Hybrid engine carbon deposition detection method and device and vehicle

Abstract

The application provides a hybrid engine carbon deposition detection method and device and a vehicle, which comprises the following steps: performing carbon deposition detection based on the current working condition point of the engine and the actual temperature difference of the exhaust gas recirculation cooler to obtain a first carbon deposition detection result; performing carbon deposition detection based on the current working condition point and the actual pressure difference of the exhaust gas recirculation cooler to obtain a second carbon deposition detection result; judging whether knock occurs in the engine, and if yes, performing carbon deposition detection based on the actual retarding angle to obtain a third carbon deposition detection result; and performing carbon deposition detection based on the first carbon deposition detection result, the second carbon deposition detection result and the third carbon deposition detection result. As a result, since carbon deposition will affect heat exchange, the temperature difference changes, the pressure difference increases due to the blockage of the air path, and the ignition is delayed due to the knock caused by the insufficient exhaust gas, the carbon deposition is judged in combination with the temperature difference, the pressure difference and the knock, the three detection methods are complementary, the missed judgment and the misjudgment are reduced, the carbon deposition detection precision of the low-pressure EGR system is improved at low cost, and the engine performance is ensured.

Description

Technical Field

[0001] This invention relates to the field of engine technology, and in particular to a method, device, and vehicle for detecting carbon deposits in hybrid engines. Background Technology

[0002] With the continuous development of energy-saving technologies for internal combustion engines, improving the thermal efficiency of gasoline engines and reducing fuel consumption are key directions in engine research and development. Compared with traditional high-pressure EGR systems, low-pressure exhaust gas recirculation (EGR) systems can effectively broaden the applicable range of exhaust gas recirculation conditions, optimize in-cylinder combustion conditions, reduce engine pumping losses and combustion temperature, and significantly improve fuel economy.

[0003] Currently, low-pressure EGR systems mainly employ two methods: exhaust gas intake after the Gasline Particulate Filter (GPF) and exhaust gas intake after the turbocharger. Exhaust gas intake after the turbocharger is more widely used due to its simple structure and strong adaptability. However, the exhaust gas extracted by this method has not been purified and filtered by a three-way catalytic converter and GPF, resulting in a higher carbon particle content. As carbon-containing exhaust gas flows through the EGR cooler, EGR valve, and turbocharger for a long time, it continuously deposits on the inner walls of these components, gradually forming a carbon deposit layer. This carbon buildup not only reduces the heat exchange and cooling efficiency of the EGR cooler but also reduces the effective flow area of ​​the EGR valve, leading to inaccurate exhaust gas recirculation control. Simultaneously, it reduces the turbocharger's efficiency, ultimately causing a decline in engine power performance.

[0004] However, most current methods focus on real-time carbon buildup detection for high-pressure EGR systems, while real-time detection and proactive warning mechanisms for low-pressure EGR systems are uncommon. Therefore, a real-time carbon buildup detection method for low-pressure EGR systems is urgently needed to address these technical challenges. Summary of the Invention

[0005] To address the problems existing in the prior art, embodiments of the present invention provide a method, device, and vehicle for detecting carbon deposits in hybrid engines, thereby solving or partially solving the technical problem that the prior art cannot effectively detect carbon deposits in the low-pressure EGR system, leading to a decline in engine performance.

[0006] A first aspect of the present invention provides a method for detecting carbon deposits in a hybrid engine, the hybrid engine assembly including a low-pressure exhaust gas recirculation system, the low-pressure exhaust gas recirculation system including an exhaust gas recirculation cooler; the method includes: Carbon deposit detection is performed based on the engine's current operating point, the actual temperature difference of the exhaust gas recirculation cooler, and a temperature-based carbon deposit detection strategy to obtain the first carbon deposit detection result. Based on the current operating point, the actual pressure difference of the exhaust gas recirculation cooler, and the pressure carbon deposit detection strategy, carbon deposit detection is performed to obtain a second carbon deposit detection result. Determine whether the engine is experiencing knocking. If so, obtain the actual retardation angle of the engine and perform carbon deposit detection based on the actual retardation angle to obtain a third carbon deposit detection result. Carbon deposit detection is performed based on the first carbon deposit detection result, the second carbon deposit detection result, and the third carbon deposit detection result.

[0007] In the above scheme, a thermostat is installed at the coolant outlet passage of the engine cylinder head. Before performing carbon deposit detection based on the engine's current operating point, the actual temperature difference of the exhaust gas recirculation cooler, and the temperature-based carbon deposit detection strategy, the method further includes: Determine whether the current operating point belongs to the operating point in the pre-calibrated first temperature mapping file. If so, obtain the actual engine speed, actual engine load, actual exhaust gas recirculation flow rate, actual engine coolant temperature, and actual thermostat opening. If the fluctuation amplitudes of the actual engine speed, the actual engine load, the actual exhaust gas recirculation flow rate, the actual engine coolant temperature, and the actual thermostat opening are all less than a preset first fluctuation threshold, the duration of the fluctuations being less than the preset first fluctuation threshold reaches a first preset duration, the temperature deviation between the actual engine coolant temperature and the engine coolant reference temperature is less than a first deviation threshold, and the actual thermostat opening is at its maximum opening, then the temperature carbon deposit detection strategy is triggered.

[0008] In the above scheme, the carbon deposit detection based on the engine's current operating point, the actual temperature difference of the exhaust gas recirculation cooler, and the temperature-based carbon deposit detection strategy, to obtain the first carbon deposit detection result, includes: Obtain the actual temperature difference between the actual engine coolant temperature and the actual coolant temperature at the exhaust gas recirculation cooler outlet under the current operating condition. Obtain a first temperature difference between the engine coolant reference temperature and the coolant reference temperature at the outlet of the exhaust gas recirculation cooler at the current operating point; the first temperature difference is determined under the condition that the low-pressure exhaust gas recirculation system is not contaminated by exhaust gas; If the second temperature difference between the actual temperature difference and the first temperature difference is greater than or equal to the first temperature threshold, and the duration is greater than the first preset duration, then the first carbon deposit detection result is determined to be the first score. If the second temperature difference is greater than or equal to the second temperature threshold and the duration is greater than the first preset duration, then the first carbon deposit detection result is determined to be the second score; the second temperature threshold is greater than the first temperature threshold, and the first score is less than the second score. If the second temperature difference is less than the first temperature threshold, then the first carbon deposit detection result is determined to be 0.

[0009] In the above scheme, before determining whether the current operating point belongs to the operating point in the pre-calibrated first temperature mapping file, the method further includes: When the low-pressure exhaust gas recirculation system is not polluted by exhaust gas, a third temperature difference between the engine coolant reference temperature and the coolant reference temperature at the outlet of the exhaust gas recirculation cooler is obtained at each preset operating point. A second temperature mapping file is calibrated based on each preset operating point and the third temperature difference corresponding to each preset operating point. When the carbon deposit thickness of the low-pressure exhaust gas recirculation system reaches a preset thickness, a fourth temperature difference is obtained between the first actual temperature of the engine coolant and the second actual temperature of the coolant at the outlet of the exhaust gas recirculation cooler at each preset operating point. A third temperature mapping file is calibrated based on each preset operating point and the fourth temperature difference corresponding to each preset operating point. For any current operating point that has been traversed, determine the fifth temperature difference between the fourth temperature difference and the third temperature difference of the current operating point, and take the current operating point whose fifth temperature difference is greater than or equal to the second temperature threshold as the first target operating point, until all preset operating points have been traversed, and obtain multiple first target operating points. The first temperature mapping file is calibrated based on the multiple first target operating points and the corresponding fourth temperature difference values.

[0010] In the above scheme, before performing carbon deposit detection based on the current operating point, the actual pressure difference of the exhaust gas recirculation cooler, and the pressure carbon deposit detection strategy, the method further includes: Determine whether the current operating point belongs to the operating point in the pre-calibrated first pressure mapping file. If so, obtain the actual engine speed, actual engine load, actual exhaust gas recirculation flow rate, and actual exhaust gas recirculation cooler inlet pressure. If the fluctuation amplitudes of the actual engine speed, the actual engine load, and the actual exhaust gas recirculation flow rate are all less than a preset first fluctuation threshold, the duration of the fluctuations being less than the preset first fluctuation threshold reaches a first preset duration, and the pressure deviation between the actual exhaust gas pressure at the exhaust gas recirculation cooler inlet and the reference exhaust gas pressure at the exhaust gas recirculation cooler inlet is less than a second deviation threshold, then the temperature carbon deposit detection strategy is triggered.

[0011] In the above scheme, the carbon deposit detection based on the current operating point, the actual pressure difference of the exhaust gas recirculation cooler, and the pressure carbon deposit detection strategy to obtain the second carbon deposit detection result includes: Obtain the actual pressure difference between the actual exhaust gas pressure at the inlet of the exhaust gas recirculation cooler and the actual exhaust gas pressure at the inlet of the exhaust gas recirculation cooler under the current operating condition. Obtain a first pressure difference between the reference pressure of the exhaust gas at the inlet of the exhaust gas recirculation cooler and the reference pressure of the exhaust gas at the inlet of the exhaust gas recirculation cooler at the current operating point; the first pressure difference is determined under the condition that the low-pressure exhaust gas recirculation system is not contaminated by exhaust gas; If the second pressure difference between the actual pressure difference and the first pressure difference is greater than or equal to the first pressure threshold, and the duration is greater than the first preset duration, then the second carbon deposit detection result is determined to be the first score. If the second pressure difference is greater than or equal to the second pressure threshold and the duration is greater than the first preset duration, then the second carbon deposit detection result is determined to be the third score; the second pressure threshold is greater than the first pressure threshold, and the first score is less than the third score. If the second pressure difference is less than the first pressure threshold, then the second carbon deposit detection result is determined to be 0.

[0012] In the above scheme, the carbon deposit detection based on the engine's actual retardation angle to obtain the third carbon deposit detection result includes: If the actual annealing angle is greater than or equal to the first annealing angle threshold and less than the second annealing angle threshold, then the third carbon deposit detection result is determined to be the first score. If the actual annealing angle is greater than or equal to the second annealing angle threshold, then the third carbon deposit detection result is determined to be the third score; If the actual annealing angle is less than the first annealing angle threshold, then the third carbon deposit detection result is determined to be 0.

[0013] In the above scheme, the carbon deposit detection based on the first carbon deposit detection result, the second carbon deposit detection result, and the third carbon deposit detection result includes: Determine the scores and values ​​of the first carbon deposit detection result, the second carbon deposit detection result, and the third carbon deposit detection result; If the sum of the scores is less than the first carbon buildup threshold, then the carbon buildup level is determined to be no carbon buildup. If the sum of the scores is greater than or equal to the first carbon deposit threshold and less than or equal to the second carbon deposit threshold, the carbon deposit level is determined to be normal, and the low-pressure exhaust gas recirculation system is shut down in the current driving cycle. If the sum of the scores is greater than or equal to the third carbon buildup threshold, the carbon buildup level is determined to be severe, the low-pressure exhaust gas recirculation system is directly shut down, and an alarm message is sent.

[0014] A second aspect of the present invention provides a carbon deposit detection device for a hybrid engine, the hybrid engine assembly including a low-pressure exhaust gas recirculation system, the low-pressure exhaust gas recirculation system including an exhaust gas recirculation cooler; the device includes: The first detection unit is used to perform carbon deposit detection based on the engine's current operating point, the actual temperature difference of the exhaust gas recirculation cooler, and a temperature-based carbon deposit detection strategy, and obtain the first carbon deposit detection result. The second detection unit is used to perform carbon deposit detection based on the current operating point, the actual pressure difference of the exhaust gas recirculation cooler and the pressure carbon deposit detection strategy, and obtain the second carbon deposit detection result. The third detection unit is used to determine whether the engine is experiencing knocking. If so, it obtains the actual retardation angle of the engine and performs carbon deposit detection based on the actual retardation angle to obtain the third carbon deposit detection result. The fourth detection unit is used to perform carbon deposit detection based on the first carbon deposit detection result, the second carbon deposit detection result, and the third carbon deposit detection result. A third aspect of the present invention provides a vehicle including a hybrid engine assembly, a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of any of the methods described above.

[0015] This invention provides a method, apparatus, and vehicle for detecting carbon deposits in a hybrid engine. The hybrid engine assembly includes a low-pressure exhaust gas recirculation (EGR) system, which includes an EGR cooler. The method includes: performing carbon deposit detection based on the engine's current operating point, the actual temperature difference of the EGR cooler, and a temperature-based carbon deposit detection strategy to obtain a first carbon deposit detection result; performing carbon deposit detection based on the current operating point, the actual pressure difference of the EGR cooler, and a pressure-based carbon deposit detection strategy to obtain a second carbon deposit detection result; and determining whether the engine is experiencing knocking. If so, the actual retardation angle of the engine is obtained, and carbon deposit detection is performed based on the actual retardation angle to obtain a third carbon deposit detection result; carbon deposit detection is performed based on the first carbon deposit detection result, the second carbon deposit detection result, and the third carbon deposit detection result; thus, since carbon deposits can affect heat exchange (resulting in temperature difference changes), block the air passage (resulting in increased pressure difference), and insufficient exhaust gas can cause knocking (resulting in delayed ignition), the three methods of temperature difference, pressure difference, and knocking are combined to collaboratively determine carbon deposits. The three detection methods complement each other, reducing missed and false detections, improving the accuracy of carbon deposit detection for the low-pressure EGR system at low cost, and ensuring engine performance. Attached Figure Description

[0016] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A schematic flowchart of a method for detecting carbon deposits in a hybrid engine according to an embodiment of the present invention is shown; Figure 2 A schematic diagram of a hybrid engine carbon deposit detection device according to an embodiment of the present invention is shown. Detailed Implementation

[0017] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0018] To better understand the technical solution of this invention, this invention will first introduce the low-pressure exhaust gas recirculation (EGR) system. The hybrid engine assembly includes the EGR system, which is a supporting component of the engine assembly. The EGR system can be externally mounted on the outside of the engine housing, specifically between the intake and exhaust pipes on the outside of the engine.

[0019] The EGR system includes an exhaust gas recirculation cooler, an EGR valve, and other components. The low-pressure EGR system draws low-temperature exhaust gas from the turbocharger and directs it into the intake manifold. This exhaust gas dilutes the air-fuel mixture, lowers the combustion temperature in the engine cylinders, suppresses nitrogen oxide emissions, and reduces pumping losses, optimizing fuel consumption. However, the drawn exhaust gas is not filtered by a three-way catalytic converter and a gas powder filter (GPF), resulting in a high carbon particulate content. As this carbon-containing exhaust gas flows through the EGR cooler, EGR valve, and turbocharger over a long period, it continuously deposits on the inner walls of these components, gradually forming a carbon deposit layer and reducing the engine's combustion stability.

[0020] Based on this, the present invention provides a method for detecting carbon deposits in hybrid engines, such as... Figure 1 As shown, the method includes the following steps: S110, carbon deposit detection is performed based on the engine's current operating point, the actual temperature difference of the exhaust gas recirculation cooler, and the temperature-based carbon deposit detection strategy to obtain the first carbon deposit detection result.

[0021] It should be noted that steps S110 to S113 can be processed in parallel or in sequence. In the case of serial processing, the execution order of steps S110 to S113 can be determined according to actual needs and is not restricted here.

[0022] When the EGR system is contaminated by exhaust gas, the cooling capacity of the EGR cooler will decrease. Therefore, carbon deposit detection can be performed based on the difference between the engine's current operating point and the actual temperature of the exhaust gas recirculation cooler to obtain the first carbon deposit detection result.

[0023] Before performing carbon deposit detection based on the difference between the engine's current operating point and the actual temperature of the exhaust gas recirculation cooler, it is necessary to first determine whether the temperature-based carbon deposit detection strategy can be triggered.

[0024] In one embodiment, a thermostat is installed at the coolant outlet of the engine cylinder head. Before performing carbon deposit detection based on the engine's current operating point, the actual temperature difference of the exhaust gas recirculation cooler, and a temperature-based carbon deposit detection strategy, the method further includes: Determine whether the current operating point belongs to the operating point in the pre-calibrated first temperature mapping file. If so, obtain the actual engine speed, actual engine load, actual exhaust gas recirculation flow rate, actual engine coolant temperature, and actual thermostat opening. If the fluctuation ranges of the engine's actual speed, engine's actual load, exhaust gas recirculation flow rate, engine coolant temperature, and thermostat's actual opening are all less than a preset first fluctuation threshold, the duration of the fluctuations being less than the preset first fluctuation threshold reaches a first preset duration, the temperature deviation between the engine coolant's actual temperature and the engine coolant's reference temperature is less than a first deviation threshold, and the thermostat's actual opening is at its maximum, then the temperature carbon buildup detection strategy will be activated.

[0025] Specifically, since the first temperature mapping file is pre-calibrated, in one implementation, before determining whether the current operating point belongs to the operating point in the pre-calibrated first temperature mapping file, the method further includes: Under the condition that the low-pressure exhaust gas recirculation system is not polluted by exhaust gas, the third temperature difference between the engine coolant reference temperature and the coolant reference temperature at the outlet of the exhaust gas recirculation cooler is obtained at each preset operating point, and the second temperature mapping file is calibrated based on each preset operating point and the third temperature difference corresponding to each preset operating point. When the carbon deposit thickness of the low-pressure exhaust gas recirculation system reaches the preset thickness, the fourth temperature difference between the first actual temperature of the engine coolant and the second actual temperature of the coolant at the outlet of the exhaust gas recirculation cooler is obtained at each preset operating point. Based on each preset operating point and the fourth temperature difference corresponding to each preset operating point, the third temperature mapping file is calibrated. For any current operating point that has been traversed, determine the fifth temperature difference between the fourth temperature difference and the third temperature difference of the current operating point, and take the current operating point whose fifth temperature difference is greater than or equal to the second temperature threshold as the first target operating point, until all preset operating points have been traversed, and obtain multiple first target operating points. The first temperature mapping file is calibrated based on the multiple first target operating points and the corresponding fourth temperature difference values.

[0026] Specifically, assuming the EGR system is not polluted by exhaust gases, calculate the engine coolant reference temperature at each preset operating point. Reference temperature of coolant at the outlet of the exhaust gas recirculation cooler The third temperature difference between : (1) Among them, the engine coolant reference temperature The reference temperature of the coolant at the cooler outlet can be obtained by a temperature sensor installed at the engine. The temperature data was collected by a temperature sensor installed at the outlet of the cooler.

[0027] A second temperature mapping file can be calibrated based on each preset operating point and the corresponding third temperature difference. The second temperature mapping file can be a second temperature mapping MAP2. The horizontal axis of the second temperature mapping MAP2 is the engine speed, the vertical axis is the engine torque, and the intersection of the horizontal axis and the vertical axis is the third temperature difference.

[0028] Then, a large amount of carbon soot is generated by artificially enriching the exhaust, causing a 0.5mm carbon deposit layer (critical fault thickness) to form on the inner wall of the EGR cooler. At this point, the first actual temperature of the engine coolant at each of the preset operating points is re-acquired. The second actual temperature of the coolant at the outlet of the exhaust gas recirculation cooler The fourth temperature difference between the first and second actual temperatures is determined based on formula (2). : (2) Based on each preset operating point and the corresponding fourth temperature difference value, a third temperature mapping file can be calibrated. The third temperature mapping file can be the third temperature mapping MAP3. The horizontal axis of the second temperature mapping MAP3 is the engine speed, the vertical axis is the engine torque, and the intersection of the horizontal axis and the vertical axis is the fourth temperature difference value.

[0029] Then, all preset working conditions are traversed. For any traversed current working condition, if it is determined... If the current working condition point is used as the first target working condition point, the process continues until all preset working condition points have been traversed, resulting in multiple first target working condition points.

[0030] Then, based on multiple first target operating points and the corresponding fourth temperature difference values, the first temperature mapping file MAP1 is calibrated. The first temperature mapping file records the first target operating points (speed-torque points), and each first target operating point corresponds one-to-one with the fourth temperature difference value under carbon deposit conditions.

[0031] During actual vehicle operation, the current operating point of the engine can be obtained first. It is then determined whether the current operating point belongs to the operating point in the first temperature mapping file. If it does, the actual engine speed, actual engine load, actual exhaust gas recirculation flow rate, actual engine coolant temperature, and actual thermostat opening are collected in real time. It is then determined whether the fluctuation amplitude of each of the actual engine speed, actual engine load, actual exhaust gas recirculation flow rate, actual engine coolant temperature, and actual thermostat opening is less than the first fluctuation threshold (e.g., 5%). If so, timing begins. If the duration of the above five parameters being less than the preset first fluctuation threshold reaches the first preset duration (e.g., 15s), it is then determined whether the temperature deviation between the actual engine coolant temperature and the engine coolant reference temperature is less than the first deviation threshold (the first deviation threshold can be 5%) and whether the actual thermostat opening is at its maximum. If the temperature deviation is less than the first deviation threshold and the actual thermostat opening is at its maximum, it is determined that the temperature carbon deposit detection strategy can be triggered. Carbon deposit detection can be performed based on the current engine operating point, the actual temperature difference of the exhaust gas recirculation cooler, and the temperature carbon deposit detection strategy.

[0032] Taking the actual engine speed as an example, assuming the current operating point speed is 2000 rpm and the first fluctuation threshold is 5%, then if the actual speed is between 1900 rpm and 2100 rpm, it means that the fluctuation range of the actual speed is less than the first threshold.

[0033] However, during the timing process, if the fluctuation range of any of the parameters—actual engine speed, actual engine load, actual exhaust gas recirculation flow rate, actual engine coolant temperature, and actual thermostat opening—is greater than the first fluctuation threshold, the timing needs to be reset to zero and restarted.

[0034] After the temperature-based carbon deposit detection strategy is activated, carbon deposit detection is performed based on the engine's current operating point, the actual temperature difference of the exhaust gas recirculation cooler, and the temperature-based carbon deposit detection strategy to obtain the first carbon deposit detection result, including: Obtain the actual temperature difference between the actual engine coolant temperature and the actual coolant temperature at the exhaust gas recirculation cooler outlet at the current operating point. Obtain a first temperature difference between the engine coolant reference temperature and the coolant reference temperature at the exhaust gas recirculation cooler outlet at the current operating point; the first temperature difference is determined under the condition that the low-pressure exhaust gas recirculation system is not contaminated by exhaust gas. If the second temperature difference between the actual temperature difference and the first temperature difference is greater than or equal to the first temperature threshold, and the duration is greater than the first preset duration, then the first carbon deposit detection result is determined as the first score. If the second temperature difference is greater than or equal to the second temperature threshold and the duration is greater than the first preset duration, then the first carbon deposit detection result is determined to be the second score; if the second temperature threshold is greater than the first temperature threshold, the first score is less than the second score. If the second temperature difference is less than the first temperature threshold, then the first carbon deposit detection result is determined to be 0.

[0035] Wherein, the first temperature threshold can be The first preset duration can be 15 seconds, and the second temperature threshold can be... The first score can be 1, and the second score can be 2.

[0036] If the first carbon deposit test result is the first score, it indicates that carbon deposits are present; if the first carbon deposit test result is the second score, it indicates that carbon deposits are severe; if the first carbon deposit test result is 0, it indicates that there are no carbon deposits or only a small amount of carbon deposits are present.

[0037] S111, carbon deposit detection is performed based on the current operating point, the actual pressure difference of the exhaust gas recirculation cooler, and the pressure carbon deposit detection strategy to obtain a second carbon deposit detection result.

[0038] Similarly, when carbon deposits are present, they can clog the air passages, which will increase the pressure difference. Therefore, it is necessary to perform carbon deposit detection based on the actual pressure difference between the current operating point and the exhaust gas recirculation cooler to obtain a second carbon deposit detection result.

[0039] Similarly, before performing carbon deposit detection based on the current operating point, the actual pressure difference of the exhaust gas recirculation cooler, and the pressure carbon deposit detection strategy, it is necessary to first determine whether the temperature carbon deposit detection strategy can be triggered.

[0040] In one embodiment, before performing carbon deposit detection based on the current operating point, the actual pressure difference of the exhaust gas recirculation cooler, and the pressure carbon deposit detection strategy, the method further includes: Determine whether the current operating point belongs to the operating point in the pre-calibrated first pressure mapping file. If so, obtain the actual engine speed, actual engine load, actual exhaust gas recirculation flow rate, and actual exhaust gas recirculation cooler inlet pressure. If the fluctuation ranges of the engine's actual speed, engine's actual load, and actual exhaust gas recirculation flow rate are all less than a preset first fluctuation threshold, the duration of the fluctuations is less than the preset first fluctuation threshold reaches a first preset duration, and the pressure deviation between the actual exhaust gas pressure at the exhaust gas recirculation cooler inlet and the reference exhaust gas pressure at the exhaust gas recirculation cooler inlet is less than a second deviation threshold, then the temperature carbon deposit detection strategy will be activated.

[0041] Specifically, since the first pressure mapping file is pre-calibrated, in one implementation, before determining whether the current operating point belongs to an operating point in the pre-calibrated first pressure mapping file, the method further includes: Under the condition that the low-pressure exhaust gas recirculation system is not polluted by exhaust gas, obtain the third pressure difference between the exhaust gas reference pressure at the inlet of the exhaust gas recirculation cooler and the exhaust gas reference pressure at the inlet of the exhaust gas recirculation cooler at the preset operating point; calibrate the second pressure mapping file based on each preset operating point and the third pressure difference corresponding to each preset operating point. When the carbon deposit thickness of the low-pressure exhaust gas recirculation system reaches the preset thickness, obtain the fourth pressure difference between the actual exhaust gas pressure at the inlet of the exhaust gas recirculation cooler and the actual exhaust gas pressure at the inlet of the exhaust gas recirculation cooler at the preset operating point; calibrate the third pressure mapping file based on each preset operating point and the fourth pressure difference corresponding to each preset operating point. For any current operating point that has been traversed, determine the fifth pressure difference between the fourth pressure difference and the third pressure difference of the current operating point, and take the current operating point whose fifth pressure difference is greater than or equal to the second pressure threshold as the second target operating point, until all preset operating points have been traversed, and obtain multiple second target operating points. The first pressure mapping file is calibrated based on the multiple second target operating points and the corresponding fourth pressure difference values.

[0042] Specifically, assuming the EGR system is not contaminated by exhaust gas, calculate the reference pressure of the exhaust gas at the inlet of the exhaust gas recirculation cooler under each preset operating condition. Exhaust gas reference pressure at the inlet of the exhaust gas recirculation cooler The third pressure difference between : (3) Among them, the exhaust gas reference pressure at the inlet of the exhaust gas recirculation cooler The reference pressure of the exhaust gas at the inlet of the exhaust gas recirculation cooler can be obtained by a pressure sensor installed at the inlet of the exhaust gas recirculation cooler. It can be obtained by a pressure sensor installed at the outlet of the exhaust gas recirculation cooler.

[0043] Based on each preset operating point and the corresponding three pressure differences, a second pressure mapping file can be calibrated. The second pressure mapping file can be the second pressure mapping MAP5. The horizontal axis of the second pressure mapping MAP4 is the engine speed, the vertical axis is the engine torque, and the intersection of the horizontal and vertical axes is the third pressure difference.

[0044] Then, a large amount of carbon soot is generated by artificially enriching the exhaust gas, causing a 0.5mm carbon deposit layer (critical fault thickness) to form on the inner wall of the EGR cooler. At this point, the actual exhaust gas pressure at the inlet of the exhaust gas recirculation cooler is re-collected for each of the preset operating points. Exhaust gas reference pressure at the inlet of the exhaust gas recirculation cooler The fourth pressure difference between : (4) Based on each preset operating point and the corresponding fourth temperature difference, a third pressure mapping file can be calibrated. The third pressure mapping file can be the third pressure mapping MAP6. The horizontal axis of the third pressure mapping MAP3 is the engine speed, the vertical axis is the engine torque, and the intersection of the horizontal and vertical axes is the fourth pressure difference.

[0045] Then, all preset working conditions are traversed. For any traversed current working condition, if it is determined... If the current working condition point is used as the second target working condition point, this process continues until all preset working condition points have been traversed, resulting in multiple second target working condition points.

[0046] The first pressure mapping file MAP6 is then calibrated based on multiple second target operating points and the fourth pressure difference values ​​corresponding to the second target operating points. The first pressure mapping file records the second target operating points (speed-torque points), and each second target operating point corresponds one-to-one with the fourth pressure difference value under carbon deposit conditions.

[0047] During actual vehicle operation, the engine's current operating point can be obtained first. It is then determined whether the current operating point belongs to the operating point in the first pressure mapping file. If it does, the engine's actual speed, engine load, exhaust gas recirculation flow rate, and exhaust gas recirculation cooler inlet pressure are collected in real time. It is then determined whether the fluctuation amplitude of each of the engine's actual speed, engine load, exhaust gas recirculation flow rate, and exhaust gas recirculation cooler inlet pressure is less than the first fluctuation threshold (e.g., 5%). If so, a timer is started. If the duration of the above four parameters being less than the preset first fluctuation threshold reaches the first preset duration (e.g., 15 seconds), it is further determined whether the pressure deviation between the actual exhaust gas pressure at the recirculation cooler inlet and the exhaust gas reference pressure at the exhaust gas recirculation cooler inlet is less than the second deviation threshold (the second deviation threshold can be 5%). If the pressure deviation is less than the second deviation threshold, it is determined that the temperature carbon deposit detection strategy can be triggered. Carbon deposit detection can be performed based on the difference between the engine's current operating point and the actual pressure of the exhaust gas recirculation cooler.

[0048] Taking the actual engine speed as an example, assuming the current operating point speed is 2000 rpm and the first fluctuation threshold is 5%, then if the actual speed is between 1900 rpm and 2100 rpm, it means that the fluctuation range of the actual speed is less than the first threshold.

[0049] Similarly, during the timing process, if the fluctuation range of any of the parameters—actual engine speed, actual engine load, actual exhaust gas recirculation flow rate, and actual exhaust gas recirculation cooler inlet pressure—is greater than the first fluctuation threshold, the timing needs to be reset to zero and restarted.

[0050] After the temperature-based carbon deposit detection strategy is activated, carbon deposit detection can be performed based on the current operating point, the actual pressure difference of the exhaust gas recirculation cooler, and the pressure-based carbon deposit detection strategy to obtain a second carbon deposit detection result, including: Obtain the actual pressure difference between the actual exhaust gas pressure at the inlet of the exhaust gas recirculation cooler and the actual exhaust gas pressure at the inlet of the exhaust gas recirculation cooler under the current operating condition. Obtain the first pressure difference between the reference pressure of the exhaust gas at the inlet of the exhaust gas recirculation cooler and the reference pressure of the exhaust gas at the inlet of the exhaust gas recirculation cooler at the current operating point; the first pressure difference is determined under the condition that the low-pressure exhaust gas recirculation system is not contaminated by exhaust gas; If the second pressure difference between the actual pressure difference and the first pressure difference is greater than or equal to the first pressure threshold, and the duration is greater than the first preset duration, then the second carbon deposit detection result is determined to be the first score. If the second pressure difference is greater than or equal to the second pressure threshold and the duration is greater than the first preset duration, then the second carbon deposit detection result is determined to be the third score; if the second pressure threshold is greater than the first pressure threshold, the first score is less than the third score. If the second pressure difference is less than the first pressure threshold, then the second carbon deposit detection result is determined to be 0.

[0051] The first pressure threshold can be 5 kPa, the second pressure threshold can be 8 kPa, the first preset duration can be 15 s, the first score can be 1, and the third score can be 3.

[0052] If the second carbon deposit test result is the first score, it indicates that carbon deposits are present; if the second carbon deposit test result is the third score, it indicates that carbon deposits are severe; if the second carbon deposit test result is 0, it indicates that there are no carbon deposits or only a small amount of carbon deposits are present.

[0053] It should be noted that if the current operating point belongs only to the operating point in the first temperature mapping file and not to the operating point in the first pressure mapping file, then the second carbon deposit detection result is 0, and the first carbon deposit detection result can be detected based on the above-mentioned detection logic based on temperature difference.

[0054] If the current operating point does not belong to the operating point in the first temperature mapping file, but only to the operating point in the first pressure mapping file, then the first carbon deposit detection result is 0, and the second carbon deposit detection result can be detected based on the above detection logic based on pressure difference.

[0055] S112, determine whether the engine is experiencing knocking. If so, obtain the actual retardation angle of the engine, perform carbon deposit detection based on the actual retardation angle, and obtain a third carbon deposit detection result.

[0056] Since the flow area of ​​the EGR valve decreases and the flow rate in the EGR decreases after the EGR system is contaminated, it is easy to cause engine knocking. Therefore, this invention can also determine whether the engine is knocking. If so, the actual retardation angle of the engine is obtained, and carbon deposit detection is performed based on the actual retardation angle to obtain the third carbon deposit detection result.

[0057] Specifically, when engine knock occurs, the vehicle controller will actively de-energize the ignition timing for knock protection. Therefore, in one implementation, carbon deposit detection is performed based on the actual de-energizing angle to obtain a third carbon deposit detection result, including: Obtain the actual annealing angle of the engine; If the actual annealing angle is greater than or equal to the first annealing angle threshold and less than the second annealing angle threshold, then the third carbon deposit detection result is determined as the first score. If the actual annealing angle is greater than or equal to the second annealing angle threshold, then the third carbon deposit detection result is determined as the third score; If the actual annealing angle is less than the first annealing angle threshold, then the third carbon deposit detection result is determined to be 0.

[0058] To improve the accuracy of the third carbon deposit detection results, before conducting the test, it is necessary to determine whether the engine is in a stable operating state and whether the fluctuation range of the engine's actual speed, actual torque, and exhaust gas recirculation rate is less than the first fluctuation threshold. If the engine is in a stable operating state and the fluctuation range of the engine's actual speed, actual torque, and exhaust gas recirculation rate is less than the first fluctuation threshold (which can be 5%), then timing begins. If the duration of the engine's stable operating state reaches the first preset duration (e.g., 15 seconds) and the duration for which the fluctuation range of the engine's actual speed, actual torque, and exhaust gas recirculation rate is less than the preset first fluctuation threshold reaches the first preset duration (e.g., 15 seconds), then it is determined that carbon deposit detection can be performed based on the actual ignition angle.

[0059] In one implementation, carbon deposit detection is performed based on the engine's actual retardation angle to obtain a third carbon deposit detection result, including: If the actual annealing angle is greater than or equal to the first annealing angle threshold and less than the second annealing angle threshold, then the third carbon deposit detection result is determined as the first score. If the actual annealing angle is greater than or equal to the second annealing angle threshold, then the third carbon deposit detection result is determined as the third score; If the actual annealing angle is less than the first annealing angle threshold, then the third carbon deposit detection result is determined to be 0.

[0060] The first annealing angle threshold can be 4, and the second annealing angle threshold can be 6. The first score can be 1, and the third score can be 3.

[0061] This allows us to determine the third carbon deposit test result based on the knocking.

[0062] S113, perform carbon deposit detection based on the first carbon deposit detection result, the second carbon deposit detection result, and the third carbon deposit detection result.

[0063] After the first, second, and third carbon deposit test results are determined, carbon deposit testing can be performed based on these results, including: Determine the scores and values ​​of the first, second, and third carbon deposit test results; If the sum of the scores is less than the first carbon buildup threshold, the carbon buildup level is determined to be no carbon buildup. If the sum of the scores is greater than or equal to the first carbon deposit threshold and less than or equal to the second carbon deposit threshold, the carbon deposit level is determined to be normal, and the low-pressure exhaust gas recirculation system is shut off in the current driving cycle. If the sum of the scores is greater than or equal to the third carbon buildup threshold, the carbon buildup level is determined to be severe, the low-pressure exhaust gas recirculation system is shut down directly, and an alarm message is sent.

[0064] Specifically, the first carbon deposition threshold can be 4, the second carbon deposition threshold can be 6, and the third carbon deposition threshold can be 7; if the score and value N satisfy If the carbon buildup level is determined to be no carbon buildup or a small amount of carbon buildup, then the vehicle control system does not need to take any action.

[0065] If the scores and values ​​satisfy If the carbon buildup level is determined to be "normal", the low-pressure exhaust gas recirculation system will be shut down in the current driving cycle and restarted in the next driving cycle. If the carbon buildup level is detected as "normal" for 5 consecutive driving cycles, the low-pressure exhaust gas recirculation system will be shut down again and an alarm will be triggered until the fault is repaired and the alarm is cleared.

[0066] If the scores and values ​​satisfy If the carbon buildup level is determined to be severe, the low-pressure exhaust gas recirculation system will be shut down directly, and an alarm message will be sent until the fault is repaired and the alarm is cleared.

[0067] This invention uses three independent dimensions—heat exchange characteristics, gas flow resistance, and engine combustion state—to jointly determine carbon buildup in the EGR system by employing temperature difference, inlet and outlet pressure difference, and knock ignition delay. This can minimize the risk of carbon buildup in the engine's low-pressure EGR system, ensure the cooling efficiency of the EGR cooler, the stability of the EGR valve flow area, and the normal efficiency of the turbocharger, thereby stabilizing engine performance and improving reliability.

[0068] Based on the same inventive concept as in the foregoing embodiments, this embodiment also provides a hybrid engine carbon deposit detection device. The hybrid engine assembly includes a low-pressure exhaust gas recirculation system, and the low-pressure exhaust gas recirculation system includes an exhaust gas recirculation cooler; as shown Figure 2 As shown, the device includes: The first detection unit 21 is used to perform carbon deposit detection based on the engine's current operating point, the actual temperature difference of the exhaust gas recirculation cooler, and a temperature-based carbon deposit detection strategy, and obtain a first carbon deposit detection result. The second detection unit 22 is used to perform carbon deposit detection based on the current operating point, the actual pressure difference of the exhaust gas recirculation cooler and the pressure carbon deposit detection strategy, and obtain the second carbon deposit detection result. The third detection unit 23 is used to determine whether the engine is experiencing knocking. If so, it obtains the actual retardation angle of the engine and performs carbon deposit detection based on the actual retardation angle to obtain the third carbon deposit detection result. The fourth detection unit 24 is used to perform carbon deposit detection based on the first carbon deposit detection result, the second carbon deposit detection result, and the third carbon deposit detection result. Since the apparatus described in this embodiment of the invention is used to implement the hybrid engine carbon deposit detection method of this invention, those skilled in the art can understand the specific structure and variations of the apparatus based on the method described in this embodiment of the invention, and therefore will not be described in detail here. All apparatuses used in the methods of this embodiment of the invention fall within the scope of protection of this invention.

[0069] Based on the same inventive concept, this embodiment provides a vehicle including a hybrid engine assembly, a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of any of the methods described above.

[0070] Through one or more embodiments of the present invention, the present invention has the following beneficial effects or advantages: This invention provides a method, apparatus, and vehicle for detecting carbon deposits in a hybrid engine. The hybrid engine assembly includes a low-pressure exhaust gas recirculation (EGR) system, which includes an EGR cooler. The method includes: performing carbon deposit detection based on the engine's current operating point, the actual temperature difference of the EGR cooler, and a temperature-based carbon deposit detection strategy to obtain a first carbon deposit detection result; performing carbon deposit detection based on the current operating point, the actual pressure difference of the EGR cooler, and a pressure-based carbon deposit detection strategy to obtain a second carbon deposit detection result; and determining whether the engine is experiencing knocking. If so, the actual retardation angle of the engine is obtained, and carbon deposit detection is performed based on the actual retardation angle to obtain a third carbon deposit detection result; carbon deposit detection is performed based on the first carbon deposit detection result, the second carbon deposit detection result, and the third carbon deposit detection result; thus, since carbon deposits can affect heat exchange (resulting in temperature difference changes), block the air passage (resulting in increased pressure difference), and insufficient exhaust gas can cause knocking (resulting in delayed ignition), the three methods of temperature difference, pressure difference, and knocking are combined to collaboratively determine carbon deposits. The three detection methods complement each other, reducing missed and false detections, improving the accuracy of carbon deposit detection for the low-pressure EGR system at low cost, and ensuring engine performance.

[0071] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including both the preferred embodiments and all changes and modifications falling within the scope of the invention.

[0072] The above description is merely a preferred embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for detecting carbon deposits in a hybrid engine, characterized in that, The hybrid engine assembly includes a low-pressure exhaust gas recirculation system, the low-pressure exhaust gas recirculation system including an exhaust gas recirculation cooler; the method includes: Carbon deposit detection is performed based on the engine's current operating point, the actual temperature difference of the exhaust gas recirculation cooler, and a temperature-based carbon deposit detection strategy to obtain the first carbon deposit detection result. Based on the current operating point, the actual pressure difference of the exhaust gas recirculation cooler, and the pressure carbon deposit detection strategy, carbon deposit detection is performed to obtain a second carbon deposit detection result. Determine whether the engine is experiencing knocking. If so, obtain the actual retardation angle of the engine and perform carbon deposit detection based on the actual retardation angle to obtain a third carbon deposit detection result. Carbon deposit detection is performed based on the first carbon deposit detection result, the second carbon deposit detection result, and the third carbon deposit detection result.

2. The method as described in claim 1, characterized in that, A thermostat is installed at the coolant outlet of the engine cylinder head. Before performing carbon deposit detection based on the engine's current operating point, the actual temperature difference of the exhaust gas recirculation cooler, and the temperature-based carbon deposit detection strategy, the method further includes: Determine whether the current operating point belongs to the operating point in the pre-calibrated first temperature mapping file. If so, obtain the actual engine speed, actual engine load, actual exhaust gas recirculation flow rate, actual engine coolant temperature, and actual thermostat opening. If the fluctuation ranges of the actual engine speed, the actual engine load, the actual exhaust gas recirculation flow rate, the actual engine coolant temperature, and the actual thermostat opening are all less than a preset first fluctuation threshold, the duration of the fluctuations being less than the preset first fluctuation threshold reaches a first preset duration, the temperature deviation between the actual engine coolant temperature and the engine coolant reference temperature is less than a first deviation threshold, and the actual thermostat opening is at its maximum opening, then the temperature carbon deposit detection strategy is triggered.

3. The method as described in claim 2, characterized in that, The carbon deposit detection is performed based on the engine's current operating point, the actual temperature difference of the exhaust gas recirculation cooler, and a temperature-based carbon deposit detection strategy to obtain a first carbon deposit detection result, including: Obtain the actual temperature difference between the actual engine coolant temperature and the actual coolant temperature at the exhaust gas recirculation cooler outlet under the current operating condition. Obtain a first temperature difference between the engine coolant reference temperature and the coolant reference temperature at the outlet of the exhaust gas recirculation cooler at the current operating point; the first temperature difference is determined under the condition that the low-pressure exhaust gas recirculation system is not contaminated by exhaust gas; If the second temperature difference between the actual temperature difference and the first temperature difference is greater than or equal to the first temperature threshold, and the duration is greater than the first preset duration, then the first carbon deposit detection result is determined to be the first score. If the second temperature difference is greater than or equal to the second temperature threshold and the duration is greater than the first preset duration, then the first carbon deposit detection result is determined to be the second score; the second temperature threshold is greater than the first temperature threshold, and the first score is less than the second score. If the second temperature difference is less than the first temperature threshold, then the first carbon deposit detection result is determined to be 0.

4. The method as described in claim 2, characterized in that, Before determining whether the current operating point belongs to an operating point in a pre-calibrated first temperature mapping file, the method further includes: When the low-pressure exhaust gas recirculation system is not polluted by exhaust gas, a third temperature difference between the engine coolant reference temperature and the coolant reference temperature at the outlet of the exhaust gas recirculation cooler is obtained at each preset operating point. A second temperature mapping file is calibrated based on each preset operating point and the third temperature difference corresponding to each preset operating point. When the carbon deposit thickness of the low-pressure exhaust gas recirculation system reaches a preset thickness, a fourth temperature difference is obtained between the first actual temperature of the engine coolant and the second actual temperature of the coolant at the outlet of the exhaust gas recirculation cooler at each preset operating point. A third temperature mapping file is calibrated based on each preset operating point and the fourth temperature difference corresponding to each preset operating point. For any current operating point that has been traversed, determine the fifth temperature difference between the fourth temperature difference and the third temperature difference of the current operating point, and take the current operating point whose fifth temperature difference is greater than or equal to the second temperature threshold as the first target operating point, until all preset operating points have been traversed, and obtain multiple first target operating points. The first temperature mapping file is calibrated based on the multiple first target operating points and the corresponding fourth temperature difference values.

5. The method as described in claim 1, characterized in that, Before performing carbon deposit detection based on the current operating point, the actual pressure difference of the exhaust gas recirculation cooler, and the pressure carbon deposit detection strategy, the method further includes: Determine whether the current operating point belongs to the operating point in the pre-calibrated first pressure mapping file. If so, obtain the actual engine speed, actual engine load, actual exhaust gas recirculation flow rate, and actual exhaust gas recirculation cooler inlet pressure. If the fluctuation amplitudes of the actual engine speed, the actual engine load, and the actual exhaust gas recirculation flow rate are all less than a preset first fluctuation threshold, the duration of the fluctuations being less than the preset first fluctuation threshold reaches a first preset duration, and the pressure deviation between the actual exhaust gas pressure at the exhaust gas recirculation cooler inlet and the reference exhaust gas pressure at the exhaust gas recirculation cooler inlet is less than a second deviation threshold, then the temperature carbon deposit detection strategy is triggered.

6. The method as described in claim 5, characterized in that, The carbon deposit detection based on the current operating point, the actual pressure difference of the exhaust gas recirculation cooler, and the pressure carbon deposit detection strategy yields a second carbon deposit detection result, including: Obtain the actual pressure difference between the actual exhaust gas pressure at the inlet of the exhaust gas recirculation cooler and the actual exhaust gas pressure at the inlet of the exhaust gas recirculation cooler under the current operating condition. Obtain a first pressure difference between the reference pressure of the exhaust gas at the inlet of the exhaust gas recirculation cooler and the reference pressure of the exhaust gas at the inlet of the exhaust gas recirculation cooler at the current operating point; the first pressure difference is determined under the condition that the low-pressure exhaust gas recirculation system is not contaminated by exhaust gas; If the second pressure difference between the actual pressure difference and the first pressure difference is greater than or equal to the first pressure threshold, and the duration is greater than the first preset duration, then the second carbon deposit detection result is determined to be the first score. If the second pressure difference is greater than or equal to the second pressure threshold and the duration is greater than the first preset duration, then the second carbon deposit detection result is determined to be the third score; the second pressure threshold is greater than the first pressure threshold, and the first score is less than the third score. If the second pressure difference is less than the first pressure threshold, then the second carbon deposit detection result is determined to be 0.

7. The method as described in claim 1, characterized in that, The carbon deposit detection based on the engine's actual retardation angle yields a third carbon deposit detection result, including: If the actual annealing angle is greater than or equal to the first annealing angle threshold and less than the second annealing angle threshold, then the third carbon deposit detection result is determined to be the first score. If the actual annealing angle is greater than or equal to the second annealing angle threshold, then the third carbon deposit detection result is determined to be the third score; If the actual annealing angle is less than the first annealing angle threshold, then the third carbon deposit detection result is determined to be 0.

8. The method as described in claim 1, characterized in that, The carbon deposit detection based on the first carbon deposit detection result, the second carbon deposit detection result, and the third carbon deposit detection result includes: Determine the scores and values ​​of the first carbon deposit detection result, the second carbon deposit detection result, and the third carbon deposit detection result; If the sum of the scores is less than the first carbon buildup threshold, then the carbon buildup level is determined to be no carbon buildup. If the sum of the scores is greater than or equal to the first carbon deposit threshold and less than or equal to the second carbon deposit threshold, the carbon deposit level is determined to be normal, and the low-pressure exhaust gas recirculation system is shut down in the current driving cycle. If the sum of the scores is greater than or equal to the third carbon buildup threshold, the carbon buildup level is determined to be severe, the low-pressure exhaust gas recirculation system is directly shut down, and an alarm message is sent.

9. A device for detecting carbon deposits in a hybrid engine, characterized in that, The hybrid engine assembly includes a low-pressure exhaust gas recirculation system, the low-pressure exhaust gas recirculation system including an exhaust gas recirculation cooler; the device includes: The first detection unit is used to perform carbon deposit detection based on the engine's current operating point, the actual temperature difference of the exhaust gas recirculation cooler, and a temperature-based carbon deposit detection strategy, and obtain the first carbon deposit detection result. The second detection unit is used to perform carbon deposit detection based on the current operating point, the actual pressure difference of the exhaust gas recirculation cooler and the pressure carbon deposit detection strategy, and obtain the second carbon deposit detection result. The third detection unit is used to determine whether the engine is experiencing knocking. If so, it obtains the actual retardation angle of the engine and performs carbon deposit detection based on the actual retardation angle to obtain the third carbon deposit detection result. The fourth detection unit is used to perform carbon deposit detection based on the first carbon deposit detection result, the second carbon deposit detection result, and the third carbon deposit detection result.

10. A vehicle comprising a hybrid engine assembly, a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps of the method according to any one of claims 1-8.

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