Vehicle dpf control method, device, electronic equipment and storage medium

Abstract

The application discloses a vehicle DPF control method and device, electronic equipment and storage medium, and belongs to the technical field of vehicle detection, and comprises the following steps: acquiring a first running duration and an actual ash load of a DPF; when the first running duration is smaller than a first preset duration, acquiring a first correction coefficient, and correcting an original pressure difference upper limit and an original pressure difference lower limit of the DPF based on the first correction coefficient; when the first running duration is greater than the first preset duration and smaller than a second preset duration, and the actual ash load is included in a preset ash load interval, acquiring a second correction coefficient, and correcting the original pressure difference upper limit and the original pressure difference lower limit based on the second correction coefficient. The application judges whether the DPF is regenerated by the use duration and the actual ash load of the DPF, further predicts the change condition of the DPF pressure difference, adjusts the pressure difference upper limit and the pressure difference lower limit of the DPF based on the predicted DPF pressure difference change condition, reduces the fault false alarm times of the DPF, and improves the user experience.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle detection, in particular to a vehicle DPF control method and device, electronic equipment and storage medium. BACKGROUND

[0002] With the upgrading of national emission regulations, the related technology of reducing vehicle exhaust is also paid more and more attention.

[0003] The particulate matter trap (Diesel Particulate Filter, DPF) technology can filter out most of the soot and ash PM particles in exhaust gas to meet the requirements of the national six emission regulations. During the operation of the vehicle, the DPF indicator light sometimes lights up. At this time, the DPF is regenerated and the ash is treated, but the DPF indicator light lights up again in a short time, and the DPF indicator light cannot be turned off by regeneration and ash removal. The vehicle often malfunctions and misreports, affecting user experience.

[0004] Therefore, how to solve the technical problem of DPF fault misreporting needs to be solved urgently. SUMMARY

[0005] To solve the technical problem of how to solve the DPF fault misreporting described in the background art, the present application provides a vehicle DPF control method and device, electronic equipment and storage medium.

[0006] According to one aspect of the embodiments of the present application, a vehicle DPF control method is provided, comprising: obtaining a first running time length and an actual ash load of the DPF; when the first running time length is less than a first preset time length, obtaining a first correction coefficient and correcting an original pressure difference upper limit and an original pressure difference lower limit of the DPF based on the first correction coefficient; when the first running time length is greater than the first preset time length and less than a second preset time length, and the actual ash load is included in a preset ash load interval, obtaining a second correction coefficient and correcting the original pressure difference upper limit and the original pressure difference lower limit based on the second correction coefficient.

[0007] Optionally, the vehicle DPF control method further comprises: when the first running time length is greater than the second preset time length and / or the actual ash load is greater than the maximum value of the preset ash load interval, controlling the DPF to operate at the original pressure difference upper limit and the original pressure difference lower limit.

[0008] Optionally, when the first running time length is less than the first preset time length, the first correction coefficient is positively correlated with the first running time length.

[0009] Optionally, when the first running time is greater than the first preset time and less than the second preset time, and the actual ash load is included in the preset ash load interval, the obtaining the second correction coefficient and correcting the original pressure difference upper limit and the original pressure difference lower limit based on the second correction coefficient comprises: when the first running time is greater than the first preset time and less than the second preset time, and the actual ash load is included in the preset ash load interval, the second correction coefficient is inversely related to the first running time.

[0010] Optionally, the obtaining the actual ash load comprises: obtaining a flow resistance of the DPF and an ash model, the ash model being used to calculate the actual ash load; and calculating the actual ash load based on the flow resistance and the ash model.

[0011] Optionally, the method further comprises: comparing the actual ash load with a first preset ash load; and when the actual ash load is greater than the first preset ash load, the controller sends a soot cleaning reminder to remind the driver to clean the soot.

[0012] According to still another aspect of the embodiments of the present application, a vehicle DPF control device is provided, comprising: an obtaining module, configured to obtain a first running time of the DPF and an actual ash load; a first analysis module, configured to obtain a first correction coefficient when the first running time is less than a first preset time, and correct an original pressure difference upper limit and an original pressure difference lower limit of the DPF based on the first correction coefficient; and a second analysis module, configured to obtain a second correction coefficient when the first running time is greater than the first preset time and less than a second preset time, and the actual ash load is included in a preset ash load interval, and correct the original pressure difference upper limit and the original pressure difference lower limit based on the second correction coefficient.

[0013] Optionally, the vehicle DPF control device further comprises: an alarm module, configured to send a soot cleaning reminder to the alarm module to remind the driver to clean the soot when the actual ash load is greater than a first preset ash load.

[0014] According to still another aspect of the embodiments of the present application, an electronic device is provided, comprising a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory complete communication with each other through the communication bus; the memory is configured to store a computer program; and the processor is configured to execute the method steps in any of the above embodiments by running the computer program stored in the memory.

[0015] According to still another aspect of the embodiments of the present application, a computer readable storage medium is provided, which stores a computer program, wherein the computer program is set to execute the method steps in any of the above embodiments when running.

[0016] DPF is used on the whole vehicle from a brand new state, and there is no carbon and ash inside the DPF. After the DPF is used, the controller starts recording the use time and ash load of the DPF. In the initial trapping period of the DPF, the soot particles are distributed in the pores of the DPF, which will cause the pressure difference of the DPF to increase. If the original pressure difference upper limit of the DPF is used to detect whether the DPF fails, the DPF failure false alarm will be easily caused. Therefore, in the embodiment, when it is detected that the first running time of the DPF is less than the first preset time, it is represented that the DPF does not actively regenerate at this time, and the original pressure difference upper limit and the original pressure difference lower limit of the DPF are corrected by using the first correction coefficient, so that the original pressure difference upper limit and the original pressure difference lower limit are increased. In the middle trapping period of the DPF, that is, when the first running time is greater than the first preset time and less than the second preset time, it is represented that the DPF has actively regenerated at this time, and the ash will fill into the pores, which will cause the pressure difference of the DPF to decrease. If the original pressure difference upper limit of the DPF is used to detect whether the DPF fails, the DPF failure false alarm will be easily caused. Therefore, when it is detected that the first running time of the DPF is greater than the first preset time and less than the second preset time, and the actual ash load is included in the preset ash load interval, the original pressure difference upper limit and the original pressure difference lower limit are corrected by using the second correction coefficient, so that the original pressure difference upper limit and the original pressure difference lower limit are decreased. The application judges whether the DPF has regenerated by using the use time and the actual ash load of the DPF, and further predicts the change of the pressure difference of the DPF. The original pressure difference upper limit and the original pressure difference lower limit of the DPF are adjusted based on the predicted change of the pressure difference of the DPF, the number of DPF failure false alarms is reduced, and the user experience is improved. BRIEF DESCRIPTION OF DRAWINGS

[0017] The accompanying drawings, which are incorporated herein and constitute part of the specification, illustrate embodiments consistent with the application and, together with the description, serve to explain the principles of the application.

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the accompanying drawings needed to be used in the embodiments or prior art description will be briefly introduced. Obviously, for those skilled in the art, other drawings can also be obtained based on these drawings without creative labor.

[0019] Figure 1 is a schematic diagram of an optional vehicle DPF control method according to an embodiment of the present application;

[0020] Figure 2 is a structural block diagram of an optional vehicle DPF control device according to an embodiment of the present application;

[0021] Figure 3 is a structural block diagram of an optional electronic device according to an embodiment of the present application. Detailed Implementation

[0022] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0023] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0024] As described in the background section, the Diesel Particulate Filter (DPF) technology can filter out most of the particulate matter (PM) such as soot and ash in exhaust gases to meet the China VI emission standards. During vehicle operation, the DPF indicator light may sometimes illuminate. In such cases, the DPF is regenerated and cleaned, but the indicator light illuminates again within a short period of time, and it cannot be turned off by regeneration and cleaning. This often results in false alarms and affects the user experience.

[0025] When the inventors tested the DPF on a bench, they found that the measured DPF pressure difference was affected by the degree of use of the DPF, and there were other influencing factors.

[0026] Therefore, according to one aspect of the embodiments of this application, a vehicle DPF control method is provided, see [link to relevant documentation]. Figure 1 As shown, the process of this method may include the following steps:

[0027] S10. Obtain the first running time and actual ash load of the DPF.

[0028] S20. When the first running duration is less than a first preset duration, a first correction coefficient is obtained, and the original pressure difference upper limit and the original pressure difference lower limit of the DPF are corrected based on the first correction coefficient.

[0029] S30. When the first running duration is greater than the first preset duration and less than a second preset duration, and the actual ash load is included in a preset ash load interval, a second correction coefficient is obtained, and the original pressure difference upper limit and the original pressure difference lower limit are corrected based on the second correction coefficient.

[0030] In the embodiment, when the DPF is used on the whole vehicle from a brand-new state, there is no carbon and ash in the DPF, and after the DPF is used, the controller starts to record the use duration and the ash load of the DPF. In the initial trapping period of the DPF, the soot particles are distributed in the pores of the DPF, which can cause the pressure difference of the DPF to increase. If the original pressure difference upper limit of the DPF is used to detect whether the DPF fails, the DPF failure false alarm is easily caused. Therefore, when it is detected that the first running duration of the DPF is less than the first preset duration, it is represented that the DPF does not actively regenerate at this time. At this time, the first correction coefficient is used to correct the original pressure difference upper limit and the original pressure difference lower limit of the DPF, so that the original pressure difference upper limit and the original pressure difference lower limit increase.

[0031] Similarly, in the medium trapping period of the DPF, that is, when the first running duration is greater than the first preset duration and less than the second preset duration, it is represented that the DPF has actively regenerated at this time. The ash is filled into the pores, which can cause the pressure difference of the DPF to decrease. If the original pressure difference upper limit of the DPF is used to detect whether the DPF fails, the DPF failure false alarm is also easily caused. Therefore, when it is detected that the first running duration of the DPF is greater than the first preset duration and less than the second preset duration, and the actual ash load is included in the preset ash load interval, the second correction coefficient is used to correct the original pressure difference upper limit and the original pressure difference lower limit, so that the original pressure difference upper limit and the original pressure difference lower limit decrease. The embodiment judges whether the DPF has regenerated by the use duration and the actual ash load of the DPF, further predicts the change of the pressure difference of the DPF, adjusts the original pressure difference upper limit and the original pressure difference lower limit of the DPF based on the predicted change of the pressure difference of the DPF, reduces the number of DPF failure false alarms, and improves the user experience.

[0032] The first preset duration, the second preset duration, the first correction coefficient, the second correction coefficient, and the preset ash load interval can be obtained by testing and calibrating on a test bench and stored in the controller in advance. In the embodiment, the preset ash load interval is [ash_1-ash_2] in the preset ash load interval. Figure 1 The controller can be an ECU or a separately arranged controller.

[0033] As an exemplary embodiment, the vehicle DPF control method further comprises: when the first running duration is greater than the second preset duration and / or the actual ash load is greater than the maximum value of the preset ash load range, controlling the DPF to operate at the original pressure difference upper limit and the original pressure difference lower limit. Comparing the actual ash load with a first preset ash load; when the actual ash load is greater than the first preset ash load, the controller sends a soot cleaning reminder to remind the driver to clean the soot.

[0034] In this embodiment, when the DPF has been used for a long time, the ash load of the DPF has also accumulated to a certain extent at this time, indicating that the DPF is in the late trapping stage, and the ash will form an isolation layer on the wall surface of the DPF, and the state of the DPF pressure difference is relatively stable. At the same time, when the pressure difference of the DPF is calibrated on the bench, the difference between the calibrated pressure difference value and the measured pressure difference value is small, and the influence on the state diagnosis of the DPF can be ignored. Therefore, when it is detected that the first running duration is greater than the second preset duration and / or the actual ash load is greater than the maximum value of the preset ash load range, the original pressure difference upper limit and the original pressure difference lower limit of the DPF are not changed.

[0035] At the same time, during the use of the DPF, the actual ash load needs to be detected in real time. When it is detected that the actual ash load is greater than the first preset ash load, it indicates that there is too much ash at this time, which has the risk of blocking the DPF. The controller sends a soot cleaning reminder to remind the driver to clean the soot.

[0036] As an exemplary embodiment, when the first running duration is less than the first preset duration, a first correction coefficient is obtained, and the original pressure difference upper limit and the original pressure difference lower limit of the DPF are corrected based on the first correction coefficient. In this embodiment, when the first running duration is less than the first preset duration, the first correction coefficient is positively correlated with the first running duration.

[0037] In this embodiment, when the DPF has not been actively regenerated, the porosity of the DPF will increase with the increase of the running time, and the degree of blockage of the soot particles will also increase, thereby increasing the DPF pressure difference. Therefore, it is necessary to correct the original pressure difference upper limit and the original pressure difference lower limit of the DPF. When correcting, the original pressure difference upper limit and the original pressure difference lower limit can be gradually corrected as the first running duration increases, so that the original pressure difference upper limit and the original pressure difference lower limit also gradually increase.

[0038] For example, the modification of the original pressure difference upper limit and the original pressure difference lower limit by the first correction coefficient can also be that, when calibrating the first correction coefficient on the test bench, the point with the maximum detected pressure difference is selected as the reference value for calibrating the first correction coefficient, and then the first correction value is calculated. When the original pressure difference upper limit and the original pressure difference lower limit are modified by the first correction coefficient in actual use, the original pressure difference upper limit and the original pressure difference lower limit can be directly increased to the maximum value allowed for modification, the number of modifications is reduced, and at the same time, it can be ensured that the modified original pressure difference upper limit and the original pressure difference lower limit can contain the fluctuation interval of the DPF pressure difference in actual use, and the number of false alarms of the DPF failure is reduced.

[0039] As an exemplary embodiment, when the first running time is greater than the first preset time and less than the second preset time, and the actual ash load is contained in the preset ash load interval, the second correction coefficient is obtained, and the original pressure difference upper limit and the original pressure difference lower limit are modified based on the second correction coefficient. For example, when the first running time is greater than the first preset time and less than the second preset time, and the actual ash load is contained in the preset ash load interval, the second correction coefficient is inversely related to the first running time.

[0040] In this embodiment, the modification of the original pressure difference upper limit and the original pressure difference lower limit by the second correction coefficient is the same as the modification of the original pressure difference upper limit and the original pressure difference lower limit by the first correction coefficient. The second correction coefficient can gradually modify the original pressure difference upper limit and the original pressure difference lower limit as the first running time increases, so that the original pressure difference upper limit and the original pressure difference lower limit gradually decrease.

[0041] For example, when calibrating the second correction coefficient on the test bench, the point with the minimum detected pressure difference can be selected as the reference value for calibrating the second correction coefficient, and then the second correction value is calculated. When the original pressure difference upper limit and the original pressure difference lower limit are modified by the second correction coefficient in actual use, the original pressure difference upper limit and the original pressure difference lower limit can be directly reduced to the maximum value allowed for modification, the number of modifications is reduced, and at the same time, it can be ensured that the modified original pressure difference upper limit and the original pressure difference lower limit can contain the fluctuation interval of the DPF pressure difference in actual use, and the number of false alarms of the DPF failure is reduced.

[0042] As an exemplary embodiment, obtaining the actual ash load includes: obtaining the flow resistance of the DPF and an ash content model, the ash content model being used to calculate the actual ash load; and calculating the actual ash load based on the flow resistance and the ash content model.

[0043] In the embodiment, the actual ash load is obtained by an ash model in the controller, in which the corresponding relationship between the flow resistance and the ash load is stored in advance, and the actual ash load is calculated by using the current actual flow resistance as the input value of the ash model. The actual ash load can also be determined by calibrating the corresponding values of the actual ash load and the flow resistance on a test bench to form a two-dimensional interpolation table or a curve diagram of the actual ash load and the flow resistance, and the corresponding actual ash load can be directly found by the actual calculated flow resistance in actual use.

[0044] It should be noted that the original pressure difference upper limit and the original pressure difference lower limit mentioned in the embodiment of the application are the pressure difference upper limit ΔP1 and the pressure difference lower limit ΔP2 corresponding to the actual ash load equal to ash_2, and different pressure difference upper limits and pressure difference lower limits can also be selected as the original pressure difference upper limit and the original pressure difference lower limit, and the selection of the original pressure difference upper limit and the original pressure difference lower limit is not a specific limitation of the application.

[0045] According to another aspect of the embodiment of the application, a vehicle DPF control device is provided, as shown in Figure 2 , which comprises:

[0046] The acquisition module 301 acquires the first running time length and the actual ash load of the DPF.

[0047] The first analysis module 302 acquires a first correction coefficient when the first running time length is less than a first preset time length, and corrects the original pressure difference upper limit and the original pressure difference lower limit of the DPF based on the first correction coefficient.

[0048] The second analysis module 303 acquires a second correction coefficient when the first running time length is greater than the first preset time length and less than a second preset time length, and the actual ash load is included in a preset ash load interval, and corrects the original pressure difference upper limit and the original pressure difference lower limit based on the second correction coefficient.

[0049] It should be noted that the acquisition module 301 in the embodiment can be used to execute the above step S10, the first analysis module 302 in the embodiment can be used to execute the above step S20, and the second analysis module 303 in the embodiment can be used to execute the above step S30.

[0050] According to another aspect of the embodiment of the application, an electronic device is provided, which comprises a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory complete communication with each other through the communication bus, the memory is used to store a computer program, and the processor is used to execute the vehicle DPF control method of any one of the above embodiments by running the computer program stored on the memory.

[0051] Figure 3 is a structural block diagram of an optional electronic device according to an embodiment of the present application, as shown in the figure, comprising a processor 402, a communication interface 404, a memory 406 and a communication bus 408, wherein the processor 402, the communication interface 404 and the memory 406 complete the communication among each other through the communication bus 408, wherein, Figure 3

[0052] the memory 406 is used for storing a computer program;

[0053] the processor 402 is used for executing the computer program stored on the memory 406 to realize the following steps:

[0054] acquiring a first running time length and an actual ash load of the DPF;

[0055] when the first running time length is less than a first preset time length, acquiring a first correction coefficient, and correcting an original differential pressure upper limit and an original differential pressure lower limit of the DPF based on the first correction coefficient;

[0056] when the first running time length is greater than the first preset time length and less than a second preset time length, and the actual ash load is included in a preset ash load interval, acquiring a second correction coefficient, and correcting the original differential pressure upper limit and the original differential pressure lower limit based on the second correction coefficient.

[0057] Optionally, in the embodiment, the communication bus mentioned above can be a PCI (Peripheral Component Interconnect, peripheral component interconnect) bus, or an EISA (Extended Industry Standard Architecture, extended industry standard architecture) bus, etc. The communication bus can be divided into an address bus, a data bus, a control bus, etc. For the convenience of representation, Figure 3 only one thick line is used in the figure, but it does not mean that there is only one bus or only one type of bus.

[0058] the communication interface is used for the communication between the electronic device and other devices.

[0059] The memory can include a RAM, and can also include a non-volatile memory, for example, at least one disk memory. Optionally, the memory can also be at least one storage device located away from the aforementioned processor.

[0060] According to still another aspect of the present application, a computer readable storage medium is provided, and the storage medium stores a computer program, wherein the computer program is set to execute the vehicle DPF control method according to any one of the above embodiments when running.​

[0061] Optionally, in the embodiment, the storage medium is configured to store program code for performing the following steps:

[0062] obtaining a first running duration of the DPF and an actual ash load of the DPF;

[0063] when the first running duration is less than a first preset duration, obtaining a first correction coefficient, and correcting an original pressure difference upper limit and an original pressure difference lower limit of the DPF based on the first correction coefficient;

[0064] when the first running duration is greater than the first preset duration and less than a second preset duration, and the actual ash load is included in a preset ash load interval, obtaining a second correction coefficient, and correcting the original pressure difference upper limit and the original pressure difference lower limit based on the second correction coefficient

[0065] Optionally, specific examples in the embodiment can refer to the examples described in the above embodiments, and the embodiment will not be described here.

[0066] Optionally, in the embodiment, the storage medium described above can include, but is not limited to, a U disk, a ROM, a RAM, a mobile hard disk, a magnetic disk or an optical disk, and various media that can store program codes.

[0067] The serial numbers of the embodiments of the application described above are only for description, and do not represent the advantages and disadvantages of the embodiments.

[0068] It should be noted that, for the above-mentioned method embodiments, in order to simply describe, they are all expressed as a series of action combinations, but those skilled in the art should know that the application is not limited to the action order described, because according to the application, some steps can be performed in other order or simultaneously. Secondly, those skilled in the art should know that the embodiments described in the specification all belong to preferred embodiments, and the actions and modules involved are not necessarily necessary for the application.

[0069] The above is only the preferred embodiment of the application, and it should be pointed out that, for those skilled in the art, without departing from the principle of the application, some improvements and refinements can be made, which should be regarded as the protection scope of the application.

Claims

1. A vehicle DPF control method, characterized in that, include: Obtain the first runtime and actual ash load of the DPF; When the first running time is less than the first preset time, a first correction coefficient is obtained, and the original differential pressure upper limit and the original differential pressure lower limit of the DPF are corrected based on the first correction coefficient. The first correction coefficient is positively correlated with the first runtime; When the first running time is greater than the first preset time and less than the second preset time, and the actual ash load is included in the preset ash load range, a second correction coefficient is obtained, and the original pressure difference upper limit and the original pressure difference lower limit are corrected based on the second correction coefficient. The second correction coefficient is inversely correlated with the first runtime; When the first running time is greater than the second preset time and / or the actual ash load is greater than the maximum value of the preset ash load range, the DPF is controlled to operate at the original differential pressure upper limit and the original differential pressure lower limit.

2. The vehicle DPF control method as described in claim 1, characterized in that, Obtaining the actual ash load includes: Obtain the flow resistance and ash content model of the DPF, and use the ash content model to calculate the actual ash load. The actual ash load is calculated based on the flow resistance and the ash content model.

3. The vehicle DPF control method as described in claim 2, characterized in that, Also includes: Compare the actual ash load with the first preset ash load; When the actual ash load exceeds the first preset ash load, the controller issues a ash removal reminder to remind the driver to remove the ash.

4. A vehicle DPF control device, characterized in that, include: The acquisition module acquires the first runtime and actual ash load of the DPF; The first analysis module obtains a first correction coefficient when the first running time is less than a first preset time, and corrects the original differential pressure upper limit and original differential pressure lower limit of the DPF based on the first correction coefficient. The first correction coefficient is positively correlated with the first runtime; The second analysis module obtains a second correction coefficient when the first running time is greater than the first preset time and less than the second preset time, and the actual ash load is included in the preset ash load range. Based on the second correction coefficient, it corrects the original pressure difference upper limit and the original pressure difference lower limit. The second correction coefficient is inversely correlated with the first running time. When the first running time is greater than the second preset time and / or the actual ash load is greater than the maximum value of the preset ash load range, the DPF is controlled to operate at the original differential pressure upper limit and the original differential pressure lower limit.

5. The vehicle DPF control device as described in claim 4, characterized in that, Also includes: When the actual ash load exceeds the first preset ash load, the controller sends a ash cleaning reminder message to the alarm module to remind the driver to clean the ash.

6. An electronic device comprising a processor, a communication interface, a memory, and a communication bus, wherein, The processor, the communication interface, and the memory communicate with each other via the communication bus, characterized in that... The memory is used to store computer programs; The processor is configured to execute the vehicle DPF control method according to any one of claims 1-3 by running the computer program stored in the memory.

7. A computer-readable storage medium, characterized in that, The storage medium stores a computer program, wherein the computer program is configured to execute the vehicle DPF control method according to any one of claims 1-3 when it is run.

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