the optimal fuel injection advance angle adjustment step size for the current control cycle. This step size ensures stable engine operation during adjustment, avoiding performance fluctuations or damage caused by excessive adjustment, while also meeting the carbon removal efficiency requirements of the diesel particulate filter, achieving dual optimization of engine performance and emission control.

[0093] In some embodiments, Figure 5 Based on this, sub-step S304 is further refined into sub-steps S304a and S304b.

[0094] Sub-step S304a: In response to the upper limit of the change in the injection advance angle being greater than the set angle threshold, generate the first injection advance angle adjustment step based on the upper limit of the change in the injection advance angle.

[0095] Sub-step S304b: In response to the upper limit of the change in the injection advance angle being less than a set angle threshold, a second injection advance angle adjustment step size is generated based on a set ratio of the upper limit of the change in the injection advance angle, wherein the first injection advance angle adjustment step size is greater than the second injection advance angle adjustment step size.

[0096] The set angle threshold is preset based on the engine model, operating conditions, and characteristics of the diesel particulate filter. When the upper limit of the injection advance angle variation is greater than the set angle threshold, it indicates that the engine's injection advance angle has a large adjustable range. A larger injection advance angle adjustment step can be used to quickly respond to carbon removal needs. Therefore, a first injection advance angle adjustment step is generated based on the upper limit of the injection advance angle variation to ensure the timeliness and effectiveness of carbon removal. Conversely, when the upper limit of the injection advance angle variation is less than the set angle threshold, it indicates that the engine's injection advance angle has a small adjustable range. In this case, a second injection advance angle adjustment step is generated based on a set proportion of the upper limit of the injection advance angle variation. The selection of the set proportion is to ensure the carbon removal effect while avoiding unnecessary impact on engine performance due to excessively large adjustment steps. Furthermore, the first injection advance angle adjustment step is larger than the second injection advance angle adjustment step. This setting can better adapt to the engine's performance and carbon removal needs under different operating conditions.

[0097] In some embodiments, to ensure the carbon removal effect, the downstream gas state parameters in step S40 include the downstream gas temperature. The downstream gas temperature is a key parameter reflecting the internal working state of the diesel particulate filter. When the downstream gas temperature is within a specific range, it indicates that the carbon removal reaction inside the diesel particulate filter is effectively proceeding. Real-time monitoring of the downstream gas temperature can further determine whether the current fuel injection advance angle adjustment step is appropriate. If the downstream gas temperature rises abnormally, it may mean that the carbon removal reaction is too vigorous; in this case, the fuel injection advance angle adjustment step should be appropriately reduced to avoid excessive wear on the engine and filter. Conversely, if the downstream gas temperature is too low, it may indicate poor carbon removal performance; in this case, the fuel injection advance angle adjustment step should be increased to enhance the carbon removal capability.

[0098] In some embodiments, to avoid unnecessary auxiliary carbon removal, the exit condition of step S40 is configured to include any one of the following conditions: the DPF carbon load of the diesel particulate filter is less than or equal to a preset carbon load threshold; or the DPF pressure difference of the diesel particulate filter is less than or equal to a preset pressure difference threshold; or the temperature difference between the upstream and downstream gas temperatures of the diesel particulate filter is less than or equal to a preset temperature threshold. When any of the above exit conditions is met, it can be determined that the current carbon removal process has achieved the expected effect, and the carbon removal operation can be stopped. Specifically, a DPF carbon load less than or equal to a preset carbon load threshold indicates that the carbon particles accumulated in the diesel particulate filter have been reduced to an acceptable range, reducing the necessity for further carbon removal; a DPF pressure difference less than or equal to a preset pressure difference threshold means that the gas pressure difference before and after the diesel particulate filter is at a normal level, the filtration function has returned to normal, and no further carbon removal is needed; a temperature difference between the upstream and downstream gas temperatures of the diesel particulate filter is less than or equal to a preset temperature threshold indicates that the gas temperature change is within a reasonable range when passing through the filter, reflecting that the filter is working well and the carbon removal target has been achieved.

[0099] The above scheme can identify the carbon removal status of the diesel particulate filter based on the temperature deviation changes between the upstream and downstream of the filter. When the temperature deviation is less than or equal to the preset temperature threshold, the auxiliary carbon removal process is considered to be over, and the fuel injection advance angle adjustment strategy is terminated. This reduces the risk of DPF overload, extends the DPF regeneration cycle and service life, and also reduces engine fuel consumption to a certain extent.

[0100] In some embodiments, in order to achieve fine adjustment of the fuel injection advance angle, the method further includes the following steps S31-S33.

[0101] Step S31: After adjusting the engine's fuel injection advance angle, obtain the amount of nitrogen oxide emissions contained in the exhaust gas from the diesel particulate filter.

[0102] Step S32: When the nitrogen oxide emissions are below the set emission threshold, continue to adjust the fuel injection advance angle of the engine located upstream of the diesel particulate filter.

[0103] Step S33: When the emission of nitrogen oxides is higher than the set emission threshold, restore the engine's fuel injection advance angle in the current control cycle to the preset initial value of the fuel injection advance angle.

[0104] Steps S31-S33 can be set between steps S30 and S40. In step S31, obtaining the nitrogen oxide emission level is to monitor the exhaust gas output from the diesel particulate filter in real time after adjusting the fuel injection advance angle, using this as a basis for subsequent adjustments. In step S32, if the nitrogen oxide emission level is lower than the set emission threshold, it indicates that the current fuel injection advance angle adjustment direction is correct. Continuing to adjust the fuel injection advance angle of the engine located upstream of the diesel particulate filter can further optimize the engine's operating state, reduce fuel consumption while meeting emission regulations, and also facilitate the subsequent carbon removal process. In step S33, if the nitrogen oxide emission level is higher than the set emission threshold, it indicates that the current fuel injection advance angle adjustment direction has deviated. Restoring the engine's fuel injection advance angle in the current control cycle to the preset initial value can prevent excessive nitrogen oxide (NOx) emissions due to improper adjustment, ensuring the stable operation of the entire system.

[0105] Figure 6 A flowchart illustrating an example of a method for controlling carbon removal from a diesel particulate filter, provided in at least one embodiment of this disclosure. Figure 6 As shown, the strategy control process is as follows: During vehicle operation, the engine controller (ECU) determines whether to use the injection advance angle adjustment process based on the DPF carbon load and DPF pressure difference at this time: When the DPF carbon load > carbon load threshold or the DPF pressure difference > pressure difference threshold, that is, the diesel particulate filter has accumulated a certain amount of carbon deposits and auxiliary carbon removal is required; at this time, when the gas temperature upstream of the DPF measured by the temperature sensor upstream of the diesel particulate filter is > the set temperature threshold, the margin of the actual burst pressure under this operating condition relative to the reliability release burst pressure is calculated according to the calibration model, and the upper limit of the allowable increase in injection advance angle change Δ is calculated. θ At this point, the fuel injection advance angle is increased by one step Δ. θ 1, and step size △ θ 1 < △ θ At this point, the burst pressure increases and nitrogen oxides increase to a certain extent. If the amount of nitrogen oxides emitted at the tail is still within the set emission threshold, the above cyclic judgment can continue until the DPF carbon load is less than or equal to the carbon load threshold or the DPF pressure difference is less than or equal to the pressure difference threshold. At this point, it is considered that the diesel particulate filter no longer needs auxiliary carbon removal, the auxiliary carbon removal logic exits, and the fuel injection advance angle is restored to the initial value of the fuel injection advance angle, i.e., the original calibration value.

[0106] During implementation, the engine control ECU or data acquisition equipment is used to read parameters such as DPF carbon load or DPF pressure difference, DPF upstream temperature, NOx emissions, and injection advance angle. When the DPF carbon load or DPF pressure difference exceeds a certain threshold, and the DPF upstream temperature exceeds a certain threshold, the injector advance angle will increase, and NOx emissions will increase within a certain range.

[0107] Figure 7 This is a structural block diagram of a system for controlling carbon removal from a diesel particulate filter, provided for at least one embodiment of this disclosure. The diesel particulate filter is disposed in the engine's aftertreatment unit, and the system can be applied to vehicles, aircraft, or ships having an engine and its aftertreatment unit. Figure 7 As shown, the system 10 for controlling carbon removal by a diesel particulate filter includes an acquisition unit 11, a judgment unit 12, a first-stage processing unit 13, and a second-stage processing unit 14.

[0108] Acquisition unit 11 is configured to acquire the actual operating parameters of the diesel particulate filter.

[0109] The judgment unit 12 is configured to identify whether the diesel particulate filter needs auxiliary carbon removal based on actual operating parameters.

[0110] The first-stage processing unit 13 is configured to activate a fuel injection advance angle adjustment strategy to assist in carbon removal when the diesel particulate filter requires auxiliary carbon removal. The fuel injection advance angle adjustment strategy is configured to adjust the engine's fuel injection advance angle based on the current upstream gas state parameters of the diesel particulate filter so that the carbon removal efficiency of the diesel particulate filter reaches the set standard.

[0111] The second-stage processing unit 14 is configured to monitor the upstream gas state parameters, downstream gas state parameters, or actual operating parameters of the diesel particulate filter until the upstream gas state parameters, downstream gas state parameters, or actual operating parameters meet the preset exit conditions, thereby ending the fuel injection advance angle adjustment strategy and terminating the auxiliary carbon removal process.

[0112] The specific execution methods of each unit in the above system embodiments have been described in detail in the embodiments related to the method, and will not be elaborated here.

[0113] In some embodiments, Figure 7 Based on this, the acquisition unit 11 can be implemented through the corresponding vehicle-mounted sensor, and the judgment unit 12, the first-level processing unit 13 and the second-level processing unit 14 can be implemented through the controller or control module with corresponding programs.

[0114] This disclosure also provides a storage medium storing a program or instructions that, when executed by a processor, implement the steps of the method embodiments described above.

[0115] This disclosure also provides a program product, such as... Figure 8 As shown, the program product includes one or more processors 21 and memory 22. Figure 8 Take a processor 21 as an example.

[0116] The controller may also include an input device 23 and an output device 24.

[0117] The processor 21, memory 22, input device 23, and output device 24 can be connected via a bus or other means. Figure 7 Taking the example of a connection between China and Israel via a bus.

[0118] The processor 21 can be a central processing unit (CPU), or it can be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or combinations of the above types of chips. The general-purpose processor can be a microprocessor or any conventional processor.

[0119] The memory 22, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs, non-transitory computer-executable programs, and modules, such as the program instructions / modules corresponding to the methods in the embodiments of this disclosure. The processor 21 executes various functional applications and data processing of the server by running the non-transitory software programs, instructions, and modules stored in the memory 22, thereby implementing the steps of the above-described method embodiments.

[0120] The memory 22 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created by the use of the processing device operated by the server. Furthermore, the memory 22 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, the memory 22 may optionally include memory remotely located relative to the processor 21, and these remote memories may be connected to a network connection device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0121] Input device 23 can receive input digital or character information, and generate key signal inputs related to driver settings and function control of the server's processing unit. Output device 24 may include display devices such as a display screen.

[0122] One or more modules are stored in memory 22, and when executed by one or more processors 21, they perform actions such as... Figure 1 The method shown.

[0123] Those skilled in the art will understand that all or part of the processes in the above method embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it can include the processes described in the above method embodiments. The storage medium can be a magnetic disk, optical disk, read-only memory (ROM), random access memory (RAM), flash memory (FM), hard disk drive (HDD), or solid-state drive (SSD), etc.; the storage medium can also include combinations of the above types of memory.

[0124] Although embodiments of the present disclosure have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present disclosure, and such modifications and variations all fall within the scope defined by the appended claims.

[0125] Although embodiments of the present disclosure have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present disclosure.

Claims

1. A method for controlling carbon removal by a diesel particulate filter, wherein the diesel particulate filter is installed in the aftertreatment device of an engine, characterized in that, The method includes: Obtain the actual operating parameters of the diesel particulate filter; Based on the actual operating parameters, determine whether the diesel particulate filter needs auxiliary carbon removal; When the diesel particulate filter requires assisted carbon removal, a fuel injection advance angle adjustment strategy is activated to assist in carbon removal. This strategy is configured to adjust the engine's fuel injection advance angle based on the upstream gas state parameters of the diesel particulate filter, so that the carbon removal efficiency of the diesel particulate filter reaches a set standard. The upstream gas state parameters, downstream gas state parameters, or actual operating parameters of the diesel particulate filter are monitored until they meet the preset exit conditions, at which point the fuel injection advance angle adjustment strategy is terminated, thereby ending the auxiliary carbon removal process.

2. The method according to claim 1, characterized in that, The process of obtaining the actual operating parameters of the diesel particulate filter includes: Obtain the actual operating parameters of the diesel particulate filter in relation to the engine's nitrogen oxide emission margin and the engine's exhaust temperature.

3. The method according to claim 1 or 2, characterized in that, The actual operating parameters include DPF carbon loading, and the step of identifying whether the diesel particulate filter needs auxiliary carbon removal based on the actual operating parameters includes: In response to the DPF carbon load being greater than a preset carbon load threshold, it is determined that the diesel particulate filter needs auxiliary carbon removal.

4. The method according to claim 1 or 2, characterized in that, The actual operating parameters include the DPF pressure differential, and the step of identifying whether the diesel particulate filter needs auxiliary carbon removal based on the actual operating parameters includes: In response to the DPF pressure difference being greater than a preset pressure difference threshold, it is determined that the diesel particulate filter needs auxiliary carbon removal.

5. The method according to claim 1 or 2, characterized in that, The fuel injection advance angle adjustment strategy includes: Obtain the upstream gas state parameters of the diesel particulate filter; When the upstream gas state parameter exceeds a preset gas state parameter threshold, the margin of the engine's actual explosion pressure under the current operating condition relative to the preset reliability release explosion pressure is obtained. The upper limit of the allowable increase in the injection advance angle variation of the engine is generated based on the margin. The injection advance angle adjustment step size is generated based on the upper limit of the injection advance angle change; and... In each control cycle, the fuel injection advance angle of the engine is adjusted based on the fuel injection advance angle adjustment step size.

6. The method according to claim 5, characterized in that, The fuel injection advance angle adjustment step size is less than the upper limit of the fuel injection advance angle change, and the step of generating the fuel injection advance angle adjustment step size based on the upper limit of the fuel injection advance angle change includes: In response to the upper limit of the injection advance angle change being greater than a set angle threshold, a first injection advance angle adjustment step size is generated based on the upper limit of the injection advance angle change; and, In response to the upper limit of the change in the injection advance angle being less than the set angle threshold, a second injection advance angle adjustment step size is generated based on a set ratio of the upper limit of the change in the injection advance angle, wherein the first injection advance angle adjustment step size is greater than the second injection advance angle adjustment step size.

7. The method according to claim 1 or 2, characterized in that, The exit conditions include: The DPF carbon loading of the diesel particulate filter is less than or equal to a preset carbon loading threshold, or... The DPF differential pressure of the diesel particulate filter is less than or equal to a preset differential pressure threshold, or, The temperature deviation between the upstream and downstream gas temperatures of the diesel particulate filter is less than or equal to a preset temperature threshold.

8. The method according to claim 4, characterized in that, The upstream gas state parameters include the upstream gas temperature, the downstream gas state parameters include the downstream gas temperature, and the method further includes: After adjusting the fuel injection advance angle of the engine, the amount of nitrogen oxide emissions contained in the exhaust gas of the diesel particulate filter is obtained. When the nitrogen oxide emissions are below a set emission threshold, the fuel injection advance angle of the engine located upstream of the diesel particulate filter continues to be adjusted; and, When the nitrogen oxide emissions exceed the set emission threshold, the fuel injection advance angle of the engine in the current control cycle is restored to the preset initial value of the fuel injection advance angle.

9. A system for controlling carbon removal by a diesel particulate filter, the diesel particulate filter being installed in the aftertreatment device of an engine, characterized in that, The system includes: The acquisition unit is configured to acquire the actual operating parameters of the diesel particulate filter. The judgment unit is configured to identify whether the diesel particulate filter needs auxiliary carbon removal based on the actual operating parameters; The first-stage processing unit is configured to activate a fuel injection advance angle adjustment strategy to assist in carbon removal when the diesel particulate filter requires auxiliary carbon removal. This fuel injection advance angle adjustment strategy is configured to adjust the engine's fuel injection advance angle based on the upstream gas state parameters of the diesel particulate filter, so that the carbon removal efficiency of the diesel particulate filter reaches a set standard. The second-stage processing unit is configured to monitor the upstream gas state parameters, downstream gas state parameters, or actual operating parameters of the diesel particulate filter until the upstream gas state parameters, downstream gas state parameters, or actual operating parameters meet the preset exit conditions, thereby ending the fuel injection advance angle adjustment strategy and terminating the auxiliary carbon removal process.

10. A storage medium, characterized in that, The storage medium stores a program or instructions that, when executed by a processor, implement the steps of the method as described in any one of claims 1 to 8.

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