阅读说明：本技术 一种车辆的dpf驻车再生控制方法及装置 (DPF parking regeneration control method and device for vehicle ) 是由 董光雷 杨春艳 于 2021-09-22 设计创作，主要内容包括：本发明提供一种车辆的DPF驻车再生控制方法及装置,在待处理车辆处于DPF驻车再生过程中,若确定目标转速阶段中存在连续的预设数量个目标采集周期,根据修正目标采集周期的压差变化率,确定DPF的修正系数；其中,目标采集周期为压差变化率大于压差变化率限值的且满足数据采集条件的采集周期；压差变化率为根据满足数据采集条件的采集周期内的DPF压差得到的；获取修正目标采集周期内的DPF前温度数据,并根据修正目标采集周期内的DPF前温度数据,计算DPF前温度温升速率；基于DPF的修正系数和DPF前温度温升速率,降低DPF前温度的温升速率,基于本发明,可以避免DPF载体损坏,提高DPF使用可靠性。(The invention provides a DPF parking regeneration control method and a DPF parking regeneration control device of a vehicle, wherein when the vehicle to be processed is in the DPF parking regeneration process, if continuous preset number of target acquisition cycles exist in the stage of determining the target rotating speed, a correction coefficient of a DPF is determined according to the differential pressure change rate of correcting the target acquisition cycles; the target acquisition period is an acquisition period which has a pressure difference change rate larger than a pressure difference change rate limit value and meets data acquisition conditions; the differential pressure change rate is obtained according to the DPF differential pressure in an acquisition period meeting the data acquisition condition; acquiring DPF front temperature data in a correction target acquisition period, and calculating the temperature rise rate of the DPF front temperature according to the DPF front temperature data in the correction target acquisition period; based on the correction coefficient of the DPF and the temperature rise rate of the temperature before the DPF, the temperature rise rate of the temperature before the DPF is reduced.)

1. A DPF parking regeneration control method of a vehicle, the method comprising:

when a vehicle to be processed is in a DPF parking regeneration process, if a continuous preset number of target acquisition cycles exist in a target rotation speed stage, determining a correction coefficient of the DPF according to a differential pressure change rate of a corrected target acquisition cycle; the target acquisition period is an acquisition period in which the differential pressure change rate is greater than a differential pressure change rate limit value and meets data acquisition conditions; the differential pressure change rate is obtained according to the DPF differential pressure in the acquisition period meeting the data acquisition condition; the target rotating speed stage is any one preset rotating speed stage, and the corrected target acquisition period is the last target sampling period in the continuous preset number of target acquisition periods;

acquiring DPF front temperature data in the correction target acquisition period, and calculating the temperature rise rate of the DPF front temperature according to the DPF front temperature data in the correction target acquisition period;

and reducing the temperature rise rate of the pre-DPF temperature based on the correction coefficient of the DPF and the pre-DPF temperature rise rate.

2. The method of claim 1, wherein said deriving said rate of change of differential pressure from DPF differential pressure over said acquisition period that satisfies said data acquisition condition comprises:

acquiring DPF pressure difference data in the sampling period meeting data acquisition conditions; wherein the DPF pressure differential data comprises at least a starting DPF pressure differential and an ending DPF pressure differential over the sampling period;

and calculating the pressure difference change rate of the sampling period according to the initial DPF pressure difference and the ending DPF pressure difference.

3. The method according to claim 1 or 2, wherein the data acquisition condition is: the time of the engine of the vehicle to be processed in the target rotating speed stage is longer than the preset calibration time, and the conversion change rate of the engine in the sampling period is smaller than the rotating speed fluctuation limit value.

4. The method of claim 1, wherein determining a correction factor for the DPF based on the rate of change of the pressure differential over the correction target acquisition period comprises:

calculating the difference value between the differential pressure change rate of the correction target acquisition period and the differential pressure change rate limit value;

and determining the correction coefficient of the DPF according to a preset correction coefficient calibration relation curve and the difference value between the differential pressure change rate of the correction target acquisition period and the differential pressure change rate limit value.

5. The method of claim 1, further comprising:

collecting the carbon loading amount of the DPF in real time, and judging whether the carbon loading amount of the DPF meets the DPF parking regeneration condition or not;

and if the carbon loading amount of the DPF meets the DPF parking regeneration condition, controlling the vehicle to be treated to enter a DPF parking regeneration process.

6. The method of claim 5, wherein said determining whether the carbon loading of the DPF meets parking regeneration conditions for the DPF comprises:

judging whether the carbon loading of the DPF is less than a preset parking regeneration trigger value or not;

if the carbon loading amount of the DPF is smaller than the preset parking regeneration trigger value, determining that the carbon loading amount of the DPF does not meet the parking regeneration condition of the DPF;

and if the carbon loading amount of the DPF is not less than the preset parking regeneration trigger value, determining that the carbon loading amount of the DPF meets the parking regeneration condition of the DPF.

7. A DPF parking regeneration control apparatus of a vehicle, characterized by further comprising:

the DPF correction coefficient determining unit is used for determining the DPF correction coefficient according to the pressure difference change rate of a corrected target acquisition period if the target rotation speed stage has continuous preset number of target acquisition periods when the vehicle to be processed is in the DPF parking regeneration process; the target acquisition period is an acquisition period in which the differential pressure change rate is greater than a differential pressure change rate limit value and meets data acquisition conditions; the differential pressure change rate is obtained according to the DPF differential pressure in the acquisition period meeting the data acquisition condition; the target rotating speed stage is any one preset rotating speed stage, and the corrected target acquisition period is the last target sampling period in the continuous preset number of target acquisition periods;

the DPF front temperature rise rate calculation unit is used for acquiring DPF front temperature data in the correction target acquisition period and calculating the DPF front temperature rise rate according to the DPF front temperature data in the correction target acquisition period;

and the temperature rise rate reducing unit is used for reducing the temperature rise rate of the temperature before the DPF based on the correction coefficient of the DPF and the temperature rise rate of the temperature before the DPF.

8. The apparatus according to claim 7, wherein the DPF correction factor determining unit that obtains the pressure difference change rate from the DPF pressure difference in the acquisition period satisfying the data acquisition condition is specifically configured to:

acquiring DPF pressure difference data in the sampling period meeting data acquisition conditions; wherein the DPF pressure differential data comprises at least a starting DPF pressure differential and an ending DPF pressure differential over the sampling period;

and calculating the pressure difference change rate of the sampling period according to the initial DPF pressure difference and the ending DPF pressure difference.

9. The apparatus according to claim 7 or 8, wherein the data acquisition condition is: the time of the engine of the vehicle to be processed in the target rotating speed stage is longer than the preset calibration time, and the conversion change rate of the engine in the sampling period is smaller than the rotating speed fluctuation limit value.

10. The apparatus as claimed in claim 7, wherein the correction coefficient determining unit of the DPF comprises:

the difference value calculating unit is used for calculating the difference value between the differential pressure change rate of the correction target acquisition period and the differential pressure change rate limit value;

and the correction coefficient determining subunit of the DPF is used for determining the correction coefficient of the DPF according to a preset correction coefficient calibration relation curve and the difference value between the differential pressure change rate of the correction target acquisition period and the differential pressure change rate limit value.

Technical Field

The invention relates to the technical field of diesel engine emission, in particular to a DPF parking regeneration control method and a DPF parking regeneration control system of a vehicle.

Background

With the upgrading of Diesel engine emission technology, a Particulate matter trap (DPF) is adopted, so that most of Particulate matters such as soot and the like in tail gas emitted by a vehicle can be filtered. However, as the engine operating time of the vehicle increases, the soot accumulation weight in the DPF also increases, resulting in an increase in exhaust back pressure, thereby affecting the engine dynamic. Therefore, when the soot accumulation weight in the DPF reaches a high level, parking regeneration of the DPF in the vehicle is required.

In the prior art, when DPF parking regeneration of a vehicle is performed, the vehicle needs to be stopped first, Diesel oil is injected into an engine through a cylinder or a tail pipe, the Diesel oil is oxidized in a Diesel Oxidation Catalyst (DOC) to release heat, high temperature is generated, soot is oxidized and burned at high temperature, and thus the function of the DPF is recovered. However, when the soot accumulated in the DPF is excessive, that is, exceeds the parking regeneration trigger value required by theory, a high peak temperature may be generated during the parking regeneration of the DPF, which may damage the DPF carrier and reduce the reliability of the DPF.

Disclosure of Invention

In view of the above, the present invention provides a method and a device for controlling DPF parking regeneration of a vehicle, so as to solve the problem that during the existing DPF parking regeneration process, when the accumulated soot in the DPF is too much, i.e. exceeds the parking regeneration trigger value of the theoretical requirement, the DPF carrier is damaged, and the DPF use reliability is reduced.

A first aspect of the present invention discloses a DPF parking regeneration control method of a vehicle, the method including:

when a vehicle to be processed is in a DPF parking regeneration process, if a continuous preset number of target acquisition cycles exist in a target rotation speed stage, determining a correction coefficient of the DPF according to a differential pressure change rate of a corrected target acquisition cycle; the target acquisition period is an acquisition period in which the differential pressure change rate is greater than a differential pressure change rate limit value and meets data acquisition conditions; the differential pressure change rate is obtained according to the DPF differential pressure in the acquisition period meeting the data acquisition condition; the target rotating speed stage is any one preset rotating speed stage, and the corrected target acquisition period is the last target sampling period in the continuous preset number of target acquisition periods;

acquiring DPF front temperature data in the correction target acquisition period, and calculating the temperature rise rate of the DPF front temperature according to the DPF front temperature data in the correction target acquisition period;

and reducing the temperature rise rate of the pre-DPF temperature based on the correction coefficient of the DPF and the pre-DPF temperature rise rate.

Optionally, the process of obtaining the differential pressure change rate according to the DPF differential pressure in the acquisition period satisfying the data acquisition condition includes:

acquiring DPF pressure difference data in the sampling period meeting data acquisition conditions; wherein the DPF pressure differential data comprises at least a starting DPF pressure differential and an ending DPF pressure differential over the sampling period;

and calculating the pressure difference change rate of the sampling period according to the initial DPF pressure difference and the ending DPF pressure difference.

Optionally, the data acquisition conditions are: the time of the engine of the vehicle to be processed in the target rotating speed stage is longer than the preset calibration time, and the conversion change rate of the engine in the sampling period is smaller than the rotating speed fluctuation limit value.

Optionally, the determining a correction coefficient of the DPF according to the differential pressure change rate of the correction target acquisition period includes:

calculating the difference value between the differential pressure change rate of the correction target acquisition period and the differential pressure change rate limit value;

and determining the correction coefficient of the DPF according to a preset correction coefficient calibration relation curve and the difference value between the differential pressure change rate of the correction target acquisition period and the differential pressure change rate limit value.

Optionally, the method further includes:

collecting the carbon loading amount of the DPF in real time, and judging whether the carbon loading amount of the DPF meets the DPF parking regeneration condition or not;

and if the carbon loading amount of the DPF meets the DPF parking regeneration condition, controlling the vehicle to be treated to enter a DPF parking regeneration process.

Optionally, the determining whether the carbon loading of the DPF meets the parking regeneration condition of the DPF includes:

judging whether the carbon loading of the DPF is less than a preset parking regeneration trigger value or not;

if the carbon loading amount of the DPF is smaller than the preset parking regeneration trigger value, determining that the carbon loading amount of the DPF does not meet the parking regeneration condition of the DPF;

and if the carbon loading amount of the DPF is not less than the preset parking regeneration trigger value, determining that the carbon loading amount of the DPF meets the parking regeneration condition of the DPF.

A second aspect of the present invention discloses a DPF parking regeneration control apparatus for a vehicle, the apparatus further comprising:

the DPF correction coefficient determining unit is used for determining the DPF correction coefficient according to the pressure difference change rate of a corrected target acquisition period if the target rotation speed stage has continuous preset number of target acquisition periods when the vehicle to be processed is in the DPF parking regeneration process; the target acquisition period is an acquisition period in which the differential pressure change rate is greater than a differential pressure change rate limit value and meets data acquisition conditions; the differential pressure change rate is obtained according to the DPF differential pressure in the acquisition period meeting the data acquisition condition; the target rotating speed stage is any one preset rotating speed stage, and the corrected target acquisition period is the last target sampling period in the continuous preset number of target acquisition periods;

the DPF front temperature rise rate calculation unit is used for acquiring DPF front temperature data in the correction target acquisition period and calculating the DPF front temperature rise rate according to the DPF front temperature data in the correction target acquisition period;

and the temperature rise rate reducing unit is used for reducing the temperature rise rate of the temperature before the DPF based on the correction coefficient of the DPF and the temperature rise rate of the temperature before the DPF.

Optionally, the DPF correction coefficient determining unit that obtains the differential pressure change rate according to the DPF differential pressure in the acquisition period that satisfies the data acquisition condition is specifically configured to:

acquiring DPF pressure difference data in the sampling period meeting data acquisition conditions; wherein the DPF pressure differential data comprises at least a starting DPF pressure differential and an ending DPF pressure differential over the sampling period;

and calculating the pressure difference change rate of the sampling period according to the initial DPF pressure difference and the ending DPF pressure difference.

Optionally, the data acquisition conditions are: the time of the engine of the vehicle to be processed in the target rotating speed stage is longer than the preset calibration time, and the conversion change rate of the engine in the sampling period is smaller than the rotating speed fluctuation limit value.

Optionally, the DPF correction factor determining unit includes:

the difference value calculating unit is used for calculating the difference value between the differential pressure change rate of the correction target acquisition period and the differential pressure change rate limit value;

and the correction coefficient determining subunit of the DPF is used for determining the correction coefficient of the DPF according to a preset correction coefficient calibration relation curve and the difference value between the differential pressure change rate of the correction target acquisition period and the differential pressure change rate limit value.

The invention provides a DPF parking regeneration control method and a DPF parking regeneration control device for a vehicle, which are used for judging whether the carbon loading amount of a DPF meets DPF parking regeneration conditions or not by acquiring the carbon loading amount of the DPF in real time; if the carbon loading capacity of the DPF meets the DPF parking regeneration condition, entering a DPF parking regeneration process at the vehicle to be treated; when the vehicle is in the DPF parking regeneration process, if the pressure difference change rate of any one preset rotating speed stage in each preset rotating speed stage is determined to be larger than the pressure difference change rate limit value and continuous preset number of target acquisition cycles of a data acquisition condition are met, the condition that the DPF parking regeneration process of the vehicle is abnormal can be determined, and then the correction coefficient of the DPF can be determined according to the pressure difference change rate of the last target acquisition cycle (corrected target acquisition cycle) in each target acquisition cycle; according to the acquired temperature data before the PDF in the correction target acquisition period, the temperature rise rate before the DPF is calculated, and further based on the correction coefficient of the DPF and the temperature rise rate before the DPF, the temperature rise rate of the temperature before the DPF is reduced, the phenomenon that the temperature rises in the DPF during the parking regeneration process of the DPF is avoided, so that the damage of a DPF carrier is avoided, and the use reliability of the DPF is improved.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.

Fig. 1 is a schematic flowchart of a DPF parking regeneration control method for a vehicle according to an embodiment of the present invention;

FIG. 2 is an exemplary diagram of a method for dividing the rotational speed of a transmitter from idle speed to high rotational speed into 4 rotational speed stages according to an embodiment of the present invention;

fig. 3 is a schematic structural diagram of a DPF parking regeneration control apparatus for a vehicle according to an embodiment of the present invention;

fig. 4 is a schematic structural diagram of another DPF parking regeneration control apparatus for a vehicle according to an embodiment of the present invention.

Detailed Description

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.

The term "include" and variations thereof as used herein are open-ended, i.e., "including but not limited to". The term "based on" is "based, at least in part, on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". Relevant definitions for other terms will be given in the following description.

It should be noted that the terms "first", "second", and the like in the present disclosure are only used for distinguishing different devices, modules, or units, and are not used for limiting the order or interdependence of the functions performed by the devices, modules, or units.

It is noted that references to "a", "an", and "the" modifications in the disclosure are exemplary rather than limiting, and that those skilled in the art will understand that "one or more" unless the context clearly dictates otherwise.

DOC: diesel Oxidation Catalyst, Diesel Oxidation Catalyst.

DPF: diesel Particulate Filter, Particulate trap.

Carbon loading: the weight of soot particulate in the DPF is divided by the volume of the DPF.

Parking regeneration: in the regeneration process, the whole vehicle is static without the vehicle speed, and the regeneration process is realized only by the running of an engine.

Referring to fig. 1, a flowchart of a DPF parking regeneration control method for a vehicle according to an embodiment of the present invention is shown, where the DPF parking regeneration control method for a vehicle specifically includes the following steps:

s101: the carbon loading of the DPF was collected in real time.

In the specific execution of step S101, the carbon load of the vehicle to be treated is collected in real time by the DPF.

S102: judging whether the carbon loading amount of the DPF meets the DPF parking regeneration condition or not; if the carbon loading of the DPF does not meet the DPF parking regeneration condition, returning to execute the step S101; if the carbon loading of the DPF satisfies the DPF parking regeneration condition, step S103 is performed.

In the specific execution process of step S102, DPF parking regeneration conditions are preset, and after the carbon loading amount of the DPF is collected, whether the collected carbon loading amount of the DPF meets the preset DPF parking regeneration conditions or not can be determined; and executing step S103 and controlling the vehicle to be processed to perform the DPF parking regeneration process under the condition that the collected carbon loading of the DPF meets the preset DPF parking regeneration condition.

And returning to the step S101 under the condition that the collected carbon loading amount of the DPF does not meet the preset DPF parking regeneration condition until the collected carbon loading amount of the DPF meets the preset DPF parking regeneration condition, and controlling the vehicle to be processed to enter the DPF parking regeneration process.

In the embodiment of the present application, the parking regeneration conditions of the DPF are preset as follows: the carbon loading of the DPF is not less than a preset parking regeneration trigger value.

Optionally, judging whether the carbon loading of the DPF is less than a preset parking regeneration trigger value; if the carbon loading amount of the DPF is smaller than a preset parking regeneration trigger value, determining that the carbon loading amount of the DPF does not meet the parking regeneration condition of the DPF; and if the carbon loading amount of the DPF is not less than the preset parking regeneration trigger value, determining that the carbon loading amount of the DPF meets the parking regeneration condition of the DPF.

S103: and controlling the vehicle to be treated to enter a DPF parking regeneration process.

In the specific execution process of step S103, in the case that it is determined that the collected carbon loading of the DPF meets the DPF parking regeneration condition, corresponding prompt information may be output to prompt the driver to click a DPF parking regeneration button to control the vehicle to be processed to enter the DPF parking regeneration process.

S104: detecting whether continuous preset number of target acquisition cycles exist in a target rotating speed stage in real time when a vehicle to be processed is in a DPF parking regeneration process; if a continuous preset number of target acquisition cycles exist in the stage of detecting the target rotation speed, executing step S105.

Wherein, the target rotating speed stage is any one preset rotating speed stage.

In the embodiment of the application, the rotating speed of the engine of the vehicle can be divided into a plurality of rotating speed stages from the idle speed to the high rotating speed when the vehicle is in the DPF parking regeneration process. The current rotation speed phase of the vehicle to be processed can be taken as the target rotation speed phase.

For example, as shown in FIG. 2, the rotational speed of the engine of the vehicle may be divided into 4 rotational speed stages, stage A (idle 600r/min), stage B (1400r/min), stage C (1700r/min), and stage D (1900r/min), from idle to high rotational speed.

In the embodiment of the application, data acquisition conditions are preset, and the data acquisition conditions are as follows: the time of the engine of the vehicle to be processed in the target rotating speed stage is longer than the preset calibration time, and the conversion change rate of the engine in the sampling period is smaller than the rotating speed fluctuation limit value. That is to say, when the time of the engine of the vehicle to be processed in the target rotating speed stage is longer than the preset calibration time and the conversion change rate of the engine in the sampling period is smaller than the rotating speed fluctuation limit value, obtaining the DPF pressure difference data in the sampling period; and calculating the pressure difference change rate of the sampling period according to the initial DPF pressure difference and the finished DPF pressure difference in the obtained DPF pressure difference data.

In the embodiment of the present application, according to the initial DPF differential pressure and the end DPF differential pressure in the DPF differential pressure data corresponding to the acquisition period, the process of calculating the differential pressure change rate of the acquisition period specifically is as follows: and calculating a pressure difference value of the initial DPF pressure difference and the finished DPF pressure difference in the DPF pressure difference data corresponding to the acquisition period, and taking the ratio of the pressure difference value to the sampling period as the pressure difference change rate of the target sampling period.

It should be noted that, for each rotational speed phase, a corresponding acquisition period may be preset. For example, the preset acquisition navigations may be 5 seconds, 10 seconds, 15 seconds, and the like. The method can be set according to actual conditions, and the embodiment of the application is not limited.

In the embodiment of the application, when carbon deposition is combusted in the DPF, a large amount of heat can be emitted, so that the volume of gas flowing through the DPF is increased, and the pressure difference of the DPF is increased. Therefore, the pressure difference change rate can indirectly reflect the combustion heat release amount of carbon deposit in the DPF. Due to the fact that the temperatures of the DPF are different, and the burning intensity of carbon deposition in the DPF is different, different pressure difference change rate limit values can be set for different rotation speed stage calibration in the DPF parking regeneration process.

In the specific execution process of step S104, after the vehicle to be processed enters the DPF parking regeneration process, whether there are a continuous preset number of target acquisition cycles in the target rotation speed phase of the vehicle to be processed may be detected in real time. In the case that there are consecutive target acquisition cycles of the preset data amount in the stage of detecting the target rotation speed, step S105 is executed.

It should be noted that the target acquisition period is an acquisition period in which the differential pressure change rate is greater than the differential pressure change rate limit value and data acquisition conditions are satisfied.

It should be noted that the preset data amount may be 3, 4, 5, and the like, and may be set according to actual situations, which is not limited in the embodiment of the present application.

Further, in the embodiment of the application, whether the pressure change rate of the acquisition period is a negative value or not in the target rotation speed stage can be detected in real time; if the pressure change rate with the acquisition period in the target rotating speed stage is detected to be the assignment condition, the increase of the pressure difference caused by the heat release of the carbon deposit in the DPF is smaller than the decrease caused by the reduction of the carbon deposit, corresponding alarm information is output, and after the output alarm information is received by a technician, corresponding processing can be carried out based on the alarm information, the DPF carrier is damaged, and the use reliability of the DPF is improved.

S105: and determining a correction coefficient of the DPF according to the pressure difference change rate of each target acquisition period.

In the specific execution process of step S105, when a continuous preset number of target acquisition cycles exist in the stage of detecting the target rotation speed, determining the last target sampling cycle in the continuous preset number of target acquisition cycles as a modified sampling cycle, and calculating a difference value between the differential pressure change rate of the modified target acquisition cycle and the differential pressure change rate limit value; and determining the correction coefficient of the DPF according to a preset correction coefficient calibration relation curve and the difference value between the differential pressure change rate of the correction target acquisition period and the differential pressure change rate limit value.

S106: and acquiring DPF front temperature data in the correction target acquisition period, and calculating the temperature rise rate of the DPF front temperature according to the DPF front temperature data in the correction target acquisition period.

In the specific execution of step S106, after determining the correction coefficient of the DPF based on the differential pressure change rate of the correction target acquisition period, pre-DPF temperature data in the correction target acquisition period may be acquired so as to calculate the pre-DPF temperature rise rate in the correction target acquisition period based on each pre-DPF temperature in the pre-DPF temperature data.

S107: and reducing the temperature rise rate of the temperature before the DPF based on the correction coefficient of the DPF and the temperature rise rate before the DPF.

In the specific execution of step S107, after calculating the corresponding DPF front temperature rise rate from the DPF front temperature data in the correction target acquisition period, the calculated DPF front temperature rise rate may be multiplied by the correction coefficient of the DPF, thereby reducing the DPF front temperature rise rate of the DPF.

The invention provides a DPF parking regeneration control method of a vehicle, which is characterized in that the carbon loading amount of a DPF is collected in real time, and whether the carbon loading amount of the DPF meets DPF parking regeneration conditions or not is judged; if the carbon loading capacity of the DPF meets the DPF parking regeneration condition, entering a DPF parking regeneration process at the vehicle to be treated; when the vehicle is in the DPF parking regeneration process, if the pressure difference change rate of any one preset rotating speed stage in each preset rotating speed stage is determined to be larger than the pressure difference change rate limit value and continuous preset number of target acquisition cycles of a data acquisition condition are met, the condition that the DPF parking regeneration process of the vehicle is abnormal can be determined, and then the correction coefficient of the DPF can be determined according to the pressure difference change rate of the last target acquisition cycle (corrected target acquisition cycle) in each target acquisition cycle; according to the acquired temperature data before the PDF in the correction target acquisition period, the temperature rise rate before the DPF is calculated, and further based on the correction coefficient of the DPF and the temperature rise rate before the DPF, the temperature rise rate of the temperature before the DPF is reduced, the phenomenon that the temperature rises in the DPF during the parking regeneration process of the DPF is avoided, so that the damage of a DPF carrier is avoided, and the use reliability of the DPF is improved.

Based on the DPF parking regeneration control method for the vehicle disclosed in the embodiment of the present application, the embodiment of the present invention also correspondingly discloses a DPF parking regeneration control device for the vehicle, as shown in fig. 3, the DPF parking regeneration control device for the vehicle includes:

the DPF correction coefficient determining unit 31 is configured to determine a correction coefficient of the DPF according to a pressure difference change rate of a corrected target acquisition period if a continuous preset number of target acquisition periods exist in a stage of determining a target rotation speed when the vehicle to be processed is in the DPF parking regeneration process; the target acquisition period is an acquisition period which has a pressure difference change rate larger than a pressure difference change rate limit value and meets data acquisition conditions; the differential pressure change rate is obtained according to the DPF differential pressure in an acquisition period meeting the data acquisition condition; the target rotating speed stage is any one preset rotating speed stage, and the target acquisition period is modified to be the last target sampling period in a continuous preset number of target acquisition periods;

a DPF front temperature rise rate calculation unit 32 configured to acquire DPF front temperature data in the correction target acquisition period, and calculate a DPF front temperature rise rate according to the DPF front temperature data in the correction target acquisition period;

and a temperature rise rate reduction unit 33 for reducing the temperature rise rate of the pre-DPF temperature based on the correction coefficient of the DPF and the pre-DPF temperature rise rate.

The specific principle and implementation process of each unit in the DPF parking regeneration control device for the vehicle disclosed in the embodiment of the present invention are the same as those of the DPF parking regeneration control method for the vehicle disclosed in the embodiment of the present invention, and reference may be made to corresponding parts in the DPF parking regeneration control for the vehicle disclosed in the embodiment of the present invention, which are not described herein again.

The invention provides a DPF parking regeneration control device of a vehicle, which is characterized in that the carbon loading amount of a DPF is collected in real time, and whether the carbon loading amount of the DPF meets DPF parking regeneration conditions or not is judged; if the carbon loading capacity of the DPF meets the DPF parking regeneration condition, entering a DPF parking regeneration process at the vehicle to be treated; when the vehicle is in the DPF parking regeneration process, if the pressure difference change rate of any one preset rotating speed stage in each preset rotating speed stage is determined to be larger than the pressure difference change rate limit value and continuous preset number of target acquisition cycles of a data acquisition condition are met, the condition that the DPF parking regeneration process of the vehicle is abnormal can be determined, and then the correction coefficient of the DPF can be determined according to the pressure difference change rate of the last target acquisition cycle (corrected target acquisition cycle) in each target acquisition cycle; according to the acquired temperature data before the PDF in the correction target acquisition period, the temperature rise rate before the DPF is calculated, and further based on the correction coefficient of the DPF and the temperature rise rate before the DPF, the temperature rise rate of the temperature before the DPF is reduced, the phenomenon that the temperature rises in the DPF during the parking regeneration process of the DPF is avoided, so that the damage of a DPF carrier is avoided, and the use reliability of the DPF is improved.

Optionally, the DPF correction coefficient determining unit configured to obtain the pressure difference change rate according to the DPF pressure difference in the acquisition period satisfying the data acquisition condition is specifically configured to:

obtaining DPF pressure difference data in a sampling period meeting data acquisition conditions; wherein the DPF pressure differential data comprises at least a start DPF pressure differential and an end DPF pressure differential over a sampling period;

a pressure differential change rate for the sampling period is calculated based on the initial DPF pressure differential and the ending DPF pressure differential.

Optionally, the data acquisition conditions are: the time of the engine of the vehicle to be processed in the target rotating speed stage is longer than the preset calibration time, and the conversion change rate of the engine in the sampling period is smaller than the rotating speed fluctuation limit value.

Optionally, the DPF correction factor determining unit includes:

the difference value calculating unit is used for calculating the difference value between the differential pressure change rate of the corrected target acquisition period and the differential pressure change rate limit value;

and the correction coefficient determining subunit of the DPF is used for determining the correction coefficient of the DPF according to a preset correction coefficient calibration relation curve and the difference value between the differential pressure change rate of the correction target acquisition period and the differential pressure change rate limit value.

Based on the DPF parking regeneration control method of the vehicle disclosed in the embodiment of the present application, referring to fig. 4 in combination with fig. 3, the embodiment of the present invention further discloses a DPF parking regeneration control device of the vehicle, which includes:

the judging unit 41 is configured to collect the carbon loading amount of the DPF in real time, and judge whether the carbon loading amount of the DPF meets a DPF parking regeneration condition;

and the control unit 42 is used for controlling the vehicle to be treated to enter the DPF parking regeneration process if the carbon loading amount of the DPF meets the DPF parking regeneration condition.

Optionally, the determining unit includes:

the judgment subunit is used for judging whether the carbon loading of the DPF is smaller than a preset parking regeneration trigger value;

the first determining unit is used for determining that the carbon loading amount of the DPF does not meet the parking regeneration condition of the DPF if the carbon loading amount of the DPF is smaller than a preset parking regeneration trigger value;

and the second determining unit is used for determining that the carbon loading amount of the DPF meets the parking regeneration condition of the DPF if the carbon loading amount of the DPF is not less than a preset parking regeneration trigger value.

The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, the system or system embodiments are substantially similar to the method embodiments and therefore are described in a relatively simple manner, and reference may be made to some of the descriptions of the method embodiments for related points. The above-described system and system embodiments are merely illustrative, wherein units described as separate components may or may not be physically separate, and components shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.

Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative components and steps have been described above generally in terms of their functionality in order to clearly illustrate this interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.

The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

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