Diesel particulate filter ash removal method and device and vehicle

Abstract

The invention provides an ash removal method and device for a diesel particulate filter and a vehicle, and relates to the technical field of diesel aftertreatment. The method comprises the steps that the current accumulated fuel consumption and the current accumulated engine oil consumption of a diesel engine are obtained; based on the accumulated fuel consumption amount and the accumulated engine oil consumption amount, the first ash content of fuel oil injected into the diesel engine and the second ash content of engine oil are combined, and the total ash content generated during operation of the diesel engine is estimated; determining a current ash content storage amount in a diesel particulate filter based on the ash content generation amount and the filtering efficiency of the diesel particulate filter located in the diesel after-treatment system; and when the total ash content storage amount exceeds a preset ash content threshold value and the diesel engine is in a preset safe operation state at present, first-stage ash removal operation is triggered. According to the method, the ash removal opportunity is identified based on the real-time accumulated fuel oil consumption and the accumulated engine oil consumption, a differential pressure sensor is not needed, and the accuracy and timeliness of first-stage ash removal operation are ensured.

Description

TECHNICAL FIELD

[0001] The present disclosure belongs to the technical field of diesel engine aftertreatment, and particularly relates to a diesel engine particulate filter ash removal method and device and a vehicle. BACKGROUND

[0002] The diesel engine particulate filter (DPF) is a key component of the diesel engine aftertreatment system, mainly used for capturing particulate matter, including soot and dust, in the exhaust gas generated by the engine combustion, so as to reduce the emission concentration of solid particulate matter in the exhaust gas and make the diesel vehicle exhaust emission meet the standards.

[0003] Implementing intelligent maintenance on the DPF can significantly reduce its operating cost, reduce the equipment failure rate and unplanned downtime, thereby effectively prolonging the service life of the equipment. As an important part of modern equipment management, intelligent maintenance realizes real-time monitoring and accurate maintenance of the running state of the DPF by integrating intelligent, information-based and big data analysis technologies. The ash removal operation on the DPF is an important part of the intelligent maintenance process of the DPF.

[0004] The related art generally determines the ash removal timing of the DPF based on the pressure difference value of the DPF after regeneration. When the pressure difference value reaches or exceeds the preset limit value, it is determined that the DPF needs to be cleaned, and the DPF needs to be disassembled for special cleaning. However, the exhaust gas flow under different working conditions will cause poor measurement error of the pressure difference sensor, combined with the difficulty in accurately evaluating the completeness of regeneration, which is easy to cause misjudgment of the ash removal timing, thereby affecting the ash removal efficiency and the operation reliability of the diesel engine aftertreatment system. SUMMARY

[0005] The present disclosure provides a diesel engine particulate filter ash removal method, device and vehicle, aiming to at least solve the technical problem that the ash removal timing is easy to be misjudged under complex working conditions due to the dependence on the pressure difference value of the DPF after regeneration to determine the ash removal timing.

[0006] At least one embodiment of the present disclosure provides a diesel engine particulate filter ash removal method, comprising:

[0007] obtaining the current cumulative fuel consumption and the cumulative oil consumption of the diesel engine; based on the cumulative fuel consumption and the cumulative oil consumption, the first ash content of the fuel injected into the diesel engine and the second ash content of the oil, estimating the total amount of ash generated by the operation of the diesel engine; based on the total amount of ash generated and the filtration efficiency of the diesel engine particulate filter located in the diesel engine aftertreatment system, determining the total amount of ash currently stored in the diesel engine particulate filter; and, When the total amount of ash storage exceeds a preset ash threshold and the diesel engine is currently in a preset safe running state, a first-stage ash cleaning operation is triggered.

[0008] The above scheme has the following technical effects: an intelligent maintenance method for diesel particulate filter intelligent ash cleaning independent of the pressure difference value of the regenerated DPF is provided. The method accurately obtains the total amount of ash generated during diesel engine operation by monitoring and accumulating the fuel consumption and oil consumption during diesel engine operation in real time, and combining the pre-determined ash content in the oil and fuel, and then determines the current total amount of ash storage in the diesel particulate filter. The ash cleaning opportunity is accurately and efficiently identified based on the total amount of ash storage and the safety state of the vehicle. The method identifies the ash cleaning opportunity based on the actual consumption data of the oil and fuel, ensuring the accuracy and timeliness of the first-stage ash cleaning operation. At the same time, the method avoids the problem of false triggering of the diesel particulate filter cleaning reminder caused by the measurement error of the pressure difference sensor, thereby avoiding unnecessary maintenance intervention. In addition, the method also simplifies the ash cleaning process and avoids the complex steps of disassembling the DPF in the ash cleaning process of related technologies, thereby improving the convenience of the ash cleaning process and the overall efficiency of the system.

[0009] The method provided by at least one embodiment of the present disclosure further includes: When the ash cleaning operation is triggered each time, the accumulated oil consumption is cleared to ensure that the current accumulated oil consumption does not include the accumulated oil consumption before the last ash cleaning operation.

[0010] The above scheme has the following technical effects: the interference of historical oil consumption data on the current ash cleaning strategy is avoided, the accuracy of the estimated ash accumulation amount is ensured, and data support is provided for stable maintenance of the DPF filtering performance.

[0011] The method provided by at least one embodiment of the present disclosure further includes: monitoring the current accumulated oil consumption of the diesel engine; when the accumulated oil consumption reaches a set oil consumption threshold, obtaining the pressure difference between the input end and the output end of the diesel particulate filter; and when the pressure difference exceeds a preset pressure difference threshold and the diesel engine is currently in a preset safe running state, triggering a second-stage ash cleaning operation.

[0012] The above scheme has the following technical effects: a dual-triggering mechanism based on the accumulated oil consumption and the pressure difference of the diesel particulate filter is constructed. The potential trend of ash accumulation is accurately predicted through the oil consumption data, and the actual blockage degree of the DPF is intuitively reflected through the pressure difference signal. The two work together to make the triggering time of the ash cleaning operation more suitable for the real working state of the DPF.

[0013] In the method provided by at least one embodiment of the present disclosure, when the total amount of stored ash exceeds the preset ash threshold and the diesel engine is currently in the preset safe running state, a first-stage ash cleaning operation is triggered, which comprises: comparing the current total amount of stored ash of the diesel engine with the preset ash threshold; generating an ash cleaning instruction when the total amount of stored ash exceeds the preset ash threshold; obtaining the speed of the diesel engine and the speed of the vehicle using the diesel engine; and determining that the diesel engine is currently in the preset safe running state when the speed is zero and the speed of the vehicle is zero, and triggering the first-stage ash cleaning operation in response to the ash cleaning instruction.

[0014] The above scheme has the following technical effects: low-cost and high-adaptability ash cleaning judgment logic is achieved.

[0015] In the method provided by at least one embodiment of the present disclosure, the first-stage ash cleaning operation comprises: controlling the first control valve arranged at the input end of the diesel engine particulate filter and the fourth control valve arranged at the output end of the diesel engine particulate filter to be closed; controlling the third control valve arranged on the spiral compressed gas pipeline between the diesel engine particulate filter and the compressed gas device and the second control valve for discharging ash from the diesel engine particulate filter to be opened; and controlling the compressed gas to enter the diesel engine particulate filter through the spiral compressed gas pipeline arranged on one side of the diesel engine particulate filter, and performing first-mode sweeping from outside to inside or second-mode sweeping from inside to outside on the internal structure of the diesel engine particulate filter, so that the ash stored in the diesel engine particulate filter is discharged to the other side of the diesel engine particulate filter.

[0016] The above scheme has the following technical effects: through the two modes, each region of the diesel engine particulate filter can be fully cleaned, and the stability of the filtering performance is maintained.

[0017] In the method provided by at least one embodiment of the present disclosure, the current cumulative fuel consumption and the current cumulative oil consumption of the diesel engine are obtained, which comprises: identifying the working condition point currently reached by the diesel engine; obtaining the fuel consumption and the oil consumption corresponding to the working condition point; and accumulating the fuel consumption and the oil consumption to the corresponding historical cumulative data respectively, and obtaining the current cumulative fuel consumption and the current cumulative oil consumption; Furthermore, the method further comprises: acquire a first time point of triggering the first-stage soot cleaning operation and a second time point of triggering the last-stage soot cleaning operation, and generate a soot cleaning period based on a time difference between the first time point and the second time point.

[0018] The above scheme has the following technical effects: the cumulative fuel consumption and the cumulative oil consumption are accurately acquired.

[0019] The at least one embodiment of the present disclosure also provides a diesel particulate filter soot cleaning device, comprising a controller integrated with: an acquisition unit configured to acquire a current cumulative fuel consumption and a current cumulative oil consumption of a diesel engine; a first-stage processing unit configured to estimate a total amount of soot generated by the diesel engine based on the cumulative fuel consumption and the cumulative oil consumption in combination with a first ash content of fuel injected into the diesel engine and a second ash content of oil; a second-stage processing unit configured to determine a current total amount of soot stored in a diesel particulate filter of a diesel engine aftertreatment system based on the total amount of soot generated and a filtration efficiency of the diesel particulate filter, and a control unit configured to trigger a first-stage soot cleaning operation when the total amount of soot stored exceeds a preset soot threshold and the diesel engine is currently in a preset safe operation state.

[0020] The diesel particulate filter soot cleaning device provided by the at least one embodiment of the present disclosure further comprises: a compressed gas device configured to output compressed gas; a spiral compressed gas pipeline arranged at one side of the diesel particulate filter, one end of which is connected to the compressed gas device, and the other end of which is used to connect the diesel particulate filter; a first gas flow pipeline arranged at an input end of the diesel particulate filter; a second gas flow pipeline arranged at an output end of the diesel particulate filter; a soot cleaning gas flow pipeline arranged at the other side of the diesel particulate filter opposite to the one side; a first control valve arranged in the first gas flow pipeline; a second control valve arranged in the soot cleaning gas flow pipeline; a third control valve arranged in the spiral compressed gas pipeline, and a fourth control valve arranged in the second gas flow pipeline.

[0021] The above scheme has the following technical effects: the spiral compression gas pipeline is adopted, the spiral flow characteristics are utilized to enhance the kinetic energy of the gas, and through the two blowing modes from outside to inside and from inside to outside, the accumulated dust and impurities on the inner wall of the pipeline can be effectively removed, the blowing process is fully covered without dead angle, and the cleaning efficiency and overall operation effect are significantly improved.

[0022] The diesel particulate filter ash removal device provided by at least one embodiment of the present disclosure further comprises: The dust removal bag is connected with the ash removal gas pipeline through the detachable connecting structure.

[0023] The above scheme has the following technical effects: the ash discharged by the diesel particulate filter is collected to avoid environmental pollution. Through the detachable connecting structure, the operator can conveniently and regularly dismount, clean or replace the dust removal bag, and the continuity and effectiveness of ash collection are ensured.

[0024] At least one embodiment of the present disclosure further provides a vehicle, which comprises a diesel engine, a diesel filter and the diesel particulate filter ash removal device provided by any one of the embodiments of the present disclosure.

[0025] It should be understood that the foregoing general description and the following detailed description are only exemplary and explanatory, and cannot limit the present disclosure. BRIEF DESCRIPTION OF DRAWINGS

[0026] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the drawings needed in the embodiment description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present disclosure, and other drawings can be obtained by those skilled in the art without creative labor.

[0027] Figure 1 A flow chart of a diesel particulate filter ash removal method provided by at least one embodiment of the present disclosure; Figure 2 A flow chart of a cumulative fuel oil consumption acquisition scheme provided by at least one embodiment of the present disclosure; Figure 3 A flow chart of another cumulative fuel oil consumption acquisition scheme provided by at least one embodiment of the present disclosure; Figure 4 A flow chart of a first-stage ash removal triggering scheme provided by at least one embodiment of the present disclosure; Figure 5 A flow chart of a first-stage ash removal operation provided by at least one embodiment of the present disclosure; Figure 6 A flow chart of another diesel particulate filter ash removal method provided by at least one embodiment of the present disclosure; Figure 7 Yet another diesel particulate filter ash cleaning method flow chart provided for at least one embodiment of the present disclosure; Figure 8 Yet another diesel particulate filter ash cleaning method flow chart provided for at least one embodiment of the present disclosure; Figure 9 An example flow chart of a diesel particulate filter ash cleaning method provided for at least one embodiment of the present disclosure; Figure 10 A structure block diagram of a diesel particulate filter ash cleaning device provided for at least one embodiment of the present disclosure; Figure 11 A structure diagram of another diesel particulate filter ash cleaning device provided for at least one embodiment of the present disclosure; Figure 12 A shape schematic diagram of a spiral compressed gas pipeline provided for at least one embodiment of the present disclosure; Figure 13 A structure diagram of yet another diesel particulate filter ash cleaning device provided for at least one embodiment of the present disclosure; Figure 14 A mechanism block diagram of a vehicle provided for at least one embodiment of the present disclosure.

[0028] Reference signs: 1 - compressed gas device; 2 - spiral compressed gas pipeline; 3 - first gas flow pipeline; 4 - second gas flow pipeline; 5 - ash cleaning gas flow pipeline; 6 - first control valve; 7 - second control valve; 8 - third control valve; 9 - fourth control valve; 10 - dust removal bag; 11 - diesel oxidation catalyst; 100 - diesel particulate filter ash cleaning device; 101 - acquisition unit; 102 - first level processing unit; 103 - second level processing unit; 104 - control unit; 200 - diesel engine; 300 - diesel particulate filter; 20 - vehicle. DETAILED DESCRIPTION

[0029] The present disclosure will be further described by way of illustration with reference to the accompanying drawings and embodiments. It is specifically pointed out that the following embodiments are merely for illustration of the present disclosure and do not limit the scope of the present disclosure. Similarly, the following embodiments are only part of the embodiments of the present disclosure, and all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present disclosure.

[0030] The terms “first”, “second”, and “third” in the embodiments of the present disclosure are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with “first”, “second”, and “third” can be explicitly or implicitly included at least one of the features.

[0031] In the description of the present disclosure, the meaning of “a plurality of” is at least two, such as two or three, etc., unless otherwise explicitly and specifically limited.

[0032] In the present disclosure, the terms “one embodiment”, “some embodiments”, “an example”, “a specific example” or “some examples” and the like mean that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present disclosure. In the present specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. In addition, the person skilled in the art can combine and combine the different embodiments or examples described in the specification and the features of the different embodiments or examples without contradiction.

[0033] In the embodiments of the present disclosure, the terms “include” and “have” and any variations thereof 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 listed steps or units, but can optionally include steps or units not listed, or can optionally include other steps or components inherent to the process, method, product or device.

[0034] In the embodiments of the present disclosure, the term “intelligent maintenance” refers to the process of using modern information technology, Internet of Things, big data analysis or artificial intelligence and other means to carry out predictive maintenance and intelligent management of equipment or systems. It aims to improve maintenance efficiency, reduce operating costs, reduce equipment failures and downtime, thereby prolonging the service life of equipment and improving production efficiency.

[0035] In the embodiments of the present disclosure, the term “diesel engine” is also called diesel engine.

[0036] In the embodiments of the present disclosure, the term “engine oil” is also called lubricating oil.

[0037] In the embodiments of the present disclosure, the term “diesel particulate filter” is abbreviated as DPF.

[0038] In the embodiments of the present disclosure, the term “diesel oxidation catalyst” is abbreviated as DOC, which is one of the important components in the diesel engine aftertreatment system.

[0039] The term "ash accumulation" in the embodiments of the present disclosure refers to the gradual accumulation of non-combustible residues such as metal additives in the engine oil inside the DPF. It cannot be removed by regeneration and needs to be physically cleaned or replaced regularly.

[0040] The term "ash cleaning cycle" in the embodiments of the present disclosure refers to the time interval or triggering condition for cleaning the trapped particulate matter (soot and ash) in the DPF during operation by a specific method. The purpose of ash cleaning is to restore the filtration efficiency of the DPF, avoid the increase of exhaust back pressure due to blockage, and reduce the performance of diesel engine or system failure.

[0041] First, the technical route involved in the present disclosure will be briefly described below.

[0042] During the process of capturing diesel engine emission particulate matter, ash as non-combustible residue will gradually accumulate in the DPF. The main source of ash is the additives in the engine oil (also known as lubricating oil). In addition, fuel additives also contribute to a part of the ash, such as metal additives or detergents in some fuels. Research has shown that engine oil additives and fuel additives together account for more than 90% of the source of ash, and the remaining small amount of ash may come from metal particles generated by internal wear of the engine, impurities in the fuel or external pollutants.

[0043] This ash accumulation is one of the main reasons for DPF blockage, which can affect the filtration efficiency and increase the exhaust back pressure, and ultimately reduce the overall performance of the engine and the emission control effect. Therefore, it is necessary to remove the ash generated by engine oil additives and fuel additives.

[0044] The present disclosure designs a diesel particulate filter ash cleaning scheme suitable for intelligent maintenance. In terms of control strategy, the present disclosure no longer needs a differential pressure sensor, and no longer uses the differential pressure value of the DPF after regeneration as a criterion for determining whether the DPF needs to be cleaned. Instead, the total amount of ash generated by the diesel engine is calculated based on the cumulative fuel consumption and the cumulative engine oil consumption, and the current total amount of ash stored in the diesel particulate filter is determined based on the filtration efficiency of the diesel particulate filter. The diesel particulate filter is controlled to clean the ash when the total amount of ash stored exceeds a preset ash threshold and the diesel engine is currently in a preset safe operating state. In terms of structure, the present disclosure can further adopt a spiral compressed gas pipeline to blow off the diesel particulate filter in two modes, from outside to inside and from inside to outside, to ensure the blowing effect.

[0045] This diesel particulate filter ash cleaning scheme not only effectively avoids the problem that the differential pressure sensor is easily disturbed by the environment and has poor measurement accuracy after long-term use, but also effectively improves the reliability and intelligence of the ash cleaning criterion through the ash calculation process, greatly reducing the hardware maintenance cost and the risk of misjudgment.

[0046] During the blowing process, the first mode blowing from outside to inside can be started first to use the spiral cutting force of the spiral airflow to strip the ash attached to the outer layer of the DPF; and the second mode blowing from inside to outside is switched to push the deep ash to a special collection device such as a dust bag, and the two-way cooperation ensures that there is no dead angle in blowing.

[0047] In addition, the diesel particulate filter ash removal scheme can be deeply integrated with the vehicle control unit VCU of the vehicle, and real-time synchronization of fuel, oil consumption data and engine operating state can be realized. The total amount of ash is calculated and the ash removal condition is determined automatically, without manual intervention, and the ash removal process can be started in a safe state such as vehicle parking or idling. This scheme is suitable for various types of diesel vehicles, whether heavy commercial vehicles or light passenger vehicles, and can achieve personalized ash removal control through customized ash threshold and safety state parameters, significantly extending the service life of the DPF, ensuring that the engine emissions continuously meet national standards, and providing efficient and reliable technical support for the intelligent maintenance system of diesel vehicles.

[0048] Figure 1 A flowchart of a diesel particulate filter ash removal method provided for at least one embodiment of the present disclosure. The method can be applied to the intelligent maintenance process of the diesel particulate filter. As shown in Figure 1 The method can include the following steps S10-S40.

[0049] Step S10: Obtain the current cumulative fuel consumption and the cumulative oil consumption of the diesel engine.

[0050] Step S20: Based on the cumulative fuel consumption and the cumulative oil consumption, combined with the first ash content of the fuel injected into the diesel engine and the second ash content of the oil, estimate the total amount of ash generated by the operation of the diesel engine.

[0051] Step S30: Based on the total amount of ash generated and the filtration efficiency of the diesel particulate filter located in the diesel engine aftertreatment system, determine the current total amount of ash stored in the diesel particulate filter.

[0052] Step S40: When the total amount of ash storage exceeds the preset ash threshold and the diesel engine is currently in the preset safe operating state, trigger the first level of ash removal operation.

[0053] It should be noted that the flow of the diesel particulate filter ash removal method can be periodically started or executed after receiving a purge instruction. The period of periodic start can be dynamically calibrated based on the cumulative operating hours of the diesel engine, the fuel consumption rate or the prediction results of the ash generation model, to ensure timely ash removal when the ash is not excessively accumulated; and the triggering scenarios of the purge instruction include but are not limited to the ECU real-time detection of the total ash storage reaching the preset warning value, the manual purge request sent by the maintenance terminal, and the automatic triggering instruction when the vehicle is parked and the exhaust system temperature meets the ash removal condition.

[0054] In the above scheme, the disclosure does not limit the acquisition scheme of the cumulative fuel consumption and the cumulative engine oil consumption in step S10. In actual application scenarios, the cumulative fuel consumption can be obtained by real-time acquisition of the cumulative injection amount of the fuel injection system by the electronic control unit ECU. This method can ensure the real-time and accuracy of the data by means of the accurate recording of the ECU on the injection nozzle injection times and single injection amount. The cumulative engine oil consumption can be calculated by periodically detecting the oil level of the engine oil by the engine oil level sensor, and combining the replenishment amount of the engine oil within the engine oil replacement period. For scenarios that require higher data accuracy, fuel flow sensors and engine oil flow sensors can be additionally configured to continuously monitor and accumulate the instantaneous flow of fuel and engine oil, respectively, to obtain more reliable cumulative consumption data. In addition, some vehicles also support reading historical consumption records from engine-related modules through the on-board diagnostic system. This method does not require additional hardware and is suitable for application scenarios with strict cost control.

[0055] The system can flexibly select the acquisition scheme of the cumulative fuel consumption and the cumulative engine oil consumption when performing step S10 according to the actual vehicle configuration, usage demand and cost budget.

[0056] In the above scheme, the disclosure does not limit the ash generation total amount estimation scheme in step S20. In actual application scenarios, the estimated value of the ash generation total amount can be calculated as follows: multiply the cumulative fuel consumption by the first ash content of the fuel to obtain the ash mass contributed by the fuel combustion process; multiply the cumulative engine oil consumption by the second ash content of the engine oil to obtain the ash mass contributed by the engine oil participating in the engine operation; and finally add the two parts of ash mass to obtain the ash generation total amount generated during the operation of the diesel engine. In addition, in actual application, the values of the first ash content and the second ash content can be updated in real time according to the batch detection data of the fuel and the engine oil to adapt to different qualities of the fuel and the engine oil; for scenarios that require higher estimation accuracy, a combustion efficiency correction factor can be introduced to fine-tune the ash mass contributed by the fuel combustion, correct the ash generation deviation caused by incomplete combustion, and further improve the reliability of the ash generation total amount estimation result.

[0057] The system can select a suitable ash generation total amount estimation scheme according to the actual application scenario of the battery pack when performing step S20.

[0058] In the above scheme, the disclosure does not limit the ash storage total amount determination scheme in step S30. In actual application scenarios, the ash storage total amount can be preliminarily calculated by multiplying the ash generation total amount by the filtering efficiency. The filtering efficiency can be a fixed value, or it can be dynamically updated in combination with real-time working condition parameters of the diesel particulate filter, including cumulative running mileage, average filtering effect in the historical ash cleaning period, current exhaust temperature and flow rate, etc. In addition, considering the possible local accumulation or small amount of shedding of ash in the diesel particulate filter during long-term operation, an ash retention coefficient can be introduced to correct the calculation result, which can be obtained based on the structural characteristics of the filter and historical operation data statistics. For the aftertreatment system equipped with a differential pressure sensor or an ash monitoring sensor, the real-time differential pressure between the input and output ends of the diesel particulate filter collected by the differential pressure sensor can also be used to perform secondary calibration on the above calculation result, to ensure that the accuracy of the ash storage total amount meets the decision-making needs of the ash cleaning strategy.

[0059] The system can select a suitable ash storage total amount determination scheme according to the actual working condition when performing step S30.

[0060] In the above scheme, the disclosure does not specifically limit the safe running state of the first-stage ash cleaning triggering scheme and the first-stage ash cleaning operation in step S40. In actual application scenarios, in addition to the schemes described in the following embodiments, the safe running state can also be determined comprehensively according to real-time parameters such as vehicle speed, engine speed, engine load, and exhaust back pressure. The first-stage ash cleaning operation can also be dynamically adjusted in pulse injection frequency, by reducing the single injection duration of compressed gas and increasing the injection interval, to reduce the impact on the diesel particulate filter while ensuring the preliminary ash cleaning effect. In addition, if the vehicle is equipped with a downstream particulate matter concentration sensor, the start and stop timing of the first-stage ash cleaning operation can also be optimized according to the change trend of the particulate matter concentration feedback by the sensor, and the operation is stopped in time when the concentration drops to the normal range, to ensure that the light ash cleaning is completed without interfering with the normal working condition of the engine.

[0061] The system can select a suitable first-stage ash cleaning triggering scheme according to the actual application scenario when performing step S40.

[0062] By steps S10-S40, an intelligent maintenance method for intelligent cleaning of a diesel particulate filter is provided, which is independent of the pressure difference value of the regenerated DPF. The method accurately obtains the total amount of ash generated during the operation of the diesel engine by real-time monitoring and accumulating the fuel consumption and oil consumption during the operation of the diesel engine, and combining the ash content pre-determined in the oil and fuel. Then, the total amount of ash stored in the diesel particulate filter at present is determined, and the cleaning opportunity is accurately and efficiently identified based on the total amount of ash stored and the safety state of the vehicle. The method identifies the cleaning opportunity based on the actual consumption data of the fuel and oil, ensuring the accuracy and timeliness of the first-stage cleaning operation. At the same time, the method avoids the problem of false triggering of the diesel particulate filter cleaning reminder caused by the measurement error of the pressure difference sensor, thereby avoiding unnecessary maintenance intervention. In addition, the method also simplifies the cleaning process and avoids the complex step of disassembling the DPF in the cleaning process of the related art, thereby improving the convenience of the cleaning process and the overall efficiency of the system.

[0063] Figure 2 A cumulative fuel and oil consumption acquisition scheme flowchart is provided for at least one embodiment of the present disclosure. Figure 1 On the basis of the scheme, in order to quickly acquire the cumulative fuel consumption and the cumulative oil consumption, as shown in Figure 2 Step S10 can further include the following sub-steps S101-S103.

[0064] Sub-step S101: identifying the current operating point of the diesel engine.

[0065] Sub-step S102: acquiring the fuel consumption and oil consumption corresponding to the operating point.

[0066] Sub-step S103: accumulating the fuel consumption and oil consumption to the corresponding historical cumulative data, respectively, to acquire the current cumulative fuel consumption and cumulative oil consumption.

[0067] The cumulative fuel consumption and the cumulative engine oil consumption will be one of the core reference indexes for subsequent judgment of whether the diesel particulate filter needs to start the first-stage soot cleaning operation. The fuel consumption and the engine oil consumption of each working condition point can be measured on a test bench. The engine oil consumption can be calculated by an electronic oil gauge computer after the vehicle is stationary for a period of time. Then, the fuel consumption and the engine oil consumption of the current working condition point are obtained by identifying the current working condition point, and the cumulative fuel consumption and the cumulative engine oil consumption are obtained. The fuel consumption and the engine oil consumption data of each working condition point measured on the test bench are pre-stored in the electronic control unit (ECU) of the diesel engine. During actual operation, the ECU collects the working condition parameters such as the speed and torque of the current diesel engine in real time, quickly determines the fuel and engine oil consumption rates corresponding to the current working condition by matching with the pre-stored working condition point data, calculates the fuel consumption and the engine oil consumption increment under the current working condition in combination with the duration of the working condition, and finally adds the increment to the historical cumulative value, so as to update the cumulative fuel consumption and the cumulative engine oil consumption in real time. This method does not need to rely on additional high-precision sensors, but can be realized by data matching and accumulation operation in the ECU, which further improves the efficiency and stability of data acquisition, and can realize low-cost and high-adaptive soot cleaning judgment logic.

[0068] Figure 3 Another cumulative fuel and engine oil consumption acquisition scheme flowchart is provided for at least one embodiment of the present disclosure. Figure 1 On the basis of the scheme, in order to quickly acquire the cumulative fuel consumption and the cumulative engine oil consumption, as shown in Figure 3 , step S10 can further include the following sub-steps S101 and S102 .

[0069] Sub-step S101 : Acquire the current fuel injection amount of the diesel engine, and obtain the cumulative fuel consumption by accumulating the fuel injection amount.

[0070] Sub-step S102 : Acquire the engine oil level signal of the diesel engine by an electronic oil gauge, and obtain the cumulative engine oil consumption based on the change of the engine oil level signal.

[0071] The aforementioned solution provides a simple and rapid method for obtaining cumulative fuel and oil consumption. Compared to data acquisition methods using differential pressure sensors, this solution does not rely on high-precision differential pressure sensor hardware, reducing equipment costs and maintenance difficulty. It also avoids errors in dust removal judgment caused by signal drift or failure of differential pressure sensors under complex operating conditions such as vibration or extreme temperatures. By using cumulative fuel consumption and cumulative oil consumption—two indicators directly related to the diesel engine's operating load—the changing trend of dust accumulation within the particulate filter can be more intuitively reflected. As fuel and oil are continuously consumed, particulate matter generated by diesel engine combustion continuously deposits in the filter; therefore, the cumulative values ​​of these two indicators can effectively correlate with the degree of dust accumulation. This judgment logic based on operating consumption, compared to the indirect detection method of differential pressure sensors relying on upstream and downstream pressure differences, is more adaptable to harsh operating conditions, provides more stable and reliable data acquisition, and offers a more accurate decision-making basis for initiating the dust removal process. This optimizes the dust removal frequency of the particulate filter, extends its service life, and reduces the impact of unnecessary dust removal operations on diesel engine fuel economy.

[0072] In some embodiments, Figure 1 or Figure 2 or Figure 3 Based on the proposed solution, to obtain an accurate total ash content, the total ash content generated in step S20 can be obtained using the following formula: Total ash content = cumulative fuel consumption × first ash content + cumulative engine oil consumption × second ash content.

[0073] The first ash content and the second ash content can be fixed values. The first ash content and the second ash content can be measured through experiments, and then the total amount of ash generated can be calculated.

[0074] In some embodiments, Figure 1 or Figure 2 or Figure 3 Based on the proposed solution, to obtain an accurate total amount of ash storage, the total amount of ash storage in step S30 can be obtained using the following formula: Total ash storage = Total ash generated × Filtration efficiency.

[0075] DPF has a high filtration efficiency, typically between 95% and 99%, for example, an average of 97%.

[0076] Figure 4 A flowchart illustrating a first-level dust removal triggering scheme provided for at least one embodiment of this disclosure. Figure 1 or Figure 2 or Figure 3 Based on the scheme, in order to improve the accuracy of judging the timing of dust removal, step S40 further includes the following sub-steps S401-S404.

[0077] Sub-step S401: Compare the current total ash storage of the diesel engine with the preset ash threshold.

[0078] Sub-step S402: When the total amount of ash stored exceeds the preset ash threshold, generate a ash cleaning instruction.

[0079] Sub-step S403: Obtain the engine speed and the vehicle speed of the vehicle using the diesel engine.

[0080] Sub-step S404: When the engine speed and vehicle speed are both zero, determine that the diesel engine is currently in a preset safe operating state, and trigger the first-level cleaning operation in response to the cleaning command.

[0081] It should be noted that a cleaning command is generated only when the total ash storage exceeds the preset ash threshold. After receiving the cleaning command, the system waits for the diesel engine speed and vehicle speed to both reach 0 before triggering the first-level cleaning operation. The ash threshold setting varies depending on the vehicle model and processing system; the maximum ash capacity of a specific model can be determined experimentally as its ash threshold.

[0082] In particular, through the coordination of sub-steps S401-S404, the necessity of cleaning based on the total ash storage is determined, and the safe execution conditions of the cleaning operation are ensured by detecting the diesel engine speed and vehicle speed. This establishes a first-level cleaning triggering mechanism with dual verification of "necessity + safety", which effectively avoids the risk of erroneous triggering of the cleaning operation during diesel engine operation or vehicle driving, improves the accuracy of the cleaning timing judgment and the reliability of the cleaning process, and provides more complete logical support for the efficient and safe cleaning of diesel engine particulate filters.

[0083] Figure 5 A flowchart illustrating a first-level dust removal operation provided for at least one embodiment of this disclosure. Figure 1 or Figure 2 or Figure 3 or Figure 4 Based on the existing plan, in order to improve the dust removal effect, such as Figure 5 As shown, the first-stage dust removal operation further includes the following sub-steps S404a-S404c.

[0084] Sub-step S404a: The first control valve at the input end and the fourth control valve at the output end of the diesel engine particulate filter are both closed.

[0085] Sub-step S404b: Control the opening of the third control valve on the spiral compressed gas pipeline between the diesel particulate filter and the compressed gas equipment, as well as the second control valve for discharging ash from the diesel particulate filter.

[0086] Sub-step S404c: Control the compressed gas to enter the diesel particulate filter along the spiral compressed gas pipeline located on one side of the diesel particulate filter, and perform a first mode of purging from the outside to the inside or a second mode of purging from the inside to the outside of the diesel particulate filter, so that the ash stored in the diesel particulate filter is discharged to the other side of the diesel particulate filter with the compressed gas.

[0087] The third control valve regulates the gas flow and pressure within the spiral compressed gas pipeline, and its opening degree is adaptively controlled based on real-time differential pressure data from the diesel engine particulate filter. During the first purging mode, compressed gas enters along the outer spiral path of the spiral pipeline, creating a rotating purging effect on the outer surface of the filter element, causing the outer layer of ash to fall off evenly. In the second purging mode, compressed gas is injected in the reverse direction through the inner guide structure of the spiral pipeline, directly acting on the internal channels of the filter element to remove deeply deposited ash. The switching between the two purging modes can be automatically triggered by the controller based on a preset cleaning strategy or ash accumulation, ensuring that all areas of the diesel engine particulate filter are thoroughly cleaned and maintaining the stability of its filtration performance.

[0088] In some embodiments, Figure 5 Based on the existing scheme, to further improve the dust removal effect, sub-step S404c is refined as follows: First, the first mode of blowing from the outside in is activated, using the swirling shear force of the spiral airflow to peel off the ash adhering to the outer layer of the DPF; then, the second mode of blowing from the inside out is switched to push the deep-seated ash to a dedicated collection device such as a dust bag. This scheme ensures thorough cleaning without any blind spots through bidirectional coordination.

[0089] Figure 6 A flowchart illustrating another diesel engine particulate filter cleaning method provided for at least one embodiment of this disclosure. Figures 1-5 Based on any one of the solutions, in order to improve dust removal efficiency, such as Figure 6 As shown, the method further includes the following step S50.

[0090] Step S50: Each time the cleaning operation is triggered, the cumulative oil consumption is reset to zero so that the current cumulative oil consumption does not include the cumulative oil consumption before the last cleaning operation.

[0091] Step S50 can be set after step S40. By resetting the cumulative oil consumption to zero each time the filter is cleaned, it ensures that the oil consumption data calculated subsequently corresponds only to the ash generation within the current cleaning cycle. This allows the controller to adjust the cleaning timing more rationally based on this accurate data, further improving cleaning efficiency and extending the service life of the diesel particulate filter. Simultaneously, this resetting operation avoids interference from historical oil consumption data with the current cleaning strategy, ensuring the accuracy of ash accumulation estimation and providing data support for the stable maintenance of DPF filtration performance.

[0092] Figure 7 This is a flowchart illustrating another method for cleaning a diesel engine particulate filter, provided for at least one embodiment of this disclosure. Figures 1-6 Based on any one of the solutions, in order to further improve the dust removal efficiency, such as Figure 7 As shown, the method further includes the following steps S11-S13.

[0093] Step S11: Monitor the current cumulative oil consumption of the diesel engine.

[0094] Step S12: When the cumulative oil consumption reaches the set oil consumption threshold, obtain the pressure difference between the input and output ends of the diesel particulate filter.

[0095] Step S13: When the differential pressure exceeds the preset differential pressure threshold and the diesel engine is currently in the preset safe operating state, the second-level cleaning operation is triggered.

[0096] It should be noted that the second-level dust removal operation may be the same as or different from the first-level dust removal operation, and the embodiments disclosed herein do not impose any restrictions on this.

[0097] Steps S11-S13 are, but are not limited to, being executed concurrently with steps S20-S40. This scheme employs a dual triggering mechanism based on cumulative oil consumption and the pressure difference of the diesel particulate filter (DPF). It accurately predicts the potential trend of ash accumulation using oil consumption data and directly reflects the actual degree of DPF blockage using the pressure difference signal. This synergy ensures that the triggering timing of the second-stage cleaning operation more closely matches the actual operating state of the DPF. Simultaneously, by incorporating the judgment conditions for the safe operation of the diesel engine, it effectively avoids the risk of power fluctuations or equipment damage caused by performing cleaning operations under unstable operating conditions, ensuring the safety and stability of the cleaning process. Furthermore, the second-stage cleaning operation can be linked to control a third control valve located in the spiral compressed gas pipeline, adjusting the injection pressure, flow rate, or duration of the compressed gas to deliver a stronger and more precise airflow to impact the stubborn ash adhering to the DPF, further improving cleaning efficiency. This strategy complements the cleaning logic of steps S20-S40, jointly optimizing the DPF's cleaning effect, extending its service life, and providing reliable support for the stable operation of the vehicle.

[0098] Figure 8 This is a flowchart illustrating another method for cleaning a diesel engine particulate filter, provided for at least one embodiment of this disclosure. Figures 1-7 Based on any one of the solutions, in order to further improve the dust removal efficiency, such as Figure 8 As shown, the method further includes steps S60-S70.

[0099] Step S60: Obtain the first moment when the first-level dust cleaning operation is triggered this time and the second moment when the first-level dust cleaning operation was triggered last time.

[0100] Step S70: Generate a dust removal cycle based on the time difference between the first and second moments.

[0101] The above-mentioned scheme provides a method for automatically calculating the cleaning cycle, enabling intelligent cleaning. The generated cleaning cycle can serve as a key basis for subsequent cleaning strategy adjustments: if the cleaning cycle is shorter than the preset baseline threshold, it indicates that the ash accumulation rate in the diesel engine particulate filter is accelerating. In this case, the injection parameters of the compressed gas in the first-stage cleaning operation can be adjusted in conjunction, such as extending the injection duration or increasing the injection pressure, or triggering the differential pressure threshold of the second-stage cleaning operation earlier. If the cleaning cycle is longer than the baseline threshold, it indicates that the ash accumulation rate is slowing down. The triggering conditions for the first-stage cleaning can be appropriately relaxed, such as increasing the triggering threshold for oil consumption or extending the monitoring window of the differential pressure signal, to reduce ineffective cleaning actions and lower system energy consumption. Simultaneously, this cleaning cycle data can be fused and analyzed with the cumulative oil consumption and DPF differential pressure signal in steps S11-S13 to further optimize the response accuracy of the dual-trigger mechanism, making the cleaning operation more closely match the dynamic working state of the DPF, achieving truly adaptive intelligent cleaning. In addition, the cleaning cycle can be stored in the system database for long-term trend analysis, providing data support for subsequent DPF maintenance. For example, when multiple cleaning cycles are continuously shortened, the user can be prompted to check for abnormal oil consumption in the diesel engine or the decline in DPF filtration efficiency, and carry out preventive maintenance in advance.

[0102] Figure 9 A flowchart illustrating an example of a diesel engine particulate filter cleaning method provided in at least one embodiment of this disclosure. Figure 9 As shown, the method includes the following steps: 1) Reset the cumulative oil consumption to zero; 2) The ECU can obtain the cumulative fuel consumption and cumulative oil consumption in real time; 3) Determine whether the cumulative oil consumption exceeds the preset threshold. 4) When the cumulative oil consumption exceeds the preset threshold, activate DPF differential pressure monitoring.

[0103] 5) When the DPF pressure difference reaches the preset threshold, wait for the diesel engine speed and vehicle speed to be equal to 0 before triggering the dust removal operation.

[0104] This method corresponds to the second-stage cleaning process. It can help users detect abnormal oil consumption or DPF filtration efficiency degradation in advance.

[0105] Figure 10 This is a structural block diagram of a diesel engine particulate filter cleaning device provided for at least one embodiment of the present disclosure. Figure 10 As shown, the diesel engine particulate filter cleaning device 100 includes a controller (not shown in the figure), which integrates an acquisition unit 101, a first-stage processing unit 102, a second-stage processing unit 103, and a control unit 104.

[0106] The acquisition unit 101 is configured to acquire the current cumulative fuel consumption and cumulative oil consumption of the diesel engine.

[0107] The first-stage processing unit 102 is configured to estimate the total amount of ash generated during diesel engine operation based on the cumulative fuel consumption and cumulative oil consumption, combined with the first ash content of the fuel injected into the diesel engine and the second ash content of the oil.

[0108] The second-stage processing unit 103 is configured to determine the current total amount of ash stored in the diesel engine particulate filter based on the total amount of ash generated and the filtration efficiency of the diesel engine particulate filter located in the diesel engine aftertreatment system.

[0109] The control unit 104 is configured to trigger the first-level ash cleaning operation when the total ash storage exceeds a preset ash threshold and the diesel engine is currently in a preset safe operating state.

[0110] 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.

[0111] In some embodiments, Figure 10 Based on this, the acquisition unit 101 can be implemented through a corresponding sensor, and the first-level processing unit 102, the second-level processing unit 103 and the control unit 104 can be implemented through a controller or control module with corresponding programs.

[0112] Figure 11 This is a structural diagram of another diesel engine particulate filter cleaning device provided for at least one embodiment of this disclosure. Figure 10 On this basis, in order to ensure the dust removal effect, such as Figure 11As shown, the diesel engine particulate filter cleaning device also includes a compressed gas device 1, a spiral compressed gas pipeline 2, a first airflow pipeline 3, a second airflow pipeline 4, a cleaning airflow pipeline 5, a first control valve 6, a second control valve 7, a third control valve 8, and a fourth control valve 9.

[0113] Compressed gas device 1 is configured to output compressed gas.

[0114] The spiral compressed gas pipeline 2 is located on one side of the diesel engine particulate filter, with one end connected to the compressed gas equipment and the other end connected to the diesel engine particulate filter.

[0115] The first airflow pipe 3 is located at the input end of the diesel engine particulate filter.

[0116] The second airflow pipe 4 is located at the output end of the diesel engine particulate filter.

[0117] The dust removal airflow pipe 5 is located on the opposite side of the diesel engine particulate filter.

[0118] The first control valve 6 is located in the first airflow pipeline 3.

[0119] The second control valve 7 is installed in the dust removal airflow pipeline 5.

[0120] The third control valve 8 is located in the spiral compressed gas pipeline.

[0121] The fourth control valve 9 is located in the second airflow pipeline 4.

[0122] The input end of the first gas flow line 3 is connected to the diesel engine oxidation catalyst 11. The compressed gas device 1 includes, but is not limited to, an air compressor. The spiral compressed gas line has the following shape: Figure 12 As shown, this structural design utilizes the spiral flow characteristics to enhance gas kinetic energy. Through two blowing modes, from the outside to the inside and from the inside to the outside, it can effectively remove dust and impurities from the inner wall of the pipeline, ensuring that the blowing process covers all corners without dead angles, thereby significantly improving cleaning efficiency and overall operation results.

[0123] Figure 13 This is a structural diagram of yet another diesel engine particulate filter cleaning device provided for at least one embodiment of this disclosure. Figure 10 On the basis of, such as Figure 13As shown, the diesel engine particulate filter cleaning device also includes a dust collection bag 10, which is connected to the cleaning airflow pipeline 5 via a detachable connection structure. The detachable connection structure can be a threaded connection, a snap-fit ​​connection, or a Velcro fastener, allowing users to easily disassemble the dust collection bag for cleaning or replacement periodically. The dust collection bag 10 has a high-density filter layer inside, which can efficiently capture particulate impurities carried in the cleaning airflow, preventing impurities from being directly emitted into the external environment and causing secondary pollution. The volume of the dust collection bag can be selected according to actual cleaning needs, ensuring that it can hold all the dust generated during a single cleaning process, improving the convenience and environmental friendliness of the cleaning operation.

[0124] In the above scheme, the dust collector bag 10 collects the ash discharged from the diesel engine particulate filter, preventing environmental pollution. The detachable connection structure allows operators to regularly disassemble, clean, or replace the dust collector bag, ensuring the continuity and effectiveness of ash collection.

[0125] Figure 14 A structural block diagram of a vehicle provided for at least one embodiment of this disclosure. (See diagram below.) Figure 14 As shown, the vehicle 20 includes a diesel engine 200, a diesel particulate filter 300, and a diesel particulate filter cleaning device 100 as described in the above method embodiment, and the vehicle performs the steps as described in the above method embodiment.

[0126] 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.

[0127] 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 cleaning a diesel engine particulate filter, characterized in that, include: Obtain the current cumulative fuel consumption and cumulative oil consumption of the diesel engine; Based on the cumulative fuel consumption and the cumulative engine oil consumption, combined with the first ash content of the fuel injected into the diesel engine and the second ash content of the engine oil, the total amount of ash generated during the operation of the diesel engine is estimated. Based on the total amount of ash generated and the filtration efficiency of the diesel particulate filter located in the diesel engine aftertreatment system, the current total amount of ash stored in the diesel particulate filter is determined. as well as, When the total ash storage exceeds a preset ash threshold and the diesel engine is currently in a preset safe operating state, the first-level ash cleaning operation is triggered.

2. The method for cleaning a diesel engine particulate filter according to claim 1, characterized in that, Also includes: Each time a cleaning operation is triggered, the cumulative oil consumption is reset to zero so that the current cumulative oil consumption does not include the cumulative oil consumption before the last cleaning operation.

3. The method for cleaning a diesel engine particulate filter according to claim 1 or 2, characterized in that, Also includes: Monitor the current cumulative oil consumption of the diesel engine; When the cumulative oil consumption reaches the set oil consumption threshold, the pressure difference between the input and output ends of the diesel particulate filter is obtained. as well as, When the differential pressure exceeds a preset differential pressure threshold and the diesel engine is currently in a preset safe operating state, a second-level dust removal operation is triggered.

4. The method for cleaning a diesel engine particulate filter according to claim 1 or 2, characterized in that, When the total ash content exceeds a preset ash threshold and the diesel engine is currently in a preset safe operating state, the first-level ash removal operation is triggered, including: The current total ash storage of the diesel engine is compared with a preset ash threshold. When the total amount of ash stored exceeds a preset ash threshold, a ash removal command is generated; Obtain the rotational speed of the diesel engine and the vehicle speed of the vehicle using the diesel engine; and, When the rotational speed is zero and the vehicle speed is zero, it is determined that the diesel engine is currently in a preset safe operating state, and in response to the ash cleaning command, the first-level ash cleaning operation is triggered.

5. The method for cleaning a diesel engine particulate filter according to claim 1 or 2, characterized in that, The first-level dust removal operation includes: The first control valve at the input end and the fourth control valve at the output end of the diesel engine particulate filter are both closed. The control valves located on the spiral compressed gas pipeline between the diesel engine particulate filter and the compressed gas equipment, and the second control valve for discharging ash from the diesel engine particulate filter, are opened; and... Compressed gas is controlled to enter the diesel particulate filter along a spiral compressed gas pipeline located on one side of the diesel particulate filter, and to purge the internal structure of the diesel particulate filter in a first mode from the outside to the inside or a second mode from the inside to the outside, so that the ash stored in the diesel particulate filter is discharged to the other side of the diesel particulate filter along with the compressed gas.

6. The method for cleaning a diesel engine particulate filter according to claim 1 or 2, characterized in that, The acquisition of the current cumulative fuel consumption and cumulative oil consumption of the diesel engine includes: Identify the current operating point of the diesel engine; Obtain the fuel consumption and oil consumption corresponding to the operating point; and, The fuel consumption and the engine oil consumption are respectively added to their corresponding historical cumulative data to obtain the current cumulative fuel consumption and cumulative engine oil consumption; Furthermore, the method also includes: Obtain the first moment when the first-level dust removal operation was triggered this time and the second moment when the first-level dust removal operation was triggered last time; and, A dust removal cycle is generated based on the time difference between the first moment and the second moment.

7. A diesel engine particulate filter cleaning device, characterized in that, Includes a controller, which integrates: The acquisition unit (101) is configured to acquire the current cumulative fuel consumption and cumulative oil consumption of the diesel engine; The first-level processing unit (102) is configured to estimate the total amount of ash generated during the operation of the diesel engine based on the cumulative fuel consumption and the cumulative oil consumption, combined with the first ash content of the fuel injected into the diesel engine and the second ash content of the oil. The second-stage processing unit (103) is configured to determine, based on the total amount of ash generated and the filtration efficiency of the diesel particulate filter located in the diesel engine aftertreatment system, the current total amount of ash stored in the diesel particulate filter, and, The control unit (104) is configured to trigger a first-level ash cleaning operation when the total ash storage exceeds a preset ash threshold and the diesel engine is currently in a preset safe operating state.

8. The diesel engine particulate filter cleaning device according to claim 7, characterized in that, Also includes: A compressed gas device (1) is configured to output compressed gas; A spiral compressed gas pipeline (2) is provided on one side of the diesel engine particulate filter, with one end connected to the compressed gas equipment (1) and the other end used to connect to the diesel engine particulate filter. The first airflow pipe (3) is installed at the input end of the diesel engine particulate filter; The second airflow pipe (4) is located at the output end of the diesel engine particulate filter; The dust removal airflow pipeline (5) is located on the opposite side of the diesel engine particulate filter. The first control valve (6) is located in the first airflow pipeline (3); The second control valve (7) is installed in the dust removal airflow pipeline (5); The third control valve (8) is located in the spiral compressed gas pipeline (2), and, The fourth control valve (9) is located in the second airflow pipeline (4).

9. The diesel engine particulate filter cleaning device according to claim 7 or 8, characterized in that, Also includes: Dust collection bag (10), which is connected to the dust removal airflow pipeline (5) through a detachable connection structure.

10. A vehicle, characterized in that, The vehicle includes a diesel engine, a diesel engine filter, and a diesel particulate filter cleaning device as described in any one of claims 7-9.

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