CN114753907A

CN114753907A - Control method and device of particle catcher, storage medium and vehicle

Info

Publication number: CN114753907A
Application number: CN202210493686.7A
Authority: CN
Inventors: 安泽伟; 王谦; 张广军; 王桂洋; 陈国栋; 王昊; 王健强; 王建勇; 闫朝亮; 赵弘志
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2022-05-07
Filing date: 2022-05-07
Publication date: 2022-07-15
Anticipated expiration: 2042-05-07
Also published as: CN114753907B

Abstract

The invention discloses a control method and device of a particle catcher, a storage medium and a vehicle. Wherein, the method comprises the following steps: acquiring the current working state of the particle catcher; responding to the current working state to represent that the particle catcher enters into active regeneration, and acquiring the initial temperature inside the particle catcher; determining control data for the particle trap based on material data and an initial temperature within the particle trap, wherein the material data is indicative of a mass of a material within the particle trap; based on the control data, the particle catcher is controlled to adjust the current operating state. The invention solves the technical problem of high damage rate of the particle catcher.

Description

Control method and device of particle catcher, storage medium and vehicle

Technical Field

The invention relates to the field of vehicles, in particular to a control method and device of a particle catcher, a storage medium and a processor.

Background

At present, the damage rate of the vehicle particle catcher is high due to the fact that main manufacturing materials of the vehicle particle catcher are prone to cracking when the main manufacturing materials exceed a certain temperature, and the problem that the damage rate of the vehicle particle catcher is high is solved.

In view of the above-mentioned prior art problem of high damage rate of the particulate trap when the vehicle enters into the active regeneration, no effective solution has been proposed yet.

Disclosure of Invention

The embodiment of the invention provides a control method and device of a particle catcher, a storage medium and a processor, which at least solve the technical problem that the damage rate of the particle catcher is high when a vehicle enters an active regeneration condition.

According to an aspect of an embodiment of the present invention, there is provided a method of controlling a particle trap, comprising: acquiring the current working state of the particle catcher; responding to the current working state to represent that the particle catcher enters into active regeneration, and acquiring the initial temperature inside the particle catcher; determining control data for the particulate trap based on material data and an initial temperature inside the particulate trap, wherein the material data is used to characterize a mass of a material in the particulate trap; based on the control data, the particle catcher is controlled to adjust the current operating state.

Optionally, determining control data for the particle trap based on the material data and the initial temperature of the particle trap comprises: determining a compensated temperature for the initial temperature based on the material data; compensating the initial temperature based on the compensation temperature; control data is determined based on the compensated initial temperature.

Optionally, determining a compensated temperature for the initial temperature based on the material data comprises: determining a compensated temperature based on at least one of the following in the material data: oxygen flow, carbon loading, exhaust flow, and ash mass.

Optionally, determining control data based on the compensated initial temperature comprises: determining a filter coefficient corresponding to the exhaust flow rate based on the exhaust flow rate in the substance data; determining a filter function corresponding to the exhaust flow as a filter coefficient of the filter function; processing the compensated initial temperature through a filter function of a filter coefficient to obtain the actual temperature of the particle catcher when the active regeneration is stable; based on the actual temperature, control data is determined.

Optionally, the determining of the control data based on the actual temperature comprises: in response to the actual temperature being greater than or equal to the temperature threshold, the control data controls the particulate trap to adjust the current operating state from active regeneration to inactive regeneration.

Optionally, the method further comprises: acquiring current working condition data of the particle catcher based on the current working state; determining working time under working conditions corresponding to the working condition data in response to the working condition data meeting a working condition data threshold, wherein the working condition data threshold is used for representing a value range of the working condition data; and responding to the working time being larger than the time threshold value and the working condition belonging to the normal working condition, and converting the active regeneration of the particle catcher into the inactive regeneration.

Optionally, the method further comprises: acquiring current working condition data of the particle catcher based on the current working state; determining working time under working conditions corresponding to the working condition data in response to the working condition data meeting a working condition data threshold, wherein the working condition data threshold is used for representing a value range of the working condition data; and responding to the condition that the working time is greater than the time threshold and the working condition belongs to the abnormal working condition, and performing concentration protection on the particle catcher.

According to another aspect of embodiments of the present invention, there is also provided a control device of a particle trap, including: the first acquisition unit is used for acquiring the current working state of the particle catcher; the second acquisition unit is used for responding to the current working state and representing that the particle trap enters into active regeneration, and acquiring the initial temperature inside the particle trap; a determination unit for determining control data for the particle trap based on material data and an initial temperature inside the particle trap, wherein the material data is used to characterize a mass of a material in the particle trap; and the control unit is used for controlling the particle catcher to adjust the current working state based on the control data.

According to another aspect of the embodiments of the present invention, there is also provided a computer-readable storage medium. The computer-readable storage medium comprises a stored program, wherein the program, when executed, controls an apparatus in which the computer-readable storage medium is located to perform a method for controlling a particle trap according to an embodiment of the invention.

According to another aspect of the embodiment of the invention, a vehicle is also provided. The vehicle is adapted to carrying out the method for controlling the particle trap of the embodiment of the invention.

In the embodiment of the invention, the current working state of the particle catcher is obtained; responding to the current working state to represent that the particle catcher enters into active regeneration, and acquiring the initial temperature inside the particle catcher; determining control data for the particulate trap based on material data and an initial temperature inside the particulate trap, wherein the material data is used to characterize a mass of a material in the particulate trap; based on the control data, the particle catcher is controlled to adjust the current operating state. That is to say, when the vehicle enters the active regeneration, the internal temperature of the particle trap is determined based on the material data in the trap, so that the temperature of the particle trap is corrected, the technical effect of reducing the damage rate of the particle trap when the vehicle enters the active regeneration is further realized, and the technical problem of high damage rate of the particle trap when the vehicle enters the active regeneration is solved.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the invention without limiting the invention. In the drawings:

FIG. 1 is a flow chart of a method of controlling a particle trap according to an embodiment of the present invention;

FIG. 2 is a flow chart of a control strategy for actively regenerating a lower particulate trap, according to an embodiment of the present disclosure;

FIG. 3 is a schematic diagram of a control module for actively regenerating a lower particulate trap, according to an embodiment of the present disclosure;

FIG. 4 is a graphical representation of combustion temperature rise for different amounts of carbon at the same starting temperature and oxygen flow rate in accordance with an embodiment of the present invention;

FIG. 5 is a schematic diagram of a range of values for a particular operating condition under active regeneration, according to an embodiment of the present invention;

fig. 6 is a schematic view of a control device of a particle trap according to an embodiment of the invention.

Detailed Description

In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. 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 invention.

It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Moreover, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

Example 1

There is thus provided in accordance with an embodiment of the invention an embodiment of a method for controlling a vehicle trap, it being noted that the steps illustrated in the flowchart of the accompanying drawings may be carried out in a computer system such as a set of computer executable instructions and that, although a logical ordering is shown in the flowchart, in some cases the steps illustrated or described may be carried out in an order different than that shown.

Fig. 1 is a flow chart of a method of controlling a particle trap according to an embodiment of the present invention, which may include the steps of, as shown in fig. 1:

step S102, obtaining the current working state of the particle catcher.

In the technical solution provided by S102 in the foregoing step of the embodiment of the present invention, by operating a Control program of an Electronic Control Unit (ECU) of a vehicle, various parameters including an air-fuel ratio, a temperature, a calculated carbon amount, an ash amount, and the like are obtained, so as to achieve a purpose of obtaining a current working state of a Particulate Filter, where the current working state may be used to represent that the vehicle enters active regeneration or inactive regeneration, the Particulate Filter may be a Gasoline Particulate Filter (GPF), and may be a Diesel Particulate Filter (DPF), where the vehicle may be an automobile, an electric automobile, a bus, and the like.

Optionally, most of the particulate traps are of a wall-flow structure, the main material of the particulate traps can be cordierite, the particulate traps can be mainly applied to Gasoline Direct Injection (GDI) engines, the purpose of removing soot is achieved by trapping the soot particulate matters in exhaust gas on a wall surface, so that the emission of vehicle particulate matters is reduced, because the cordierite has the characteristic of a certain temperature tolerance limit, when the temperature exceeds a certain temperature, the particulate traps are easy to be locally cracked, so that the effect of intercepting soot is lost, vehicle instruments can correspondingly report faults, at this time, in order to normally exert the effect of intercepting soot by vehicles, the particulate traps need to be maintained or replaced, the traditional temperature-discharge protection measures are that when the vehicles are not regenerated, the temperature at the inlet of the particulate traps is used as a reference, the internal temperature is calculated by using a temperature model, when the temperature exceeds a certain threshold value, the air-fuel ratio is enriched to reduce the temperature, the air-fuel ratio is the mass ratio of air to fuel in the mixed gas and can be the gram of air consumed by each gram of fuel when being combusted, the temperature exhaust protection measures have a certain protection effect on the particle trap, but the influences of carbon burning, carbon quantity increase, ash accumulation and specific working conditions on the exhaust temperature of the particle trap when the vehicle is actively regenerated are not considered, and the problem that the particle trap is easily damaged when the vehicle is actively regenerated still exists.

Alternatively, when the carbon loading of the particulate trap reaches a set regeneration limit, the particulate trap may be periodically regenerated to restore the filtering function of the particulate trap, due to the problem of increased exhaust backpressure, deteriorated engine fuel economy, etc., caused by the clogging of the particulate trap caused by the continuous accumulation of soot particulates.

And step S104, responding to the current working state for representing that the particle trap enters into active regeneration, and acquiring the initial temperature inside the particle trap.

In the technical solution provided by S104 in the above step of the embodiment of the present invention, after obtaining the current operating state of the particle trap, it is determined whether the particle trap enters an active regeneration state, and when the particle trap enters the active regeneration state, an initial temperature inside the particle trap is obtained, where the initial temperature may be used to represent a temperature when the particle trap does not perform active regeneration, may be a port temperature when the particle trap does not start active regeneration at the current time, and may be a temperature inside the particle trap calculated by using a temperature model under the inactive regeneration, with the temperature at the inlet of the particle trap being a reference, and may be represented by T0.

Alternatively, the control of the air/fuel ratio may be used to increase the oxygen content of the exhaust of the particulate trap to rapidly oxidize the particulate matter for the purpose of purging the particulate matter from the particulate trap, a strategy referred to as an "active regeneration strategy," whereby the vehicle enters active regeneration when the strategy is activated.

Alternatively, the temperature T0 inside the particulate trap may be determined by the exhaust temperature control module when the particulate trap enters the active regeneration state, so as to obtain the initial temperature inside the particulate trap.

Step S106 is to determine control data for the particulate trap based on the material data and the initial temperature within the particulate trap, wherein the material data is used to characterize the mass of the material within the particulate trap.

In the technical solution provided in S106 of the foregoing step in the embodiment of the present invention, after the initial temperature and the material data inside the particulate trap are obtained first, and the initial temperature and the material data inside the particulate trap are determined, the control data of the particulate trap may be determined based on the obtained initial temperature and the obtained material data inside the particulate trap, where the material data is used to characterize the mass of the material in the particulate trap, and may be extracted by a vehicle active regeneration control module, and may be a gaseous material or a solid material, for example, the material may be oxygen flow, carbon amount, exhaust gas mass, ash mass, and the like, which is only exemplified here and does not specifically limit the specific form of the material.

Optionally, when the vehicle is in an inactive regeneration mode, a weak oxidation-reduction reaction occurs inside the particle trap, wherein the oxidation-reduction reaction may be a reaction between gaseous pollutants in the material data, and the reaction between the gaseous pollutants has a weak influence on temperature increase, and when the vehicle is in an active regeneration mode, a combustion reaction of solid carbon particles in the material data occurs inside the particle trap, which may cause the temperature to increase too fast, the conventional exhaust temperature protection model is based on the inlet temperature of the particle trap, and determines whether the internal temperature exceeds a temperature threshold, and does not consider the temperature increase of the vehicle due to carbon burning under the active regeneration mode, so that the conditions that the inlet temperature of the particle trap is low, the internal temperature is over-high, and the particle trap is easily cracked; under the same temperature and oxygen flow, along with the increase of the carbon amount, the combustion rate of carbon in the particle trap is accelerated, so that the temperature is increased more obviously, therefore, on the basis of not considering the influence of carbon burning on the exhaust temperature when the vehicle is actively regenerated, the problem that the temperature of the particle trap is increased more obviously due to the increase of the carbon content in the particle trap is not considered, and the condition that the main body of the particle trap is burnt and cracked is easily caused when the vehicle is actively regenerated.

Alternatively, ash is a salt substance generated after impurities in vehicle fuel are combusted, and can be calcium oxide, iron oxide and the like, and is accumulated in the particle catcher, the number of kilometers of the vehicle is gradually increased along with the increase of the number of running kilometers of the vehicle, and more heat absorbed during carbon combustion is accumulated on the particle catcher body and cannot be regenerated or reduced, so that the temperature of the particle catcher is obviously increased due to the fact that the vehicle does not consider the increase of the carbon quantity, and the situation that the particle catcher is burnt out is easier to occur.

Alternatively, through vehicle big data collection and analysis techniques, it has been found that some fixed conditions may result in a sudden increase in particulate trap flow or a sudden increase in front row temperature, and in such cases, the increase in particulate trap model temperature may be somewhat retarded from the actual temperature, such that the particulate trap may be more easily burned without considering the increased carbon and ash effects, which may cause the particulate trap temperature to increase more significantly.

And step S108, controlling the particle catcher to adjust the current working state based on the control data.

In the technical solution provided in S108 of the foregoing step of the embodiment of the present invention, after the control data of the particle trap is obtained and the control data of the particle trap is determined, the particle trap may be controlled to adjust the current working state based on the control data, where the working state may be used to represent the state of the particle trap.

Alternatively, the control data may be used to control the current operating state of the particulate trap, for example, whether the particulate trap is actively regenerated or not may be controlled by a vehicle active regeneration control module in a control routine, the air-fuel ratio, the temperature, the calculated carbon amount, the ash amount, etc. may be controlled.

It should be noted that the method for controlling the operation state of the particulate trap is only an example of the embodiment of the present invention, and the embodiment of the present invention does not limit the operation state of the particulate trap to be controlled by the vehicle active regeneration control module, and any method that can be used for controlling the operation state of the particulate trap is within the scope of the embodiment, and is not illustrated here.

In the above steps S102 to S108, by capturing the current working state of the particle catcher, on the basis of the existing temperature of the particle catcher model, the influence on the internal substance is considered, and the working state is switched to the working state adapted to the current situation of the particle catcher based on the acquired data, so that the purpose of real-time monitoring and protection of the particle catcher is achieved, and the problems that the damage of the particle catcher cannot be found in time and the damage rate of the particle catcher is high under active regeneration are effectively prevented.

The above-described method of this embodiment is further described below.

As an alternative embodiment, step S106, determining control data for the particle trap based on the material data and the initial temperature of the particle trap, comprises: determining a compensated temperature for the initial temperature based on the material data; compensating the initial temperature based on the compensation temperature; control data is determined based on the compensated initial temperature.

In this embodiment, after the material data in the particle trap is obtained first and the material data of the particle trap is determined, a compensation temperature for an initial temperature of the particle trap may be determined based on the obtained material data, and the obtained initial temperature may be compensated accordingly, after the initial temperature is compensated, the compensated initial temperature is obtained first and the compensated initial temperature is determined, and then the control data of the particle trap may be determined based on the compensated initial temperature, wherein the compensation temperature may be represented by Δ T, and the compensated initial temperature may be represented by a corrected internal temperature of the particle trap and may be represented by T1.

Alternatively, the internal temperature of the particle trap may be determined by a vent temperature control module in a control program of the vehicle electronic control unit, a compensated temperature for the internal temperature of the particle trap may be determined based on the material data, and control data for the particle trap may be determined based on the compensated internal temperature of the particle trap.

In the embodiment of the invention, the influence of the material data on the internal temperature of the particle trap is considered, the initial temperature is compensated, so that a proper correction temperature is obtained, whether a cooling measure is called or not is judged through the determined parameters and the corrected temperature, and the cooling measure can be a cooling measure such as enrichment protection and the like on the particle trap according to a preset temperature tolerance threshold value in the particle trap.

As an alternative embodiment, determining the compensated temperature of the initial temperature based on the material data includes: determining a compensated temperature based on at least one of the following in the material data: oxygen flow, carbon loading, exhaust flow, and ash mass.

In this embodiment, the material data of the particle trap is obtained, and the compensation temperature of the particle trap may be determined based on at least one item of the obtained material data of the particle trap, where the compensation temperature may be a compensation temperature calculated by using the material data of the particle trap, and may be a temperature difference.

Optionally, when the vehicle enters active regeneration, due to the increase of carbon amount of the particulate trap, ash accumulation and the influence of internal combustion heat release of the particulate trap under some specific working conditions, the finally stabilized temperature may be higher than that during stabilization by a certain value, wherein the stabilized temperature may be an active regeneration stage of the vehicle, and the stabilized temperature may be an inactive regeneration stage of the vehicle.

Optionally, the substance data of the particulate trap includes parameters such as carbon amount, oxygen flow, ash mass, exhaust mass, and the like, where the carbon amount may be represented as carbon amount M (c), the oxygen flow may be represented as oxygen flow M (02), the ash mass may be represented as ash mass M (ash), and the exhaust mass may be represented as exhaust mass flow M (exhaust), and in the embodiment of the present invention, the influence of the substance data in the particulate trap is comprehensively considered, so that the actual temperature inside the particulate trap can be more accurately reflected, and the particulate trap is protected more timely.

Alternatively, the calculation of the compensated temperature Δ T may be expressed as a sum of a base temperature rise Δ T0 calculated from the oxygen flow and the temperature T0, a temperature correction Δ TC calculated from the carbon amount, a product of three values of the temperature correction Δ TM (exhaust gas) calculated from the exhaust gas mass flow, and a temperature correction Δ TM (ash) calculated from the ash mass, and may be expressed by the following formula:

Δ T ═ Δ T0 ═ Δ TC ×. Δ TM (exhaust) + Δ TM (ash)

Optionally, Δ T0 is a basic temperature rise calculated by interpolation according to the oxygen flow and the temperature T0; delta TC is temperature rise correction obtained according to carbon quantity by adopting an interpolation calculation mode, and the larger the carbon quantity is, the faster combustion is, and the larger the correction coefficient is; Δ TM (exhaust) is a temperature correction derived from exhaust mass flow, which affects the rate at which heat is taken away; the Δ TM (ash) is a temperature correction derived from the mass of the ash, the more the ash, the larger the coefficient, and therefore, Δ T is a parameter determined by the real-time operating conditions of the engine and is not a fixed value.

As an alternative embodiment, the determining the control data based on the compensated initial temperature includes: determining a filter coefficient corresponding to the exhaust flow rate based on the exhaust flow rate in the substance data; determining a filter function corresponding to the exhaust flow as a filter coefficient of the filter function; processing the compensated initial temperature through a filter function of a filter coefficient to obtain the actual temperature of the particle catcher when the active regeneration is stable; based on the actual temperature, control data is determined.

In this embodiment, the compensation temperature of the particle trap is obtained, the exhaust flow in the material data is obtained, the filter coefficient corresponding to the exhaust flow may be determined based on the obtained exhaust flow, the filter function corresponding to the exhaust flow is determined as the filter coefficient of the filter function, the initial temperature is compensated by the filter function of the filter coefficient, the actual temperature of the particle trap when active regeneration is stable is obtained, and after the actual temperature of the particle trap when active regeneration is stable is determined, the control data of the particle trap may be determined based on the actual temperature when stable.

Alternatively, when the vehicle starts to enter the active regeneration, the change process of the internal temperature T1 of the particulate trap conforms to the characteristic of low-pass filtering, and a filtering coefficient can be used for representing the transition speed of the internal temperature of the particulate trap from the last working condition to the next working condition, wherein the speed is related to the mass flow M (exhaust gas) of the exhaust gas, is a parameter determined by the real-time working condition of the engine, is not a fixed value, and can be represented by P.

Optionally, in the process of processing the initial temperature after the temperature compensation is completed through the filter function of the filter coefficient to obtain the actual temperature of the particulate trap when the active regeneration is stable, for the value that the temperature relationship from the current operating point T0 (when the active regeneration is not started) to the next operating point T1 (during the active regeneration) of the internal temperature of the particulate trap just starts when the active regeneration is satisfied, T0 is an initial value, P is a filter coefficient, and the value output after passing through the low-pass filter function (f) can be represented by the following formula:

T1＝f(T0，T0+△T，P)

alternatively, for the active regeneration process, the actual temperature of the inside temperature of the particulate trap at the current operating point is T1_1, the temperature reaching the next operating point is T1_2, and the output value after passing through the low-pass filtering function (f) with T1_1 as the initial value and P as the filtering coefficient can be expressed by the following formula:

T1_2＝f(T1_1，T0+△T，P)

the filter coefficient P may be a filter coefficient during active regeneration, which is different from the filter coefficient P at the beginning of active regeneration.

Optionally, during the period that the vehicle enters the active regeneration, the vehicle temperature correction module calculates the corrected internal temperature T1 of the particulate trap according to the internal temperature, carbon amount, oxygen flow, ash mass, exhaust mass and other parameters calculated by the acquired particulate trap temperature model, the compensation temperature Δ T and the filter coefficient P in each period.

As an alternative embodiment, the determining the control data based on the actual temperature includes: in response to the actual temperature being greater than or equal to the temperature threshold, the control data controls the particulate trap to adjust the current operating state from active regeneration to inactive regeneration.

In this embodiment, the actual temperature of the particulate trap is obtained, after the actual temperature of the particulate trap is determined, based on the actual temperature, control data of the particulate trap is determined, whether the actual temperature is greater than or equal to a preset temperature threshold is determined, and if the actual temperature is greater than or equal to the preset temperature threshold, it is determined that the control data controls the particulate trap to convert the operating state from active regeneration to inactive regeneration, where the temperature threshold may be a temperature value at which the particulate trap is not damaged and may be represented by TM.

Optionally, when the actual temperature is greater than or equal to the temperature threshold, the vehicle exhaust temperature coordination module may send a prohibition of regenerative braking to the active regeneration module, and the air-fuel ratio is recovered to be 1, where the vehicle exhaust temperature coordination module may be configured to coordinate the active regeneration module and the exhaust temperature control module to protect the particulate trap, which is only illustrated and not specifically limited to the processing module.

Alternatively, when a situation occurs in which the actual temperature is greater than or equal to the temperature threshold, until the actual temperature (T1) is less than or equal to the difference between the temperature Threshold (TM) and the hysteresis threshold (Tx), it can be expressed by the following equation:

T1<＝TM-Tx

when the above conditions are met, the particle catcher is allowed to continue active regeneration, and the repeated switching between active regeneration and active regeneration prohibition of the particle catcher is prevented, wherein the hysteresis threshold is a set value.

As an optional embodiment, the method further includes: acquiring current working condition data of the particle catcher based on the current working state; determining working time under working conditions corresponding to the working condition data in response to the working condition data meeting a working condition data threshold, wherein the working condition data threshold is used for representing a value range of the working condition data; and responding to the working data which is larger than the time threshold value and the working condition belongs to the normal working condition, and converting the active regeneration of the particle catcher into the inactive regeneration.

In this embodiment, the current working state of the particle trap is obtained, after the current working state of the particle trap is determined, the current working condition data of the particle trap can be obtained based on the current working state of the particle trap, when the working condition data meet a working condition data threshold, the working time under the working condition corresponding to the current working condition data is determined, when the obtained working time is greater than a time threshold and the working condition belongs to a normal working condition, the particle trap can be controlled to be converted from active regeneration to inactive regeneration based on the working time, wherein the time threshold can be a value set according to an actual situation, for example, the value can be one minute, ten minutes, and the like, and no specific limitation is made here, and the value can be represented by tm.

Optionally, the vehicle condition recognition module is mainly used for limiting active regeneration of the particle trap for some working conditions which easily cause rapid temperature rise inside the particle trap under the condition of active regeneration of the vehicle, wherein vehicle condition data can be obtained by a big data acquisition and analysis platform, or can be obtained by working condition testing in a vehicle development stage, and are stored in a specific memory, can be called by the working condition recognition module and are compared with real vehicle parameters in real time.

Optionally, the working condition data threshold is used to represent a value range of the working condition data, when the working condition is determined, the upper variation range of the key parameter is used as a boundary condition, time is used as a working condition length, when a single working condition is satisfied within an upper limit value and a lower limit value of a condition family, it is determined that the working condition is within the value range, and the satisfied condition can be represented by the following formula:

Ymin<＝Y<＝Ymax

wherein, Y is a condition family, including key indexes such as rotating speed, vehicle speed, accelerator, gear, T0, T1, oxygen flow and the like, Ymin and Ymax are upper and lower limit values of the condition, and the condition represents that all parameters in the condition family are in the value range.

Optionally, after the operating condition satisfies the condition range, the operating time (t) corresponding to the current operating condition starts, wherein t is accumulated according to the calculated time of the vehicle electronic control unit from 0, and once the condition range is not satisfied, the operating time is reset to 0.

Optionally, when the working time is greater than the time threshold, it indicates that the current vehicle is continuously in the current working condition for a period of time, at this time, the inside of the particulate trap may be rapidly heated, and in order to protect the particulate trap, a regeneration prohibition formulation needs to be sent to the active regeneration module, and the air-fuel ratio is restored to 1, so as to control the active regeneration condition, and change the active regeneration into the inactive regeneration.

Alternatively, when a situation occurs in which the actual temperature is greater than or equal to the temperature threshold, until the actual temperature (T1) is less than or equal to the difference between the temperature Threshold (TM) and the hysteresis threshold (Tx), it can be represented by the following equation:

T1<＝TM-Tx

when the above conditions are satisfied, the particulate trap is allowed to continue active regeneration, and the particulate trap is prevented from repeatedly switching between active regeneration and active regeneration prohibition, wherein the hysteresis threshold may be a set value.

As an optional implementation manner, the method further includes: acquiring current working condition data of the particle catcher based on the current working state; determining working time under working conditions corresponding to the working condition data in response to the working condition data meeting a working condition data threshold, wherein the working condition data threshold is used for representing a value range of the working condition data; and responding to the condition that the working time is greater than the time threshold and the working condition belongs to the abnormal working condition, and performing concentration protection on the particle catcher.

In this embodiment, obtain the current operating condition of particle trap, after determining the current operating condition of particle trap, can obtain the current operating condition data of particle trap based on the current operating condition of particle trap, when operating condition data satisfies operating condition data threshold, determine the operating time under the operating condition that current operating condition data corresponds, when the operating time who obtains is greater than time threshold and the operating mode belongs to unusual operating mode, can carry out concentration protection to particle trap based on operating time.

Optionally, the operating time of the particle trap is determined to be consistent with the method of the above embodiment, when the industrial and mining conditions are abnormal, it indicates that the temperature reduction condition of the particle trap cannot be met by prohibiting the active regeneration of the vehicle, the particle trap is extremely easy to burn out, and at this time, the temperature reduction operation needs to be performed by calling the exhaust temperature control module to perform the enrichment operation.

Optionally, after the exhaust temperature control module performs the enrichment operation, the active regeneration is allowed to continue after a delay time (tx) to ensure that the temperature reduction is completed, where tx may be a protection threshold set according to actual conditions.

Optionally, after the particle trap runs the risk of overtemperature, the embodiment protects the particle trap by using two modes of prohibiting regeneration or performing enrichment, and compared with the operation of performing enrichment only, the embodiment can avoid the situation that the actual oil consumption and emission are higher due to overuse of enrichment, and is higher in environmental protection.

According to the embodiment, when the vehicle enters the active regeneration, the internal temperature of the particle trap is determined based on the material data in the trap, so that the temperature of the particle trap is corrected, the technical effect of reducing the damage rate of the particle trap when the vehicle enters the active regeneration is achieved, and the technical problem that the damage rate of the particle trap is high when the vehicle enters the active regeneration is solved.

Example 2

The technical solutions of the embodiments of the present invention will be illustrated below with reference to preferred embodiments.

During the running of a vehicle, the particle catcher is vital to the emission of particulate matters of the vehicle, so that the particle catcher is protected by coordinating all modules according to the temperature threshold and the time under the condition of active regeneration of the vehicle in the temperature exhaust protection of the particle catcher, and the particle catcher can be protected more comprehensively and timely.

At present, for the protection of the particulate trap, the traditional exhaust temperature protection measures are that the temperature inside the particulate trap is calculated by using a temperature model based on the temperature T at the inlet of the particulate trap during inactive regeneration (T0), and once the temperature exceeds a certain temperature threshold, wherein the temperature threshold can be represented by TM and can be 900 ℃, air-fuel ratio enrichment is performed to reduce the temperature in the particulate trap, but the method does not consider the influence of carbon burning, carbon amount, ash content and specific working conditions on the exhaust temperature of the particulate trap during active regeneration of a vehicle.

In a related art, a method for regenerating a particle trap is provided, which feeds back the exhaust temperature at the outlet of the particle trap in real time through a sensor (e.g., a thermocouple), and when the internal temperature of the particle trap is too high, the controller may increase the air supply amount of a blower and/or turn off a heating device to realize rapid temperature reduction of the particle trap, so as to avoid thermal damage to the particle trap.

In another related technology, a control method for preventing the regeneration sintering of the particulate trap is also provided, in the DPF regeneration process, the DOC inlet and outlet temperature and the DPF outlet temperature are considered, and the fuel oil injection quantity is further adjusted by combining parameters such as the front and rear pressure difference of the DPF and the airspeed of the DOC, so that the fuel injection quantity can be controlled and reduced by utilizing the front and rear pressure difference of the DPF when an engine has no exhaust flow or has low exhaust flow, and the carbon load in the DPF is gradually oxidized or burnt to avoid the instant overhigh temperature in the DPF to cause the regeneration sintering of the DPF.

In another related art, a method for regenerating a particulate filter is also provided, which belongs to the technical field of automobile exhaust treatment, and comprises the following steps: the method comprises the steps of obtaining the ambient temperature, determining a target rotating speed according to the ambient temperature, and controlling the vehicle to regenerate the particulate filter at the target rotating speed in an idling state.

In order to solve the problems, the embodiment of the invention provides that temperature rise correction, carbon quantity correction, ash content correction and special working condition correction of heat generated by carbon burning are added on the basis of the temperature (T0) of the existing particle trap model, and the particle trap is protected more comprehensively and timely.

The following further describes embodiments of the present invention.

Fig. 2 is a flow chart of a control strategy for actively regenerating a lower particulate trap, according to an embodiment of the present invention, as shown in fig. 2, including the following steps.

Step S201, acquiring parameters of the particle catcher.

In the embodiment of the invention, the parameters of the particle catcher are obtained, wherein the parameters of the particle catcher comprise various parameters of the engine and parameters of other modules which are obtained by various modules in real time, and whether the vehicle enters into active regeneration or not is determined after the various parameters of the particle catcher are obtained.

Optionally, fig. 3 is a schematic diagram of a Control module for actively regenerating a particulate trap according to an embodiment of the present invention, as shown in fig. 3, the embodiment of the present invention includes an active regeneration module 301, an exhaust temperature Control module 302, a temperature correction module 303, a condition identification module 304, a condition storage module 305, and an exhaust temperature coordination module 306, where the active regeneration Control module 301 is used in a Control program of an original vehicle Electronic Control Unit (ECU) to Control a vehicle to actively regenerate the particulate trap, and includes functions of controlling an air-fuel ratio, a temperature, calculating a carbon amount, an ash amount, and the like.

Optionally, the main material of the particulate trap is cordierite, which has a certain temperature tolerance limit, and when a certain temperature is exceeded, the particulate trap is easily broken locally inside the particulate trap, once this happens, the particulate trap will not serve the purpose of intercepting soot, and the automobile instrument will report corresponding faults, and the vehicle needs to go to a 4S shop to repair and replace the particulate trap, so that certain temperature discharge protection measures need to be carried out on the particulate trap.

Alternatively, the conventional exhaust temperature protection measures are that the temperature inside the particulate trap is calculated by using a temperature model based on the temperature (T) of the inlet of the particulate trap during inactive regeneration (T0), and once the temperature exceeds a certain temperature threshold, air-fuel ratio enrichment is performed, for example, when the temperature exceeds 900 ℃, the air-fuel ratio enrichment is performed, so as to reduce the temperature in the particulate trap, but the exhaust temperature protection method does not consider the influence of carbon burning, carbon quantity increase, ash accumulation and specific working conditions on the exhaust temperature of the particulate trap during active regeneration of a vehicle.

Optionally, when the vehicle is not actively regenerated, a weak oxidation-reduction reaction (reaction between gaseous pollutants) occurs inside the particulate trap, and the reaction of the gaseous matters has little influence on the temperature rise, but when the vehicle is actively regenerated, a combustion reaction of solid carbon particles occurs inside the particulate trap, and the reaction may cause a large temperature rise.

Optionally, under the same temperature and oxygen flow, the combustion rate of carbon inside the particulate trap is faster as the carbon amount is larger, and the temperature rise is more obvious, so that on the basis of not considering the influence of the temperature rise caused by carbon burning during active regeneration, the temperature rise of the particulate trap is directly caused to be obviously increased without considering the increase of the carbon amount in the conventional exhaust temperature protection model, and the particulate trap is more easily cracked.

For example, FIG. 4 is a graph illustrating the temperature rise over combustion for different carbon amounts at the same start temperature and oxygen flow rate, with a 1.6g carbon burn rate greater than a 0.57g carbon burn rate and a more pronounced temperature rise for the same start temperature and oxygen flow rate, in accordance with an embodiment of the present invention.

Optionally, the ash is a salt substance generated after combustion of impurities in the fuel oil, such as calcium oxide, iron oxide, and the like, and is accumulated inside the particulate trap and is not regenerated or reduced, the ash is gradually increased along with increase of the number of kilometers of the running, and the previous exhaust temperature protection model does not take the influence of the ash into consideration and absorbs more heat to the particulate trap body during combustion of carbon, so that the particulate trap is more easily burnt out.

Alternatively, through the automobile big data acquisition and analysis technology, the phenomenon that under certain fixed working conditions, the flow of the particle catcher is suddenly increased or the front row temperature of the particle catcher is suddenly increased is found, in this case, the increase of the model temperature T of the particle catcher is slower than the increase of the actual temperature, and in addition, the influence of the increase of the carbon amount and the accumulation of ash on the temperature rise is not considered, the particle catcher is more easily burnt out.

Optionally, on the basis of the existing temperature (T0) of the particle trap model, parameters that heat generated by carbon burning, carbon amount increase, ash accumulation, special working conditions and the like have obvious influence on the exhaust temperature of the particle trap are obtained, and the particle trap is comprehensively protected.

In step S202, the vehicle enters active regeneration.

In the embodiment of the invention, after various parameters of the particle catcher are obtained, the vehicle enters an active regeneration state due to normal regeneration requirements.

Optionally, the particulate trap is a wall-flow structure, and the purpose of removing soot is achieved by trapping soot particulates in exhaust gas on a wall surface, and the particulate trap is mainly applied to a Gasoline Direct Injection (GDI) engine, and aims to reduce particulate emissions of the Gasoline Direct Injection engine so as to meet increasingly strict regulatory requirements, but the continuous accumulation of soot particulates can cause the particulate trap to be blocked, which causes problems of exhaust backpressure increase, engine fuel economy deterioration, and the like.

Optionally, in order to recover the filtering function of the particulate trap, the particulate trap filled with soot particulates needs to be periodically regenerated, when the carbon loading in the particulate trap reaches a set regeneration limit value, a reasonable strategy such as actively changing the operating parameters of the engine and the like needs to be adopted, the internal temperature of the particulate trap is heated to about 600 ℃ (or above), oxygen in exhaust gas is increased through air-fuel ratio control, and the particulates in the particulate trap are rapidly oxidized, so as to achieve the purpose of removing the particulates in the particulate trap, and this strategy is called an "active regeneration strategy", and when the strategy is activated, the vehicle is called to enter active regeneration.

Step S203, calculating the actual temperature and the operating time.

In an embodiment of the invention, after confirming that the vehicle enters the active regeneration state, the actual temperature of the particulate trap, which may be expressed as the internal temperature (T1), and the operating time, which may be expressed as T, are calculated.

Alternatively, the temperature correction module 303 calculates the internal temperature (T1) according to various parameters, and the operating condition identification module 304 calculates the operating time (T).

Optionally, the temperature correction module calculates a corrected particulate trap internal temperature (T1) based on parameters of a particulate trap model temperature (T0), an amount of carbon M (c), an oxygen flow rate M (02), an ash mass M (ash), an exhaust mass flow rate M (exhaust), and the like, during active regeneration of the vehicle.

Optionally, when the vehicle is actively regenerated, although the particle trap has a combustion heat release of carbon to cause a temperature rise, under the condition that factors such as oxygen flow, exhaust flow, carbon amount and the like are stable, the temperature rise can be balanced finally due to the fact that the particle trap radiates heat to the outside and the gas takes away heat, and for the same stable working condition point, due to the influence of the combustion heat release of the carbon during active regeneration, the temperature (T1) after final stabilization (active regeneration stage) is higher than the temperature (T0) during stabilization (inactive regeneration stage) by a certain temperature difference Δ T; the course of the change in the internal temperature T1 of the particle trap corresponds to a low-pass filter characteristic when the vehicle is actively regenerated.

Alternatively, assuming that the filter coefficient is P, the condition that the temperature relationship of the internal temperature of the particulate trap from the current operating point T0 (without starting regeneration) to the next operating point T1 (in regeneration) at the beginning of the active regeneration satisfies can be expressed by the following formula:

T1＝f(T0，T0+△T，P)

where f is a low-pass filter function, T1 is equal to the output value after low-pass filtering with T0 as the initial value and P as the filter coefficient.

Alternatively, for the internal temperature of the particulate trap during regeneration, the actual temperature at the current operating point is T1_1, and the temperature to the next operating point is T1_2, and the satisfaction condition can be represented by the following formula:

T1_2＝f(T1_1，T0+△T，P)

the initial filtering value changes, other relations do not change, and both delta T and P are parameters determined by the real-time working condition of the engine and are not fixed values.

Alternatively, table 1 is a table of exhaust flow versus filter coefficient according to an embodiment of the present invention, where filter coefficient P characterizes a transition speed of an internal temperature of the particulate trap from a previous condition to a next condition, and this speed is related to exhaust mass flow M (exhaust).

Table 1 is a table of correspondence between exhaust flow rate M (exhaust) and filter coefficient P according to an embodiment of the present invention

Exhaust flow M (exhaust)	Flow 1	Flow 2	Flow rate 3	Flow 4
					Filter coefficient P	Coefficient of 1	Coefficient 2	Coefficient 3	Coefficient 4

Alternatively, the temperature difference Δ T may be calculated as a sum of a base temperature rise Δ T0 calculated from the oxygen flow and the temperature T0, a temperature correction Δ TC calculated from the carbon amount, a product of three values of the temperature correction Δ TM (exhaust gas) calculated from the exhaust gas mass flow, and a temperature correction Δ TM (ash) calculated from the ash mass, which may be expressed by the following formula:

Δ T ═ Δ T0 ═ Δ TC · Δ TM (exhaust) + Δ TM (ash)

Optionally, table 2 is a basic temperature rise calculated by interpolation according to the oxygen flow and the temperature of T0, where the numbers in the table are only used for illustration, the actual temperature of T0 is between 550 ℃ and the temperature threshold, and the oxygen flow is set according to the actual condition of the engine.

Table 2 is a table of correspondence between oxygen flow M (O2), temperature T0 and base temperature rise according to an embodiment of the present invention

T0/M(O2)	0	Oxygen flow 1	Oxygen flow2	Oxygen flow 3
					Temperature 1	0	Temperature difference 1	Temperature difference 2	Temperature difference 3
Temperature 2	0	Temperature difference 4	Temperature difference 5	Temperature difference 6
					Temperature 3	0	Temperature difference 7	Temperature difference 8	Temperature difference 9

Optionally, table 3 shows the temperature rise correction according to the carbon amount by using an interpolation calculation method, where the larger the carbon amount is, the faster the combustion is, and the larger the correction coefficient is, where the carbon loading is between 0 and the maximum carbon loading of the particulate trap.

Table 3 shows a table of correspondence between the carbon amount M (C) and the coefficient Δ TC according to the embodiment of the present invention

Carbon amount M (C)	Amount of carbon 1	Amount of carbon 2	Amount of carbon 3	Carbon amount 4
					Coefficient Δ TC	Coefficient of 1	Coefficient 2	Coefficient 3	Coefficient 4

Alternatively, table 4 is a temperature rise correction derived from exhaust mass flow, the magnitude of which directly affects the rate at which heat is removed, where exhaust flow is set by engine conditions.

Table 4 is a table of correspondence between the exhaust flow rate M (exhaust) and the coefficient Δ TM (exhaust) according to the embodiment of the present invention

Exhaust flow M (exhaust)	Flow 1	Flow 2	Flow 3	Flow 4
					Coefficient Delta TM (exhaust)	Coefficient of 1	Coefficient 2	Coefficient 3	Factor 4

Alternatively, table 5 is a temperature rise correction based on ash mass, with the more ash, the larger the coefficient, where the ash mass is set in a trip 20 kilometer ash curve.

Table 5 is a table of correspondence of ash amount M (ash) and coefficient DeltaTM (ash) according to an embodiment of the present invention

Amount of gray M (Gray)	Ash content 1	Ash content 2	Ash content 3	Ash content 4
					Coefficient Delta TM (Gray)	Coefficient of 1	Coefficient 2	Coefficient 3	Coefficient 4

Optionally, the condition recognition module 304 mainly limits the regeneration of the particulate trap for some conditions that easily cause a rapid temperature rise inside the particulate trap during active regeneration, where the conditions may be obtained from a big data acquisition and analysis platform, or obtained through a condition test in a vehicle development stage, and stored in the condition storage module 305 for the condition recognition module 304 to call, and compare with real vehicle parameters in real time.

Optionally, the above operating conditions are defined by upper variation ranges of some key parameters, time is defined as a length of the operating condition, and a single operating condition is taken as an example, and once the following conditions are satisfied, the operating conditions are considered to be within the operating condition, and may be represented by the following formula:

Ymin<＝Y<＝Ymax

wherein, Y is a condition family (key indexes such as rotating speed, vehicle speed, accelerator, gear, T0, T1, oxygen flow and the like).

Optionally, fig. 5 is a schematic diagram of a value range of a specific operating condition under active regeneration according to an embodiment of the present invention, where Ymin and Ymax are upper and lower limit values of these conditions, tm represents a determination time threshold of this operating condition, and all Y parameters under tm satisfy the conditions.

Alternatively, after the above condition is satisfied, the cumulative calculation of the time t is started: t is accumulated according to the calculation time of the vehicle electronic control unit from 0, and is reset to 0 once it is not satisfied.

Alternatively, on the basis, if t > tm represents that the current vehicle has been running in the condition for a while, the particulate trap may be rapidly heated up, and active regeneration needs to be prohibited, and it should be noted that when the condition is relatively bad, the prohibition of active regeneration may not meet the temperature reduction condition, and the exhaust temperature control module 302 needs to be invoked to perform an enrichment operation to reduce the temperature.

Alternatively, all the preset conditions are determined in the above manner, and the regeneration prohibition or the enrichment operation is performed.

And step S204, performing temperature exhaust coordination.

In the embodiment of the present invention, after the actual temperature and the working time of the particulate trap are obtained, the exhaust temperature coordination module 306 determines whether to perform an intervention operation of the exhaust temperature module according to each condition, and executes an action, where the execution action may be to prohibit regeneration, perform enrichment protection, and do not have any intervention.

Optionally, the exhaust temperature control module 302 is used in a control program of an original vehicle electronic control unit to calculate a temperature (T0) inside the particulate trap and perform cooling measures such as enrichment protection according to a tolerance Threshold (TM) of the temperature, and the embodiment of the present invention extracts various parameters from the module and determines whether to invoke the cooling measures therein according to some conditions.

Optionally, the exhaust temperature coordination module 306 coordinates the active regeneration control module 301 and the exhaust temperature control module 302 to protect the particulate trap according to the actual temperature (T1) and the operating time T, and when T1> -TM (temperature threshold), sends the formulation of prohibiting regeneration to the active regeneration module 301, and the air-fuel ratio is restored to 1; when t > tm (time), sending a regeneration prohibition setting to the active regeneration module 301, and restoring the air-fuel ratio to 1; when t is greater than tm and the operating condition identified in the operating condition identification module 304 belongs to a severe operating condition, the exhaust temperature control module 302 is directly called to perform enrichment protection.

Optionally, when T > TM and the level at which the condition identified in the condition identification module 304 belongs to a bad condition is higher than when T1> -TM (temperature threshold) or when T > TM (time), when T1> -TM (temperature threshold) or when T > TM (time), active regeneration is not allowed to continue until T1< ═ TM (temperature threshold) -Tx, where Tx is a set hysteresis threshold, preventing repeated switching between active regeneration and regeneration prohibition; and after the third condition occurs, after the enrichment operation is executed, the active regeneration is allowed to continue after a delay time tx, wherein tx is a protection threshold value and is used for ensuring that the temperature reduction is finished.

In step S205, active regeneration is performed.

In the embodiment of the invention, the steps S201 to S204 are repeated until the active regeneration of the vehicle is completed, and the operation returns to the step S201 after the active regeneration is completed, and the operation is performed again.

According to the embodiment, various influence factors influencing the internal exhaust temperature of the particle trap during the active regeneration of the vehicle are comprehensively considered, an internal temperature correction algorithm of the particle trap is provided, whether the particle trap has an overtemperature danger or not is judged according to existing working condition parameters causing overtemperature, and the particle trap is protected by using a mode of prohibiting regeneration or carrying out enrichment, so that the technical effect of reducing the damage rate of the particle trap under the condition that the vehicle enters the active regeneration is achieved, and the technical problem of high damage rate of the particle trap under the condition that the vehicle enters the active regeneration is solved.

Example 3

According to an embodiment of the invention, a control device for a particle trap is also provided. It should be noted that the control device of the particle catcher can be used to implement the control method of the particle catcher in embodiment 1.

Fig. 6 is a schematic view of a control device of a particle trap according to an embodiment of the invention. As shown in fig. 6, the control device 600 of the particle catcher may include: a first acquisition unit 602, a second acquisition unit 604, a determination unit 606, and a control unit 608.

A first obtaining unit 602, configured to obtain a current operating state of the particle trap;

a second obtaining unit 604, configured to obtain an initial temperature inside the particulate trap in response to a current operating state, where the current operating state is used to indicate that the particulate trap enters active regeneration;

a determination unit 606 for determining control data for the particle trap based on material data and an initial temperature inside the particle trap, wherein the material data is used to characterize the mass of the material in the particle trap;

a control unit 608 for controlling the particle catcher to adjust the current operating state on the basis of the control data.

Optionally, the determining unit 606 includes: a first determination module to determine a compensated temperature for the initial temperature based on the data; a second determination module for compensating the initial temperature based on the compensated temperature; a third determination module: control data is determined based on the compensated initial temperature.

Optionally, the first determining module comprises a first determining submodule: for determining a compensated temperature based on at least one of the following in the material data: oxygen flow, carbon loading, exhaust flow, and ash mass.

Optionally, the third determining module includes: the second determining submodule is used for determining a filter coefficient corresponding to the exhaust flow based on the exhaust flow in the substance data, determining a filter function corresponding to the exhaust flow as the filter coefficient of the filter function, and processing the compensated initial temperature through the filter function of the filter coefficient to obtain the actual temperature of the particle trap when the active regeneration is stable; a third determination submodule for determining the control data on the basis of the actual temperature.

Optionally, the second determination submodule is configured to determine the control data based on the actual temperature by: in response to the actual temperature being greater than or equal to the temperature threshold, the control data controls the particulate trap to adjust the current operating state from active regeneration to inactive regeneration.

Optionally, the apparatus further comprises: the first processing unit is used for acquiring current working condition data of the particle catcher based on the current working state; determining working time under working conditions corresponding to the working condition data in response to the working condition data meeting a working condition data threshold, wherein the working condition data threshold is used for representing a value range of the working condition data; and responding to the working time being larger than the time threshold value and the working condition belonging to the normal working condition, and converting the active regeneration of the particle catcher into the inactive regeneration.

Optionally, the apparatus further comprises: the second processing unit is used for acquiring current working condition data of the particle catcher based on the current working state; determining working time under working conditions corresponding to the working condition data in response to the working condition data meeting a working condition data threshold, wherein the working condition data threshold is used for representing a value range of the working condition data; and responding to the condition that the working time is greater than the time threshold and the working condition belongs to the abnormal working condition, and performing concentration protection on the particle catcher.

In the embodiment of the invention, the current working state of the particle catcher is obtained through a first obtaining module; responding to the current working state to represent that the particle catcher enters into active regeneration through a second obtaining module, and obtaining the initial temperature inside the particle catcher; determining, by a determination unit, control data for the particle trap based on the material data and the initial temperature inside the particle trap; and controlling the particle catcher to adjust the current working state based on the control data through the control unit. That is to say, when the vehicle enters the active regeneration, the internal temperature of the particle trap is determined based on the material data in the trap, so that the temperature of the particle trap is corrected, the technical effect of reducing the damage rate of the particle trap when the vehicle enters the active regeneration is further realized, and the technical problem of high damage rate of the particle trap when the vehicle enters the active regeneration is solved.

Example 4

There is also provided, in accordance with an embodiment of the present invention, a computer-readable storage medium, which includes a stored program, wherein the program, when executed, controls an apparatus in which the computer-readable storage medium is located to perform the method for controlling a particle trap of embodiment 1.

Example 5

According to an embodiment of the invention, there is also provided a vehicle for carrying out the method of controlling a particle trap of embodiment 1 of the invention.

The above-mentioned serial numbers of the embodiments of the present invention are only for description, and do not represent the advantages and disadvantages of the embodiments.

In the above embodiments of the present invention, the description of each embodiment has its own emphasis, and reference may be made to the related description of other embodiments for parts that are not described in detail in a certain embodiment.

In the embodiments provided in the present application, it should be understood that the disclosed technology can be implemented in other ways. The above-described embodiments of the apparatus are merely illustrative, and for example, the division of the units may be a logical division, and in actual implementation, there may be another division, for example, multiple units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, units or modules, and may be in an electrical or other form.

The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one position, or may be distributed on a plurality of units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.

In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit may be implemented in the form of hardware, or may also be implemented in the form of a software functional unit.

The integrated unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a removable hard disk, a magnetic or optical disk, and other various media capable of storing program codes.

The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and decorations can be made without departing from the principle of the present invention, and these modifications and decorations should also be regarded as the protection scope of the present invention.

Claims

1. A method of controlling a particle trap, comprising:

acquiring the current working state of the particle catcher;

responding to the current working state to represent that the particle catcher enters into active regeneration, and acquiring an initial temperature inside the particle catcher;

determining control data for the particle trap based on material data inside the particle trap and the initial temperature, wherein the material data is used to characterize a mass of a material in the particle trap;

controlling the particle catcher to adjust the current operating state based on the control data.

2. The method of claim 1, wherein determining control data for the particle trap based on the material data for the particle trap and the initial temperature comprises:

determining a compensated temperature for the initial temperature based on the material data;

compensating the initial temperature based on the compensation temperature;

determining the control data based on the compensated initial temperature.

3. The method of claim 2, wherein determining a compensated temperature for the initial temperature based on the material data comprises:

determining the compensated temperature based on at least one of the following in the material data: oxygen flow, carbon loading, exhaust flow, and ash mass.

4. The method of claim 3, wherein determining the control data based on the compensated initial temperature comprises:

determining a filter coefficient corresponding to the exhaust flow rate based on the exhaust flow rate in the substance data;

determining a filter function corresponding to the exhaust flow as a filter coefficient of the filter function;

processing the compensated initial temperature through a filter function of the filter coefficient to obtain the actual temperature of the particle catcher when the active regeneration is stable;

determining the control data based on the actual temperature.

5. The method of claim 4, wherein determining the control data based on the actual temperature comprises:

in response to the actual temperature being greater than or equal to the temperature threshold, the control data controls the particulate trap to adjust the current operating state from active regeneration to inactive regeneration.

6. The method of any one of claims 1-5, further comprising:

acquiring current working condition data of the particle catcher based on the current working state;

responding to the condition data meeting a condition data threshold, and determining working time under a condition corresponding to the condition data, wherein the condition data threshold is used for representing a value range of the condition data;

and responding to the working time being larger than a time threshold value and the working condition being a normal working condition, and converting the particle catcher from active regeneration to inactive regeneration.

7. The method of any one of claims 1-5, further comprising:

acquiring current working condition data of the particle catcher based on the current working condition;

responding to the condition data meeting a condition data threshold, and determining the working time under the condition corresponding to the condition data, wherein the condition data threshold is used for representing the value range of the condition data;

and responding to the condition that the working time is larger than a time threshold value and the working condition belongs to an abnormal working condition, and performing concentration protection on the particle catcher.

8. A control device for a particle trap, comprising:

the first acquisition unit is used for acquiring the current working state of the particle catcher;

the second acquisition unit is used for responding to the current working state and is used for representing that the particle trap enters into active regeneration, and acquiring the initial temperature inside the particle trap;

a determination unit configured to determine control data for the particle trap based on material data within the particle trap and the initial temperature, wherein the material data is indicative of a mass of a material within the particle trap;

and the control unit is used for controlling the particle catcher to adjust the current working state based on the control data.

9. A computer-readable storage medium, comprising a stored program, wherein the program, when executed, controls an apparatus in which the computer-readable storage medium is located to perform the method of any one of claims 1-7.

10. A vehicle characterized by being configured to perform the method of any one of claims 1 to 7.