CN113669135B

CN113669135B - DPF regeneration method, device, ECU and storage medium

Info

Publication number: CN113669135B
Application number: CN202110966317.0A
Authority: CN
Inventors: 朱兴军; 王树森; 刘海朋; 陈玉杰; 赵崇男
Original assignee: Weichai Power Co Ltd
Current assignee: Weichai Power Co Ltd
Priority date: 2021-08-23
Filing date: 2021-08-23
Publication date: 2023-01-24
Anticipated expiration: 2041-08-23
Also published as: CN113669135A

Abstract

The application provides a DPF regeneration method, a DPF regeneration device, an ECU and a storage medium. The method comprises the following steps: acquiring a first carbon loading of a DPF of an engine of a vehicle during vehicle traveling; when the first carbon loading capacity is equal to a first preset threshold value, acquiring road condition information of a path to be traveled by the vehicle; the first preset threshold is smaller than a first regeneration carbon load threshold for triggering the running regeneration of the DPF; acquiring the time for executing DPF driving regeneration according to the road condition information; when the time for executing the DPF driving regeneration is reached, the driving regeneration is executed on the DPF. The accuracy of determining the time for executing DPF regeneration is improved, and the efficiency of executing the running regeneration of the DPF is improved.

Description

DPF regeneration method, device, ECU and storage medium

Technical Field

The present application relates to vehicle engineering technologies, and in particular, to a DPF regeneration method, device, ECU, and storage medium.

Background

A Diesel Particulate Filter (DPF) is provided in an exhaust line of an engine of a vehicle to trap carbon particles in exhaust gas generated after combustion of Diesel. As the amount of carbon particulates trapped by the DPF (carbon loading for short) increases, the DPF carbon particulate trapping ability decreases. Therefore, when the carbon loading of the DPF reaches a preset threshold, the carbon particulates on the DPF need to be removed (i.e., DPF regeneration) to restore the particulate trapping capability of the DPF.

In the conventional method for controlling DPF regeneration, the time when the carbon loading of the DPF is equal to the preset threshold value is mainly used as the time when DPF running regeneration is performed. When the DPF running regeneration is performed, an Electronic Control Unit (ECU) of the vehicle engine controls an injector of the vehicle engine to inject diesel into an exhaust line, and the temperature in the exhaust line is increased by burning the diesel, so that the temperature in the exhaust line reaches a carbon particle burning condition, and the carbon particles on the DPF are burned and changed into gas, thereby removing the carbon particles on the DPF.

However, the accuracy of the timing of performing DPF regeneration determined by the above DPF regeneration method is poor, and the efficiency of performing regeneration of a DPF is low.

Disclosure of Invention

The application provides a DPF regeneration method, a DPF regeneration device, an ECU and a storage medium, so as to improve the accuracy of determining the time for executing DPF regeneration and the efficiency of executing DPF traveling regeneration.

In a first aspect, the present application provides a method of regenerating a DPF, the method comprising:

acquiring a first carbon loading of a DPF of an engine of a vehicle during vehicle traveling;

when the first carbon capacity is equal to a first preset threshold value, acquiring road condition information of a path to be traveled by the vehicle; the first preset threshold is smaller than a first regeneration carbon load threshold which triggers the DPF to perform running regeneration;

acquiring the time for executing the DPF driving regeneration according to the road condition information;

and when the time for executing the DPF driving regeneration is reached, executing the driving regeneration on the DPF.

Optionally, the road condition information is used to represent a first distance between the vehicle and a target road segment of the path to be traveled; the target road segment includes: the number of the congested road sections and/or the road sections with the traffic lights more than a preset number threshold;

the acquiring the time for executing the DPF driving regeneration according to the road condition information comprises:

acquiring a second distance and a third distance; the second distance is a distance that the vehicle is required to travel when the DPF increases from a first carbon loading to the first regenerated carbon loading threshold; the third distance is a distance required by the vehicle to travel in the process of performing traveling regeneration on the DPF;

and acquiring the time for executing the DPF driving regeneration according to the first distance, the second distance and the third distance.

Optionally, the obtaining the time for executing the DPF running regeneration according to the first distance, the second distance, and the third distance includes:

if the sum of the second distance and the third distance is smaller than or equal to the first distance, taking the moment when the DPF is increased from a first carbon loading to the first regeneration carbon loading threshold value as the moment when the DPF driving regeneration is executed; alternatively, the first and second electrodes may be,

and if the sum of the second distance and the third distance is greater than the first distance, acquiring the time for executing the DPF running regeneration according to the third distance and the first distance.

Optionally, the obtaining the time for executing the DPF running regeneration according to the third distance and the first distance includes:

acquiring a second carbon loading amount reached by the DPF after the vehicle passes through the target road section from the current position;

if the first distance is greater than or equal to the third distance and the second carbon loading amount is less than a second regeneration carbon loading amount threshold value for triggering the execution of parking regeneration on the DPF, taking the moment after the vehicle passes through the target road section as the moment for executing the driving regeneration of the DPF; alternatively, the first and second electrodes may be,

if the first distance is greater than or equal to the third distance and the second carbon loading is greater than or equal to the second regeneration carbon loading threshold, taking the current moment as the moment when the DPF running regeneration is executed; alternatively, the first and second electrodes may be,

and if the first distance is smaller than the third distance and the second carbon loading is smaller than the second regeneration carbon loading threshold, taking the time after the vehicle passes through the target road section as the time for executing the DPF driving regeneration.

Optionally, after obtaining the second carbon load reached by the DPF after the vehicle passes through the target road segment from the current position, the method further includes:

and if the first distance is smaller than the third distance and the second carbon loading is greater than or equal to the second regeneration carbon loading threshold, outputting prompting information for executing parking regeneration on the DPF.

Optionally, the obtaining the second distance includes:

acquiring the second distance according to the first carbon loading and a preset first mapping relation; wherein the first mapping relationship comprises: carbon loading, a mapping relationship between carbon loading to increase to the first regenerative carbon loading threshold and a distance the vehicle is required to travel; alternatively, the first and second electrodes may be,

acquiring the second distance according to the first carbon loading, the running condition of the engine of the vehicle and a preset second mapping relation; wherein the second mapping relationship comprises: and the mapping relation among the carbon load, the running condition of the engine and the distance for increasing the carbon load to the first regenerated carbon load threshold value and the vehicle needs to travel.

Optionally, the obtaining the third distance includes:

the third distance is obtained from the time taken to perform the regeneration of the DPF and the speed of the vehicle.

In a second aspect, the present application provides a DPF regeneration device, the device comprising:

the system comprises a first acquisition module, a second acquisition module and a control module, wherein the first acquisition module is used for acquiring a first carbon loading of a DPF of an engine of a vehicle in the vehicle running process;

the second acquisition module is used for acquiring road condition information of a path to be traveled of the vehicle when the first carbon capacity is equal to a first preset threshold value; the first preset threshold is smaller than a first regeneration carbon load threshold which triggers the DPF to perform running regeneration;

the third acquisition module is used for acquiring the time for executing the DPF driving regeneration according to the road condition information;

and the processing module is used for executing the driving regeneration on the DPF when the time for executing the driving regeneration on the DPF is reached.

In a third aspect, the present application provides an ECU comprising: at least one processor, a memory;

the memory stores computer execution instructions;

the at least one processor executing the computer-executable instructions stored by the memory causes the ECU to perform the method of any one of the first aspects.

In a fourth aspect, the present application provides a computer-readable storage medium having stored thereon computer-executable instructions that, when executed by a processor, implement the method of any one of the first aspects.

The DPF regeneration method, the DPF regeneration device, the ECU and the storage medium can acquire the real-time carbon loading capacity of the DPF by acquiring the first carbon loading capacity of the DPF of an engine of a vehicle. By comparing the first carbon load of the DPF with a first preset threshold value that is less than a first regeneration carbon load threshold value that triggers the execution of the regeneration of the DPF, the timing of the execution of the regeneration of the DPF may be determined before the DPF reaches the carbon load that requires the regeneration of the DPF. Specifically, when the first carbon loading amount is equal to a first preset threshold, the ECU may acquire road condition information of a path to be traveled by the vehicle, so as to determine a time for performing DPF driving regeneration according to the road condition information. Compared with the existing DPF regeneration method, the carbon loading amount of the DPF is considered, the time for executing DPF regeneration is determined by combining the road condition information of the path to be traveled of the vehicle, and the accuracy for determining the time for executing DPF regeneration is improved. When the DPF regeneration is reached, the traveling regeneration of the DPF is executed, the possibility of failure of the DPF regeneration is reduced, and the efficiency of the DPF regeneration is improved.

Drawings

In order to more clearly illustrate the technical solutions in the present application or the prior art, the following briefly introduces the drawings needed to be used in the description of the embodiments or the prior art, and obviously, the drawings in the following description are some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without inventive labor.

FIG. 1 is a schematic view of a diesel engine;

FIG. 2 is a schematic flow diagram of a DPF regeneration process provided herein;

fig. 3 is a schematic flowchart of a method for obtaining a time for executing DPF driving regeneration according to road condition information according to the present application;

FIG. 4 is a schematic flow diagram of another DPF regeneration method provided herein;

FIG. 5 is a schematic structural diagram of a DPF regeneration device provided by the present application;

fig. 6 is a schematic structural diagram of an ECU provided by the present application.

Specific embodiments of the present application have been shown by way of example in the drawings and will be described in more detail below. The drawings and written description are not intended to limit the scope of the inventive concepts in any manner, but rather to illustrate the concepts of the application by those skilled in the art with reference to specific embodiments.

Detailed Description

To make the purpose, technical solutions and advantages of the present application clearer, the technical solutions in the present application will be clearly and completely described below with reference to the drawings in the present application, and it is obvious that the described embodiments are some, but not all embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

Several concepts related to the present application are explained and illustrated below.

Diesel particulate trap (Diesel particulate filters, DPF): the exhaust gas purifying device is arranged in an exhaust pipeline of an engine and used for trapping particulate matters in exhaust gas generated after diesel oil is combusted so as to reduce the emission of particulate matters of a vehicle. Wherein the particulate matter is mainly carbon particles.

Carbon loading: for characterizing the amount of carbon particulates trapped by the DPF.

And (3) DPF regeneration: when the carbon loading of the DPF reaches a preset threshold, an electronic control unit of the engine can control an oil injector of the engine to inject diesel oil into an exhaust pipeline of the engine. An Oxidation type catalytic converter (DOC) in the exhaust pipeline generates an Oxidation reaction under the action of Diesel oil, so that the temperature of the DPF in the exhaust pipeline is raised to the temperature at which particulate matters in the DPF can be combusted, and then the particulate matters in the DPF are combusted, so that the particulate matters in the DPF are removed, and the process of recovering the particulate matter trapping capacity of the DPF is realized.

Traveling regeneration: during normal operation of the vehicle engine, the ECU automatically determines whether DPF regeneration is to be performed. And if the ECU determines to control the DPF regeneration, controlling an oil injector of the engine to inject diesel oil into an exhaust pipeline. For example, the fuel injector may inject diesel fuel into the exhaust line via post injection, or alternatively, a Hydrocarbon (HC) injection system.

Parking regeneration: when the carbon loading of the DPF reaches a parking regeneration carbon loading threshold, the ECU sends out prompt information for prompting a user to stop the vehicle for parking regeneration. The user can start the parking regeneration by turning on the switch for the parking regeneration. The ECU controls to perform an operation of injecting diesel into an exhaust line of an engine to perform DPF regeneration after receiving a switch signal for a user to turn on parking regeneration.

For vehicles fueled by diesel fuel, the exhaust gas produced by the combustion of diesel fuel may contain particulate matter (primarily carbon particles). The particulate matter can cause serious harm to human health. Fig. 1 is a schematic structural view of a diesel engine. As shown in fig. 1, a DPF is installed in an exhaust line of a diesel engine to trap particulate matter in exhaust gas, thereby reducing emission of the engine to the atmosphere.

As the particulate matter (i.e., carbon loading) in the exhaust gas trapped by the DPF increases, the DPF may become clogged, resulting in a reduced ability of the DPF to trap particulate matter. Therefore, when the carbon loading of the DPF reaches a preset threshold, the ECU of the vehicle engine controls DPF regeneration to restore the particulate trapping capability of the DPF.

In the conventional method for controlling DPF regeneration, the time when the amount of carbon in the DPF is equal to the preset threshold value is mainly used as the time when the DPF running regeneration is performed. When the DPF running regeneration is performed, the ECU of the engine as shown in fig. 1 may control an injector of the vehicle engine to inject diesel into the exhaust line, increase the temperature in the exhaust line through diesel combustion, so that the temperature in the exhaust line reaches a carbon particle combustion condition, thereby burning carbon particles on the DPF into gas to remove the carbon particles on the DPF.

It should be understood that fig. 1 is merely an exemplary illustration of a portion of the structure of a diesel engine relevant to the present application, and the present application is not limited to whether the diesel engine further includes other components. For example, a DOC can also be provided between the fuel injector and the exhaust line.

In fact, however, the temperature in the exhaust line is also related to the speed of travel of the vehicle. The higher the running speed of the vehicle, the higher the temperature of the exhaust gas discharged after the engine burns diesel oil, and the higher the temperature in the exhaust line, and DPF regeneration can be smoothly performed with the assistance of temperature rise due to the combustion of diesel oil in the exhaust line. The lower the running speed of the vehicle, the lower the temperature of the exhaust gas discharged after the engine burns diesel oil, which in turn leads to a lower temperature in the exhaust line, and even if the temperature rises due to the combustion of diesel oil in the exhaust line, it may lead to a failure in the regeneration of the DPF because the temperature in the exhaust line does not reach the carbon particle combustion condition. That is, whether the DPF can be regenerated is also related to the traveling speed of the vehicle.

However, the existing DPF regeneration method determines the timing of performing DPF running regeneration based only on the carbon loading of the DPF. Therefore, the conventional DPF regeneration method has poor accuracy in determining the timing for performing DPF regeneration, and has low efficiency in performing regeneration of the DPF during driving.

In addition, the inventor finds through research that the driving speed of the vehicle is often related to the road condition of the path to be driven by the vehicle. For example, in a road section with no congestion and a small number of traffic lights, the running speed of the vehicle is high, and DPF regeneration can be smoothly performed. In a road section with congestion or a large number of traffic lights, the running speed of the vehicle is often low, which may cause failure of DPF regeneration.

Therefore, the application provides a method for determining the time for executing DPF regeneration by combining the carbon loading capacity of the DPF with the road condition of a path to be traveled by a vehicle, so as to improve the accuracy for determining the time for executing DPF regeneration. The road condition of the path to be traveled by the vehicle is combined, the time for executing DPF regeneration is determined, DPF regeneration can be started under a proper road condition, the possibility of DPF regeneration failure is reduced, and the efficiency of DPF regeneration is improved.

In a specific implementation, the main body of the method may be, for example, an ECU of an engine, or an ECU of a whole vehicle. It should be understood that the present application is not limited to the types of vehicles described above. The vehicle may be, for example, a car, a bus, a van, or the like.

The technical solution of the present application will be described in detail with reference to specific examples. These several specific embodiments may be combined with each other below, and details of the same or similar concepts or processes may not be repeated in some embodiments.

FIG. 2 is a schematic flow chart of a DPF regeneration method provided herein. As shown in fig. 2, the method comprises the steps of:

s101, acquiring a first carbon loading of a DPF of an engine of a vehicle in the vehicle running process.

Wherein the first carbon loading refers to a real-time carbon loading of the DPF.

It should be understood that the present application is not limited as to how the ECU obtains this first carbon loading. In particular, the existing method for acquiring the carbon loading of the DPF can be referred to. Illustratively, during the combustion of diesel fuel, the magnitude of the air excess factor affects whether the diesel fuel can be completely combusted, and further affects the amount of carbon particles in the exhaust gas. Therefore, the ECU can firstly acquire the excess air coefficient in the diesel combustion process according to the air intake quantity of the engine. Then, the ECU acquires the exhaust smoke degree of the engine according to the excess air coefficient and the mapping relation between the excess air coefficient and the exhaust smoke degree of the engine. The ECU can then determine the carbon loading of the DPF from the exhaust smoke level of the engine.

S102, judging whether the first carbon loading is equal to a first preset threshold value or not.

The first preset threshold is smaller than a first regeneration carbon load threshold for triggering the running regeneration of the DPF. For example, the first preset threshold may be pre-stored in the ECU by the user.

After acquiring the first carbon loading of the DPF, the ECU may determine whether the first carbon loading is equal to a first preset threshold. If yes, go to step S103. If not, optionally, the ECU returns to execute step S101 to obtain the first carbon loading of the DPF at the next acquisition time.

S103, acquiring road condition information of a path to be traveled by the vehicle.

The road condition information may be used to represent a first distance between the vehicle and a target road segment of the path to be traveled, for example. The target road segment may be, for example, a congested road segment, or a road segment having a traffic light number greater than a preset number threshold. Or, the road condition information may also be used to represent that the path to be traveled by the vehicle is congestion-free, and the number of traffic lights is less than or equal to the preset number threshold.

As a possible implementation manner, the ECU may acquire the road condition information of the path to be traveled by the vehicle from, for example, a vehicle-mounted navigation system of the vehicle. In this implementation, after determining that the first carbon loading is equal to the first preset threshold, the ECU may send a request for requesting to acquire road condition information of a path to be traveled by the vehicle to an on-board navigation system of the vehicle. Then, the vehicle-mounted navigation system can send the road condition information of the path to be traveled by the vehicle to the ECU. Accordingly, the ECU may receive the road condition information.

In this implementation, it should be understood that the present application does not limit the connection manner between the ECU and the car navigation system. For example, the ECU and the car navigation system may be connected through a Controller Area Network (CAN) communication manner. In addition, it should be understood that how the vehicle-mounted navigation system acquires the road condition information of the path to be traveled by the vehicle is not limited in the application. For example, the vehicle navigation system may determine a path to be traveled by the vehicle according to a current position of the vehicle and a target position of the vehicle input by a user. And then determining the road condition information of the path to be traveled according to the traveling speeds of a plurality of vehicles on the path to be traveled.

As another possible implementation manner, after determining that the first carbon content is equal to the first preset threshold, the ECU may further send a request for requesting to acquire road condition information of the path to be traveled by the vehicle to the user terminal, for example, to acquire the road condition information of the path to be traveled by the vehicle from the user terminal. The user terminal may be, for example, a mobile phone or a terminal device such as a tablet computer.

In this implementation, it should be understood that the connection mode between the ECU and the user terminal is not limited in the present application. For example, the ECU and the user terminal may be connected by wireless communication such as bluetooth. The method and the device for obtaining the road condition information of the path to be traveled of the vehicle by the user terminal are not limited. In a specific implementation, the existing method for determining the road condition information of the path may be referred to, and details are not repeated herein.

And S104, acquiring the time for executing DPF driving regeneration according to the road condition information.

Taking the example that the road condition information is used for representing the first distance between the vehicle and a target road section of the path to be traveled, wherein the target road section is a congested road section, or a road section with the number of traffic lights more than a preset number threshold, in the target road section, the traveling speed of the vehicle is generally slow, and the temperature in the exhaust pipeline is reduced rapidly.

If the ECU acquires the road condition information, optionally, the ECU may determine the time for performing the DPF running regeneration according to the first distance. Alternatively, if the vehicle can complete the driving regeneration before the vehicle has traveled the first distance, the ECU may determine the time to execute the DPF driving regeneration as the current time. That is to say, when determining that the target road section of the path to be traveled may cause the vehicle to travel at a slow speed, the ECU executes DPF running regeneration to prevent the vehicle from running regeneration in the target road section, thereby preventing diesel from being repeatedly injected into the exhaust pipe due to the low vehicle travel speed, and reducing consumption of diesel resources.

Alternatively, if the vehicle cannot complete the DPF running regeneration before the vehicle has traveled the first distance, the ECU may determine the time to execute the DPF running regeneration as the time after the DPF running regeneration has passed the target link. The DPF running regeneration is executed after the vehicle passes through the target road section, so that the running regeneration of the vehicle in the target road section can be avoided, the repeated injection of diesel oil into an exhaust pipeline due to the low running speed of the vehicle is avoided, and the consumption of diesel oil resources is reduced.

Taking the road condition information for representing that the paths to be traveled of the vehicle are all congestion-free road sections, or the number of traffic lights is less than or equal to the preset number threshold as an example, in the paths to be traveled, the traveling speed of the vehicle is generally high, the temperature in the exhaust pipeline is reduced slowly, and the temperature in the exhaust pipeline can be kept to meet the regeneration temperature of the DPF by the oil injector without injecting diesel oil into the exhaust pipeline for many times. Alternatively, in this example, the ECU may control the DPF to perform the running regeneration when it is determined that the first carbon loading is equal to the first regenerative carbon loading threshold described above. Or, the ECU may further output a prompt message for prompting the user to stop the vehicle and start the parking regeneration function when the first carbon loading amount is equal to the second regenerative carbon loading amount threshold for parking regeneration. Wherein the second regenerated carbon load threshold is greater than the first regenerated carbon load threshold.

And S105, when the time for executing the DPF driving regeneration is reached, executing the driving regeneration on the DPF.

When the time of executing DPF driving regeneration is reached, the ECU can control an oil injector of the engine to inject diesel oil into the smoke exhaust pipeline, so that the temperature in the exhaust pipeline meets the carbon particle combustion condition, and further the carbon particle combustion on the DPF is changed into gas to be discharged along with waste gas, and the DPF driving regeneration is realized.

In the present embodiment, the real-time carbon amount of the DPF may be acquired by acquiring the first carbon amount of the DPF of the engine of the vehicle. By comparing the first carbon load of the DPF with a first preset threshold value that is less than a first regeneration carbon load threshold value that triggers the execution of the regeneration of the DPF, the timing of the execution of the regeneration of the DPF may be determined before the DPF reaches the carbon load that requires the regeneration of the DPF. Specifically, when the first carbon loading is equal to the first preset threshold, the ECU may acquire road condition information of a path to be traveled by the vehicle, so as to determine a time for executing DPF driving regeneration according to the road condition information. Compared with the existing DPF regeneration method, the carbon loading amount of the DPF is considered, the time for executing DPF regeneration is determined by combining the road condition information of the path to be traveled of the vehicle, and the accuracy for determining the time for executing DPF regeneration is improved. When the DPF regeneration is reached, the traveling regeneration of the DPF is executed, the possibility of failure of the DPF regeneration is reduced, and the efficiency of the DPF regeneration is improved.

The road condition information is used to represent a first distance between the vehicle and a target road segment of the path to be traveled, and the target road segment includes: at least one of the congested road sections and the road sections with the traffic light quantity more than the preset quantity threshold value is taken as an example, and how the ECU obtains the time for executing DPF driving regeneration according to the road condition information is explained in detail. Fig. 3 is a schematic flow chart of a method for acquiring a time for executing DPF driving regeneration according to road condition information. As shown in fig. 3, as a possible implementation manner, the step S104 may include the following steps:

s201, acquiring a second distance and a third distance.

Wherein the second distance is a distance that the vehicle is required to travel when the DPF increases from the first carbon loading to the first regenerated carbon loading threshold. The third distance is a distance that the vehicle needs to travel during the execution of the traveling regeneration on the DPF.

How the ECU acquires the above-described second distance is exemplified below:

as a first possible implementation, the ECU may obtain the second distance according to the first carbon loading and the first mapping. Wherein the first mapping includes a mapping between carbon loading and a distance the vehicle is required to travel to increase carbon loading to a first regenerative carbon loading threshold.

The first mapping relationship may be pre-stored in the ECU by the user, that is, the first mapping relationship may be a preset first mapping relationship. Optionally, the first mapping relationship may be calibrated by offline experiments under conditions of different carbon loadings, for example, to ensure accuracy of determining the second distance.

For example, the first mapping relationship may be as shown in the following table 1:

TABLE 1

According to the map shown in table 1, assuming that the ECU determines that the first carbon loading is carbon loading 1, the second distance is distance 1.

As a second possible implementation manner, the ECU may further obtain the second distance according to the first carbon load, an operation condition of an engine of the vehicle, and the second mapping relationship, so as to improve accuracy of determining the second distance. Wherein, the second mapping relation comprises: the carbon load, the running condition of the engine, the distance for increasing the carbon load to the first regenerative carbon load threshold value and the mapping relation between the carbon load, the running condition of the engine and the distance for the vehicle to travel.

For example, the operation condition of the engine may include at least one operation condition related parameter such as the rotation speed of the engine and the fuel injection amount.

The second mapping relationship may be pre-stored in the ECU by the user, that is, the second mapping relationship may be a preset second mapping relationship. Optionally, the second mapping relationship may be calibrated by an offline experiment under different carbon loading conditions and different operating conditions of the engine, for example, to ensure accuracy of determining the second distance.

For example, the second mapping relationship may be as shown in the following table 2:

TABLE 2

According to the map shown in table 2, assuming that the ECU determines that the operating condition of the engine is operating condition 2 and the first carbon loading is carbon loading 1, the second distance is distance 21.

It should be understood that the present application is not limited to how the ECU obtains the second distance. The method for obtaining the second distance according to the first mapping relationship or the second mapping relationship is only a possible implementation manner provided by the present application. In specific implementation, the ECU may further obtain the second distance in other manners, which is not described herein again.

How the ECU obtains the third distance is exemplified below:

as a possible implementation, the ECU may acquire the third distance based on the time taken to perform the regeneration of the DPF and the speed of the vehicle.

Alternatively, the time taken to perform the regeneration of the DPF may be, for example, previously stored in the ECU by the user. Or, the ECU may further obtain the time taken to perform the driving regeneration on the DPF under the operating condition of the engine according to the operating condition of the engine and a third mapping relationship between the operating condition of the engine and the time taken to perform the driving regeneration on the DPF.

Alternatively, the ECU may predict the speed of the vehicle during the service regeneration of the DPF based on the current speed of the vehicle. Taking the example that the vehicle keeps running at a constant speed during the running regeneration of the DPF, the third distance is equal to the product of the time taken for the running regeneration of the DPF and the speed of the vehicle. If the vehicle is accelerated during the running regeneration of the DPF, the ECU may obtain the third distance according to a logic for calculating the third distance under a preset acceleration condition, based on a time taken to perform the running regeneration of the DPF and a speed of the vehicle. The specific implementation process is not described herein again.

As a second possible implementation manner, the ECU may further determine the third distance according to a fourth mapping relationship between the operating condition of the engine, and the distance required by the vehicle to travel during the running regeneration of the DPF. The fourth mapping relationship may be calibrated by a user through offline experiments, and is stored in the ECU in advance.

It should be understood that the present application is not limited to how the ECU obtains the third distance. The above method for obtaining the third distance is only a possible implementation manner provided by the present application. In specific implementation, the ECU may further obtain the third distance in other manners, which is not described herein again.

S202, acquiring the time for executing the DPF driving regeneration according to the first distance, the second distance and the third distance.

As a possible implementation manner, the ECU may determine the timing of performing the DPF running regeneration according to the sum of the second distance and the third distance, and the magnitude relation of the first distance.

If the sum of the second distance and the third distance is less than or equal to the first distance, the DPF can be completely driven and regenerated before the vehicle reaches the target road section. The ECU may perform the DPF trip regeneration when the first carbon loading increases to a first regeneration carbon loading threshold. Alternatively, the ECU may increase the time at which the DPF increases from the first carbon loading to the first regeneration carbon loading threshold as the time at which DPF drive regeneration is performed. Alternatively, the ECU may set the time at which the first carbon loading amount is equal to the first preset threshold (or the current time) as the time at which the DPF running regeneration is performed.

If the sum of the second distance and the third distance is greater than the first distance, it is described that if the DPF running regeneration is started when the first carbon loading is increased to the first regenerated carbon loading threshold, the DPF running regeneration cannot be completed until the target road section is reached. To avoid running regeneration of the DPF in the target road segment, the ECU may further determine a timing at which the DPF running regeneration is performed.

Alternatively, the ECU may acquire the time to execute the DPF running regeneration according to the third distance and the first distance.

In this implementation, as a possible implementation manner, the ECU may determine the time for performing the DPF running regeneration according to the second carbon loading amount reached by the DPF after the vehicle passes through the target road section from the current position, a second regeneration carbon loading amount threshold for triggering the DPF to perform the parking regeneration, and the third distance and the first distance.

In particular, the ECU may first obtain a second carbon loading achieved by the DPF after the vehicle passes through the target road segment from the current location. It should be understood that the present application is not limited as to how the ECU determines the second carbon loading described above. For example, the ECU may obtain the second carbon loading amount according to a mapping relationship among an engine operating condition, a vehicle driving distance, and a DPF carbon loading amount, which are stored in the ECU in advance.

If the first distance is greater than or equal to the third distance and the second carbon loading is less than a second regeneration carbon loading threshold value for triggering the execution of parking regeneration on the DPF, the vehicle can complete the driving regeneration of the DPF before the vehicle drives to the target road section. And the DPF, after the vehicle has passed through the target segment from the current location, may exceed the first regeneration carbon loading threshold but is less than the second regeneration carbon loading threshold. Alternatively, the ECU may set the time after the vehicle passes through the target road segment as the time when the DPF running regeneration is performed. Alternatively, the ECU may set the timing at which the first carbon loading amount is determined to be equal to the first preset threshold value (or the current timing) as the timing at which the DPF running regeneration is performed.

If the first distance is greater than or equal to the third distance and the second carbon loading is greater than or equal to the second regeneration carbon loading threshold, it indicates that the vehicle can complete the driving regeneration of the DPF before driving to the target road section. If the DPF is not subjected to driving regeneration before passing through the target road, the carbon loading of the DPF exceeds the second regeneration carbon loading threshold after the vehicle passes through the target road from the current position, which may cause a serious decrease in the particulate matter trapping capability of the DPF. Therefore, the ECU can set the current time as the time when the DPF running regeneration is performed.

If the first distance is less than the third distance and the second carbon loading is less than the second regeneration carbon loading threshold, it indicates that the vehicle cannot complete the driving regeneration of the DPF before driving to the target road section. And after the vehicle passes through the target road section from the current position, the carbon loading of the DPF does not exceed the second regeneration carbon loading threshold, and the particulate matter trapping capacity of the DPF does not seriously decrease. Therefore, the ECU can use the time after the vehicle passes through the target road section as the time for executing the DPF driving regeneration, so as to avoid the driving regeneration of the DPF in the target road section, further avoid repeatedly injecting diesel oil into the exhaust pipeline for many times due to low vehicle driving speed, and further reduce the consumption of diesel oil resources.

If the first distance is smaller than the third distance and the second carbon loading is larger than or equal to the second regenerated carbon loading threshold, it indicates that the vehicle cannot complete the driving regeneration of the DPF before driving to the target road section. And, after the vehicle passes through the target section from the current position, the carbon loading of the DPF may exceed the second regeneration carbon loading threshold, causing a serious decrease in the particulate matter trapping capacity of the DPF. Therefore, the DPF cannot be subjected to the traveling regeneration before the vehicle enters the target section, and the DPF cannot be subjected to the traveling regeneration after the vehicle passes through the target section. Alternatively, the ECU may output a prompt message for performing the parking regeneration on the DPF to prompt the user to stop the vehicle. After the vehicle is stopped, the user may turn on the switch for parking regeneration. The ECU may control to perform an operation of injecting diesel into an exhaust line of the engine to perform the parking regeneration of the DPF after receiving a switching signal for a user to turn on the parking regeneration.

In this embodiment, when the target road section of the route to be traveled by the vehicle is a congested road section or a road section of which the traffic light quantity is greater than the preset quantity threshold, the time for performing the DPF running regeneration is determined according to a first distance between the vehicle and the target road section of the route to be traveled, a second distance required by the vehicle when the DPF is increased from the first carbon loading quantity to the first regenerated carbon loading quantity threshold, and a third distance required by the vehicle in the process of performing the running regeneration on the DPF, so that the DPF regeneration is not performed in the target road section any more. By the method, the temperature in the exhaust pipeline is prevented from being reduced quickly due to the fact that the vehicle runs at a low speed in the target road section, and then the diesel oil is prevented from being repeatedly sprayed into the exhaust pipeline, so that the effects of reducing consumption of diesel oil resources and improving the efficiency of DPF regeneration are achieved.

FIG. 4 is a schematic flow diagram of another DPF regeneration method provided herein. As shown in fig. 4, the method comprises the steps of:

s301, acquiring a first carbon loading of a DPF of an engine of the vehicle in the vehicle running process.

S302, whether the first carbon loading is equal to a first preset threshold value or not is judged.

If yes, go to step S303. If not, the method returns to step S301 to obtain the first carbon loading of the DPF of the engine at the next collection time.

S303, acquiring a first distance between the vehicle and a congested road section or a road section with the traffic light quantity more than a set quantity threshold value from the vehicle-mounted navigation system.

S304, acquiring a second distance required by the vehicle when the DPF is increased from the first carbon loading to the first regeneration carbon loading threshold, and acquiring a third distance required by the vehicle in the process of carrying out vehicle regeneration on the DPF.

Optionally, the method for acquiring the second distance and the third distance by the ECU may refer to the method described in the foregoing embodiment, and details are not repeated herein.

It should be understood that fig. 4 is an exemplary illustration of the method, which is performed first in step S303 and then in step S304. In a specific implementation, the ECU may first perform step S304 and then perform step S303. Alternatively, the above-described step S303 and step S304 are performed simultaneously.

S305, judging whether the sum of the second distance and the third distance is smaller than or equal to the first distance.

If so, indicating that the vehicle can complete DPF regeneration before reaching the target road segment, the ECU may perform step S306 to perform DPF regeneration when the first carbon loading increases to a first regeneration carbon loading threshold.

If not, the DPF running regeneration is started when the first carbon loading is increased to the first regeneration carbon loading threshold, and the DPF running regeneration cannot be completed until the target road section is reached. Alternatively, the ECU may perform steps S307-S312 to determine when to perform DPF regeneration.

S306, the time when the DPF is increased from the first carbon load to the first regeneration carbon load threshold is taken as the time when the DPF driving regeneration is executed.

And S307, acquiring a second carbon loading amount reached by the DPF after the vehicle passes through the target road section from the current position.

S308, judging whether the first distance is larger than or equal to the third distance.

S309, judging whether the second carbon loading amount is smaller than a second regeneration carbon loading amount threshold value for triggering the execution of parking regeneration on the DPF.

It should be understood that the ECU may also execute the above steps S308 and S309 at the same time, or execute step S309 first and then execute step S308.

If the first distance is greater than or equal to the third distance and the second carbon loading amount is less than a second regeneration carbon loading amount threshold value triggering the execution of the parking regeneration on the DPF, step S310 is executed to use a time after the vehicle passes through the target road segment as a time when the DPF driving regeneration is executed.

If the first distance is less than the third distance and the second carbon loading amount is greater than or equal to the second regeneration carbon loading amount threshold, step S311 is performed to output a prompt message for performing parking regeneration on the DPF.

If the first distance is greater than or equal to the third distance and the second carbon loading is greater than or equal to the second regeneration carbon loading threshold, step S312 is executed to use the current time as the time for executing the DPF running regeneration.

If the first distance is less than the third distance and the second carbon loading is less than the second regeneration carbon loading threshold, step S310 is executed to use the time after the vehicle passes through the target road segment as the time for executing the DPF running regeneration. (this case is not shown in FIG. 4)

And S310, taking the time after the vehicle passes through the target road section as the time for executing the DPF driving regeneration.

After performing the step S310, the ECU may perform a step S313 to perform the traveling regeneration of the DPF.

And S311, outputting prompting information for executing the parking regeneration on the DPF.

After the execution of this step S311, the ECU may execute a step S314 to perform parking regeneration on the DPF.

And S312, taking the current time as the time for executing the DPF running regeneration.

After performing the step S312, the ECU may perform a step S313 to perform the traveling regeneration of the DPF.

And S313, carrying out DPF driving regeneration when the time for carrying out DPF driving regeneration is reached.

And S314, after receiving the parking regeneration signal input by the user, performing parking regeneration on the DPF.

In this embodiment, the ECU may obtain the first distance between the vehicle and the congested road segment from the vehicle-mounted navigation system, or the number of the traffic lights is greater than the first distance of the road segment with the number threshold, so that convenience in obtaining the first distance is improved. And when the sum of the second distance and the third distance is less than or equal to the first distance, taking the moment when the DPF is increased from the first carbon loading amount to the first regeneration carbon loading amount threshold value as the moment when the DPF driving regeneration is executed. When the sum of the second distance and the third distance is larger than the first distance, the time for executing DPF driving regeneration is further determined according to the magnitude relation between the first distance and the third distance and the magnitude of the second carbon loading amount and the magnitude of the second regenerated carbon loading amount threshold value, so that the DPF regeneration can not be executed when the vehicle approaches the congested road section or the number of traffic lights is more than the set number threshold value. By the method, the temperature in the exhaust pipeline is prevented from being reduced quickly due to the fact that the vehicle runs at a low speed in the target road section, and then the diesel oil is prevented from being repeatedly sprayed into the exhaust pipeline for many times, so that the effects of reducing consumption of diesel oil resources and improving the efficiency of DPF regeneration are achieved.

In addition, the DPF driving regeneration is carried out when the vehicle is not in the congested road section or the number of the traffic lights is more than that of the road section with the number threshold value, so that potential safety hazards to pedestrians around the vehicle due to overhigh temperature of the DPF driving regeneration are avoided, and the driving safety is improved.

Fig. 5 is a schematic structural diagram of a DPF regeneration device provided by the present application. As shown in fig. 5, the apparatus includes: a first obtaining module 401, a second obtaining module 402, a third obtaining module 403, and a processing module 404. Wherein the content of the first and second substances,

the first acquisition module 401 is configured to acquire a first carbon loading of a DPF of an engine of a vehicle during a vehicle traveling.

A second obtaining module 402, configured to obtain road condition information of a path to be traveled by the vehicle when the first carbon loading is equal to a first preset threshold. Wherein the first preset threshold is less than a first regeneration carbon load threshold that triggers the execution of a trip regeneration on the DPF.

A third obtaining module 403, configured to obtain a time for executing the DPF running regeneration according to the road condition information.

And the processing module 404 is used for executing the DPF running regeneration when the time for executing the DPF running regeneration is reached.

Optionally, the road condition information is used to represent a first distance between the vehicle and a target road segment of the path to be traveled; the target road segment includes: and the number of the congested road sections and/or the road sections with the traffic lights more than a preset number threshold value.

In this implementation, the third obtaining module 403 is specifically configured to obtain the second distance and the third distance; and acquiring the time for executing the DPF traveling regeneration according to the first distance, the second distance and the third distance. Wherein the second distance is a distance that the vehicle is required to travel when the DPF increases from a first carbon loading to the first regenerated carbon loading threshold; the three distances are distances required by the vehicle to travel in the process of executing traveling regeneration on the DPF.

Optionally, the third obtaining module 403 is specifically configured to, when the sum of the second distance and the third distance is smaller than or equal to the first distance, increase the DPF from the first carbon loading to the first regenerated carbon loading threshold as a time when the DPF running regeneration is performed; or when the sum of the second distance and the third distance is larger than the first distance, acquiring the time for executing the DPF running regeneration according to the third distance and the first distance.

Optionally, the third obtaining module 403 is specifically configured to obtain a second carbon loading reached by the DPF after the vehicle passes through the target road segment from the current location; when the first distance is greater than or equal to the third distance and the second carbon loading amount is less than a second regeneration carbon loading amount threshold value triggering the execution of parking regeneration on the DPF, taking the moment after the vehicle passes through the target road section as the moment when the DPF driving regeneration is executed; or when the first distance is greater than or equal to the third distance and the second carbon load is greater than or equal to the second regeneration carbon load threshold value, taking the current moment as the moment when the DPF running regeneration is executed; or, when the first distance is smaller than the third distance and the second carbon loading is smaller than the second regeneration carbon loading threshold, a time after the vehicle passes through the target road section is taken as a time when the DPF running regeneration is performed.

Optionally, the DPF regeneration apparatus may further include an output module 405 configured to, after obtaining a second carbon loading reached by the DPF after the vehicle passes through the target road section from the current position, output a prompt message for parking regeneration performed on the DPF when the first distance is less than the third distance and the second carbon loading is greater than or equal to the second regeneration carbon loading threshold.

Optionally, the third obtaining module 403 is specifically configured to obtain the second distance according to the first carbon loading and a preset first mapping relationship; or acquiring the second distance according to the first carbon load, the running condition of the engine of the vehicle and a preset second mapping relation. Wherein the first mapping relationship comprises: carbon loading, carbon loading increase to the first regenerative carbon loading threshold, and a mapping between the distance the vehicle is required to travel. Wherein the second mapping relationship comprises: and the mapping relation among the carbon load, the running condition of the engine and the distance for increasing the carbon load to the first regenerated carbon load threshold value and the vehicle needs to travel.

Optionally, the third obtaining module 403 is specifically configured to obtain the third distance according to a time taken to perform the driving regeneration on the DPF and a speed of the vehicle.

The DPF regeneration device provided by the present application is used for executing the aforementioned DPF regeneration method embodiments, and the implementation principle and the technical effect thereof are similar, and are not described again.

Fig. 6 is a schematic structural diagram of an ECU provided by the present application. As shown in fig. 6, the ECU500 may include: at least one processor 501 and memory 502.

The memory 502 is used for storing programs. In particular, the program may include program code including computer operating instructions.

Memory 502 may include high-speed RAM memory, and may also include non-volatile memory (non-volatile memory), such as at least one disk memory.

The processor 501 is configured to execute computer-executable instructions stored in the memory 502 to implement the DPF regeneration method described in the foregoing method embodiments. The processor 501 may be a Central Processing Unit (CPU), an Application Specific Integrated Circuit (ASIC), or one or more Integrated circuits configured to implement the embodiments of the present Application.

Optionally, the ECU500 may also include a communication interface 503. In a specific implementation, if the communication interface 503, the memory 502 and the processor 501 are implemented independently, the communication interface 503, the memory 502 and the processor 501 may be connected to each other through a bus and perform communication with each other. The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, an Extended ISA (EISA) bus, or the like. Buses may be classified as address buses, data buses, control buses, etc., but do not represent only one bus or type of bus.

Optionally, in a specific implementation, if the communication interface 503, the memory 502, and the processor 501 are integrated into a chip, the communication interface 503, the memory 502, and the processor 501 may complete communication through an internal interface.

The present application also provides a computer-readable storage medium, which may include: various media capable of storing program codes, such as a usb disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and in particular, the computer-readable storage medium stores program instructions, and the program instructions are used in the method in the foregoing embodiments.

The present application also provides a program product comprising execution instructions stored in a readable storage medium. The at least one processor of the ECU may read the execution instructions from the readable storage medium, and the execution of the execution instructions by the at least one processor causes the ECU to implement the DPF regeneration method provided in the various embodiments described above.

The present application further provides a vehicle including the above ECU. The ECU is used to implement the DPF regeneration method provided in the various embodiments described above. The vehicle has the technical effect similar to the DPF regeneration method, and the detailed description is omitted. It should be understood that the vehicle may also include other components, such as, but not limited to, the engine shown in fig. 1, for example.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit the same; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art will understand that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A method of regenerating a DPF, the method comprising:

when the first carbon capacity is equal to a first preset threshold value, acquiring road condition information of a path to be traveled by the vehicle; the first preset threshold is smaller than a first regeneration carbon load threshold for triggering the driving regeneration of the DPF;

acquiring the time for executing the DPF driving regeneration according to the road condition information, wherein the road condition information is used for representing a first distance between the vehicle and a target road section of the path to be driven; the target road segment includes: the number of the congested road sections and/or the road sections with the traffic lights more than a preset number threshold value;

acquiring a second distance and a third distance; said second distance is the distance said vehicle is required to travel when said DPF increases from a first carbon loading to said first regenerated carbon loading threshold; the third distance is a distance required by the vehicle to travel in the process of performing traveling regeneration on the DPF;

acquiring the time for executing the DPF driving regeneration according to the first distance, the second distance and the third distance;

the obtaining the time for executing the DPF running regeneration according to the first distance, the second distance, and the third distance includes:

if the sum of the second distance and the third distance is smaller than or equal to the first distance, taking the moment when the DPF is increased from the first carbon loading amount to the first regeneration carbon loading amount threshold value as the moment when the DPF running regeneration is executed; alternatively, the first and second electrodes may be,

if the sum of the second distance and the third distance is greater than the first distance, acquiring the time for executing the DPF running regeneration according to the third distance and the first distance;

the obtaining the time for executing the DPF running regeneration according to the third distance and the first distance includes:

if the first distance is smaller than the third distance and the second carbon loading is smaller than the second regeneration carbon loading threshold, taking the moment after the vehicle passes through the target road section as the moment for executing the DPF driving regeneration; and when the time for executing the DPF driving regeneration is reached, executing the driving regeneration on the DPF.

2. The method of claim 1, wherein after said obtaining a second carbon load reached by the DPF after the vehicle has traveled the target segment from a current location, the method further comprises:

and if the first distance is smaller than the third distance and the second carbon loading amount is larger than or equal to the second regeneration carbon loading amount threshold value, outputting prompt information for executing parking regeneration on the DPF.

3. The method of claim 1 or 2, wherein said obtaining a second distance comprises:

acquiring the second distance according to the first carbon loading, the running condition of the engine of the vehicle and a preset second mapping relation; wherein the second mapping relationship comprises: the mapping relation among the carbon load, the running condition of the engine and the distance for increasing the carbon load to the first regenerative carbon load threshold value and the vehicle needs to run.

4. The method of claim 1 or 2, wherein said obtaining a third distance comprises:

5. A DPF regeneration device, characterized in that said device is adapted to perform the method of any one of claims 1-4, said device comprising:

the second acquisition module is used for acquiring road condition information of a path to be traveled by the vehicle when the first carbon loading capacity is equal to a first preset threshold value; the first preset threshold is smaller than a first regeneration carbon load threshold which triggers the DPF to perform running regeneration;

6. An ECU, characterized by comprising: at least one processor, a memory;

the memory stores computer-executable instructions;

the at least one processor executing the computer-executable instructions stored by the memory causes the ECU to perform the method of any one of claims 1-4.

7. A computer-readable storage medium having computer-executable instructions stored thereon which, when executed by a processor, implement the method of any one of claims 1-4.