A DPF operating status monitoring method, device, electronic device and storage medium

Abstract

The present application relates to a DPF operation status monitoring method and device, and relates to the technical field of diesel engine exhaust purification treatment. The method includes the following steps: when the engine of the target vehicle is in operation, obtain the test reference information of the DPF on the engine; based on the regeneration function activation information and the temperature difference information of the inlet and outlet, determine whether the DPF enters the test condition; if the DPF enters the test condition, obtain the test thermal conductivity coefficient of the DPF based on the inlet and outlet temperature difference information within a preset period, and obtain the operation status information of the DPF based on the test thermal conductivity coefficient. In the present application, judging whether the DPF enters the test condition based on the regeneration function activation information of the DPF and the inlet and outlet temperature difference information can avoid the heat generated by the regeneration function from affecting the accurate value of the subsequent calculation of the test thermal conductivity coefficient; furthermore, in the present application, the inlet and outlet temperature difference information is used to calculate the test thermal conductivity coefficient, and the state of the DPF can be accurately judged and monitored by the test thermal conductivity coefficient.

Description

Technical Field

[0001] The present application relates to the technical field of diesel engine exhaust purification treatment, and in particular to a DPF operating status monitoring method, device, electronic equipment and storage medium. Background Art

[0002] As the core component of diesel engine exhaust purification, DPF treats carbon particles in exhaust gas through DPF regeneration mode. However, the regeneration efficiency of DPF can only meet the requirements when it is in normal carbon loading state. Therefore, it is necessary to monitor the DPF status in real time and effectively to avoid problems such as low DPF regeneration efficiency and DPF burning.

[0003] The performance test of the DPF (diesel particulate filter) system mainly includes the detection of the DPF overload, no-load, full-load, blockage and other states. The existing method for monitoring the DPF state is mainly to monitor the pressure difference between the upstream and downstream of the DPF, and judge the DPF carbon load according to the pressure difference between the upstream and downstream of the DPF. When the pressure difference sensor measures abnormally, it will cause the vehicle DPF carbon load to be falsely reported, affecting the vehicle operation and the user's driving experience.

[0004] Therefore, how to improve the performance detection accuracy of the DPF (diesel particulate filter) system of the target vehicle is a technical problem that urgently needs to be solved. Summary of the invention

[0005] The present application provides a DPF operating status monitoring method, device, electronic device and storage medium to improve the performance detection accuracy of a DPF (diesel particulate filter) system of a target vehicle.

[0006] To achieve the above objectives, this application provides the following solutions.

[0007] In a first aspect, the present application provides a method for monitoring the operating status of a DPF, the method comprising the following steps:

[0008] When the engine of the target vehicle is in a running state, obtaining test reference information of the DPF on the engine; the test reference information includes regeneration function activation information and inlet and outlet temperature difference information;

[0009] Based on the regeneration function activation information and the inlet and outlet temperature difference information, determining whether the DPF enters a test condition;

[0010] If the DPF enters the test condition, the test thermal conductivity coefficient of the DPF is obtained based on the inlet and outlet temperature difference information within a preset period;

[0011] Based on the tested thermal conductivity, operating status information of the DPF is obtained.

[0012] Furthermore, if the DPF enters the test condition, the thermal conductivity of the DPF is obtained based on the inlet and outlet temperature difference information within a preset period, including the following steps:

[0013] When the DPF enters a test condition, a target test cycle is determined;

[0014] The thermal conductivity of the DPF is obtained based on the inlet temperature difference, the outlet temperature difference and the exhaust flow rate at the time corresponding to the target test cycle and the previous target test cycle.

[0015] Further, judging whether the DPF enters the test condition based on the regeneration function activation information and the inlet and outlet temperature difference information includes the following steps:

[0016] If the regeneration function of the DPF is in an on state and the temperature difference between the inlet and outlet is greater than a preset threshold, it is determined that the DPF enters a test condition.

[0017] Further, obtaining the operating status information of the DPF based on the tested thermal conductivity coefficient comprises the following steps:

[0018] Obtaining a bed temperature value of the DPF;

[0019] Based on the bed temperature value of the DPF, obtaining a first thermal conductivity coefficient of the DPF in an unloaded state and a second thermal conductivity coefficient of the DPF in a fully loaded state;

[0020] Based on the first thermal conductivity, the second thermal conductivity and the test thermal conductivity, operating state information of the DPF is acquired.

[0021] Further, the obtaining of the operating status information of the DPF based on the first thermal conductivity, the second thermal conductivity and the test thermal conductivity comprises the following steps:

[0022] If the tested thermal conductivity is greater than the first thermal conductivity, it is determined that the DPF carrier has been removed;

[0023] If the tested thermal conductivity is less than the second thermal conductivity, it is determined that the DPF substrate is clogged.

[0024] Further, the obtaining of the operating status information of the DPF based on the first thermal conductivity, the second thermal conductivity and the test thermal conductivity comprises the following steps:

[0025] If the tested thermal conductivity is less than the first thermal conductivity and greater than the second thermal conductivity, based on the pressure difference between the exhaust inlet and outlet of the DPF, obtaining a first carbon emission in the exhaust gas discharged through the DPF corresponding to the pressure difference;

[0026] Based on the operating condition data of the engine of the target vehicle, obtaining the original carbon emissions of the engine of the target vehicle;

[0027] Based on the original carbon emission and the carbon amount consumed by the DPF, a second carbon emission in the exhaust gas discharged through the DPF is obtained.

[0028] Furthermore, the method further comprises the following steps:

[0029] Based on the first carbon emission and the second carbon emission, obtaining a relative error degree of the second carbon emission with respect to the first carbon emission;

[0030] Based on a comparison result between a root mean square of the first carbon emissions and a root mean square of the second carbon emissions within a preset time period;

[0031] Based on the relative error and the comparison result, the operating status information of the DPF is obtained.

[0032] In a second aspect, the present application provides a DPF operating status monitoring device, the device comprising:

[0033] A temperature difference acquisition module, which is used to acquire test reference information of the DPF on the target vehicle when the engine is in a running state; the test reference information includes regeneration function activation information and inlet and outlet temperature difference information;

[0034] A working condition judgment module, which is used to judge whether the DPF enters a test working condition based on the regeneration function activation information and the inlet and outlet temperature difference information;

[0035] A coefficient acquisition module, which is used to acquire the test thermal conductivity coefficient of the DPF based on the inlet and outlet temperature difference information within a preset period if the DPF enters the test condition;

[0036] A status information acquisition module is used to acquire the operating status information of the DPF based on the test thermal conductivity coefficient.

[0037] Furthermore, the coefficient acquisition module includes:

[0038] A test cycle submodule, which is used to determine a target test cycle when the DPF enters a test condition;

[0039] The coefficient calculation submodule is used to obtain the thermal conductivity coefficient of the DPF based on the inlet temperature difference, outlet temperature difference and exhaust flow rate at the time corresponding to the target test cycle and the previous target test cycle.

[0040] Furthermore, the operating condition judgment module is also used to: if the regeneration function of the DPF is in an on state and the temperature difference between the inlet and outlet is greater than a preset threshold, determine that the DPF enters a test operating condition.

[0041] Furthermore, the status information acquisition module includes:

[0042] A bed temperature value acquisition submodule, which is used to obtain the bed temperature value of the DPF;

[0043] A reference coefficient acquisition submodule, which is used to acquire a first thermal conductivity coefficient of the DPF in an unloaded state and a second thermal conductivity coefficient of the DPF in a fully loaded state based on a bed temperature value of the DPF;

[0044] The first judgment submodule is used to obtain the operating state information of the DPF based on the first thermal conductivity, the second thermal conductivity and the test thermal conductivity.

[0045] Furthermore, the first judgment submodule is also used to: if the test thermal conductivity is greater than the first thermal conductivity, determine that the DPF carrier has been removed; if the test thermal conductivity is less than the second thermal conductivity, determine that the DPF carrier is blocked.

[0046] Furthermore, the first judgment submodule further includes:

[0047] A first carbon emission acquisition submodule, which is used to acquire a first carbon emission in the exhaust gas discharged through the DPF corresponding to the pressure difference value based on the pressure difference value between the exhaust gas inlet and outlet of the DPF if the tested thermal conductivity coefficient is less than the first thermal conductivity coefficient and greater than the second thermal conductivity coefficient;

[0048] A raw carbon emission acquisition submodule, which is used to acquire the raw carbon emission of the engine of the target vehicle based on the operating condition data of the engine of the target vehicle;

[0049] The second carbon emission acquisition submodule is used to acquire a second carbon emission in the exhaust gas discharged through the DPF based on the original carbon emission and the carbon consumed by the DPF.

[0050] Furthermore, the first judgment submodule also includes:

[0051] an error degree acquisition unit, configured to acquire a relative error degree of the second carbon emission relative to the first carbon emission based on the first carbon emission and the second carbon emission;

[0052] A comparison result acquisition unit, which is used for comparing the root mean square of the first carbon emission and the root mean square of the second carbon emission within a preset time period;

[0053] The second judgment unit is used to obtain the operating status information of the DPF based on the relative error degree and the comparison result.

[0054] The beneficial effects of the technical solution provided by this application include:

[0055] When the engine of the target vehicle is in operation, the test reference information of the DPF on the engine is obtained; wherein the test reference information includes the regeneration function activation information and the inlet and outlet temperature difference information; based on the regeneration function activation information and the inlet and outlet temperature difference information, it is determined whether the DPF enters the test condition; if the DPF enters the test condition, based on the inlet and outlet temperature difference information within a preset period, the DPF test thermal conductivity coefficient is obtained, and based on the test thermal conductivity coefficient, the DPF operation state information is obtained. In the present application, judging whether the DPF enters the test condition based on the DPF regeneration function activation information and the inlet and outlet temperature difference information can avoid the heat generated by the regeneration function affecting the subsequent accurate value of the test thermal conductivity coefficient calculation; furthermore, the inlet and outlet temperature difference information is used to calculate the test thermal conductivity coefficient in the present application, and the state of the DPF can be accurately judged and monitored by the test thermal conductivity coefficient. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0057] Figure 1 This is a flowchart of the steps of the DPF operating status monitoring method provided in an embodiment of the present application. DETAILED DESCRIPTION

[0058] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0059] The embodiments of the present application are further described in detail below in conjunction with the accompanying drawings.

[0060] The embodiments of the present application provide a DPF operating status monitoring method, device, electronic device and storage medium to improve the performance detection accuracy of a DPF (diesel particulate filter) system of a target vehicle.

[0061] In order to achieve the above technical effects, the overall idea of ​​this application is as follows:

[0062] A method for monitoring the operating status of a DPF, the method comprising the following steps:

[0063] S1. When the engine of the target vehicle is in a running state, obtaining test reference information of the DPF on the engine;

[0064] S2, judging whether the DPF enters a test condition based on the regeneration function activation information and the inlet and outlet temperature difference information;

[0065] S3. If the DPF enters the test condition, the test thermal conductivity coefficient of the DPF is obtained based on the inlet and outlet temperature difference information within a preset period;

[0066] S4. Based on the tested thermal conductivity coefficient, obtain the operating status information of the DPF.

[0067] The embodiments of the present application are further described in detail below in conjunction with the accompanying drawings.

[0068] See also Figure 1 As shown, the embodiment of the present application provides a DPF operating status monitoring method, the method comprising the following steps:

[0069] S1. When the engine of the target vehicle is in a running state, obtaining test reference information of the DPF on the engine;

[0070] DPF (Diesel Particulate Filter) is the abbreviation of diesel particulate filter. The diesel particulate filter is installed in the exhaust system of diesel vehicles and is a device used to filter and reduce soot particles in the exhaust. The method of filtering soot particles is to capture the soot particles in the exhaust system of diesel vehicles through diffusion precipitation, inertial precipitation and linear interception. The DPF particle filter can effectively purify 65%-90% of the soot particles in the exhaust gas. It is one of the most effective and direct methods to purify the particulate matter generated by diesel vehicles.

[0071] It should be noted that the soot particles deposited on the filter components of the DPF are burned by heating the exhaust gas. This process is called DPF regeneration technology. The DPF regeneration technology includes active regeneration technology and passive regeneration technology. Among them, the DPF passive regeneration technology refers to the oxidation of soot particles deposited on the filter components at a temperature of 250-450°C, for example, oxidizing NO to NO in the DOC. 2If the exhaust temperature is different, the speed of passive regeneration will also be different; DPF active regeneration technology means that when the engine is in actual operating conditions, the exhaust temperature cannot reach the passive regeneration conditions, and an oxidation reaction must occur in the DOC through fuel injection to increase the exhaust temperature to above 550°C, so that the carbon burns and oxidizes to produce carbon dioxide.

[0072] It is understandable that DPF, as a core component for purifying exhaust gas of diesel engines, processes carbon particles in exhaust gas through DPF regeneration mode, but the regeneration efficiency of DPF can only meet the requirements when it is in a normal carbon loading state, so it is necessary to monitor the DPF state in real time and effectively to avoid problems such as low DPF regeneration efficiency and DPF burning. Since there is no reliable method in the prior art to accurately calculate the number of carbon soot particles deposited in DPF, it is impossible to determine the carbon loading state of DPF based on the amount of carbon soot particles, so this method uses the DPF thermal conductivity coefficient to determine the carbon loading state of DPF.

[0073] In order to accurately calculate the DPF thermal conductivity, the heat entering the DPF must be provided by the exhaust gas rather than the DPF regeneration system. Since the DPF thermal conductivity is used to measure the heat conducted within the unit cross-sectional area of ​​the DPF, there needs to be a certain temperature difference between the outlet and inlet surfaces of the DPF, and the temperature difference must be higher than the calibration threshold.

[0074] The test reference information refers to information for measuring whether the DPF thermal conductivity coefficient can be calculated before determining the carbon loading state of the DPF. The test reference information includes the regeneration function activation information and the inlet and outlet temperature difference information.

[0075] Specifically, the DPF controller obtains the start-up status of the engine of the current target vehicle from the vehicle controller. When the start-up status shows that the engine of the target vehicle is in the start-up state, the start-up information of the DPF regeneration function is obtained through the CAN communication bus, and the temperature difference at the air inlet and the air outlet is obtained through the temperature sensors installed on the DPF air inlet diaphragm and the air outlet diaphragm.

[0076] S2, judging whether the DPF enters the test condition based on the regeneration function activation information and the inlet and outlet temperature difference information;

[0077] If the regeneration function of the DPF is in an on state and the temperature difference between the inlet and outlet is greater than a preset threshold, it is determined that the DPF enters a test condition.

[0078] If the regeneration function of the DPF is in a closed state or the temperature difference between the inlet and outlet is greater than a preset threshold, it is determined that the DPF enters a test condition.

[0079] The test condition refers to the working state in which the DPF can start to measure the thermal conductivity.

[0080] Specifically, the DPF controller obtains the on state of the regeneration function of the DPF and the temperature difference information of the exhaust gas inlet and outlet of the DPF. When the regeneration function of the DPF is in the off state and the temperature difference of the exhaust gas inlet and outlet is not less than the preset calibration threshold, it is determined that the DPF enters the test condition; if the DPF is in the on state or the temperature difference of the exhaust gas inlet and outlet of the DPF is less than the preset threshold, it is determined that the DPF does not enter the test condition.

[0081] S3. If the DPF enters the test condition, the test thermal conductivity coefficient of the DPF is obtained based on the inlet and outlet temperature difference information within a preset period;

[0082] When the DPF is in the test condition and the engine is on, a test time period is determined. The preset period may be a vehicle controller calculation cycle time period.

[0083] Specifically, if the DPF controller determines that the DPF has entered the test condition, it first determines the target test cycle, obtains the inlet temperature difference, outlet temperature difference and exhaust flow rate at the time corresponding to the target test cycle and the previous target test cycle, and then uses the inlet temperature difference, outlet temperature difference and exhaust flow rate of the DPF to calculate the test thermal conductivity coefficient of the DPF.

[0084] S4. Based on the test thermal conductivity coefficient, obtain the operating status information of the DPF.

[0085] Specifically, the DPF controller obtains the bed temperature value of the DPF; obtains the first thermal conductivity coefficient of the DPF in a no-load state and the second thermal conductivity coefficient of the DPF in a full-load state according to the table lookup method and the bed temperature value of the DPF; and then determines the operating status information of the DPF according to the relationship between the tested thermal conductivity coefficient, the first thermal conductivity coefficient and the second thermal conductivity coefficient.

[0086] In this embodiment, when the engine of the target vehicle is in operation, the test reference information of the DPF on the engine is obtained; based on the regeneration function activation information and the inlet and outlet temperature difference information, it is determined whether the DPF enters the test condition; if the DPF enters the test condition, based on the inlet and outlet temperature difference information within a preset period, the DPF test thermal conductivity coefficient is obtained, and based on the test thermal conductivity coefficient, the DPF operation state information is obtained. In this application, judging whether the DPF enters the test condition based on the DPF regeneration function activation information and the inlet and outlet temperature difference information can avoid the heat generated by the regeneration function affecting the subsequent accurate value of the test thermal conductivity coefficient calculation; furthermore, in this application, the inlet and outlet temperature difference information is used to calculate the test thermal conductivity coefficient, and the state of the DPF can be accurately judged and monitored by the test thermal conductivity coefficient.

[0087] In one embodiment, if Figure 1 As shown, step S3 includes the following steps:

[0088] S301, when the DPF enters the test condition, determining the target test cycle;

[0089] Specifically, the DPF controller first obtains the calculation cycle of the vehicle controller, and determines the calculation cycle of the vehicle controller as the target test cycle of the DPF.

[0090] S302, obtaining the thermal conductivity of the DPF based on the inlet temperature difference, outlet temperature difference and exhaust flow rate at the time corresponding to the target test cycle and the previous target test cycle.

[0091] The DPF controller obtains the DPF inlet temperature T at each time in each ECU calculation cycle. in , DPF outlet temperature T out , exhaust flow rate q, and the DPF inlet temperature in the previous ECU calculation cycle of the target test cycle is T i-int , DPF outlet temperature T o-int , and then use the following calculation formula to calculate the thermal conductivity efficiency of DPF,

[0092]

[0093] In this embodiment, the thermal conductivity of the DPF is quantified according to the difference between the inlet and outlet temperatures between the target test cycle and the previous test cycle, so that the subsequent DPF controller can more accurately judge the operating state of the DPF according to the thermal conductivity of the DPF.

[0094] In one embodiment, step S2 includes the following steps:

[0095] S201. If the regeneration function of the DPF is in an on state and the temperature difference between the inlet and the outlet is greater than a preset threshold, it is determined that the DPF enters a test condition.

[0096] Step S4 includes the following steps:

[0097] S401, obtaining a bed temperature value of the DPF;

[0098] S402, based on the bed temperature value of the DPF, obtaining a first thermal conductivity coefficient of the DPF in an unloaded state and a second thermal conductivity coefficient of the DPF in a fully loaded state;

[0099] It is important to understand that since the DPF bed temperature affects heat transfer, it is necessary to calibrate the no-load and full-load thermal conductivities at different bed temperatures and generate a table of thermal conductivity limits based on the no-load and full-load thermal conductivity calibration values ​​at different bed temperatures.

[0100] Specifically, according to the acquired DPF bed temperature value, the first thermal conductivity of the DPF in the no-load state and the second thermal conductivity of the DPF in the full-load state are found in the thermal conductivity limit table according to the table lookup method.

[0101] S403: Acquire operating status information of the DPF based on the first thermal conductivity, the second thermal conductivity and the test thermal conductivity.

[0102] If the tested thermal conductivity is greater than the first thermal conductivity, it is determined that the DPF carrier has been removed; if the tested thermal conductivity is less than the second thermal conductivity, it is determined that the DPF carrier is blocked;

[0103] If the test thermal conductivity is less than the first thermal conductivity and greater than the second thermal conductivity, then based on the pressure difference between the exhaust inlet and outlet of the DPF, the first carbon emission in the exhaust gas discharged through the DPF corresponding to the pressure difference is obtained; based on the operating data of the engine of the target vehicle, the original carbon emissions of the engine of the target vehicle are obtained; based on the original carbon emissions and the amount of carbon consumed by the DPF, the second carbon emission in the exhaust gas discharged through the DPF is obtained.

[0104] Specifically, if the tested thermal conductivity is less than the first thermal conductivity and greater than the second thermal conductivity, the first carbon emission in the exhaust gas discharged through the DPF is obtained according to the pressure difference model; wherein the pressure difference model is based on the pressure difference sensor to measure the pressure difference between the inlet and outlet of the DPF, and then the corresponding carbon amount is obtained according to the correspondence between the pressure difference and the carbon amount; according to the operating data of the engine of the target vehicle, the original carbon emission of the engine of the target vehicle is obtained; according to the original carbon emission and the carbon amount consumed by the DPF, the second carbon emission in the exhaust gas discharged through the DPF is obtained.

[0105] Based on the first carbon emission and the second carbon emission, a relative error of the second carbon emission with respect to the first carbon emission is obtained; based on a comparison result between the root mean square of the first carbon emission and the root mean square of the second carbon emission within a preset time period; based on the relative error and the comparison result, operating status information of the DPF is obtained.

[0106] Specifically, the relative error between the first carbon emission corresponding to the pressure difference model and the second carbon emission corresponding to the carbon load model is calculated according to the formula, and the root mean square value RMS is generated according to the first carbon emission at each time in the time period from the start of the DPF controller entering the test condition to the time when the test thermal conductivity is determined to be less than the first thermal conductivity and greater than the second thermal conductivity 1 ; Generate a root mean square value RMS based on the second carbon emission at each time point in the time period from the time when the DPF controller enters the test condition to the time when the test thermal conductivity is determined to be less than the first thermal conductivity and greater than the second thermal conductivity 2 ; The calculation formulas for relative error and root mean square are as follows:

[0107]

[0108]

[0109] Since the DPF carbon load model is a model established based on vehicle operating data, and the differential pressure carbon load model is a model established based on the actual carbon load density, if >Rated value and RMS 1 <RMS 2 , it is determined that there is a leak in the carbon deposit layer inside the DPF carrier used to adsorb carbon particles. If this condition is not met, it is determined that the DPF is in a normal state.

[0110] It is worth noting that, is the calibration value. If it is calibrated to 20%, it can meet the engineering errors of the pressure difference model and the carbon loading model at the same time. Since the carbon deposit layer is often in a high temperature state, there is a risk of burning and causing leakage, while there is a heat insulation layer on the outer surface, and there is generally no risk of leakage.

[0111] In this embodiment, the DPF state is diagnosed through the correlation of carbon loadings of different models and thermal conductivity coefficients to improve the reliability and stability of the DPF state monitoring system. At the same time, the DPF removal, no-load, full-load, overload (blockage), and leakage states can be jointly diagnosed to improve the responsiveness of the DPF state monitoring system.

[0112] It should be noted that the step numbers of the steps in the embodiments of the present application do not limit the sequence of the operations in the technical solution of the present application.

[0113] Based on the same inventive concept as the DPF operating state monitoring method embodiment, the present application embodiment provides a DPF operating state monitoring device, which includes:

[0114] A temperature difference acquisition module, which is used to acquire test reference information of the DPF on the target vehicle when the engine is in a running state; the test reference information includes regeneration function activation information and inlet and outlet temperature difference information;

[0115] A working condition judgment module, which is used to judge whether the DPF enters a test working condition based on the regeneration function activation information and the inlet and outlet temperature difference information;

[0116] A coefficient acquisition module, which is used to acquire the test thermal conductivity coefficient of the DPF based on the inlet and outlet temperature difference information within a preset period if the DPF enters the test condition;

[0117] A status information acquisition module is used to acquire the operating status information of the DPF based on the test thermal conductivity coefficient.

[0118] In order to accurately calculate the DPF thermal conductivity, the heat entering the DPF must be provided by the exhaust gas rather than the DPF regeneration system. Since the DPF thermal conductivity is used to measure the heat conducted within the unit cross-sectional area of ​​the DPF, there needs to be a certain temperature difference between the outlet and inlet surfaces of the DPF, and the temperature difference must be higher than the calibration threshold.

[0119] Specifically, the DPF controller obtains the start-up status of the engine of the current target vehicle from the vehicle controller. When the start-up status shows that the engine of the target vehicle is in the start-up state, the start-up information of the DPF regeneration function is obtained through the CAN communication bus, and the temperature difference at the air inlet and the air outlet is obtained through the temperature sensors installed on the DPF air inlet diaphragm and the air outlet diaphragm.

[0120] In this device, when the engine of the target vehicle is in operation, the DPF obtains the test reference information of the DPF on the engine; wherein the test reference information includes the regeneration function activation information and the inlet and outlet temperature difference information; based on the regeneration function activation information and the inlet and outlet temperature difference information, it is determined whether the DPF enters the test condition; if the DPF enters the test condition, based on the inlet and outlet temperature difference information within a preset period, the DPF test thermal conductivity coefficient is obtained, and based on the test thermal conductivity coefficient, the DPF operation state information is obtained. In addition, judging whether the DPF enters the test condition based on the DPF regeneration function activation information and the inlet and outlet temperature difference information can avoid the heat generated by the regeneration function affecting the subsequent accurate value of the test thermal conductivity coefficient calculation; furthermore, the inlet and outlet temperature difference information is used to calculate the test thermal conductivity coefficient in this application, and the state of the DPF can be accurately judged and monitored by the test thermal conductivity coefficient.

[0121] It should be noted that the DPF operating status monitoring device provided in the embodiment of the present application, and its corresponding technical problems, technical means and technical effects are similar to the principles of the DPF operating status monitoring method in terms of principle.

[0122] In a second aspect, an embodiment of the present application provides an electronic device, including a memory and a processor, wherein the memory stores a computer program running on the processor, and when the processor executes the computer program, the DPF operating status monitoring method mentioned in the first aspect is implemented.

[0123] In a third aspect, an embodiment of the present application provides a storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the DPF operating status monitoring method mentioned in the first aspect is implemented.

[0124] It should be noted that, in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0125] A person skilled in the art can understand that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to a memory, a database or other medium used in the embodiments provided in this application can include at least one of a non-volatile and a volatile memory.

[0126] The above is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims

1. A DPF operating status monitoring method, characterized in that: The method comprises the following steps: When the engine of the target vehicle is in a running state, obtaining test reference information of the DPF on the engine, the test reference information including regeneration function activation information and inlet and outlet temperature difference information; Based on the regeneration function activation information and the inlet and outlet temperature difference information, determining whether the DPF enters a test condition; The step of judging whether the DPF enters a test condition based on the regeneration function activation information and the inlet and outlet temperature difference information comprises the following steps: If the regeneration function of the DPF is in an on state and the temperature difference between the inlet and outlet is greater than a preset threshold, it is determined that the DPF enters a test condition; If the DPF enters the test condition, the test thermal conductivity coefficient of the DPF is obtained based on the inlet and outlet temperature difference information within a preset period; If the DPF enters the test condition, the thermal conductivity of the DPF is obtained based on the inlet and outlet temperature difference information within a preset period, including the following steps: When the DPF enters a test condition, a target test cycle is determined; Obtaining the thermal conductivity of the DPF based on the inlet temperature difference, outlet temperature difference and exhaust flow rate at the time corresponding to the target test cycle and the previous target test cycle; Based on the tested thermal conductivity, operating status information of the DPF is obtained.

2. The DPF operating status monitoring method according to claim 1, characterized in that: The step of obtaining the operating status information of the DPF based on the tested thermal conductivity coefficient comprises the following steps: Obtaining a bed temperature value of the DPF; Based on the bed temperature value of the DPF, obtaining a first thermal conductivity coefficient of the DPF in an unloaded state and a second thermal conductivity coefficient of the DPF in a fully loaded state; Based on the first thermal conductivity, the second thermal conductivity and the test thermal conductivity, operating state information of the DPF is acquired.

3. The DPF operating status monitoring method according to claim 2, characterized in that: The step of obtaining the operating status information of the DPF based on the first thermal conductivity, the second thermal conductivity and the test thermal conductivity comprises the following steps: If the tested thermal conductivity is greater than the first thermal conductivity, it is determined that the DPF carrier has been removed; If the tested thermal conductivity is less than the second thermal conductivity, it is determined that the DPF substrate is clogged.

4. The DPF operating status monitoring method according to claim 2, characterized in that: The method of obtaining the operating state information of the DPF based on the first thermal conductivity, the second thermal conductivity and the test thermal conductivity also includes the following steps: If the tested thermal conductivity is less than the first thermal conductivity and greater than the second thermal conductivity, based on the pressure difference between the exhaust inlet and outlet of the DPF, obtaining a first carbon emission in the exhaust gas discharged through the DPF corresponding to the pressure difference; Based on the operating condition data of the engine of the target vehicle, obtaining the original carbon emissions of the engine of the target vehicle; Based on the original carbon emission and the carbon amount consumed by the DPF, a second carbon emission in the exhaust gas discharged through the DPF is obtained.

5. The DPF operating status monitoring method according to claim 4, characterized in that: The method further comprises the following steps: Based on the first carbon emission and the second carbon emission, obtaining a relative error degree of the second carbon emission with respect to the first carbon emission; Based on a comparison result between a root mean square of the first carbon emissions and a root mean square of the second carbon emissions within a preset time period; Based on the relative error and the comparison result, the operating status information of the DPF is obtained.

6. A DPF operating status monitoring device, characterized in that: The device comprises: A temperature difference acquisition module, which is used to acquire test reference information of the DPF on the target vehicle when the engine is in a running state; the test reference information includes regeneration function activation information and inlet and outlet temperature difference information; A working condition judgment module, which is used to judge whether the DPF enters a test working condition based on the regeneration function activation information and the temperature difference information of the inlet and outlet; the judging whether the DPF enters a test working condition based on the regeneration function activation information and the temperature difference information of the inlet and outlet comprises the following steps: if the regeneration function of the DPF is in an on state and the temperature difference of the inlet and outlet is greater than a preset threshold, then judging that the DPF enters a test working condition; if the regeneration function of the DPF is in an off state or the temperature difference of the inlet and outlet is greater than a preset threshold, then judging that the DPF enters a test working condition; A coefficient acquisition module, which is used to acquire the test thermal conductivity coefficient of the DPF based on the inlet and outlet temperature difference information within a preset period if the DPF enters the test condition; If the DPF enters the test condition, the thermal conductivity of the DPF is obtained based on the inlet and outlet temperature difference information within a preset period, including the following steps: When the DPF enters a test condition, a target test cycle is determined; Obtaining the thermal conductivity of the DPF based on the inlet temperature difference, outlet temperature difference and exhaust flow rate at the time corresponding to the target test cycle and the previous target test cycle; A status information acquisition module is used to acquire the operating status information of the DPF based on the test thermal conductivity coefficient.

7. A terminal device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the method according to any one of claims 1 to 5 is implemented.

8. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the method according to any one of claims 1 to 5 is implemented.

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