control strategy logic switches to a dry soot regeneration phase which being far less exothermic may be driven by a regeneration target temperature and the actual dpf bed and or outlet temperature it should be recognized that regeneration time 58 should be supported by a secondary measurement proxy for best efficiency and utility fig7 integrates all the components discussed herein to represent the overall control methodology for regenerative control it can be seen that by following the above figures in sequence a layered control structure and connectivity is achieved the up down integrators are constantly updated from engine out soot model via the data train of engine operating conditions the output of the integrators is fed into the dpf reductant control logic which information is then used to determine continuously the required warm up ramp rate for wet soot clearing and the respective wet dry soot regeneration times per fig6 the target temperature is then sent to the fuel pid and the required fuel post injection command 66 is issued so how is this all used within the code of the dpf reductant control logic and wet soot regeneration strategy fig8 is a representative embodiment of the control logic in a real world application of vehicle use the regeneration period is far too long for it to occur at a fixed rpm and load at its most developed form the logic must be able to respond to changing engine operating conditions during regeneration specifically the time required for the warm up period and the level of temperature control required to clear the wet soot fraction require a more sensitive method of regeneration than currently disclosed in the prior art as such the control must be able to respond to real time changes in the ramp.