EXHAUST AFTERTREATMENT DEVICE, ASSOCIATED CONTROL METHOD AND VEHICLE

Abstract

An exhaust aftertreatment device, an associated control method, and a vehicle are provided. The exhaust aftertreatment device comprises: a second processing device and a first processing device arranged sequentially in the direction of exhaust gas flow, a bypass line (7), and a control valve (8). Along the direction of exhaust gas flow, the first processing device comprises a first DOK (1), a DPF (2), and a first SKR (3), arranged sequentially, and the second processing device comprises a second DOK (5) and a second SKR (6), arranged sequentially. The bypass line (7) is connected to an inlet end of the second DOK (5) and an outlet end of the second SKR (6). The control valve (8) is configured to control the connection or disconnection of the bypass line (7). The control method is used for the exhaust aftertreatment device.

Description

[0001] The present application claims priority over Chinese patent application No. 202310181940.4 entitled “EXHAUST POST-PROCESSING DEVICE, CONTROL METHOD THEREOF AND VEHICLE”, which was filed with the China National Intellectual Property Administration on March 1, 2023 and is incorporated herein in full by reference. AREA

[0002] The present application relates to the technical field of vehicles, for example to an exhaust gas processing device, an associated control method and a vehicle. BACKGROUND

[0003] A diesel particulate filter (DPF) is used to trap engine dust and thus reduce the amount of dust released into the atmosphere. The particulate matter collected in the DPF can be burned off through active or passive regeneration.

[0004] Selective catalytic reduction (SCR) is an important technology for controlling NOx emissions from engines. In this technology, a standard urea solution (urea concentration of 32.5%) is injected into an SCR mixer, where it comes into contact with high-temperature exhaust gas and is heated to split ammonia (NH3). The NH3 reacts with NOx on the catalyst surface to achieve NOx reduction. Finally, the nitrogen atoms in the NOx are converted into N2, which is harmless to the environment, thus reducing the NOx content in the engine exhaust.

[0005] An exhaust gas aftertreatment system is known in the prior art. For example, a system for cleaning NOx from engine exhaust gases, equipped with a primary and a secondary urea conversion system, was disclosed in an earlier patent application No. CN202011130667.5. The primary urea conversion system is located between a diesel oxidation catalyst (DOC) and a diesel particulate filter (DPF), and the secondary urea conversion system is located downstream of the DPF. The primary urea conversion system operates during cold engine starts, while the secondary urea conversion system operates primarily at high exhaust gas temperatures. In this way, the injection quantity of the two urea injection valves can be precisely controlled based on the NOx conversion requirements at different exhaust gas temperatures, thereby reducing NOx emissions.If passive regeneration is required, the exhaust gas coming from the DOK must flow through the SKR before entering the DPF, which could lead to a drop in exhaust gas temperature, thus affecting the efficiency of passive regeneration. SUMMARY

[0006] The present application provides an exhaust aftertreatment device, an associated control method and a vehicle that can solve a problem of impaired efficiency of passive regeneration due to a reduced exhaust gas temperature caused by the fact that the exhaust gas must flow through the SKR after passing through the DOK before entering the DPF in the existing exhaust aftertreatment device.

[0007] In one embodiment of the present application, an exhaust aftertreatment device is provided comprising a first processing device, a second processing device, a bypass line and a control valve, wherein the first processing device comprises a first DOK, a DPF and a first SKR which are arranged sequentially in an exhaust line in a flow direction of an exhaust gas, and the second processing device is arranged upstream of the first processing device. wherein the second processing device comprises a second DOK and a second SKR, which are arranged sequentially in the exhaust gas line along the direction of exhaust gas flow, and wherein a first end of the bypass line is connected to an inlet end of the second DOK and a second end of the bypass line is connected to an outlet end of the second SKR, wherein the control valve is configured to control a connection or disconnection of the bypass line.

[0008] In one embodiment, the exhaust aftertreatment device further comprises a first urea injection device and a second urea injection device, wherein the first urea injection device is configured to feed urea into the first SKR, and the second urea injection device is configured to feed urea into the second SKR.

[0009] In one embodiment, the exhaust aftertreatment device further comprises a first temperature sensor for detecting a temperature at an inlet end of the first DOK, a flow sensor for detecting a flow rate of exhaust gas at the inlet end of the first DOK, and a second temperature sensor for detecting a temperature at an inlet end of the DPF.

[0010] In another aspect, a control procedure for the exhaust aftertreatment device is provided according to one of the technical solutions described above. The control procedure includes: Determining whether a request for passive regeneration is received; Opening of the control valve in response to a detection of the receipt of the request for passive regeneration; and Implementation of heat management by the first processing device.

[0011] In one embodiment, the step of performing the heat management by the first processing device comprises: Maintaining the temperature at the inlet end of the first DOK; Determination that the temperature at the inlet end of the first DOK exceeds the target temperature; Maintaining the flow rate of exhaust gas flowing through the first DOK; Maintaining the temperature at the DPF inlet; Determination of a pilot fuel quantity based on the temperature at the inlet end of the first DOK and the flow rate of exhaust gas flowing through the first DOK; Determination of a corrected fuel quantity based on the temperature at the inlet end of the first DOK, the flow rate of exhaust gas flowing through the first DOK and the temperature at the inlet end of the DPF; The calculation of the total fuel quantity is equal to the sum of the pre-inspection fuel quantity and the corrected fuel quantity; Comparison of the total fuel quantity with the target fuel quantity; and Using the total fuel quantity as the regeneration fuel injection quantity in response to a comparison result that the total fuel quantity is less than the target fuel quantity.

[0012] In one embodiment, the step of performing thermal management by the first processing device further comprises: using the target fuel quantity as the regeneration fuel injection quantity in response to a comparison result that the total fuel quantity is not less than the target fuel quantity.

[0013] In one embodiment, the step of determining the pilot fuel quantity based on the temperature at the inlet end of the first DOK and the flow rate of exhaust gas flowing through the first DOK comprises: Q = Flow rate of exhaust gas flowing through the first DOK * Hot melt of the exhaust gas * (Target value of the regeneration temperature - temperature at the inlet end of the first DOK), and Pre-control fuel quantity = Q / calorific value / conversion efficiency of HC in the first DOK, where Q represents the amount of heat and the setpoint of the regeneration temperature, the calorific value and the conversion efficiency of HC in the first DOK are all constants and the hot melt of the exhaust gas is determined based on the temperature at the inlet end of the first DOK.

[0014] In one embodiment, the step of determining the corrected fuel quantity based on the temperature at the inlet end of the first DOK, the flow rate of exhaust gas flowing through the first DOK, and the temperature at the inlet end of the DPF comprises: Determining the upstream target temperature of the DPF based on the temperature at the inlet end of the first DOK and the flow rate of exhaust gas flowing through the first DOK; Calculating the difference between the upstream target temperature of the DPF and the temperature at the inlet end of the DPF; and Determine the corrected fuel quantity based on the difference.

[0015] In one embodiment, the control method further includes keeping the control valve closed in response to a determination that the request for passive regeneration is not received.

[0016] Another aspect of the present application concerns a vehicle that includes an exhaust aftertreatment device as described above.

[0017] The exhaust aftertreatment device of the present application comprises a first processing device, a second processing device, a bypass line, and a control valve. In one direction of exhaust gas flow, the second processing device is arranged upstream of the first processing device. The first processing device comprises a first DOK (Dual Exhaust Gas Recirculation Device), a DPF (Diesel Particulate Filter), and a first SKR (Selective Exhaust Gas Recirculation Device), which are arranged sequentially in the exhaust gas line along the direction of exhaust gas flow. The second processing device comprises a second DOK and a second SKR, which are arranged sequentially in the exhaust gas line along the direction of exhaust gas flow. One end of the bypass line is connected to the inlet end of the second DOK, and the other end of the bypass line is connected to the outlet end of the second SKR. The control valve is used to control whether the bypass line is connected or closed.When passive regeneration is requested, the control valve opens to bypass the second processing unit. This reduces heat loss caused by the exhaust gas flowing through the second processing unit and can increase the temperature at the inlet of the first DPF and the NO2 concentration entering the DPF. When the temperature at the DPF inlet reaches the required level, the passive regeneration rate can be effectively improved, the carbon load effectively balanced, the active regeneration cycle extended, and the user's work efficiency enhanced. Meanwhile, the efficiency of the first DPF increases at this higher temperature, and emissions can be effectively controlled by increasing the urea supply to the first DPF. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a schematic structural view of an exhaust aftertreatment device according to an embodiment of the present application; Fig. 2 is a flowchart of a control method of the exhaust aftertreatment device according to an embodiment of the present application; and Fig. Figure 3 is a flowchart of a heat management system operated by a first processing device of the exhaust aftertreatment device according to an embodiment of the present application.

[0018] In drawings: 1 first DOK, 4 ASC, 7 Bypass line, 2 DPF, 5 second DOK, 8 Control valve. 3 first SKR, 6 second SKR, DETAILED DESCRIPTION OF THE EXECUTION FORMS

[0019] The following is a clear and complete description of the technical solution of the present application, in conjunction with the accompanying drawings. Obviously, the described embodiments are a subset of the embodiments of the present application, not all of them. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without any inventive work will fall within the scope of the present application.

[0020] In the description of the present application, it should be noted that the terms "center," "top," "bottom," "left," "right," "vertical," "horizontal," "inside," "outside," etc., indicate that the orientation or positional relationship, based on that shown in the drawings, serves only to illustrate the present application and to simplify the description. It does not indicate or imply that the device or component referred to must have a specific orientation and must be designed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present application. Furthermore, the terms "first" and "second" are used for illustrative purposes only and cannot be understood as indicating or implying a relative meaning.In this context, the terms "first position" and "second position" refer to two different positions, and the first feature being "on," "above," and "above" the second feature implies that the first feature is directly above and diagonally above the second feature, or simply indicates that the first feature is horizontally higher than the second feature. The first feature being "below," "below," and "below" the second feature implies that the first feature is directly below and diagonally below the second feature, or simply indicates that the horizontal height of the first feature is less than that of the second feature.

[0021] In the description of this application, it should be noted that the terms "installation," "connection," and "connecting" are to be understood broadly unless otherwise specified and limited. For example, they can refer to fixed connections, detachable connections, or integrated connections. They can be mechanical or electrical connections. They can be direct connections, indirect connections via an intermediate medium, or internal connections between two components. It is clear to the person skilled in the art that the specific meanings of the aforementioned terms in this application are based on specific circumstances.

[0022] The embodiments of the present application, which are illustrated by way of example in the accompanying drawings, are described in the following, where identical or similar designations refer to identical or similar components or components with identical or similar functions. The embodiments described below with reference to the accompanying drawings are illustrative and intended solely to explain the present application, which cannot be construed as a limitation of the present application.

[0023] In diesel oxidation catalysis (DOC) for particulate matter, precious metal catalysts (e.g. Pt) are applied to honeycomb-shaped ceramic substrates to reduce the activation energy of the chemical reaction of HC, CO and SOF in the engine exhaust, so that these substances can be oxidized with oxygen in the exhaust at low temperature and finally converted into CO2 and H2 O.

[0024] The diesel particulate filter (DPF) filters and captures particles in the engine exhaust gas primarily through diffusion, deposition, and impact mechanisms. As the exhaust gas flows through the DPF, the particles are trapped in the filter element, and the remaining cleaner exhaust gas is released into the atmosphere. The DPF's operating principle is that, as the engine exhaust gases flow through the exhaust gas recirculation chamber (DOC) at a temperature of 200 to 600 °C, CO and HC are almost completely oxidized to CO2 and H2O, while NO is converted to NO2. When the exhaust gas enters the DPF from the DOC, the particles are trapped in the filter element, and the remaining cleaner exhaust gas is released into the atmosphere. The particulate filter's capture efficiency can exceed 90%.

[0025] The particulate matter emitted from an engine consists primarily of two components: unburned soot and ash, with the majority of the particulate matter being composed of small carbon and carbide particles. Over time, increasing amounts of particulate matter accumulate on the diesel particulate filter (DPF), which not only impairs the DPF's filtration efficiency but also increases exhaust backpressure. This, in turn, affects gas exchange and combustion within the engine, leading to reduced performance and increased fuel consumption. Therefore, the key to this technology lies in the timely removal of particulate matter from the DPF (DPF regeneration).

[0026] DPF regeneration refers to restoring the DPF's filtration efficiency by regularly removing the accumulated particulate matter that builds up in the DPF during long-term operation. This particulate matter can cause increased engine backpressure and decreased engine power. DPF regeneration includes both active and passive regeneration processes.

[0027] Active regeneration refers to the use of external energy to raise the temperature within the diesel particulate filter (DPF), thereby igniting and burning the particulate matter. When differential pressure sensors before and after the DPF detect that the back pressure is too high, it is generally assumed that the amount of carbon the DPF can hold has been reached. At this point, external energy is supplied, for example, by injecting and burning diesel fuel upstream of the DPF, to raise the temperature until it reaches a specific threshold. In this case, the accumulated particles are oxidized and burned, thus achieving the purpose of regeneration. The DPF temperature rises above 550°C, burning off the trapped particles and restoring the DPF's capacity to hold the particulate matter.Fuel could be injected via the CH injection system, or diesel could be injected via the engine's post-injection or a separate fuel injector, allowing soot to react with O2 in a high-temperature environment (over 500°C).

[0028] Passive regeneration means that NO2 can be used as an oxidizing agent to remove particles from the particulate filter and produce CO2. The NO2 is then reduced to NO, thus achieving the purpose of particle removal, as NO2 in the exhaust gas has a strong oxidizing capacity towards the trapped particles within a certain temperature range. No additional fuel is required for passive regeneration. The more frequently passive regeneration is performed during the DPF's lifespan, the longer the required active regeneration cycle, and the less fuel is consumed by the after-processing system, thereby reducing the engine's overall fuel consumption. A request for passive regeneration can be sent by a vehicle control unit, which can assess, based on its own control program, whether the request for passive regeneration should be triggered.The vehicle control unit can send the request for passive regeneration to a control unit which, in this embodiment, is used to execute the control procedure of the exhaust aftertreatment device. The trigger conditions for the request for passive regeneration are known in related technologies, for example, disclosed in the earlier patent application with publication number CN110985222A.

[0029] As in Fig. Figure 1 shows an exhaust aftertreatment device in one embodiment, comprising a first processing device, a second processing device, a bypass line 7, and a control valve 8. Along the direction of exhaust gas flow, the second processing device is located upstream of the first processing device.

[0030] The first processing device comprises a first DOK 1, a DPF 2, and a first SKR 3, which are arranged sequentially in the exhaust duct along the direction of exhaust gas flow. The second processing device comprises a second DOK 5 and a second SKR 6, which are arranged sequentially in the exhaust duct along the direction of exhaust gas flow. The first end of the bypass line 7 is connected to an inlet end of the second DOK 5, and the second end of the bypass line 7 is connected to an outlet end of the second SKR 6. The control valve 8 is used to control the connection or disconnection of the bypass line 7. In the exhaust aftertreatment device of this embodiment, the control valve 8 is opened to bypass the second processing device when a request for passive regeneration is made.It can reduce the heat loss of the exhaust gas caused by its passage through the second processing device and increase the temperature at the inlet of the first DPF 1, as well as the NO2 content entering the DPF 2. When the temperature at the inlet of the DPF 2 rises to the required level, the passive regeneration rate can be effectively improved, the carbon load effectively balanced, the active regeneration cycle extended, and the user's work efficiency enhanced. Meanwhile, the efficiency of the first DPF 3 increases at the higher temperature, and emissions can be effectively controlled by increasing the urea supply to the first DPF 3.

[0031] Optionally, the exhaust aftertreatment device could further include a first urea injection device (not shown) and a second urea injection device (not shown). The first urea injection device is used to inject urea into the first SKR 3, and the second urea injection device is used to inject urea into the second SKR 6. If there is no request for regeneration, the control valve 8 is closed, and the exhaust gas flows sequentially through the second processing device and the first processing device. Urea is supplied to the first SKR 3 via the first urea injection device, and urea is supplied to the second SKR 6 via the second urea injection device, which is beneficial for the conversion of NOx without significant NOx leakage.

[0032] Optionally, the first processing device could also include an ammonia slip catalyst (ASC) 4, which is located downstream of the first SCR 3 in the direction of exhaust gas flow. The main function of the ASC 4 is to eliminate excess or escaped NH3, in particular to oxidize the excess NH3 to N2, N2O and NOx, and to catalyze the reaction of NOx and NH3 to produce nitrogen N2.

[0033] Optionally, the exhaust aftertreatment device could further include a first temperature sensor for determining the temperature at the inlet end of the first DOK 1, a flow sensor for determining the flow rate of exhaust gas at the inlet end of the first DOK 1, and a second temperature sensor for determining the temperature at the inlet end of the DPF 2.

[0034] In one embodiment, a control method for the exhaust aftertreatment device is also provided, which is carried out by the aforementioned exhaust aftertreatment device.

[0035] As in Fig. As shown in Figure 2, the control procedure of the exhaust aftertreatment device includes, by way of example, the following steps.

[0036] S100: Determine if a request for passive regeneration is received.

[0037] When a request for passive regeneration is triggered, the vehicle control unit can send the request for passive regeneration to a control unit used to execute the control procedure of the exhaust aftertreatment device.

[0038] If a request for passive regeneration is received, proceed to S200, and if no request for passive regeneration is received, proceed to S400.

[0039] S200: Opening of control valve 8.

[0040] S300: Perform thermal management through the first processing unit.

[0041] When control valve 8 is open, the second processing unit is bypassed, which can reduce the heat loss of the exhaust gas through the second processing unit. At the same time, it can increase the temperature at the inlet of the first DPF 1 and the NO2 content in the DPF 2, which contributes to improving the passive regeneration rate.

[0042] Optional, as in Fig. As shown in step 3, S300 could include the following steps S310 to S392.

[0043] S310: Maintain the temperature at the entrance of the first DOK 1.

[0044] The temperature of the input port of the first DOK 1 could be determined by the first temperature sensor.

[0045] S320: Determine if the temperature at the inlet end of the first DOK 1 exceeds the target temperature.

[0046] If the temperature at the inlet of the first DOK 1 exceeds the setpoint temperature, this indicates that the ignition temperature of the HC has been reached. The setpoint temperature can be adjusted according to actual requirements. In this embodiment, the setpoint temperature is set to 280°C as an example. If the temperature at the inlet end of the first DOK 1 does not exceed the setpoint temperature, it could be increased by at least one of the following methods: reducing the opening degree of the engine's intake throttle valve, post-injection of fuel, etc.

[0047] S330: Maintaining the flow rate of the exhaust gas flowing through the first DOK 1.

[0048] The exhaust gas flow rate at the inlet of the first DOK 1 could be determined using a flow sensor.

[0049] S340: Maintaining the temperature at the DPF inlet 2.

[0050] The temperature at the inlet of DPF 2 could be determined by the second temperature sensor.

[0051] S350: Determine the pilot fuel quantity based on the temperature at the inlet end of the first DOK 1 and the exhaust gas flow rate at the first DOK 1.

[0052] In the S350, the pre-control fuel quantity could be determined using the following formula: Q = Flow rate of exhaust gas in the first DOK 1 * Hot melt of the exhaust gas * (Target value of the regeneration temperature - temperature at the inlet of the first DOK 1), and Pre-control fuel quantity = Q / calorific value / conversion efficiency of HC in the first DOK 1, where Q represents the amount of heat and the target value of the regeneration temperature, the calorific value, and the conversion efficiency of HC in the first DOK 1 are all constants. The target value of the regeneration temperature could be determined according to the engine model, the calorific value could be determined according to the fuel product, and the conversion efficiency of HC in the first DOK 1 could be set according to the engine model. The hot melt of the exhaust gas could be determined based on the temperature at the inlet end of the first DOK 1. As an example, a first relationship between the temperature at the inlet end of the first DOK 1 and the hot melt of the exhaust gas could be pre-stored in the control unit, and the corresponding hot melt of the exhaust gas could be selected from this first relationship based on the temperature at the inlet end of the first DOK 1.This initial relationship mapping could be obtained through extensive preliminary experiments.

[0053] S360: Determine a corrected fuel quantity based on the temperature at the inlet of the first DOK 1, the exhaust gas flow rate in the first DOK 1 and the temperature at the inlet of the DPF 2.

[0054] For example, S360 includes the following steps S3601 to S3603.

[0055] S3601: Determine the upstream target temperature of DPF 2 based on the temperature at the inlet end of the first DOK 1 and the exhaust gas flow rate in the first DOK 1.

[0056] The control system contains, for example, a pre-stored map showing the temperature at the inlet of the first DOK 1, the exhaust gas flow rate in the first DOK 1, and the upstream target temperature of the DPF 2. The corresponding upstream target temperature of the DPF 2 can be determined from this map based on the temperature at the inlet of the first DOK 1 and the exhaust gas flow rate in the first DOK 1. This map can be obtained through extensive preliminary testing. If all components of the exhaust aftertreatment system are functioning correctly, the measured temperature at the inlet of the DPF 2 will be equal to the upstream target temperature of the DPF 2.As the exhaust aftertreatment device has been used over time, the performance of the individual components decreases, leading to a difference between the detected temperature at the inlet of the DPF 2 and the upstream target temperature of the DPF 2, and thus to a difference between the pilot-controlled fuel quantity and the actual demand.

[0057] S3602: Calculation of the difference between the upstream target temperature of the DPF 2 and the temperature at the inlet end of the DPF 2.

[0058] S3603: Determine the corrected fuel quantity based on the difference.

[0059] As an example, a second relationship between the difference and the corrected fuel quantity is pre-stored in the control unit. The corresponding corrected fuel quantity can then be determined from this second relationship based on the difference. This second relationship could be obtained through extensive preliminary testing.

[0060] S370: Calculation of the total fuel quantity, which is equal to the sum of the pre-control fuel quantity and the corrected fuel quantity.

[0061] Step S370 can correct the pilot fuel quantity by the corrected fuel quantity so that the total fuel quantity can match the current operating state of the exhaust aftertreatment device.

[0062] S380: Compare the total amount of fuel with the target amount of fuel.

[0063] If the total amount of fuel is less than the target amount of fuel, proceed to S391; if the total amount of fuel is not less than the target amount of fuel, proceed to S392.

[0064] S391: Use the total fuel quantity as the regeneration fuel injection quantity.

[0065] S392: Use the target fuel quantity as the regeneration fuel injection quantity.

[0066] In steps S380 to S392, the regeneration fuel injection quantity can be determined based on a smaller value for the total fuel quantity and the target fuel quantity. The target fuel quantity is the maximum amount of fuel the injector can inject, thus preventing the total fuel quantity from exceeding the maximum permissible limit of the injector. When determining the regeneration fuel injection quantity, the fuel can be supplied by engine post-injection or by the HC injection system, and the amount of fuel supplied is equal to the regeneration fuel injection quantity. Engine post-injection and the HC injection system are known from related technologies and are two different ways of supplying fuel to the exhaust aftertreatment system.

[0067] S400: Keep control valve 8 closed and repeat step S100.

[0068] In another embodiment, a vehicle is provided which includes the exhaust aftertreatment device of the above technical solution. QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] CN 202310181940.4

[0001] CN 202011130667.5

[0005] CN 110985222A

[0028]

Claims

[1] Exhaust gas aftertreatment device comprising a first processing device, a second processing device, a bypass line (7) and a control valve (8), wherein the first processing device comprises a first diesel oxidation catalyst DOK (1), a diesel particulate filter DPF (2) and a first selective catalytic reduction SKR (3), which are arranged sequentially in an exhaust line in a flow direction of an exhaust gas, the second processing device is arranged upstream of the first processing device and comprises a second DOK (5) and a second SKR (6) which are arranged sequentially in the exhaust gas line along the flow direction of the exhaust gas, the bypass line (7) has a first end connected to an input end of the second DOK (5) and a second end connected to an output end of the second SKR (6), and the control valve (8) is designed to control a connection or separation of the bypass line (7). [2] The exhaust aftertreatment device according to claim 1, further comprising a first urea injection device and a second urea injection device, wherein the first urea injection device is configured to supply urea to the first SKR (3) and the second urea injection device is configured to supply urea to the second SKR (6). [3] The exhaust aftertreatment device according to claim 1 or 2, further comprising: a first temperature sensor for detecting a temperature at an input end of the first DOK (1); a flow sensor for detecting the flow rate of the exhaust gas at the inlet end of the first DOK (1); and a second temperature sensor for detecting a temperature at an input end of the DPF (2). [4] A control method of the exhaust aftertreatment device according to any one of claims 1 to 3, comprising: Determining whether a passive regeneration request is received; Opening the control valve (8) in response to a determination that the passive regeneration request is received; and Performing thermal management by the first processing device. [5] The control method according to claim 4, wherein the step of performing thermal management by the first processing device comprises: Obtaining the temperature at an input end of the first DOK (1); Determining that the temperature at the inlet end of the first DOK (1) exceeds a set temperature; Obtaining the flow rate of the exhaust gas flowing through the first DOK (1); Obtaining the temperature at the inlet of the DPF (2); Determining a pilot fuel quantity based on the temperature at the inlet end of the first DOK (1) and the flow rate of the exhaust gas flowing through the first DOK (2); Determining a corrected fuel quantity based on the temperature at the inlet end of the first DOK (1), the flow rate of the exhaust gas flowing through the first DOK (1) and the temperature at the inlet end of the DPF (2); Calculating a total fuel quantity equal to the sum of the pilot fuel quantity and the corrected fuel quantity; Comparison of the total fuel quantity with a target fuel quantity; and Assigning the total fuel amount to a regeneration fuel injection amount in response to a comparison that the total fuel amount is less than the target fuel amount. [6] The control method according to claim 5, wherein the step of performing thermal management by the first processing device further comprises: Assigning the target fuel amount to the regeneration fuel injection amount in response to a comparison that the total fuel amount is not less than the target fuel amount. [7] The control method according to claim 5, wherein the step of determining the pilot fuel amount based on the temperature at the inlet end of the first DOK (1) and the flow rate of the exhaust gas flowing through the first DOK (2) comprises: Q=flow rate of the exhaust gas flowing through the first DOK*hot melt of the exhaust gas*(setpoint of a regeneration temperature−the temperature at the inlet end of the first DOK), and the pilot fuel quantity = Q / a calorific value / a conversion efficiency of HC in the first DOK, where Q represents the heat quantity, the setpoint of the regeneration temperature, the calorific value and the conversion efficiency of HC in the first DOK (1) are all constants, and the hot melt of the exhaust gas is determined based on the temperature at the inlet end of the first DOK (1). [8] The control method according to claim 5, wherein the step of determining the corrected fuel quantity based on the temperature at the inlet end of the first DOK (1), the flow rate of the exhaust gas flowing through the first DOK (1) and the temperature at the inlet end of the DPF (2) comprises: Determining an upstream target temperature of the DPF (2) based on the temperature at the inlet end of the first DOK (1) and the flow rate of the exhaust gas flowing through the first DOK (1); Calculating a difference between the upstream target temperature of the DPF (2) and the temperature at the inlet end of the DPF (2); and Determine the corrected fuel quantity based on the difference. [9] The control method of claim 4, further comprising: Maintaining the control valve (8) closed in response to a determination that the passive regeneration request has not been received. [10] A vehicle comprising the exhaust aftertreatment device according to any one of claims 1 to 3.

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