Oil quality analysis method based on automobile emission data

Abstract

The invention relates to the technical field of oil quality analysis, and particularly discloses an oil quality analysis method based on automobile emission data, which comprises the following steps: S1, setting a driving state, acquiring emission data of standard fuel oil, and establishing a standard data set; s2, the vehicle driving process is divided into time periods before and after refueling, the speed of the time periods after refueling is monitored in real time, a change curve is generated, and the standard total emission amount and the oil quality coefficient are obtained according to the standard data set; s3, same speed monitoring and emission amount calculation are carried out in the previous time period, and a first coefficient is obtained; meanwhile, measuring the post-period emission amount, and calculating a second coefficient; s4, combining the two coefficients to obtain an actual oil product coefficient, and comparing the actual oil product coefficient with a standard oil product quality coefficient so as to judge whether the oil product has a quality problem or not; the fuel oil quality is effectively monitored and guaranteed, and the method has important significance on vehicle performance maintenance, emission control and environmental protection.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of oil quality analysis, and particularly relates to an oil quality analysis method based on automobile emission data. BACKGROUND

[0002] The oil quality analysis of fuel vehicles is a test and evaluation of various oil products (such as gasoline, diesel, etc.) used by fuel vehicles in terms of multiple chemical and physical properties, which can ensure that the fuel meets relevant standards and requirements and provide strong support for the normal operation of fuel vehicles.

[0003] In the current technical application scenarios, when a user drives a vehicle on the road, once it is found that the fuel of the vehicle is insufficient, the user will often choose to find a relatively convenient gas station to refuel. However, it should be noted that in actual life, there are obvious differences in the quality of oil products provided by different gas stations. This difference may be caused by various factors, such as different oil procurement channels of different gas stations, some of which may purchase high-quality crude oil, and some of which may choose poor-quality crude oil in order to reduce costs; or the operation specifications and management levels of gas stations in the fuel storage, transportation and blending links are uneven, thereby affecting the quality of the oil products provided to users.

[0004] When a vehicle uses poor-quality fuel, the engine of the vehicle is likely to suffer different degrees of wear and tear. This is because poor-quality fuel may contain more impurities, water or other non-standard chemical components. These substances entering the engine will have adverse effects such as corrosion and wear on the precise components inside the engine, which will not only reduce the performance of the engine, but also may cause the engine to malfunction and shorten its service life. Therefore, it is necessary to combine advanced data analysis algorithms and models to accurately evaluate the quality of the added oil, so that users can effectively avoid those gas stations with poor-quality oil in subsequent refueling choices, thereby better protecting the vehicle engine and ensuring driving safety and convenience. SUMMARY

[0005] The present application relates to the technical field of oil quality analysis, and particularly relates to an oil quality analysis method based on automobile emission data.

[0006] The present application relates to the technical field of oil quality analysis, and particularly relates to an oil quality analysis method based on automobile emission data. An oil quality analysis method based on automobile emission data, comprising the following steps: Step S1: Set several acceleration values ​​and speed values, and set several driving states based on each acceleration value and speed value; obtain standard fuel, record the emissions of the vehicle when using standard fuel and driving in the stated driving states, and obtain a standard dataset; Step S2: Divide the vehicle's driving process into a pre-refueling period and a post-refueling period, and acquire the vehicle's speed in real time during the post-refueling period to generate a speed change curve for the post-refueling period; based on the speed change curve for the post-refueling period and the standard dataset, obtain the standard total emissions and the standard fuel quality coefficient. Step S3: Real-time acquisition of the vehicle's speed in the period before refueling, generation of the speed change curve in the period before refueling, and acquisition of the vehicle's emissions in the period before refueling. Based on the speed change curve and emissions in the period before refueling, a first coefficient is obtained; acquisition of the vehicle's emissions in the period after refueling, and acquisition of the vehicle's second coefficient in the period after refueling based on the speed change curve and emissions in the period after refueling; and acquisition of the fuel quality coefficient of the fuel added to the vehicle based on the first and second coefficients. Step S4: Compare the fuel quality coefficient with the standard fuel quality coefficient to determine whether there is any abnormality in the quality of the added fuel.

[0007] As a further aspect of the present invention: the process of setting the driving state includes: Several initial driving states are set, including acceleration, deceleration and constant speed; the start time of the initial driving state is obtained, and the speed of the vehicle at the start time is recorded as the start speed; the end time of the initial driving state is obtained, and the speed of the vehicle at the end time is recorded as the end speed; the average value between the start speed and the end speed is obtained and recorded as the average speed; and the acceleration of the vehicle between the start time and the end time is obtained. By combining each acceleration value with each velocity value in pairs, several state combinations are obtained (a i v r ), where a i Let v represent the i-th acceleration value. r Let r represent the r-th speed value; the combination of the several states is randomly paired with the initial driving state to obtain several driving states, wherein the acceleration value of the constant speed state is always 0.

[0008] As a further aspect of the present invention: the emission amount is the amount of pollutants emitted in vehicle exhaust, the standard fuel is the fuel whose pollutant emission amount after vehicle use is within a preset emission limit, and the pollutants include PM content, sulfide content and hydrocarbon content.

[0009] As a further aspect of the present invention: the process of dividing the vehicle's driving process into a pre-refueling period and a post-refueling period includes: The system obtains the start time of the vehicle's initial movement and the refueling time, and records the latest real-time time after the refueling time as the current time; the time period between the start time and the refueling time is recorded as the pre-refueling time period, and the time period between the refueling time and the current time is recorded as the post-refueling time period.

[0010] As a further aspect of the present invention: the process of obtaining the standard total emissions includes: The velocity change curve in the later time period is divided into several driving state curves. For any driving state curve, the current acceleration a' and the current average velocity v' are obtained from the driving state curve to obtain the current state combination. The similarity between each state combination and the current state combination is obtained from the standard dataset. Select the state combination with the highest phase velocity and record it as the target combination; obtain the emission amount corresponding to the target combination and record it as the emission amount of the driving state curve; sum the emission amounts of each driving state curve to obtain the standard total emission amount.

[0011] As a further aspect of the present invention, the process of dividing the velocity change curve in the later time period includes: Obtain the tangent slope of the velocity change curve in the subsequent time period at each coordinate point, and obtain the derivative curve of the velocity change curve in the subsequent time period based on the tangent slope at each coordinate point; set the derivative fluctuation range [- e , e This yields two horizontal dividing lines, k=- e and k= e , where k is the ordinate of the derivative curve; On the derivative curve, obtain the horizontal line k=- at the boundary. e The following curve segments are denoted as "lower segments". The start and end points of each lower segment are obtained, and the x-coordinate range of each lower segment is denoted as the deceleration x-coordinate range. The boundary horizontal line k= is also obtained. e The upper curve segments are denoted as upper segments. The x-coordinate range of each upper segment is obtained and denoted as the acceleration x-coordinate range. The curve segments between the two dividing horizontal lines are denoted as middle segments. The x-coordinate range of each middle segment is obtained and denoted as the uniform speed x-coordinate range. On the speed change curve in the later period, all deceleration curve segments are extracted according to each deceleration x-axis range, all acceleration curve segments are extracted according to each acceleration x-axis range, and all uniform speed curve segments are extracted according to each uniform speed x-axis range; the deceleration curve segments, acceleration curve segments, and uniform speed curve segments are all recorded as driving state curves.

[0012] As a further aspect of the present invention: the process of obtaining the standard oil quality coefficient includes: Obtain the maximum speed Vmax and minimum speed Vmin on the driving state curve to obtain the standard fuel quality coefficient. ,in l 1. l 2 are both preset weighting coefficients. m These are the preset correction parameters, and m >0, E0 is the standard total emission, Vmax n Vmin represents the maximum speed of the nth driving state curve. n Vave represents the minimum speed of the nth driving state curve. n This represents the average speed of the nth driving state curve, where N is the total number of driving state curves.

[0013] As a further aspect of the present invention: the process of obtaining the oil coefficient includes: Let the first coefficient be denoted as K1 and the second coefficient as K2, to obtain the fuel quality coefficient of the fuel added to the vehicle at the refueling time, denoted as the fuel quality coefficient. V new V is the volume of fuel added to the vehicle at the stated refueling time. pre This refers to the volume of fuel remaining in the vehicle's fuel tank before refueling.

[0014] The beneficial effects of this invention are: This invention, by monitoring vehicle refueling behavior and emissions data in real time, can promptly detect fuel quality issues and prevent damage to vehicle engines caused by the use of inferior fuel. By establishing a standard dataset and standard fuel quality coefficient, combined with emissions data before and after refueling and driving conditions, it can more accurately assess the quality of the fuel supplied, reducing misjudgments. By promptly detecting and avoiding the use of inferior fuel, it can effectively protect vehicle engines, extend their service life, and reduce maintenance costs. Inferior fuel usually leads to higher pollutant emissions; by monitoring and avoiding the use of inferior fuel, it can reduce harmful substances in vehicle exhaust emissions, contributing to environmental protection. Users can choose gas stations with better fuel quality based on the fuel quality analysis results, improving driving experience and road safety. Attached Figure Description

[0015] The invention will now be further described with reference to the accompanying drawings.

[0016] Figure 1 This is a schematic flowchart of an oil quality analysis method based on vehicle emission data according to the present invention. Detailed Implementation

[0017] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0018] Please see Figure 1 As shown, this invention is a method for analyzing fuel quality based on vehicle emission data, comprising the following steps: Step S1: Set several initial driving states, including acceleration, deceleration and constant speed; set several acceleration values ​​and speed values, and obtain standard fuel, which is fuel whose emissions of pollutants generated after vehicle use are within a preset emission limit, including PM content, sulfide content and hydrocarbon content. Based on each acceleration and speed value, and based on each initial driving state, several driving states are obtained; the emissions generated when the vehicle uses standard fuel and drives under the stated driving states are obtained, resulting in a standard dataset. In a preferred embodiment of the present invention, the emission limit is the maximum amount of pollutant emitted under the prescribed emission standards; Understandably, for example, the emission limit for hydrocarbons in light-duty vehicles is 1.5 L / km, and the emission limit for carbon monoxide is 3.9 g / km in the National I emission standard. In a preferred embodiment of the present invention, the process of obtaining the driving state includes: The start time of the initial driving state is obtained, and the speed of the vehicle at the start time is recorded as the start speed. The end time of the initial driving state is obtained, and the speed of the vehicle at the end time is recorded as the end speed. The average value between the start speed and the end speed is obtained and recorded as the average speed. The acceleration of the vehicle between the start time and the end time is also obtained. By combining each acceleration value with each velocity value in pairs, several state combinations are obtained (a i v r ), where a i Let v represent the i-th acceleration value. r Let r represent the r-th speed value; the combination of the several states is randomly paired with the initial driving state to obtain several driving states, wherein the acceleration value of the constant speed state is always 0; The process of obtaining the driving state also includes: When the initial driving state is an acceleration state or a deceleration state, if the state combination paired with it is (a i vr Then, with acceleration a i With average speed v r Driving a vehicle; when the initial driving state is a constant speed state, if the state combination paired with it is (a i v r Then, with an acceleration of 0 and a mean velocity v r Driving a vehicle; It is understandable that the acceleration value should be positive during acceleration and negative during deceleration. In a preferred embodiment of the present invention, the process of setting the acceleration value and the velocity value includes: Set the acceleration range of the acceleration value [-a] max a max The acceleration interval threshold is set within the range of [1, 5] km / h. 2 According to the acceleration interval threshold, in the acceleration range [-a] max a max Select several acceleration values ​​at moderate intervals; The speed range for setting the speed value is [0, v]. max ], and set a speed interval threshold, the speed interval threshold being set within the range of [1, 5] km / h, and according to the speed interval threshold, within the speed range [0, v max Select several speed values ​​at moderate intervals; Step S2: Obtain the start time of the vehicle's initial movement and the refueling time of the vehicle, and record the latest real-time time after the refueling time as the current time; record the time period between the start time and the refueling time as the pre-refueling time period, and the time period between the refueling time and the current time as the post-refueling time period; The vehicle's speed is acquired in real time during the period following refueling, and a speed change curve for the period is generated. The speed change curve for the period is then divided into several driving state curves. Based on each driving state curve and the standard dataset, the standard total emissions of the vehicle during the period following refueling are obtained. Based on the speed change curve for the period and the standard total emissions, the standard fuel quality coefficient is obtained. In a preferred embodiment of the present invention, the process of generating the velocity change curve in the later time period includes: All speeds obtained during the period after refueling are numbered, and a coordinate system is established with the number as the horizontal axis and the speed as the vertical axis. Each number and its corresponding speed are converted into coordinate points at corresponding positions on the coordinate system, and each coordinate point is connected by a smooth curve. The curve is the speed change curve for the subsequent period. In a preferred embodiment of the present invention, the process of dividing the velocity change curve in the later time period includes: Obtain the tangent slope of the velocity change curve in the subsequent time period at each coordinate point, and obtain the derivative curve of the velocity change curve in the subsequent time period based on the tangent slope at each coordinate point; set the derivative fluctuation range [- e , e This yields two horizontal dividing lines, k=- e and k= e , where k is the ordinate of the derivative curve; On the derivative curve, obtain the horizontal line k=- at the boundary. e The following curve segments are denoted as "lower segments". The start and end points of each lower segment are obtained, and the x-coordinate range of each lower segment is denoted as the deceleration x-coordinate range. The boundary horizontal line k= is also obtained. e The upper curve segments are denoted as upper segments. The x-coordinate range of each upper segment is obtained and denoted as the acceleration x-coordinate range. The curve segments between the two dividing horizontal lines are denoted as middle segments. The x-coordinate range of each middle segment is obtained and denoted as the uniform speed x-coordinate range. On the speed change curve in the later period, according to each deceleration x-axis range, all deceleration curve segments are extracted, according to each acceleration x-axis range, all acceleration curve segments are extracted, and according to each constant speed x-axis range, all constant speed curve segments are extracted; the deceleration curve segments, acceleration curve segments, and constant speed curve segments are all recorded as driving state curves. In a preferred embodiment of the present invention, the process of obtaining the standard total emissions includes: For any driving state curve, the current acceleration a' and the current average velocity v' are obtained from the driving state curve to obtain the current state combination; the similarity between each state combination and the current state combination is obtained from the standard dataset. Select the state combination with the highest phase velocity and record it as the target combination; obtain the emission amount corresponding to the target combination and record it as the emission amount of the driving state curve; sum up the emission amounts of each driving state curve to obtain the standard total emission amount. In a preferred embodiment of the present invention, the process of obtaining the standard oil quality coefficient includes: Obtain the maximum speed Vmax and minimum speed Vmin on the driving state curve to obtain the standard fuel quality coefficient. ,in l 1. l 2 are both preset weighting coefficients. m These are the preset correction parameters, and m >0, E0 is the standard total emission, Vmax nVmin represents the maximum speed of the nth driving state curve. n Vave represents the minimum speed of the nth driving state curve. n This represents the average speed of the nth driving state curve, where N is the total number of driving state curves. It should be noted that the weighting coefficients in the formula are obtained based on experimental calibration. Through real-world vehicle testing with standard fuel, emission data, extreme speeds, and average speeds under different driving conditions are collected. Initial values ​​for the two weighting coefficients are preset, such as: l 1 = 0.6 l 2 = 0.4; The data is fitted using regression analysis or machine learning (such as neural networks), and the least squares method is used to continuously adjust the values. l 1 and l The initial value of 2 is optimized to maximize the correlation between the standard oil quality coefficient formula and actual emissions, thus minimizing the prediction error; the correction parameter is then used. m The value of needs to ensure the consistency of the dimensions of each velocity characteristic item, and is usually set to 1 or adjusted according to the data range; Step S3: Real-time acquisition of the vehicle's speed before refueling, generation of the speed change curve for the previous period, and acquisition of the vehicle's emissions during the period before refueling, denoted as the emissions for the previous period; based on the speed change curve and the emissions for the previous period, acquisition of the vehicle's fuel quality coefficient during the period before refueling, denoted as the first coefficient K1; acquisition of the vehicle's emissions during the period after refueling, denoted as the emissions for the period after refueling, and acquisition of the fuel quality coefficient for the period after refueling, denoted as the second coefficient K2, based on the speed change curve and the emissions for the period after refueling. Based on the first coefficient K1 and the second coefficient K2, the fuel quality coefficient of the fuel added to the vehicle at the refueling time is obtained and denoted as the fuel quality coefficient. V new V is the volume of fuel added to the vehicle at the stated refueling time. pre The volume of fuel remaining in the vehicle's fuel tank before refueling; Understandably, the above formula accurately calculates the quality coefficient of the new fuel and excludes the influence of the remaining fuel before refueling. In a preferred embodiment of the present invention, the process of obtaining the first coefficient and the second coefficient includes: The speed change curve of the preceding period is divided into several driving state curves, which are denoted as the preceding period state curves. The maximum and minimum speed values ​​of each preceding period state curve are obtained, as well as the average speed and preceding period emission of each preceding period state curve. These values ​​are substituted into the calculation formula of the standard oil quality coefficient to obtain the first coefficient K1. Similarly, the second coefficient K2 is obtained. Step S4: Compare the fuel quality coefficient with the standard fuel quality coefficient. If the fuel quality coefficient is lower than the standard fuel quality coefficient, obtain the vehicle's location coordinates at the time of refueling and notify the user that the fuel quality of the added fuel is abnormal. It should be noted that, due to national standards (such as HJ1238 and HJ1239), all real-time vehicle data must be uploaded to a monitoring platform. This monitoring platform includes an onboard terminal, an enterprise platform, and the Ministry of Ecology and Environment. When the user starts the vehicle, the onboard terminal is activated. During vehicle operation, the onboard terminal collects real-time vehicle data and transmits this data to the enterprise platform. This real-time data includes speed and emission data. After receiving the real-time data, the enterprise platform transmits it to the Ministry of Ecology and Environment. The Ministry of Ecology and Environment receives the data transmitted by the enterprise platform and sends a response message to the enterprise platform to confirm data reception. It is worth noting that all data involved in the generation process of the velocity change curves of the preceding and following periods in this invention are obtained based on the monitoring platform. In a preferred embodiment of the present invention, the process of determining whether there is an abnormality in the fuel at the gas station at the location coordinates includes: The gas station at the specified location coordinates is designated as the target gas station. A judgment time interval is set, and all vehicles that refuel at the target gas station within the judgment time interval are identified as target vehicles. The fuel quality coefficient of all target vehicles is obtained, and the number of vehicles with fuel quality coefficients lower than the standard fuel quality coefficient is obtained. The total number of all target vehicles is also obtained. Based on the number of vehicles and the total number, the proportion of the standard fuel quality coefficient of all target vehicles is obtained, and a proportion threshold is set. If the proportion exceeds the proportion threshold, the fuel at the target gas station is considered to be abnormal. The process of setting the time interval for judgment includes: The monitoring platform acquires the refueling time intervals of all vehicles, where the refueling time interval is the time interval between two refuelings of a vehicle; the average value of the refueling time intervals of all vehicles is acquired and recorded as the mean interval; a judgment time interval is set based on the duration of the mean interval. The threshold percentage is set within the range of [60%, 90%]; It is understandable that if the fuel quality coefficient is lower than the standard fuel quality coefficient, the fuel quality added to the vehicle at the time of refueling is abnormal. By timely detection and avoiding the use of inferior fuel, the vehicle engine can be effectively protected, its service life extended, and maintenance costs reduced. At the same time, it reduces the emission of harmful substances in vehicle exhaust, which is conducive to environmental protection.

[0019] The foregoing has provided a detailed description of one embodiment of the present invention, but this description is merely a preferred embodiment and should not be construed as limiting the scope of the invention. All equivalent variations and modifications made within the scope of the claims of this invention should still fall within the patent coverage of this invention.

Claims

1. A method for analyzing fuel quality based on vehicle emission data, characterized in that, Includes the following steps: Step S1: Set several acceleration values ​​and speed values, and set several driving states based on each acceleration value and speed value; obtain standard fuel, record the emissions of the vehicle when using standard fuel and driving in the stated driving states, and obtain a standard dataset; Step S2: Divide the vehicle's driving process into a pre-refueling period and a post-refueling period, and acquire the vehicle's speed in real time during the post-refueling period to generate a speed change curve for the post-refueling period; based on the speed change curve for the post-refueling period and the standard dataset, obtain the standard total emissions and the standard fuel quality coefficient. Step S3: Real-time acquisition of the vehicle's speed in the period before refueling, generation of the speed change curve in the period before refueling, and acquisition of the vehicle's emissions in the period before refueling. Based on the speed change curve and emissions in the period before refueling, a first coefficient is obtained; acquisition of the vehicle's emissions in the period after refueling, and acquisition of the vehicle's second coefficient in the period after refueling based on the speed change curve and emissions in the period after refueling; and acquisition of the fuel quality coefficient of the fuel added to the vehicle based on the first and second coefficients. Step S4: Compare the fuel quality coefficient with the standard fuel quality coefficient to determine whether there is any abnormality in the quality of the added fuel.

2. The method for analyzing oil quality based on vehicle emission data according to claim 1, characterized in that, In step S1, the process of setting the driving state includes: Several initial driving states are set, including acceleration, deceleration and constant speed; the start time of the initial driving state is obtained, and the speed of the vehicle at the start time is recorded as the start speed; the end time of the initial driving state is obtained, and the speed of the vehicle at the end time is recorded as the end speed; the average value between the start speed and the end speed is obtained and recorded as the average speed; and the acceleration of the vehicle between the start time and the end time is obtained. By combining each acceleration value with each velocity value in pairs, several state combinations are obtained (a i v r ), where a i Let v represent the i-th acceleration value. r Let r represent the r-th speed value; the combination of the several states is randomly paired with the initial driving state to obtain several driving states, wherein the acceleration value of the constant speed state is always 0.

3. The method for analyzing oil quality based on vehicle emission data according to claim 1, characterized in that, In step S1, the emission amount is the amount of pollutants emitted in vehicle exhaust, and the standard fuel is fuel whose pollutant emission amount after vehicle use is within a preset emission limit. The pollutants include PM content, sulfide content, and hydrocarbon content.

4. The method for analyzing oil quality based on vehicle emission data according to claim 1, characterized in that, In step S2, the process of dividing the vehicle's driving process into a pre-refueling period and a post-refueling period includes: The system obtains the start time of the vehicle's initial movement and the refueling time, and records the latest real-time time after the refueling time as the current time; the time period between the start time and the refueling time is recorded as the pre-refueling time period, and the time period between the refueling time and the current time is recorded as the post-refueling time period.

5. The method for analyzing oil quality based on vehicle emission data according to claim 2, characterized in that, In step S2, the process of obtaining the standard total emissions includes: The velocity change curve in the later time period is divided into several driving state curves. For any driving state curve, the current acceleration a' and the current average velocity v' are obtained from the driving state curve to obtain the current state combination. The similarity between each state combination and the current state combination is obtained from the standard dataset. Select the state combination with the highest phase velocity and record it as the target combination; obtain the emission amount corresponding to the target combination and record it as the emission amount of the driving state curve; sum the emission amounts of each driving state curve to obtain the standard total emission amount.

6. The method for analyzing oil quality based on vehicle emission data according to claim 5, characterized in that, In step S2, the process of dividing the velocity change curve in the later time period includes: Obtain the tangent slope of the velocity change curve in the subsequent time period at each coordinate point, and obtain the derivative curve of the velocity change curve in the subsequent time period based on the tangent slope at each coordinate point; set the derivative fluctuation range [- ε , ε This yields two horizontal dividing lines, k=- ε and k= ε , where k is the ordinate of the derivative curve; On the derivative curve, obtain the horizontal line k=- at the boundary. ε The following curve segments are denoted as "lower segments". The start and end points of each lower segment are obtained, and the x-coordinate range of each lower segment is denoted as the deceleration x-coordinate range. The boundary horizontal line k= is also obtained. ε The upper curve segments are denoted as upper segments. The x-coordinate range of each upper segment is obtained and denoted as the acceleration x-coordinate range. The curve segments between the two dividing horizontal lines are denoted as middle segments. The x-coordinate range of each middle segment is obtained and denoted as the uniform speed x-coordinate range. On the speed change curve in the later period, all deceleration curve segments are extracted according to each deceleration x-axis range, all acceleration curve segments are extracted according to each acceleration x-axis range, and all uniform speed curve segments are extracted according to each uniform speed x-axis range; the deceleration curve segments, acceleration curve segments, and uniform speed curve segments are all recorded as driving state curves.

7. The method for analyzing oil quality based on vehicle emission data according to claim 5, characterized in that, In step S2, the process of obtaining the standard oil quality coefficient includes: Obtain the maximum speed Vmax and minimum speed Vmin on the driving state curve to obtain the standard fuel quality coefficient. ,in λ 1. λ Both 2 are preset weighting coefficients. μ These are the preset correction parameters, and μ >0, E0 is the standard total emissions, Vmax n Vmin represents the maximum speed of the nth driving state curve. n Vave represents the minimum speed of the nth driving state curve. n This represents the average speed of the nth driving state curve, where N is the total number of driving state curves.

8. The method for analyzing oil quality based on vehicle emission data according to claim 1, characterized in that, In step S3, the process of obtaining the oil coefficient includes: Let the first coefficient be denoted as K1 and the second coefficient as K2, to obtain the fuel quality coefficient of the fuel added to the vehicle at the refueling time, denoted as the fuel quality coefficient. V new V is the volume of fuel added to the vehicle at the stated refueling time. pre This refers to the volume of fuel remaining in the vehicle's fuel tank before refueling.

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