A method, device and storage medium for determining carbon loading

Abstract

The present disclosure relates to the technical field of vehicle control, and discloses a method, device and storage medium for determining carbon load, wherein the method comprises: determining an original smoke emission value of an engine based on a current value measured by a particle sensor and a preset conversion coefficient, wherein the particle sensor is arranged on an exhaust pipe of the engine, and determining a first carbon load value based on the original smoke emission value and an exhaust gas mass flow value, wherein the exhaust gas mass flow value is determined based on an intake flow rate and a fuel consumption of the engine, and determining an original carbon load value of a DPF based on a first carbon load value and a second carbon load value, wherein the second carbon load value is measured by a carbon load model, and wherein the first carbon load value and the second carbon load value are respectively obtained by the particle sensor and the carbon load model, and the original carbon load value of the DPF is determined based on the first carbon load value and the second carbon load value, thereby improving the accuracy of determining the original carbon load value of the DPF, and thereby effectively ensuring the service life of the DPF.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle control technology and provides a method, device and storage medium for determining carbon loading. Background Art

[0002] At present, the carbon load model is used to calculate the carbon load in the particulate matter filter (DPF) during vehicle driving. However, the carbon load model is related to the state of the engine. The engine's intake system and fuel injection amount will vary with the vehicle's driving state during vehicle driving. In this way, the degree of combustion of particulate matter will be affected, resulting in inaccurate calculation of the carbon load model. In severe cases, the DPF may even accumulate too much carbon load, resulting in overload, burnout, and other phenomena. Summary of the invention

[0003] The embodiments of the present disclosure provide a method, device and storage medium for determining carbon loading, so as to improve the accuracy of the original carbon loading value of the DPF and further ensure the service life of the DPF.

[0004] The specific technical solutions provided by this disclosure are as follows:

[0005] In a first aspect, an embodiment of the present disclosure provides a method for determining carbon loading, which is applied to an electronic control unit, and the method includes:

[0006] Based on the current value measured by the particle sensor and the preset conversion coefficient, the original exhaust smoke value of the engine is determined; wherein the particle sensor is arranged on the exhaust pipe of the engine;

[0007] Determine a first carbon load value based on the original smoke emission value and the exhaust gas mass flow value; wherein the exhaust gas mass flow value is determined based on the intake flow and fuel consumption of the engine;

[0008] Based on the first carbon load value and the second carbon load value, the original carbon load value of the particulate matter trap DPF is determined; wherein the second carbon load value is measured by a carbon load model.

[0009] Optionally, the current value is determined by:

[0010] At the preset sampling time, the smoke density in the engine exhaust pipe is collected by the particulate matter sensor and converted into a current value.

[0011] Optionally, the exhaust gas mass flow value is determined by:

[0012] At a preset sampling time, the intake flow value of the engine intake port is measured by a flow meter;

[0013] At a preset sampling time, the fuel consumption value of the engine is measured by a fuel consumption meter;

[0014] Based on the intake air flow value and the fuel consumption value, the exhaust gas mass flow value is determined.

[0015] Optionally, based on the current value measured by the particulate matter sensor and a preset conversion coefficient, determining the original smoke exhaust value of the engine includes:

[0016] The current value measured by the particulate matter sensor is multiplied by a preset conversion coefficient to obtain a 483 smoke value; wherein the conversion coefficient represents the ratio between a unit of 483 smoke and a unit of current value;

[0017] The smoke value of 483 is determined as the original exhaust smoke value of the engine.

[0018] Optionally, determining a first carbon load value based on an original smoke emission value and an exhaust gas mass flow value includes:

[0019] Based on the original smoke exhaust value and the preset carbon density value, the carbon content per unit volume is determined;

[0020] Based on the carbon content and the exhaust mass flow value, a first carbon loading value is determined.

[0021] Optionally, determining the original carbon load value of the DPF based on the first carbon load value and the second carbon load value includes:

[0022] If the first carbon loading value is greater than the second carbon loading value, and the absolute value of the difference between the first carbon loading value and the second carbon loading value is greater than a first threshold, the first carbon loading value is determined as the original carbon loading value of the DPF;

[0023] If the second carbon loading value is greater than the first carbon loading value, and the absolute value of the difference between the first carbon loading value and the second carbon loading value is greater than the first threshold value, the second carbon loading value is determined as the original carbon loading value of the DPF;

[0024] If the absolute value of the difference between the first carbon loading value and the second carbon loading value is not greater than the first threshold, the average value of the first carbon loading value and the second carbon loading value is determined as the original carbon loading value of the DPF.

[0025] Optionally, the second carbon loading value is determined by:

[0026] Get the engine speed and fuel injection amount;

[0027] The steady-state mass flow value is determined based on the speed and the injection amount through the carbon load model, and the steady-state mass flow value is corrected by lamd to obtain a second carbon load value.

[0028] In a second aspect, the present disclosure also provides a device for determining carbon loading, including:

[0029] The original exhaust smoke determination unit is used to determine the original exhaust smoke value of the engine based on the current value measured by the particle sensor and a preset conversion coefficient; wherein the particle sensor is arranged on the exhaust pipe of the engine;

[0030] A first carbon load determination unit, configured to determine a first carbon load value based on an original smoke emission value and an exhaust gas mass flow value; wherein the exhaust gas mass flow value is determined based on an intake flow rate and a fuel consumption of the engine;

[0031] The original carbon load determination unit is used to determine the original carbon load value of the particulate matter trap DPF based on the first carbon load value and the second carbon load value; wherein the second carbon load value is measured by a carbon load model.

[0032] Optionally, the current value is determined by:

[0033] At the preset sampling time, the smoke density in the engine exhaust pipe is collected by the particulate matter sensor and converted into a current value.

[0034] Optionally, the exhaust gas mass flow value is determined by:

[0035] At a preset sampling time, the intake flow value of the engine intake port is measured by a flow meter;

[0036] At a preset sampling time, the fuel consumption value of the engine is measured by a fuel consumption meter;

[0037] Based on the intake air flow value and the fuel consumption value, the exhaust gas mass flow value is determined.

[0038] Optionally, based on the current value measured by the particulate matter sensor and a preset conversion coefficient, an original exhaust smoke value of the engine is determined, and the original exhaust smoke determination unit is used to:

[0039] The current value measured by the particulate matter sensor is multiplied by a preset conversion coefficient to obtain a 483 smoke value; wherein the conversion coefficient represents the ratio between a unit of 483 smoke and a unit of current value;

[0040] The smoke value of 483 is determined as the original exhaust smoke value of the engine.

[0041] Optionally, based on the original smoke exhaust value and the exhaust gas mass flow value, a first carbon load value is determined, and the first carbon load determination unit is used to:

[0042] Based on the original smoke exhaust value and the preset carbon density value, the carbon content per unit volume is determined;

[0043] Based on the carbon content and the exhaust mass flow value, a first carbon loading value is determined.

[0044] Optionally, based on the first carbon load value and the second carbon load value, an original carbon load value of the DPF is determined, and the original carbon load determination unit is used to:

[0045] If the first carbon loading value is greater than the second carbon loading value, and the absolute value of the difference between the first carbon loading value and the second carbon loading value is greater than a first threshold, the first carbon loading value is determined as the original carbon loading value of the DPF;

[0046] If the second carbon loading value is greater than the first carbon loading value, and the absolute value of the difference between the first carbon loading value and the second carbon loading value is greater than the first threshold value, the second carbon loading value is determined as the original carbon loading value of the DPF;

[0047] If the absolute value of the difference between the first carbon loading value and the second carbon loading value is not greater than the first threshold, the average value of the first carbon loading value and the second carbon loading value is determined as the original carbon loading value of the DPF.

[0048] Optionally, the second carbon loading value is determined by:

[0049] Get the engine speed and fuel injection amount;

[0050] The steady-state mass flow value is determined based on the speed and the injection amount through the carbon load model, and the steady-state mass flow value is corrected by lamd to obtain a second carbon load value.

[0051] In a third aspect, an electronic control unit includes:

[0052] A memory for storing executable instructions;

[0053] A processor is used to read and execute executable instructions stored in a memory to implement any method as described in the first aspect.

[0054] In a fourth aspect, a computer-readable storage medium is provided. When instructions in the storage medium are executed by a processor, the processor is enabled to execute any method described in the first aspect.

[0055] The beneficial effects of the present disclosure are as follows:

[0056] In summary, in an embodiment of the present disclosure, a method, device and storage medium for determining carbon load are provided, the method comprising: determining an original smoke density value of an engine based on a current value measured by a particulate matter sensor and a preset conversion coefficient, the particulate matter sensor being arranged on an exhaust pipe of the engine, and determining a first carbon load value based on the original smoke density value and an exhaust gas mass flow value, the exhaust gas mass flow value being determined based on an intake flow rate and a fuel consumption of the engine, determining an original carbon load value of a DPF based on a first carbon load value and a second carbon load value, the second carbon load value being measured by a carbon load model, the first carbon load value and the second carbon load value being obtained by the particulate matter sensor and the carbon load model respectively, and determining the original carbon load value of the DPF based on the first carbon load value and the second carbon load value, improves the accuracy of determining the original carbon load value of the DPF, thereby effectively ensuring the service life of the DPF.

[0057] Other features and advantages of the present disclosure will be described in the following description, and partly become apparent from the description, or be understood by practicing the present disclosure. The purpose and other advantages of the present disclosure can be realized and obtained by the structures particularly pointed out in the written description, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] The drawings described herein are used to provide a further understanding of the present disclosure and constitute a part of the present disclosure. The illustrative embodiments of the present disclosure and their descriptions are used to explain the present disclosure and do not constitute an improper limitation on the present disclosure. In the drawings:

[0059] Figure 1 A schematic diagram of structural connections involved in determining carbon load in a vehicle in an embodiment of the present disclosure;

[0060] Figure 2 A schematic diagram of a method for determining carbon loading in an embodiment of the present disclosure;

[0061] Figure 3 A schematic diagram of a process for determining an original smoke exhaust value in an embodiment of the present disclosure;

[0062] Figure 4 A schematic diagram of a process for determining a first carbon loading value in an embodiment of the present disclosure;

[0063] Figure 5 It is a schematic diagram of a process for determining the original carbon loading value of the DPF based on the first carbon loading value and the second carbon loading value in an embodiment of the present disclosure;

[0064] Figure 6 A schematic diagram of the logical architecture of a device for determining carbon loading in an embodiment of the present disclosure;

[0065] Figure 7Schematic diagram of the physical structure of the electronic control unit in the embodiment of the present disclosure. DETAILED DESCRIPTION

[0066] In order to make the purpose, technical solution and advantages of the embodiments of the present disclosure clearer, the technical solution of the present disclosure will be clearly and completely described below in conjunction with the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are part of the embodiments of the technical solution of the present disclosure, rather than all the embodiments. Based on the embodiments recorded in the present disclosure document, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the technical solution of the present disclosure.

[0067] The terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented using sequences other than those illustrated or described herein.

[0068] The preferred embodiments of the present disclosure are described in detail below with reference to the accompanying drawings.

[0069] See also Figure 1 As shown, in the embodiment of the present disclosure, the vehicle includes at least one engine, and a diesel oxidation catalyst (DOC), a DPF, a selective catalytic reduction system (SCR) and an automatic sensitivity control (ASC) are sequentially arranged on the exhaust pipe of the engine, that is, the smoke exhausted by the engine is discharged from the vehicle only after being processed by the above-mentioned DOC, DPF, SCR and ASC. It should be noted that in order to obtain the original smoke exhaust value of the engine, in the embodiment of the present disclosure, a particulate matter sensor is arranged on the exhaust pipe of the engine.

[0070] In the embodiment of the present disclosure, a method for determining carbon loading is implemented, which is mainly performed on the electronic control unit side and is described in detail below.

[0071] See also Figure 2 As shown, in the embodiment of the present disclosure, the specific process of determining the carbon loading is as follows:

[0072] Step 201: determining the original smoke emission value of the engine based on the current value measured by the particle sensor and a preset conversion coefficient; wherein the particle sensor is arranged on the exhaust pipe of the engine.

[0073] Since the particulate matter sensor can convert the collected smoke density into a current value, in a specific implementation process, the current value is determined in the following way: at a preset sampling time, the smoke density in the engine exhaust pipe is collected by the particulate matter sensor, and the smoke density is converted into a current value.

[0074] Since the operation and exhaust process of the engine is a continuous process, multiple sampling moments are pre-set to monitor the engine periodically. During the implementation, when the time reaches the preset sampling moment, the particle sensor can be turned on, that is, the particle sensor collects the current smoke density in the engine exhaust pipe, and the particle sensor converts the above smoke density into a current value.

[0075] Considering that the current value measured by the particulate matter sensor can only represent the smoke density at the output side of the engine, it is necessary to further determine the original exhaust smoke value of the engine.

[0076] Specifically, based on the current value measured by the particle sensor and the preset conversion coefficient, the original exhaust value of the engine is determined, see Figure 3 As shown, including:

[0077] Step 2011: multiply the current value measured by the particulate matter sensor by a preset conversion coefficient to obtain a 483 smoke density value; wherein the conversion coefficient represents the ratio between the 483 smoke density per unit and the current value per unit.

[0078] Assume that the current value measured by the particle sensor is I (nA) and the above preset conversion coefficient is a (mg / m 3 / nA), multiply the above current value by the preset conversion coefficient, i.e. a(mg / m 3 / nA)*I(nA), we can get the smoke density value m, m(mg / m 3 )=a(mg / m 3 / nA)*I(nA).

[0079] It should be noted that the above conversion coefficient is determined based on multiple historical data (including 483 smoke density values ​​and current values ​​measured by the particulate matter sensor), and the above conversion coefficient represents the ratio between per unit 483 smoke density and per unit current value.

[0080] Step 2012: Determine the smoke value of 483 as the original exhaust smoke value of the engine.

[0081] During the implementation process, after the smoke density value of 483 is calculated, the smoke density value of 483 is determined as the original exhaust smoke density value of the engine.

[0082] In order to determine the carbon load value, after the original smoke emission value is measured by the particulate matter sensor, the following steps are further performed (refer to Figure 1):

[0083] Step 202: Determine a first carbon load value based on the original smoke emission value and the exhaust gas mass flow value; wherein the exhaust gas mass flow value is determined based on the intake flow and fuel consumption of the engine.

[0084] In order to determine the first carbon load value according to the original smoke exhaust value, it is also necessary to first determine the exhaust gas mass flow value. It should be noted here that the exhaust gas mass flow value is determined in the following manner:

[0085] 1) The intake flow value of the engine air intake is measured by a flow meter at a preset sampling time.

[0086] Since the exhaust gas mass flow value is closely related to the combustion condition of the engine, during the implementation process, at the above-mentioned preset sampling time, the intake flow value of the engine intake port is measured by a flow meter arranged at the engine intake port.

[0087] 2) The fuel consumption value of the engine is measured by the fuel consumption meter at the preset sampling time.

[0088] Similarly, at the above-mentioned preset sampling time, the fuel consumption value of the engine is measured by a fuel consumption meter arranged in the engine.

[0089] 3) Based on the intake air flow value and the fuel consumption value, determine the exhaust gas mass flow value.

[0090] Since the intake flow value and the fuel consumption value can characterize the combustion conditions inside the engine, during the implementation process, the exhaust gas mass flow value can be determined based on the above intake flow value and the fuel consumption value. The above intake flow value is measured by an intake flow meter installed on the intake pipe, and the above fuel consumption value is measured by a fuel meter connected to the engine.

[0091] After the exhaust gas mass flow value is determined, the first carbon load value is determined based on the original smoke exhaust value and the exhaust gas mass flow value. Figure 4 As shown, including:

[0092] Step 2021: Determine the carbon content per unit volume based on the original smoke exhaust value and the preset carbon density value.

[0093] During the implementation, a carbon density value corresponding to the engine during use will be preset, for example, 1.293 (kg / m 3 ), and divide the original smoke exhaust value m determined above by the preset carbon density value 1.293 (kg / m 3 ) to obtain the carbon content per unit volume.

[0094] Step 2022: Determine a first carbon loading value based on the carbon content and the exhaust gas mass flow value.

[0095] During the implementation process, after obtaining the carbon content per unit volume, the first carbon loading value n can be determined by multiplying the above carbon content and the exhaust gas mass flow value L (kg / h), that is,

[0096] At the same time, a carbon loading model is also provided in the electronic control unit. The carbon loading model is the same as the model in the prior art. In the embodiment of the present application, the carbon loading value obtained by the carbon loading model is used as the second carbon loading value. Specifically, the second carbon loading value is determined by the following method:

[0097] (1) Obtain the engine speed and fuel injection amount.

[0098] During implementation, in order to determine the mass flow value, the engine speed and fuel injection amount are obtained, that is, the engine speed and fuel injection amount are used as inputs of the carbon load model, so that the carbon load model determines the carbon load value based on the speed and fuel injection amount.

[0099] (2) The steady-state mass flow value is determined based on the speed and the injection amount through the carbon load model, and the steady-state mass flow value is corrected by lamd to obtain a second carbon load value.

[0100] During the implementation process, the carbon load model can calculate the steady-state mass flow value according to the rotational speed and the injection amount. Furthermore, the carbon load model obtains the carbon load value after lamd correction of the steady-state mass flow value, and uses the carbon load value as the second carbon load value. The above calculation process is the same as the prior art and will not be repeated here.

[0101] Step 203: Determine the original carbon loading value of the DPF based on the first carbon loading value and the second carbon loading value; wherein the second carbon loading value is measured by a carbon loading model.

[0102] When the carbon load of the DPF reaches a certain amount, it will trigger the start of the post-processing processes of the above-mentioned DOC, DPF, SCR and ASC. If the carbon load is inaccurately determined due to a failure of the particulate matter sensor or the carbon load model (for example, the counted carbon load is less than the actual carbon load), the post-processing process will be delayed.

[0103] During the implementation process, in order to ensure the service life of the DPF, after obtaining the first carbon load value and the second carbon load value, the original carbon load value of the DPF will be further determined based on the first carbon load value and the second carbon load value, see Figure 5 As shown, specifically including:

[0104] Step 2031: If the first carbon loading value is greater than the second carbon loading value, and the absolute value of the difference between the first carbon loading value and the second carbon loading value is greater than a first threshold, the first carbon loading value is determined as the original carbon loading value of the DPF.

[0105] The first case: If the first carbon load value measured by the particulate matter sensor is greater than the second carbon load value measured by the carbon load model, in this case, it is determined that the measurement of the particulate matter sensor is more accurate and the first carbon load value is closer to the tolerance limit of the DPF. Therefore, in theory, the first carbon load value measured by the particulate matter sensor should be determined as the original carbon load value of the DPF.

[0106] It should be noted that, taking into account the problem of measurement error, a first threshold is set in the embodiment of the present application. The first threshold is used to characterize the measurement difference between the particulate matter sensor and the carbon load model within an acceptable range. That is, only when the absolute value of the difference between the above-mentioned first carbon load value and the second carbon load value is greater than the first threshold, the first carbon load value will be determined as the original carbon load value of the DPF.

[0107] Step 2032: If the second carbon loading value is greater than the first carbon loading value, and the absolute value of the difference between the first carbon loading value and the second carbon loading value is greater than a first threshold, the second carbon loading value is determined as the original carbon loading value of the DPF.

[0108] The second situation: If the first carbon load value measured by the particulate matter sensor is less than the second carbon load value measured by the carbon load model, in this case, it is determined that the measurement of the carbon load model is more accurate and the second carbon load value is closer to the tolerance limit of the DPF. Therefore, in theory, the second carbon load value measured by the particulate matter sensor should be determined as the original carbon load value of the DPF.

[0109] Similarly, taking into account the problem of measurement error, a first threshold is set in the embodiment of the present application, and the first threshold is used to characterize the measurement difference between the particulate matter sensor and the carbon load model within an acceptable range, that is, only when the absolute value of the difference between the above-mentioned first carbon load value and the second carbon load value is greater than the first threshold, the second carbon load value will be determined as the original carbon load value of the DPF.

[0110] Step 2033: If the absolute value of the difference between the first carbon loading value and the second carbon loading value is not greater than the first threshold, the average value of the first carbon loading value and the second carbon loading value is determined as the original carbon loading value of the DPF.

[0111] The third case: if the first carbon load value is not much different from the second carbon load value, that is, the absolute value of the difference between the first carbon load value and the second carbon load value is not greater than the first threshold value, it means that the measurement results of the particulate matter sensor and the carbon load model are acceptable. In this case, the average value between the first carbon load value and the second carbon load value is calculated, and the average value is determined as the original carbon load value of the DPF. It should be noted that the first threshold value is usually 0, which can be flexibly adjusted according to the actual application scenario.

[0112] Based on the same inventive concept, see Figure 6 As shown, in an embodiment of the present disclosure, a device for determining carbon loading is provided, comprising:

[0113] The original exhaust smoke determination unit 601 is used to determine the original exhaust smoke value of the engine based on the current value measured by the particle sensor and a preset conversion coefficient; wherein the particle sensor is arranged on the exhaust pipe of the engine;

[0114] A first carbon load determination unit 602, configured to determine a first carbon load value based on an original smoke emission value and an exhaust gas mass flow value; wherein the exhaust gas mass flow value is determined based on an intake flow rate and fuel consumption of the engine;

[0115] The original carbon load determination unit 603 is used to determine the original carbon load value of the particulate matter trap DPF based on the first carbon load value and the second carbon load value; wherein the second carbon load value is measured by a carbon load model.

[0116] Optionally, the current value is determined by:

[0117] At the preset sampling time, the smoke density in the engine exhaust pipe is collected by the particulate matter sensor and converted into a current value.

[0118] Optionally, the exhaust gas mass flow value is determined by:

[0119] At a preset sampling time, the intake flow value of the engine intake port is measured by a flow meter;

[0120] At a preset sampling time, the fuel consumption value of the engine is measured by a fuel consumption meter;

[0121] Based on the intake air flow value and the fuel consumption value, the exhaust gas mass flow value is determined.

[0122] Optionally, based on the current value measured by the particulate matter sensor and a preset conversion coefficient, an original exhaust smoke value of the engine is determined, and the original exhaust smoke determination unit 601 is used to:

[0123] The current value measured by the particulate matter sensor is multiplied by a preset conversion coefficient to obtain a 483 smoke value; wherein the conversion coefficient represents the ratio between a unit of 483 smoke and a unit of current value;

[0124] The smoke value of 483 is determined as the original exhaust smoke value of the engine.

[0125] Optionally, based on the original smoke emission value and the exhaust gas mass flow value, a first carbon load value is determined, and the first carbon load determination unit 602 is used to:

[0126] Based on the original smoke exhaust value and the preset carbon density value, the carbon content per unit volume is determined;

[0127] Based on the carbon content and the exhaust mass flow value, a first carbon loading value is determined.

[0128] Optionally, based on the first carbon load value and the second carbon load value, the original carbon load value of the DPF is determined, and the original carbon load determination unit 603 is used to:

[0129] If the first carbon loading value is greater than the second carbon loading value, and the absolute value of the difference between the first carbon loading value and the second carbon loading value is greater than a first threshold, the first carbon loading value is determined as the original carbon loading value of the DPF;

[0130] If the second carbon loading value is greater than the first carbon loading value, and the absolute value of the difference between the first carbon loading value and the second carbon loading value is greater than the first threshold value, the second carbon loading value is determined as the original carbon loading value of the DPF;

[0131] If the absolute value of the difference between the first carbon loading value and the second carbon loading value is not greater than the first threshold, the average value of the first carbon loading value and the second carbon loading value is determined as the original carbon loading value of the DPF.

[0132] Optionally, the second carbon loading value is determined by:

[0133] Get the engine speed and fuel injection amount;

[0134] The steady-state mass flow value is determined based on the speed and the injection amount through the carbon load model, and the steady-state mass flow value is corrected by lamd to obtain a second carbon load value.

[0135] Based on the same inventive concept, see Figure 7 As shown, an embodiment of the present disclosure provides an electronic control unit, including: a memory 701, used to store executable instructions; a processor 702, used to read and execute the executable instructions stored in the memory, and execute any one of the above-mentioned methods for determining carbon loading.

[0136] Based on the same inventive concept, an embodiment of the present disclosure provides a computer-readable storage medium. When instructions in the storage medium are executed by a processor, the processor is enabled to execute any one of the above-mentioned methods for determining a carbon load.

[0137] In summary, in an embodiment of the present disclosure, a method, device and storage medium for determining carbon load are provided, the method comprising: determining an original smoke density value of an engine based on a current value measured by a particulate matter sensor and a preset conversion coefficient, the particulate matter sensor being arranged on an exhaust pipe of the engine, and determining a first carbon load value based on the original smoke density value and an exhaust gas mass flow value, the exhaust gas mass flow value being determined based on an intake flow rate and a fuel consumption of the engine, determining an original carbon load value of a DPF based on a first carbon load value and a second carbon load value, the second carbon load value being measured by a carbon load model, the first carbon load value and the second carbon load value being obtained by the particulate matter sensor and the carbon load model respectively, and determining the original carbon load value of the DPF based on the first carbon load value and the second carbon load value, improves the accuracy of determining the original carbon load value of the DPF, thereby effectively ensuring the service life of the DPF.

[0138] Those skilled in the art will appreciate that the embodiments of the present disclosure may be provided as methods, systems, or computer program product systems. Therefore, the present disclosure may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present disclosure may take the form of a computer program product system implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes.

[0139] The present disclosure is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program product systems according to the present disclosure. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0140] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0141] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0142] Obviously, those skilled in the art can make various changes and modifications to the present disclosure without departing from the spirit and scope of the present disclosure. Thus, if these modifications and variations of the present disclosure fall within the scope of the claims of the present disclosure and their equivalents, the present disclosure is also intended to include these modifications and variations.

Claims

1. A method for determining carbon loading, characterized in that: Applied to an electronic control unit, the method comprises: Based on the current value measured by the particle sensor and the preset conversion coefficient, the original smoke exhaust value of the engine is determined; wherein the particle sensor is arranged on the exhaust pipe of the engine; Determining a first carbon load value based on the original smoke emission value and the exhaust gas mass flow value; wherein the exhaust gas mass flow value is determined based on the intake flow and fuel consumption of the engine; If the first carbon loading value is greater than the second carbon loading value, and the absolute value of the difference between the first carbon loading value and the second carbon loading value is greater than a first threshold value, the first carbon loading value is determined as the original carbon loading value of the particulate matter trap DPF; if the second carbon loading value is greater than the first carbon loading value, and the absolute value of the difference between the first carbon loading value and the second carbon loading value is greater than the first threshold value, the second carbon loading value is determined as the original carbon loading value of the DPF; if the absolute value of the difference between the first carbon loading value and the second carbon loading value is not greater than the first threshold value, the average value of the first carbon loading value and the second carbon loading value is determined as the original carbon loading value of the DPF; wherein, the second carbon loading value is measured by a carbon loading model.

2. The method according to claim 1, characterized in that The current value is determined by: At a preset sampling time, the smoke density in the engine exhaust pipe is collected by the particulate matter sensor, and the smoke density is converted into the current value.

3. The method according to claim 2, characterized in that The exhaust gas mass flow value is determined by: At the preset sampling time, the intake flow value of the engine intake port is measured by a flow meter; At the preset sampling time, the fuel consumption value of the engine is measured by a fuel consumption meter; The exhaust gas mass flow value is determined based on the intake air flow value and the fuel consumption value.

4. The method according to claim 1, characterized in that The method of determining the original smoke exhaust value of the engine based on the current value measured by the particle sensor and a preset conversion coefficient includes: The current value measured by the particulate matter sensor is multiplied by a preset conversion coefficient to obtain a 483 smoke density value; wherein the conversion coefficient represents a ratio between the 483 smoke density per unit and the current value per unit; The 483 smoke value is determined as the original exhaust smoke value of the engine.

5. The method according to claim 1, characterized in that The determining of the first carbon load value based on the original smoke exhaust value and the exhaust gas mass flow value comprises: Determining the carbon content per unit volume based on the original smoke exhaust value and a preset carbon density value; Based on the carbon content and the exhaust mass flow value, a first carbon loading value is determined.

6. The method according to any one of claims 1 to 5, characterized in that: The second carbon loading value is determined by: Get the engine speed and fuel injection amount; The steady-state mass flow value is determined based on the rotational speed and the fuel injection amount through a carbon load model, and the second carbon load value is obtained by subjecting the steady-state mass flow value to lamd correction.

7. A device for determining carbon loading, characterized in that: include: An original exhaust smoke determination unit, used to determine the original exhaust smoke value of the engine based on the current value measured by the particle sensor and a preset conversion coefficient; wherein the particle sensor is arranged on the exhaust pipe of the engine; A first carbon load determination unit, configured to determine a first carbon load value based on the original smoke emission value and the exhaust gas mass flow value; wherein the exhaust gas mass flow value is determined based on the intake flow and fuel consumption of the engine; A raw carbon load determination unit, for determining the first carbon load value as the raw carbon load value of the particulate matter trap DPF if the first carbon load value is greater than the second carbon load value and the absolute value of the difference between the first carbon load value and the second carbon load value is greater than a first threshold; determining the second carbon load value as the raw carbon load value of the DPF if the second carbon load value is greater than the first carbon load value and the absolute value of the difference between the first carbon load value and the second carbon load value is greater than the first threshold; determining the average value of the first carbon load value and the second carbon load value as the raw carbon load value of the DPF if the absolute value of the difference between the first carbon load value and the second carbon load value is not greater than the first threshold; wherein the second carbon load value is measured by a carbon load model.

8. An electronic control unit, characterized in that: include: A memory for storing executable instructions; A processor, configured to read and execute the executable instructions stored in the memory to implement the method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that: When the instructions in the storage medium are executed by a processor, the processor is enabled to execute the method according to any one of claims 1 to 6.

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