Catalyst bench aging calculation method, system, computer equipment and storage medium

Abstract

The present invention provides a catalyst bench aging calculation method, system, computer equipment and storage medium. The method performs a bench aging test on a starting bench equipped with a verification catalyst of the same volume as the standard catalyst under the same operating conditions and aging time as the standard catalyst. When the error between the tail pipe emission data of the verification catalyst and the practical catalyst is less than a preset error value, the aging time of the target catalyst running on the target vehicle to be installed is calculated based on the volume relationship between the standard catalyst and the target catalyst, and the relationship between the particle parameters generated per kilometer by the engine combustion of the vehicle on which the standard catalyst and the target catalyst are installed. The catalyst aging test is achieved with the characteristics of short cycle, low cost and equivalent effect, thereby solving the technical problems of long step aging time and high cost of the catalyst in the prior art.

Description

Technical Field

[0001] The present invention belongs to the technical field of diesel vehicle exhaust treatment, and specifically relates to a catalyst aging measurement method, system, computer equipment and storage medium. Background Art

[0002] In recent years, automobile exhaust has had a serious negative impact on the human environment. In order to improve the environment and adapt to increasingly stringent emission regulations, the use of high-quality fuel, closed-loop electronic fuel injection and three-way catalysts has become the most effective technology for controlling gasoline vehicle emission pollution. At present, after full ignition, the three-way catalyst can generally achieve a conversion rate of more than 60% for the three pollutants. The key is that the catalyst must have a fairly long service life to ensure that the vehicle meets regulatory requirements within the specified mileage. The long-term harsh working environment of the catalyst will cause aging, and the exhaust gas conversion rate will decrease accordingly. In the relevant evaluation of catalytic converter performance, aging is the most difficult, and the test conditions for rapid bench aging are the most demanding.

[0003] There are currently three common aging test methods for diesel vehicle catalysts in the industry: 1. The whole vehicle aging test method, in accordance with the method recommended by regulations, uses the whole vehicle to conduct 200,000 kilometers of vehicle emission durability on a drum according to the SRC cycle, and conducts an emission test every 10,000 kilometers to confirm the catalyst aging coefficient; this method has a cycle of up to 6 months and costs nearly 4 million. In addition, since the vehicle is still in the research and development stage, during the 200,000-kilometer experimental process, the engine, gearbox, drive shaft and other parts are prone to problems such as cylinder scuffing and oil leakage, resulting in experimental failure. 2. Standard engine bench cycle aging test method: According to the engine bench cycle aging recommended by the regulations, the time and temperature experienced by the catalyst are calculated using the calculation formula recommended by the regulations, including all working conditions such as normal temperature, high temperature, desulfurization, and regeneration. It is equivalent to a vehicle driving 200,000 kilometers, with a time period of 3 months and a cost of nearly 2 million yuan. This experiment requires the collection of exhaust temperature data under all working conditions of the whole vehicle, and the bench engine simulates the temperature of the whole vehicle to age the catalyst. This simulation is prone to deviations, resulting in inaccurate temperature control, resulting in a large difference between the bench test results and the vehicle results, and the experiment fails. 3. Rapid hydrothermal bench aging test method: Place the catalyst in a muffle furnace, pass 10% water vapor, heat the muffle furnace to 800℃~850℃, and keep it for 16 hours. This method is the fastest and shortest, but the results are quite different from the actual vehicle aging results. It is only used as a reference and cannot be recognized by the National Emission Testing Center.

[0004] Therefore, how to achieve catalyst aging testing with short cycle, low cost and comparable effect is a research topic that needs to be solved urgently in the automotive industry. Summary of the invention

[0005] In order to solve the above technical problems, the present invention provides a catalyst aging measurement method, system, computer equipment and storage medium, by carrying a verification catalyst of the same volume as the standard catalyst on a starting test bench to perform a test bench aging test under the same operating conditions and aging time as the standard catalyst. When the error between the tail pipe emission data of the verification catalyst and the practical catalyst is less than a preset error value, the aging time of the target catalyst running on the target vehicle to be installed is calculated based on the volume relationship between the standard catalyst and the target catalyst, and the relationship between the particle parameters generated per kilometer of engine combustion of the vehicle on which the standard catalyst and the target catalyst are installed, thereby achieving a catalyst aging test with the characteristics of short cycle, low cost and comparable effect.

[0006] In the first aspect, the present application provides a method for calculating catalyst aging, including:

[0007] Obtaining the NSC catalyst volume VBN, the CDPF catalyst volume VBC and the weight WBC in the standard catalyst, the NSC catalyst volume VMN, the CDPF catalyst volume VMC in the target catalyst, and the particle parameter NS generated per kilometer of engine combustion of the experimental vehicle;

[0008] When the test vehicle is running on the drum under the standard SRC working condition, the single desulfurization time TND of the NSC catalyst in the standard catalyst and the distance SNS traveled by the test vehicle at the beginning of the desulfurization of the NSC catalyst are obtained, and the total desulfurization time TNT of the standard catalyst after the test vehicle has traveled the emission durability mileage SNJ is calculated;

[0009] When the experimental vehicle is running on the drum under the standard SRC working condition, the single regeneration time TCD of the CDPF catalyst in the standard catalyst and the distance SCS traveled by the experimental vehicle at the beginning of the CDPF catalyst regeneration are obtained, and the total regeneration time TCZ of the standard catalyst after the experimental vehicle travels the emission durability mileage SNJ is calculated;

[0010] A test bench aging test is carried out by carrying a verification catalyst of the same volume as the standard catalyst on a starting bench under the same operating conditions and aging time TB as the standard catalyst, and tail pipe emission data of the verification catalyst after the test bench aging test and a practical catalyst with an emission durability mileage SNJ of the experimental vehicle are obtained on the experimental vehicle for the pollutant emission test; wherein the test bench aging time TB is the sum of the total desulfurization time TNT and the total regeneration time TCZ;

[0011] When the error between the tail pipe emission data of the verification catalyst and the practical catalyst is less than a preset error value, a conversion is performed based on the volume relationship between the standard catalyst and the target catalyst, and the relationship between the particle parameters generated per kilometer of engine combustion of the vehicle on which the standard catalyst and the target catalyst are installed, so as to output the aging time TM of the target catalyst running on the target vehicle to be installed.

[0012] In some embodiments, when the experimental vehicle is traveling on a drum under standard SRC conditions, the specific steps of obtaining a single desulfurization time TND of the NSC catalyst in the standard catalyst and a distance SNS traveled by the experimental vehicle at the beginning of desulfurization of the NSC catalyst, and calculating a total desulfurization time TNT of the standard catalyst after the experimental vehicle travels the emission durability mileage SNJ include:

[0013] The WLTC emission test is set to be repeated once every first interval mileage until the obtained tail pipe NOX emission value A of the test vehicle meets the conditional formula: 35 mg / kg≤A≤40 mg / kg;

[0014] Counting the distance SNS traveled by the experimental vehicle, and detecting the sulfur content of the NSC catalyst in the standard catalyst;

[0015] Triggering the post injection in the fuel cylinder of the experimental vehicle to enter the desulfurization condition until the oxygen content difference between the upstream and downstream oxygen sensors of the NSC catalyst in the standard catalyst is at a preset difference, so as to obtain the single desulfurization time TND of the NSC catalyst in the standard catalyst;

[0016] The total desulfurization time TNT of the standard catalyst after the experimental vehicle travels the emission endurance mileage SNJ is calculated by the formula: TNT=SNJ / SNS×TND; wherein SNJ=200,000 kilometers.

[0017] In some embodiments, when the experimental vehicle is traveling on a drum under the standard SRC working condition, the specific steps of obtaining the single regeneration time TCD of the CDPF catalyst in the standard catalyst and the distance SCS traveled by the experimental vehicle at the beginning of CDPF catalyst regeneration, and calculating the total regeneration time TCZ of the standard catalyst after the experimental vehicle travels the emission durability mileage SNJ include:

[0018] The weighing of the CDPF catalyst in the standard catalyst is set to be repeated once every second interval mileage until the adsorption index ML of the CDPF catalyst in the standard catalyst satisfies the conditional formula: 8.5 g / L≤ML≤9 g / L;

[0019] Counting the distance SCS traveled by the experimental vehicle;

[0020] Triggering the post-injection in the fuel cylinder of the experimental vehicle to enter the regeneration condition until the pressure detected by the upstream and downstream pressure sensors of the CDPF catalyst in the standard catalyst is at a preset pressure value, so as to obtain the single regeneration time TCD of the CDPF catalyst in the standard catalyst;

[0021] The total regeneration time TCZ of the standard catalyst after the experimental vehicle has traveled the emission endurance mileage SNJ is calculated by the formula: TCZ=SNJ / SCS×TCD; wherein SNJ=200,000 kilometers.

[0022] In some embodiments, when the error between the tail pipe emission data of the verification catalyst and the practical catalyst is less than a preset error value, the specific steps of converting the volume relationship between the standard catalyst and the target catalyst and the particle parameter relationship generated per kilometer by the engine combustion of the vehicle corresponding to the standard catalyst and the target catalyst to output the aging time TM of the target catalyst running on the target vehicle to be installed include:

[0023] When the error between the tail pipe emission data of the verification catalyst and the practical catalyst is less than a preset error value, the total desulfurization time TMT of the target catalyst after the target vehicle to be installed has traveled the emission durability mileage SNJ is calculated by the formula TMT=VBN / VMN×TNT;

[0024] Obtain the particle parameter NM generated per kilometer by the engine combustion of the target vehicle, and convert the total regeneration time TMZ of the target catalyst after the target vehicle to be installed has traveled the emission durability mileage SNJ through the formula TMZ=(VBC / VMC+KNM / NS)×TCZ, where K is the weight coefficient;

[0025] The total desulfurization time TMT and the total regeneration time TMZ of the target catalyst after the target vehicle to be installed has traveled the emission durability mileage SNJ are accumulated to obtain the aging time TM of the target catalyst running on the target vehicle to be installed and output it.

[0026] In some embodiments, the preset error value is 5%.

[0027] In a second aspect, an embodiment of the present application provides a catalyst aging measurement system, the system comprising:

[0028] The first acquisition module is used to obtain the NSC catalyst volume VBN, the CDPF catalyst volume VBC and the weight WBC in the standard catalyst, the NSC catalyst volume VMN, the CDPF catalyst volume VMC in the target catalyst, and the particle parameter NS generated per kilometer of engine combustion of the experimental vehicle;

[0029] The first calculation module is used for obtaining the single desulfurization time TND of the NSC catalyst in the standard catalyst and the distance SNS traveled by the experimental vehicle at the beginning of the desulfurization of the NSC catalyst when the experimental vehicle is running on the drum under the standard SRC working condition, and calculating the total desulfurization time TNT of the standard catalyst after the experimental vehicle has traveled the emission durability mileage SNJ;

[0030] The second calculation module is used to obtain the single regeneration time TCD of the CDPF catalyst in the standard catalyst and the distance SCS traveled by the experimental vehicle at the beginning of the CDPF catalyst regeneration when the experimental vehicle is running on the drum under the standard SRC working condition, and calculate the total regeneration time TCZ of the standard catalyst after the experimental vehicle travels the emission durability mileage SNJ;

[0031] The second acquisition module is used to carry out a bench aging test on a verification catalyst with the same volume as the standard catalyst on a starting bench under the same operating conditions and aging time TB as the standard catalyst, and respectively obtain tail pipe emission data of the verification catalyst after the bench aging test and the practical catalyst with the emission durability mileage SNJ of the experimental vehicle on the experimental vehicle for pollutant emission test; wherein the bench aging time TB is the sum of the total desulfurization time TNT and the total regeneration time TCZ;

[0032] A conversion module is used to convert, when the error between the tail pipe emission data of the verification catalyst and the practical catalyst is less than a preset error value, according to the volume relationship between the standard catalyst and the target catalyst, and the particle parameter relationship generated per kilometer by the engine combustion of the vehicle on which the standard catalyst and the target catalyst are installed, so as to output the aging time TM of the target catalyst running on the target vehicle to be installed.

[0033] In some embodiments, the first operation module includes:

[0034] The first repetition unit is used to set the WLTC emission test to be repeated once every first interval mileage until the obtained tail pipe NOX emission value A of the experimental vehicle meets the conditional formula: 35mg / kg≤A≤40mg / kg;

[0035] A first processing unit is used to count the distance SNS traveled by the experimental vehicle and detect the sulfur content of the NSC catalyst in the standard catalyst;

[0036] A first trigger unit is used to trigger the post injection in the fuel cylinder of the experimental vehicle to enter the desulfurization condition until the oxygen content difference between the upstream and downstream oxygen sensors of the NSC catalyst in the standard catalyst is at a preset difference, so as to obtain a single desulfurization time TND of the NSC catalyst in the standard catalyst;

[0037] The first calculation unit is used to calculate the total desulfurization time TNT of the standard catalyst after the experimental vehicle travels the emission endurance mileage SNJ through the formula: TNT=SNJ / SNS×TND; wherein SNJ=200000 kilometers.

[0038] In some embodiments, the second operation module includes:

[0039] The second repetition unit is used to set the weighing of the CDPF catalyst in the standard catalyst to be repeated every second interval mileage until the adsorption index ML of the CDPF catalyst in the standard catalyst satisfies the conditional formula: 8.5g / L≤ML≤9g / L;

[0040] A second processing unit is used to count the distance SCS traveled by the experimental vehicle;

[0041] A second trigger unit is used to trigger the post-injection in the fuel cylinder of the experimental vehicle to enter the regeneration condition until the pressure detected by the upstream and downstream pressure sensors of the CDPF catalyst in the standard catalyst is at a preset pressure value, so as to obtain a single regeneration time TCD of the CDPF catalyst in the standard catalyst;

[0042] The second calculation unit is used to calculate the total regeneration time TCZ of the standard catalyst after the experimental vehicle travels the emission endurance mileage SNJ through the formula: TCZ=SNJ / SCS×TCD; wherein SNJ=200,000 kilometers.

[0043] In some embodiments, the conversion module includes:

[0044] A first conversion unit is used to convert the total desulfurization time TMT of the target catalyst after the target vehicle to be installed has traveled the emission durability mileage SNJ by using the formula TMT=VBN / VMN×TNT when the error between the tail pipe emission data of the verification catalyst and the practical catalyst is less than a preset error value;

[0045] The second conversion unit is used to obtain the particle parameter NM generated per kilometer by the engine combustion of the target vehicle, and convert the total regeneration time TMZ of the target catalyst after the target vehicle to be installed has traveled the emission durability mileage SNJ through the formula TMZ=(VBC / VMC+KNM / NS)×TCZ, where K is a weight coefficient;

[0046] The accumulation unit is used to accumulate the total desulfurization time TMT and the total regeneration time TMZ of the target catalyst after the target vehicle to be installed has traveled the emission durability mileage SNJ, so as to obtain the aging time TM of the target catalyst running on the target vehicle to be installed and output it.

[0047] In a third aspect, an embodiment of the present application provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor is configured to run the computer program to execute the above-mentioned catalyst aging measurement method.

[0048] In a fourth aspect, a storage medium stores a computer program, which implements the above-mentioned catalyst aging measurement steps when executed by a processor.

[0049] Compared with the prior art, the catalyst aging calculation method, system, computer device and storage medium provided in the embodiments of the present application respectively calculate the total desulfurization time TNT and total regeneration time TCZ of the NSC catalyst and the CDPF catalyst in the standard catalyst after the experimental vehicle travels the emission durability mileage SNJ when the experimental vehicle is running on the drum under the standard SRC working condition, and carry out the bench aging test on the verification catalyst with the same volume as the standard catalyst on the starting bench under the same working condition and aging time as the standard catalyst, and obtain the driving emission durability mileage SNJ of the verification catalyst and the experimental vehicle respectively. The practical catalyst of Cheng SNJ is used to carry out the tail pipe emission data of the pollutant emission test on the experimental vehicle; when the error between the two data is less than the preset error value, the aging time TM of the target catalyst running on the target vehicle to be installed is output according to the volume relationship between the standard catalyst and the target catalyst, and the particle parameter relationship generated per kilometer by the engine combustion of the vehicle on which the standard catalyst and the target catalyst are installed, so as to solve the technical problems of the long step aging time period and high cost of the catalyst in the prior art, so as to achieve the catalyst aging test results while ensuring the test effect, and also having the characteristics of short cycle and low cost, and obvious economic benefits. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0051] Figure 1 A flow chart of a catalyst aging estimation method provided in Embodiment 1 of the present invention;

[0052] Figure 2 A flowchart of the specific steps of step S102 provided in the first embodiment of the present invention;

[0053] Figure 3 A flowchart of the specific steps of step S103 provided in the first embodiment of the present invention;

[0054] Figure 4 A flowchart of the specific steps of step S105 provided in the first embodiment of the present invention;

[0055] Figure 5 is a structural block diagram of a catalyst aging measurement system corresponding to the method of embodiment 1 and provided in embodiment 2 of the present invention;

[0056] Figure 6 Schematic diagram of the hardware structure of the computer provided in the third embodiment of the present invention

[0057] Description of reference numerals:

[0058] 10- first acquisition module;

[0059] 20-first operation module, 21-first repeating unit, 22-first processing unit, 23-first triggering unit, 24-first calculating unit;

[0060] 30-second operation module, 31-first repeating unit, 32-first processing unit, 33-first triggering unit, 34-first calculating unit;

[0061] 40-second acquisition module;

[0062] 50-conversion module, 51-first conversion unit, 52-second conversion unit, 53-accumulation unit;

[0063] 60 - bus, 61 - processor, 62 - memory, 63 - communication interface. DETAILED DESCRIPTION

[0064] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the embodiments of the present invention, and should not be construed as limiting the present invention.

[0065] The various technologies described in this application can be used in various wireless communication systems, such as 2G, 3G, 4G, 5G communication systems and next-generation communication systems, such as the Global System for Mobilecommunications (GSM), Code Division Multiple Access (CDMA) system, Time Division Multiple Access (TDMA) system, Wideband Code Division Multiple Access Wireless (WCDMA), Frequency Division Multiple Addressing (FDMA) system, Orthogonal Frequency-Division Multiple Access (OFDMA) system, Single Carrier FDMA (SC-FDMA) system, General Packet Radio Service (GPRS) system, Long Term Evolution (LTE) system, 5G New Radio (NR) system and other such communication systems.

[0066] In order to facilitate the understanding of the specific embodiments involved in the present application, the catalyst involved in the specific embodiments of the present application is described. Specifically, the catalyst mentioned in the present application includes a NSC catalyst and a CDPF catalyst connected in series; wherein, the working principle of the NSC catalyst is: when the sulfide in the original exhaust pollutants of the engine enters the NSC+CDPF+SCR system, when the BaCO3 in the NSC catalyst will adsorb NOX, when the vehicle travels a certain mileage, the NOX adsorbed by the NSC catalyst reaches saturation, at this time, the oxygen sensors upstream and downstream of the NSC catalyst will detect that the oxygen concentration difference before and after tends to be equal, according to this judgment, the NSC catalyst needs to be desulfurized, and the process needs to delay the fuel injection time, so that the incompletely burned diesel enters the NSC catalyst, and burns in the NSC catalyst, generating 600℃~700℃ high temperature and a large amount of CO, and the high temperature and high concentration of CO promote the decomposition of BaSO4 into BaCO3, so that the NSC catalyst successfully desulfurizes. In addition, the CDPF catalyst includes a front-end oxidation catalyst DOC (used to catalytically burn the unburned fuel and HC, CO in the exhaust) and a rear-end particle filter DPF (a honeycomb wall-flow filter made of porous ceramic as a matrix to filter carbon particles and ash in the exhaust) and auxiliary sensors. Its working principle is: when the carbon particles and ash adsorbed by the DPF reach a certain level and become blocked, there will be a significant difference in the downstream pressure. At this time, the engine control chip will decide whether to start the "regeneration program" based on the vehicle's mileage. The regeneration program mainly increases the exhaust temperature to 550℃~650℃ through additional fuel injection actions (post-injection and secondary post-injection) and intake throttling, so that most of the carbon particles adsorbed on the surface of the ceramic body are burned and discharged. Since the regeneration program cannot remove impurities such as ash and salt adsorbed on the filter surface, the CDPF will eventually lose its function and need to be replaced as the vehicle's mileage increases.

[0067] Embodiment 1

[0068] This embodiment provides a method for measuring catalyst aging. Figure 1 is a flow chart of a catalyst aging estimation method according to an embodiment of the present application. Figure 1 As shown, the process includes steps S101 to S105:

[0069] S101: Obtaining the NSC catalyst volume VBN, the CDPF catalyst volume VBC and the weight WBC in the standard catalyst, the NSC catalyst volume VMN, the CDPF catalyst volume VMC in the target catalyst, and the particle parameter NS generated per kilometer by engine combustion of the experimental vehicle;

[0070] Specifically, the standard catalyst refers to a catalyst commonly used in diesel vehicles on the market, which is used as a standard catalyst for experiments in this embodiment to quickly calculate other target catalysts. Among them, the NSC catalyst volume and CDPF catalyst volume corresponding to the standard catalyst and the target catalyst can be obtained from the product manual; in addition, when the standard catalyst is installed on the experimental vehicle to be installed, the particle parameter NS generated by the engine combustion per kilometer of the experimental vehicle is calculated by cumulative measurement and averaging. In this embodiment, the volume VBN of the NSC catalyst in the selected standard catalyst is 1.68L, the volume VBC of the CDPF catalyst in the selected standard catalyst is 2.89L, and the weight WBC is 3270g, and the particle parameter NS generated by the engine combustion per kilometer is 0.03g / kilometer. The volume VMN of the NSC catalyst in the selected target catalyst is 2.0L, the volume VMC of the CDPF catalyst is 4.0L, and the particle parameter NS generated by the engine combustion per kilometer of the experimental vehicle is 0.035g / kilometer.

[0071] S102: When the test vehicle is running on a drum under standard SRC conditions, obtain the single desulfurization time TND of the NSC catalyst in the standard catalyst and the distance SNS traveled by the test vehicle at the beginning of desulfurization of the NSC catalyst, and calculate the total desulfurization time TNT of the standard catalyst after the test vehicle has traveled the emission durability mileage SNJ.

[0072] Among them, Figure 2 As shown, the specific steps of S102 in this embodiment include:

[0073] S1021: setting a WLTC emission test to be repeated once every first interval mileage, until the obtained tail pipe NOx emission value A of the test vehicle meets the condition: 35 mg / kg≤A≤40 mg / kg;

[0074] Specifically, according to the diesel vehicle industry standard, when the tail pipe NOX emission value A of the test vehicle is lower than 35 mg / kg, it means that the adsorbed sulfur element of the standard catalyst is not saturated. In addition, it should be noted that the first interval mileage in this embodiment is 400 kilometers, that is, the WLTC emission test is conducted once every 400 kilometers, and the selected mileage is selected with reference to the volume size of the standard catalyst; of course, in other embodiments, it is not limited to conducting a test once every 400 kilometers.

[0075] S1022: Counting the distance SNS traveled by the experimental vehicle and detecting the sulfur content of the NSC catalyst in the standard catalyst;

[0076] Specifically, when the tail pipe NOX emission value A of the test vehicle satisfies the relationship: 35mg / kg≤A≤40mg / kg, it indicates that the NOX adsorbed by the NSC catalyst in the standard catalyst in this embodiment has reached saturation. At this time, the oxygen sensors upstream and downstream of the NSC catalyst will detect that the oxygen concentration difference before and after tends to be equal. Based on this judgment, it is necessary to start the desulfurization condition of the NSC catalyst. In this embodiment, at the beginning of the desulfurization condition, the distance SNS traveled by the test vehicle is 1,600 kilometers, and the sulfur content of the NSC catalyst in the standard catalyst is 1.68g.

[0077] S1023: triggering the post injection in the fuel cylinder of the experimental vehicle to enter the desulfurization condition until the oxygen content difference between the upstream and downstream oxygen sensors of the NSC catalyst in the standard catalyst is at a preset difference, so as to obtain a single desulfurization time TND of the NSC catalyst in the standard catalyst;

[0078] Specifically, the timing starts when the NSC catalyst is started to enter the desulfurization condition, and ends when the oxygen content difference detected by the upstream and downstream oxygen sensors of the NSC is at a set normal level, and the single desulfurization time is obtained. In this embodiment, the single desulfurization time is 10 minutes.

[0079] S1024: Calculate the total desulfurization time TNT of the standard catalyst after the experimental vehicle travels the emission endurance mileage SNJ by the formula: TNT=SNJ / SNS×TND; wherein SNJ=200,000 kilometers;

[0080] Specifically, as shown in Table 1, since SNJ is 200,000 km, SNS is 1,600 km, and TND is 10 minutes, the total desulfurization time TNT is calculated to be 1,250 minutes, or 20.84 hours, through the formula: TNT=SNJ / SNS×TND.

[0081] Table 1

[0082]

[0083] S103: When the experimental vehicle is traveling on a drum under standard SRC conditions, obtain the single regeneration time TCD of the CDPF catalyst in the standard catalyst and the distance SCS traveled by the experimental vehicle at the beginning of CDPF catalyst regeneration, and calculate the total regeneration time TCZ of the standard catalyst after the experimental vehicle has traveled the emission durability mileage SNJ.

[0084] Among them, Figure 3 As shown, the specific steps of S103 in this embodiment include:

[0085] S1031: setting the weighing of the CDPF catalyst in the standard catalyst to be repeated once every second interval mileage, until the adsorption index ML of the CDPF catalyst in the standard catalyst satisfies the conditional formula: 8.5 g / L≤ML≤9 g / L;

[0086] Specifically, when the experimental vehicle is traveling on the drum under the standard SRC operating condition, the weight of the standard catalyst will continue to increase due to the adsorption of particles of the engine operating parameters of the experimental vehicle. In this embodiment, the second interval mileage is 200 kilometers, that is, the weighing WBS of the CDPF catalyst in the standard catalyst is repeated every 200 kilometers, and the adsorption index ML is calculated by the formula: ML=(WBS-WBC) / VBC. Furthermore, the saturated adsorption index of the CDPF catalyst in the standard catalyst can be known according to its own type and model. In addition, it should be noted that the weighing of the CDPF catalyst in the standard catalyst in this embodiment is tested once every 200 kilometers, and the selected mileage is selected with reference to the volume size of the standard catalyst; of course, in other embodiments, it is not limited to weighing once every 200 kilometers.

[0087] S1032: Counting the distance SCS traveled by the experimental vehicle;

[0088] Specifically, in this embodiment, when the saturated adsorption index ML of the CDPF catalyst in the standard catalyst meets the required requirements, the distance SCS traveled by the experimental vehicle is 800 kilometers.

[0089] Furthermore, it should be noted that if 8.5g / L≤ML≤9g / L is not established, the weighing of the CDPF catalyst in the standard catalyst is repeated every 200 kilometers until 8.5g / L≤ML≤9g / L is established, and the distance SCS traveled by the experimental vehicle is counted.

[0090] S1033: triggering the post-injection in the fuel cylinder of the experimental vehicle to enter the regeneration condition, until the pressure detected by the upstream and downstream pressure sensors of the CDPF catalyst in the standard catalyst is at a preset pressure value, so as to obtain a single regeneration time TCD of the CDPF catalyst in the standard catalyst;

[0091] Specifically, since the CDPF catalyst is filled every 800 kilometers, the CDPF feeds back the signals of the pressure difference sensor and temperature sensor at both ends of the DPF to the ECU, starts the post-injection in the cylinder, and raises the exhaust temperature entering the CDPF to about 620°C, so that the CDPF enters the active regeneration mode, in which the carbon particles are oxidized into CO2 at high temperature, generating a large amount of heat, so that the temperature in the particle trap is as high as 800°C to 950°C. In this embodiment, the single regeneration time TCD is 15 minutes.

[0092] S1034: Calculate the total regeneration time TCZ of the standard catalyst after the experimental vehicle travels the emission endurance mileage SNJ by the formula: TCZ=SNJ / SCS×TCD; wherein SNJ=200,000 kilometers.

[0093] Specifically, as shown in Table 2, since SNJ is 200,000 km, SCS is 800 km, and TCD is 15 minutes, the total regeneration time TNZ is calculated to be 3750 minutes, or 62.5 hours, through the formula: TNZ=SNJ / SCS×TCD.

[0094] Table 2

[0095]

[0096] S104: carrying out a bench aging test on a verification catalyst with the same volume as the standard catalyst on a starting bench under the same operating conditions and aging time TB as the standard catalyst, respectively obtaining tail pipe emission data of the verification catalyst after the bench aging test and a practical catalyst with the emission durability mileage SNJ of the experimental vehicle on the experimental vehicle; wherein the bench aging time TB is the sum of the total desulfurization time TNT and the total regeneration time TCZ;

[0097] S105: When the error between the tail pipe emission data of the verification catalyst and the practical catalyst is less than a preset error value, conversion is performed based on the volume relationship between the standard catalyst and the target catalyst, and the relationship between the particle parameters generated per kilometer of engine combustion of the vehicle on which the standard catalyst and the target catalyst are installed, so as to output the aging time TM of the target catalyst running on the target vehicle to be installed.

[0098] Among them, Figure 4 As shown, the specific steps of S105 in this embodiment include:

[0099] S1051: When the error between the tail pipe emission data of the verification catalyst and the practical catalyst is less than a preset error value, the total desulfurization time TMT of the target catalyst after the target vehicle to be installed has traveled the emission durability mileage SNJ is calculated by the formula TMT=VBN / VMN×TNT;

[0100] Specifically, the preset error value is 5%. Among them, when the error between the tail pipe emission data of the verification catalyst and the practical catalyst is less than 5%, it means that the test bench reproduces the engine speed, load conditions and exhaust temperature of each catalyst inlet and outlet used in the SRC cycle very well, and the continuous aging time is equivalent to the number of regeneration and desulfurization cycles of 200,000 kilometers, and the post-treatment is fully aged. The effect is equivalent and meets the issuance requirements.

[0101] S1052: Obtain the particle parameter NM generated per kilometer by the engine combustion of the target vehicle, and convert the total regeneration time TMZ of the target catalyst after the target vehicle to be installed has traveled the emission durability mileage SNJ through the formula TMZ=(VBC / VMC+KNM / NS)×TCZ, where K is a weight coefficient of 182.7;

[0102] Specifically, when the target catalyst is installed on the target vehicle to be installed, the particle parameter NM generated per kilometer of engine combustion of the target vehicle is calculated by cumulative measurement and averaging.

[0103] S1053: Accumulate the total desulfurization time TMT and the total regeneration time TMZ of the target catalyst after the target vehicle to be installed has traveled the emission durability mileage SNJ, so as to obtain the aging time TM of the target catalyst running on the target vehicle to be installed, and output it.

[0104] According to the above steps, the calculation steps of the aging time TM of the target catalyst when it is operated on the target vehicle to be installed are as follows:

[0105] 1. The volume VBN of the selected standard NSC catalyst is 1.68L, the single desulfurization time TND is 10 minutes, and the distance SNS traveled by the test vehicle at the beginning of the desulfurization of the NSC catalyst is 1,600 kilometers. According to the formula: TNT=SNJ / SNS×TND, the total desulfurization time TNT of the standard catalyst after the test vehicle travels the emission endurance mileage SNJ is calculated to be 1,250 minutes;

[0106] 2. The selected standard CDPF catalyst has a volume of 2.89L and a weight of 3270g; the particle parameter NS generated per kilometer of engine combustion is 0.03g / km; the single regeneration time TCD of the CDPF catalyst is 15 minutes, and the distance SCS traveled by the experimental vehicle at the beginning of CDPF catalyst regeneration is 800 kilometers. The total regeneration time TCZ of the standard catalyst after the experimental vehicle travels the emission endurance mileage SNJ is calculated to be 3750 minutes by the formula: TCZ=SNJ / SCS×TCD;

[0107] 3. The volume VMN of the NSC catalyst in the target catalyst to be measured is 2.0L. When the error between the tail pipe emission data of the verification catalyst and the practical catalyst is less than 5%, the total desulfurization time TMT of the target catalyst after the target vehicle to be installed reaches the emission endurance mileage SNJ is calculated to be 1498.8 minutes by using the formula TMT= VBN / VMN×TNT;

[0108] 4. The volume VMC of the CDPF catalyst in the target catalyst to be measured is 4.0L, and the particle parameter NM generated by the engine combustion of the target vehicle per kilometer is obtained as 0.035 g / km. The total regeneration time TMZ of the target catalyst after the target vehicle to be installed has traveled the emission endurance mileage SNJ is calculated by the formula TMZ=(VBC / VMC+K*NM / NS)×TCZ, where K is the weight coefficient. In this example, the K value is 182.7 and the calculated TM is 3216.9 minutes. Therefore, the total aging time of the target catalyst is calculated to be 3216.9 minutes+1498.8 minutes=4715 minutes.

[0109] In summary, when the test vehicle is running on a drum under the standard SRC working condition, the total desulfurization time TNT and the total regeneration time TCZ corresponding to the NSC catalyst and the CDPF catalyst in the standard catalyst after the test vehicle has traveled the emission durability mileage SNJ are calculated respectively, and a bench aging test is carried out on a starting bench with a verification catalyst of the same volume as the standard catalyst under the same working conditions and aging time as the standard catalyst, and the tail pipe emission data of the verification catalyst after the bench aging test and the practical catalyst with the emission durability mileage SNJ of the test vehicle are obtained for the pollutant emission test on the test vehicle; when the error between the two data is less than the preset error value, the aging time TM of the target catalyst running on the target vehicle to be installed is output according to the volume relationship between the standard catalyst and the target catalyst, and the relationship between the particle parameters generated per kilometer of engine combustion of the vehicles on which the standard catalyst and the target catalyst are installed.

[0110] Embodiment 2

[0111] This embodiment provides a structural block diagram of a system corresponding to the method described in Embodiment 1. Figure 5 is a structural block diagram of a catalyst aging measurement system according to an embodiment of the present application, such as Figure 5 As shown, the system includes:

[0112] The first acquisition module 10 is used to obtain the NSC catalyst volume VBN, the CDPF catalyst volume VBC and the weight WBC in the standard catalyst, the NSC catalyst volume VMN, the CDPF catalyst volume VMC in the target catalyst, and the particle parameter NS generated per kilometer of engine combustion of the experimental vehicle;

[0113] The first calculation module 20 is used to obtain the single desulfurization time TND of the NSC catalyst in the standard catalyst and the distance SNS traveled by the experimental vehicle at the beginning of the desulfurization of the NSC catalyst when the experimental vehicle is running on the drum under the standard SRC working condition, and calculate the total desulfurization time TNT of the standard catalyst after the experimental vehicle travels the emission durability mileage SNJ;

[0114] The second calculation module 30 is used to obtain the single regeneration time TCD of the CDPF catalyst in the standard catalyst and the distance SCS traveled by the experimental vehicle at the beginning of the CDPF catalyst regeneration when the experimental vehicle is running on the drum under the standard SRC working condition, and calculate the total regeneration time TCZ of the standard catalyst after the experimental vehicle travels the emission durability mileage SNJ;

[0115] The second acquisition module 40 is used to carry out a bench aging test on a test bench with a verification catalyst of the same volume as the standard catalyst under the same operating conditions and aging time TB as the standard catalyst, and obtain tail pipe emission data of the verification catalyst after the bench aging test and the practical catalyst with the emission durability mileage SNJ of the test vehicle on the test vehicle. The bench aging time TB is the sum of the total desulfurization time TNT and the total regeneration time TCZ.

[0116] The conversion module 50 is used to convert the error between the tail pipe emission data of the verification catalyst and the practical catalyst according to the volume relationship between the standard catalyst and the target catalyst, and the particle parameter relationship generated per kilometer of engine combustion of the vehicle on which the standard catalyst and the target catalyst are installed, when the error between the tail pipe emission data of the verification catalyst and the practical catalyst is less than a preset error value, so as to output the aging time TM of the target catalyst running on the target vehicle to be installed.

[0117] Furthermore, the first operation module 20 includes:

[0118] The first repetition unit 21 is used to set the WLTC emission test to be repeated once every first interval mileage until the obtained tail pipe NOx emission value A of the experimental vehicle meets the conditional formula: 35mg / kg≤A≤40mg / kg;

[0119] A first processing unit 22, for counting the distance SNS traveled by the test vehicle and detecting the sulfur content of the NSC catalyst in the standard catalyst;

[0120] The first trigger unit 23 is used to trigger the post injection in the fuel cylinder of the experimental vehicle to enter the desulfurization condition until the oxygen content difference between the upstream and downstream oxygen sensors of the NSC catalyst in the standard catalyst is at a preset difference, so as to obtain the single desulfurization time TND of the NSC catalyst in the standard catalyst;

[0121] The first calculation unit 24 is used to calculate the total desulfurization time TNT of the standard catalyst after the experimental vehicle travels the emission endurance mileage SNJ through the formula: TNT=SNJ / SNS×TND; wherein SNJ=200000 kilometers.

[0122] Furthermore, the second operation module 30 includes:

[0123] The second repetition unit 31 is used to set the weighing of the CDPF catalyst in the standard catalyst to be repeated once every second interval mileage until the adsorption index ML of the CDPF catalyst in the standard catalyst satisfies the conditional formula: 8.5g / L≤ML≤9g / L;

[0124] The second processing unit 32 is used to count the distance SCS traveled by the experimental vehicle;

[0125] The second trigger unit 33 is used to trigger the post injection in the fuel cylinder of the experimental vehicle to enter the regeneration condition until the pressure detected by the upstream and downstream pressure sensors of the CDPF catalyst in the standard catalyst is at a preset pressure value, so as to obtain the single regeneration time TCD of the CDPF catalyst in the standard catalyst;

[0126] The second calculation unit 34 is used to calculate the total regeneration time TCZ of the standard catalyst after the experimental vehicle travels the emission endurance mileage SNJ by the formula: TCZ=SNJ / SCS×TCD; wherein SNJ=200000 kilometers.

[0127] Furthermore, the conversion module 50 includes:

[0128] The first conversion unit 51 is used to convert the total desulfurization time TMT of the target catalyst after the target vehicle to be installed has traveled the emission durability mileage SNJ by using the formula TMT=VBN / VMN×TNT when the error between the tail pipe emission data of the verification catalyst and the practical catalyst is less than a preset error value;

[0129] The second conversion unit 52 is used to obtain the particle parameter NM generated per kilometer by the engine combustion of the target vehicle, and convert the total regeneration time TMZ of the target catalyst after the target vehicle to be installed has traveled the emission durability mileage SNJ through the formula TMZ=(VBC / VMC+KNM / NS)×TCZ, where K is a weight coefficient;

[0130] The accumulation unit 53 is used to accumulate the total desulfurization time TMT and the total regeneration time TMZ of the target catalyst after the target vehicle to be installed has traveled the emission durability mileage SNJ, so as to obtain and output the aging time TM of the target catalyst running on the target vehicle to be installed.

[0131] It should be noted that the above modules can be functional modules or program modules, and can be implemented by software or hardware. For modules implemented by hardware, the above modules can be located in the same processor; or the above modules can be located in different processors in any combination.

[0132] Embodiment 3

[0133] Combination Figure 1 The catalyst aging estimation method of the present invention can be implemented by a computer. Figure 6 Schematic diagram of the hardware structure of a computer according to an embodiment of the present application.

[0134] The computer device may include a processor 61 and a memory 62 storing computer program instructions.

[0135] Specifically, the processor 61 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or may be configured to implement one or more integrated circuits of the embodiments of the present application.

[0136] Among them, the memory 62 may include a large-capacity memory for data or instructions. For example, but not limitation, the memory 62 may include a hard disk drive (HDD), a floppy disk drive, a solid-state drive (SSD), a flash memory, an optical disk, a magneto-optical disk, a magnetic tape, or a universal serial bus (USB) drive or a combination of two or more of these. In appropriate cases, the memory 62 may include a removable or non-removable (or fixed) medium. In appropriate cases, the memory 62 may be inside or outside the data processing device. In a specific embodiment, the memory 62 is a non-volatile memory. In a specific embodiment, the memory 62 includes a read-only memory (ROM) and a random access memory (RAM). Where appropriate, the ROM may be a mask-programmed ROM, a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable PROM (EEPROM), an electrically alterable ROM (EAROM) or a flash memory (FLASH), or a combination of two or more of these. Under appropriate circumstances, the RAM can be a static random access memory (SRAM) or a dynamic random access memory (DRAM), wherein the DRAM can be a fast page mode dynamic random access memory (FPMDRAM), an extended data output dynamic random access memory (EDODRAM), a synchronous dynamic random access memory (SDRAM), etc.

[0137] The memory 62 may be used to store or cache various data files required for processing and / or communication, as well as possible computer program instructions executed by the processor 62 .

[0138] The processor 61 implements the catalyst aging estimation method of the first embodiment by reading and executing the computer program instructions stored in the memory 62 .

[0139] In some embodiments, the computer may further include a communication interface 63 and a bus 60. Figure 6 As shown, the processor 61, the memory 62, and the communication interface 63 are connected via a bus 60 and communicate with each other.

[0140] The communication interface 63 is used to implement communication between the modules, devices, units and / or equipment in the embodiment of the present application. The communication interface 63 can also implement data communication with other components such as: external devices, image / data acquisition equipment, databases, external storage, and image / data processing workstations.

[0141] The bus 60 includes hardware, software or both, and couples the components of the printer to each other. The bus 60 includes but is not limited to at least one of the following: a data bus, an address bus, a control bus, an expansion bus, and a local bus. By way of example and not limitation, bus 60 may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an InfiniBand interconnect, a Low Pin Count (LPC) bus, a memory bus, a Micro Channel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local Bus (VLB) bus, or other suitable buses or a combination of two or more of these. Where appropriate, bus 60 may include one or more buses. Although embodiments of the present application describe and illustrate a particular bus, the present application contemplates any suitable bus or interconnect.

[0142] The computer device can execute the catalyst aging calculation method of the first embodiment of the present application based on the catalyst aging calculation system, thereby achieving a rapid catalyst aging calculation effect.

[0143] In addition, in combination with the catalyst aging calculation method in the above embodiment 1, the embodiment of the present application can provide a medium for implementation. The storage medium stores computer program instructions; when the computer program instructions are executed by the processor, the catalyst aging calculation method in the above embodiment 1 is implemented.

[0144] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A method for calculating catalyst aging, characterized in that: include: Obtaining the NSC catalyst volume VBN, the CDPF catalyst volume VBC and the weight WBC in the standard catalyst, the NSC catalyst volume VMN, the CDPF catalyst volume VMC in the target catalyst, and the particle parameter NS generated per kilometer of engine combustion of the experimental vehicle; When the test vehicle is running on the drum under the standard SRC working condition, the single desulfurization time TND of the NSC catalyst in the standard catalyst and the distance SNS traveled by the test vehicle at the beginning of the desulfurization of the NSC catalyst are obtained, and the total desulfurization time TNT of the standard catalyst after the test vehicle has traveled the emission durability mileage SNJ is calculated; When the experimental vehicle is running on the drum under the standard SRC working condition, the single regeneration time TCD of the CDPF catalyst in the standard catalyst and the distance SCS traveled by the experimental vehicle at the beginning of the CDPF catalyst regeneration are obtained, and the total regeneration time TCZ of the standard catalyst after the experimental vehicle travels the emission durability mileage SNJ is calculated; A test bench aging test is carried out by carrying a verification catalyst of the same volume as the standard catalyst on a starting bench under the same operating conditions and aging time TB as the standard catalyst, and tail pipe emission data of the verification catalyst after the test bench aging test and a practical catalyst with an emission durability mileage SNJ of the experimental vehicle are obtained on the experimental vehicle for the pollutant emission test; wherein the test bench aging time TB is the sum of the total desulfurization time TNT and the total regeneration time TCZ; When the error between the tail pipe emission data of the verification catalyst and the practical catalyst is less than a preset error value, a conversion is performed based on the volume relationship between the standard catalyst and the target catalyst, and the relationship between the particle parameters generated per kilometer of engine combustion of the vehicle on which the standard catalyst and the target catalyst are installed, so as to output the aging time TM of the target catalyst running on the target vehicle to be installed.

2. The catalyst aging estimation method according to claim 1, characterized in that: The specific steps of obtaining the single desulfurization time TND of the NSC catalyst in the standard catalyst and the distance SNS traveled by the experimental vehicle at the beginning of the desulfurization of the NSC catalyst when the experimental vehicle is traveling on the drum under the standard SRC working condition, and calculating the total desulfurization time TNT of the standard catalyst after the experimental vehicle travels the emission durability mileage SNJ include: The WLTC emission test is set to be repeated once every first interval mileage until the obtained tail pipe NOX emission value A of the test vehicle meets the conditional formula: 35 mg / kg≤A≤40 mg / kg; Counting the distance SNS traveled by the experimental vehicle, and detecting the sulfur content of the NSC catalyst in the standard catalyst; Triggering the post injection in the fuel cylinder of the experimental vehicle to enter the desulfurization condition until the oxygen content difference between the upstream and downstream oxygen sensors of the NSC catalyst in the standard catalyst is at a preset difference, so as to obtain the single desulfurization time TND of the NSC catalyst in the standard catalyst; The total desulfurization time TNT of the standard catalyst after the experimental vehicle travels the emission endurance mileage SNJ is calculated by the formula: TNT=SNJ / SNS×TND; wherein SNJ=200,000 kilometers.

3. The catalyst aging estimation method according to claim 1, characterized in that: The specific steps of obtaining the single regeneration time TCD of the CDPF catalyst in the standard catalyst and the distance SCS traveled by the experimental vehicle at the beginning of CDPF catalyst regeneration while the experimental vehicle is traveling on the drum under the standard SRC working condition, and calculating the total regeneration time TCZ of the standard catalyst after the experimental vehicle travels the emission durability mileage SNJ include: The weighing of the CDPF catalyst in the standard catalyst is set to be repeated once every second interval mileage until the adsorption index ML of the CDPF catalyst in the standard catalyst satisfies the conditional formula: 8.5 g / L≤ML≤9 g / L; Counting the distance SCS traveled by the experimental vehicle; Triggering the post-injection in the fuel cylinder of the experimental vehicle to enter the regeneration condition until the pressure detected by the upstream and downstream pressure sensors of the CDPF catalyst in the standard catalyst is at a preset pressure value, so as to obtain the single regeneration time TCD of the CDPF catalyst in the standard catalyst; The total regeneration time TCZ of the standard catalyst after the experimental vehicle has traveled the emission endurance mileage SNJ is calculated by the formula: TCZ=SNJ / SCS×TCD; wherein SNJ=200,000 kilometers.

4. The catalyst aging estimation method according to claim 1, characterized in that: When the error between the tail pipe emission data of the verification catalyst and the practical catalyst is less than a preset error value, the specific steps of converting according to the volume relationship between the standard catalyst and the target catalyst and the particle parameter relationship generated per kilometer by the engine combustion of the vehicle corresponding to the standard catalyst and the target catalyst to output the aging time TM of the target catalyst running on the target vehicle to be installed include: When the error between the tail pipe emission data of the verification catalyst and the practical catalyst is less than a preset error value, the total desulfurization time TMT of the target catalyst after the target vehicle to be installed has traveled the emission durability mileage SNJ is calculated by the formula TMT=VBN / VMN×TNT; Obtain the particle parameter NM generated per kilometer by the engine combustion of the target vehicle, and convert the total regeneration time TMZ of the target catalyst after the target vehicle to be installed has traveled the emission durability mileage SNJ through the formula TMZ=(VBC / VMC+KNM / NS)×TCZ, where K is the weight coefficient; The total desulfurization time TMT and the total regeneration time TMZ of the target catalyst after the target vehicle to be installed has traveled the emission durability mileage SNJ are accumulated to obtain the aging time TM of the target catalyst running on the target vehicle to be installed and output it.

5. The catalyst aging estimation method according to claim 4, characterized in that: The preset error value is 5%.

6. A catalyst aging measurement system, characterized in that: The system comprises: The first acquisition module is used to obtain the NSC catalyst volume VBN, the CDPF catalyst volume VBC and the weight WBC in the standard catalyst, the NSC catalyst volume VMN, the CDPF catalyst volume VMC in the target catalyst, and the particle parameter NS generated per kilometer of engine combustion of the experimental vehicle; The first calculation module is used for obtaining the single desulfurization time TND of the NSC catalyst in the standard catalyst and the distance SNS traveled by the experimental vehicle at the beginning of the desulfurization of the NSC catalyst when the experimental vehicle is running on the drum under the standard SRC working condition, and calculating the total desulfurization time TNT of the standard catalyst after the experimental vehicle has traveled the emission durability mileage SNJ; The second calculation module is used to obtain the single regeneration time TCD of the CDPF catalyst in the standard catalyst and the distance SCS traveled by the experimental vehicle at the beginning of the CDPF catalyst regeneration when the experimental vehicle is running on the drum under the standard SRC working condition, and calculate the total regeneration time TCZ of the standard catalyst after the experimental vehicle travels the emission durability mileage SNJ; The second acquisition module is used to carry out a bench aging test on a verification catalyst with the same volume as the standard catalyst on a starting bench under the same operating conditions and aging time TB as the standard catalyst, and respectively obtain tail pipe emission data of the verification catalyst after the bench aging test and the practical catalyst with the emission durability mileage SNJ of the experimental vehicle on the experimental vehicle for pollutant emission test; wherein the bench aging time TB is the sum of the total desulfurization time TNT and the total regeneration time TCZ; A conversion module is used to convert, when the error between the tail pipe emission data of the verification catalyst and the practical catalyst is less than a preset error value, according to the volume relationship between the standard catalyst and the target catalyst, and the particle parameter relationship generated per kilometer by the engine combustion of the vehicle on which the standard catalyst and the target catalyst are installed, so as to output the aging time TM of the target catalyst running on the target vehicle to be installed.

7. The catalyst aging estimation system according to claim 6, characterized in that: The first operation module comprises: The first repetition unit is used to set the WLTC emission test to be repeated once every first interval mileage until the obtained tail pipe NOX emission value A of the experimental vehicle meets the conditional formula: 35mg / kg≤A≤40mg / kg; A first processing unit is used to count the distance SNS traveled by the experimental vehicle and detect the sulfur content of the NSC catalyst in the standard catalyst; A first trigger unit is used to trigger the post injection in the fuel cylinder of the experimental vehicle to enter the desulfurization condition until the oxygen content difference between the upstream and downstream oxygen sensors of the NSC catalyst in the standard catalyst is at a preset difference, so as to obtain a single desulfurization time TND of the NSC catalyst in the standard catalyst; The first calculation unit is used to calculate the total desulfurization time TNT of the standard catalyst after the experimental vehicle travels the emission endurance mileage SNJ through the formula: TNT=SNJ / SNS×TND; wherein SNJ=200000 kilometers.

8. The catalyst aging estimation system according to claim 6, characterized in that: The second operation module comprises: The second repetition unit is used to set the weighing of the CDPF catalyst in the standard catalyst to be repeated once every second interval mileage until the adsorption index ML of the CDPF catalyst in the standard catalyst satisfies the conditional formula: 8.5g / L≤ML≤9g / L; A second processing unit is used to count the distance SCS traveled by the experimental vehicle; A second trigger unit is used to trigger the post-injection in the fuel cylinder of the experimental vehicle to enter the regeneration condition until the pressure detected by the upstream and downstream pressure sensors of the CDPF catalyst in the standard catalyst is at a preset pressure value, so as to obtain a single regeneration time TCD of the CDPF catalyst in the standard catalyst; The second calculation unit is used to calculate the total regeneration time TCZ of the standard catalyst after the experimental vehicle travels the emission endurance mileage SNJ through the formula: TCZ=SNJ / SCS×TCD; wherein SNJ=200,000 kilometers.

9. A computer device comprising a memory and a processor, characterized in that: A computer program is stored in the memory, and the processor is configured to run the computer program to execute the catalyst aging estimation method according to any one of claims 1 to 5.

10. A storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the catalyst aging estimation method according to any one of claims 1 to 5 are implemented.

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