Method and device for correcting dpf carbon loading model, electronic equipment and medium

Abstract

The application discloses a DPF carbon load model correction method and device, electronic equipment and medium. The DPF carbon load model correction method comprises the following steps: in the process of engine operation, the DOC front temperature sensor measured value and the DPF front temperature sensor measured value are acquired in real time, and it is judged whether they are credible; when it is judged that both are not credible, the DOC front temperature sensor model value or the DPF front temperature sensor model value is input into the DPF carbon load model, and the current DPF carbon carrying capacity is output; after determining that the differential pressure carbon load is highly credible, whether the DPF carbon load model is corrected is judged according to the current differential pressure carbon load and the current DPF carbon carrying capacity, and when it is judged that the DPF carbon load model is corrected, the DPF carbon load model is corrected based on the current differential pressure carbon load. The application realizes improving the precision of the DPF carbon load model, and avoids the frequent regeneration or DPF overload risk caused by the inaccuracy of the DPF carbon load model.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of post-processing systems, and in particular to a DPF carbon loading model correction method and device, electronic equipment and a medium. BACKGROUND

[0002] The DPF carbon loading model is usually obtained by looking up the corresponding relationship MAP of engine speed, fuel injection amount, DOC front temperature and DPF front temperature. When the DOC front temperature and DPF front temperature are low, the carbon loading model indicates that the carbon capacity in the DPF will increase rapidly. If the DOC front temperature and DPF front temperature reach 250°C or higher, the NO2 in the exhaust gas will oxidize the carbon particles deposited in the DPF into CO or CO2 under high temperature conditions, so that the carbon particles in the DPF increase slowly or gradually decrease. At this time, the corresponding carbon loading model indicates that the carbon capacity in the DPF will also increase slowly or decrease.

[0003] However, during actual operation of the vehicle, there may be situations where the DOC front and DPF front temperature sensors are damaged, etc., causing abnormal temperature measurement values. If the DPF carbon loading model obtained by looking up the corresponding relationship MAP of the DOC front and DPF front temperatures is still used to represent the carbon capacity in the DPF at this time, the carbon loading model will deviate from the actual carbon capacity. That is, when the DOC front and DPF front temperature measurement values are low, the carbon loading model will reach the upper limit of the carbon capacity in the DPF before the actual carbon capacity, which has a risk of frequent regeneration; when the DPF front temperature measurement value is high, the carbon loading model will lag behind the actual carbon capacity to reach the upper limit of the carbon capacity in the DPF, which has a risk of DPF overload. SUMMARY

[0004] The present application provides a DPF carbon loading model correction method, device, electronic equipment and medium to solve the problem that the existing DPF carbon loading model does not consider the actual situation of representing the carbon capacity in the DPF when the DOC front and DPF front temperature sensor measurement values are abnormal, thereby causing poor accuracy of the DPF carbon loading model.

[0005] According to an aspect of the present application, a DPF carbon loading model correction method is provided, which includes:

[0006] During engine operation, the DOC front temperature sensor measurement value and the DPF front temperature sensor measurement value are obtained in real time, and it is determined whether the DOC front temperature sensor measurement value or the DPF front temperature sensor measurement value is reliable;

[0007] inputting the DOC pre-temperature sensor model value or the DPF pre-temperature sensor model value into the DPF carbon loading model to output a current DPF carbon loading capacity based on the DOC pre-temperature sensor model value or the DPF pre-temperature sensor model value when it is determined that the DOC pre-temperature sensor measurement value or the DPF pre-temperature sensor measurement value is not reliable;

[0008] After it is determined that the pressure differential carbon loading is highly reliable, it is determined whether to correct the DPF carbon loading model according to the current pressure differential carbon loading and the current DPF carbon loading capacity, and the DPF carbon loading model is corrected based on the current pressure differential carbon loading when it is determined that the DPF carbon loading model is to be corrected.

[0009] Optionally, determining whether the DOC pre-temperature sensor measurement value or the DPF pre-temperature sensor measurement value is reliable comprises:

[0010] If any one of the following conditions is met, it is determined that the DOC pre-temperature sensor measurement value or the DPF pre-temperature sensor measurement value is not reliable:

[0011] The first unreliable determination condition is that the DOC pre-temperature sensor or the DPF pre-temperature sensor has an open circuit fault; the second unreliable determination condition is that when the change rate of the engine load rate is less than a load change rate threshold, the change rate of the DOC pre-temperature sensor measurement value or the DPF pre-temperature sensor measurement value is greater than a measurement value change rate threshold; and the third unreliable determination condition is that the absolute value of the difference between the DOC pre-temperature sensor model value and the DPF pre-temperature sensor model value exceeds a set absolute value threshold.

[0012] Optionally, the correction method of the DPF carbon loading model further comprises:

[0013] When it is determined that the DOC pre-temperature sensor measurement value or the DPF pre-temperature sensor measurement value is not reliable, it is reported that the DOC pre-temperature sensor or the DPF pre-temperature sensor has a measurement fault.

[0014] Optionally, determining whether to correct the DPF carbon loading model according to the current pressure differential carbon loading and the current DPF carbon loading capacity comprises:

[0015] It is determined whether the absolute value of the difference between the current pressure differential carbon loading and the current DPF carbon loading capacity is greater than an absolute value threshold, and it is determined whether to correct the DPF carbon loading model according to the result of the determination.

[0016] Optionally, determining that the pressure differential carbon loading is highly reliable comprises:

[0017] A first DPF pressure differential value when the vehicle T15 is powered on in a current driving cycle is obtained, and a second DPF pressure differential value when the engine is in an idle state after T15 is powered on is obtained.

[0018] The differential pressure carbon load is highly reliable according to the first DPF differential pressure value and the second DPF differential pressure value.

[0019] Optionally, the differential pressure carbon load is highly reliable according to the first DPF differential pressure value and the second DPF differential pressure value, comprising:

[0020] If the first DPF differential pressure value is within a first DPF differential pressure preset range and the second DPF differential pressure value is within a second DPF differential pressure preset range, the differential pressure carbon load is highly reliable based on the exhaust gas volume flow within a set step moving time window.

[0021] If the first DPF differential pressure value is not within the first DPF differential pressure preset range or the second DPF differential pressure value is not within the second DPF differential pressure preset range, the DPF differential pressure measurement value in the current driving cycle is corrected based on the first DPF differential pressure value, and the differential pressure carbon load is highly reliable based on the exhaust gas volume flow within a set step moving time window.

[0022] Optionally, the differential pressure carbon load is highly reliable based on the exhaust gas volume flow, comprising:

[0023] If the exhaust gas volume flow reaches a set exhaust gas volume flow of the engine and a change rate of the exhaust gas volume flow does not exceed an exhaust gas volume flow threshold, the differential pressure carbon load is determined to be highly reliable.

[0024] According to another aspect of the present application, a DPF carbon load model correction device is provided, comprising:

[0025] A measurement value reliability judgment module is configured to acquire DOC front temperature sensor measurement value and DPF front temperature sensor measurement value in real time during engine operation, and judge whether the DOC front temperature sensor measurement value or the DPF front temperature sensor measurement value is reliable.

[0026] A current DPF carbon capacity output module is configured to input DPF carbon load model based on DOC front temperature sensor model value or DPF front temperature sensor model value when it is judged that the DOC front temperature sensor measurement value or the DPF front temperature sensor measurement value is not reliable, and output current DPF carbon capacity.

[0027] A DPF carbon load model correction module is configured to judge whether to correct DPF carbon load model according to the current differential pressure carbon load and the current DPF carbon capacity after it is determined that the differential pressure carbon load is highly reliable, and correct DPF carbon load model based on the current differential pressure carbon load when it is judged to correct DPF carbon load model.

[0028] According to another aspect of the present application, there is provided an electronic device comprising:

[0029] at least one processor; and,

[0030] a memory communicatively connected with the at least one processor; wherein,

[0031] the memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor to enable the at least one processor to perform the method for correcting the DPF carbon storage model according to any one of the embodiments of the present application.

[0032] According to another aspect of the present application, there is provided a computer readable storage medium storing computer instructions for enabling a processor to implement the method for correcting the DPF carbon storage model according to any one of the embodiments of the present application when executed by the processor.

[0033] The technical solution of the embodiments of the present application, by acquiring the DOC pre-temperature sensor measurement value and the DPF pre-temperature sensor measurement value in real time during the operation of the engine, and determining whether the DOC pre-temperature sensor measurement value or the DPF pre-temperature sensor measurement value is reliable; when it is determined that the DOC pre-temperature sensor measurement value or the DPF pre-temperature sensor measurement value is not reliable, inputting the DOC pre-temperature sensor model value or the DPF pre-temperature sensor model value into the DPF carbon storage model to output the current DPF carbon storage capacity; after determining that the differential pressure carbon storage height is highly reliable, determining whether to correct the DPF carbon storage model according to the current differential pressure carbon storage and the current DPF carbon storage capacity, and when it is determined to correct the DPF carbon storage model, correcting the DPF carbon storage model based on the current differential pressure carbon storage. The present application solves the problem that the existing DPF carbon storage model does not consider the actual situation of representing the carbon storage capacity in the DPF when the DOC pre-temperature sensor measurement value and the DPF pre-temperature sensor measurement value are abnormal, thereby causing poor accuracy of the DPF carbon storage model, and realizes improving the accuracy of the DPF carbon storage model, while avoiding the risk of frequent regeneration or DPF overload caused by inaccurate DPF carbon storage model.

[0034] It should be understood that the content described in this part is not intended to identify key or important features of the embodiments of the present application, nor to limit the scope of the present application. Other features of the present application will become apparent from the following description. BRIEF DESCRIPTION OF DRAWINGS

[0035] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings needed in the embodiment description. Obviously, the drawings in the following description only show some embodiments of the present application, and those skilled in the art can obtain other drawings according to these drawings without any creative effort.

[0036] Figure 1 is a flow chart of a DPF carbon loading model correction method according to the first embodiment of the present application;

[0037] Figure 2A is a flow chart of a DPF carbon loading model correction method according to the second embodiment of the present application;

[0038] Figure 2B is a specific judgment flow chart for determining the pressure difference carbon loading height according to the second embodiment of the present application;

[0039] Figure 3 is a structural schematic diagram of a DPF carbon loading model correction device according to the third embodiment of the present application;

[0040] Figure 4 is a structural schematic diagram of an electronic device for implementing the DPF carbon loading model correction method according to the present application. DETAILED DESCRIPTION

[0041] In order to make the technical personnel in the art better understand the present application, the following will combine the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, not all. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without any creative effort should be within the scope of protection of the present application.

[0042] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily describe a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device including a series of steps or units does not necessarily limit to those steps or units clearly listed, but can include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0043] Embodiment one

[0044] Figure 1 A flowchart of a DPF carbon load model correction method is provided for Embodiment One of the present application. This embodiment can be applied to the correction of a DPF carbon load model when the DOC pre-temperature sensor measurement value and the DPF pre-temperature sensor measurement value are abnormal. The DPF carbon load model correction method can be executed by a DPF carbon load model correction device, which can be implemented in the form of hardware and / or software and can be configured in an electronic device. As shown in FIG. 1, the DPF carbon load model correction method includes: Figure 1

[0045] S110, during engine operation, real-time acquisition of the DOC pre-temperature sensor measurement value and the DPF pre-temperature sensor measurement value, and determination of whether the DOC pre-temperature sensor measurement value or the DPF pre-temperature sensor measurement value is reliable.

[0046] A diesel particulate filter (DPF) is an exhaust treatment device used to meet national emission regulations. It can capture unburned carbon particles in exhaust gas. An oxidation catalyst converter, referred to as DOC, is a device installed in the engine exhaust pipe. Through oxidation reaction, it converts carbon monoxide (CO) and hydrocarbons (HC) in engine exhaust into harmless water (H20) and carbon dioxide (CO2). It also reduces the soluble organic components in particulate matter.

[0047] Based on the structure of the existing engine aftertreatment system, temperature sensors are arranged before the DOC and before the DPF in the engine aftertreatment system. The DOC pre-temperature sensor measurement value is obtained by collecting the temperature sensor arranged before the DOC, and the DPF pre-temperature sensor measurement value is obtained by collecting the temperature sensor arranged before the DPF.

[0048] During engine operation, the DOC pre-temperature sensor measurement value and the DPF pre-temperature sensor measurement value are collected in real time by the engine aftertreatment system. Based on the real-time collected DOC pre-temperature sensor measurement value and DPF pre-temperature sensor measurement value, it is determined whether the real-time collected DOC pre-temperature sensor measurement value and DPF pre-temperature sensor measurement value are reliable.

[0049] ​It can be understood that the DOC pre-temperature sensor measurement value acquired in real time by the engine aftertreatment system can be a certain measurement value acquired based on the existing sampling frequency, or a plurality of measurement values acquired based on the existing sampling frequency for a length of time, and the DOC pre-temperature sensor measurement value is obtained by averaging the plurality of measurement values. The existing sampling frequency of the DOC pre-temperature sensor measurement value is not limited in the embodiment, and the length of time based on the existing sampling frequency is not limited either. Similarly, the DPF pre-temperature sensor measurement value acquired in real time by the engine aftertreatment system can be a certain measurement value acquired based on the existing sampling frequency, or a plurality of measurement values acquired based on the existing sampling frequency for a length of time, and the DPF pre-temperature sensor measurement value is obtained by averaging the plurality of measurement values. The existing sampling frequency of the DPF pre-temperature sensor measurement value is not limited in the embodiment, and the length of time based on the existing sampling frequency is not limited either.

[0050] Further, on the basis described above, the DOC pre-temperature sensor measurement value and the DPF pre-temperature sensor measurement value acquired in real time are used to determine whether the DOC pre-temperature sensor measurement value or the DPF pre-temperature sensor measurement value is reliable. The specific determination method is as follows: whether the DOC pre-temperature sensor measurement value or the DPF pre-temperature sensor measurement value satisfies any one of the following unreliable determination conditions is determined. If yes, it is determined that the corresponding DOC pre-temperature sensor measurement value or DPF pre-temperature sensor measurement value is unreliable.

[0051] The first unreliable determination condition is that the DOC pre-temperature sensor or the DPF pre-temperature sensor has an open-circuit fault. The second unreliable determination condition is that when the change rate of the engine load rate is less than a load change rate threshold, the change rate of the DOC pre-temperature sensor measurement value or the DPF pre-temperature sensor measurement value is greater than a measurement value change rate threshold. The third unreliable determination condition is that the absolute value of the difference between the DOC pre-temperature sensor model value and the DPF pre-temperature sensor model value exceeds a set absolute value threshold.

[0052] Specifically, if it is determined that the DOC pre-temperature sensor measurement value satisfies any one of the above unreliable determination conditions (including the first unreliable determination condition, the second unreliable determination condition, and the third unreliable determination condition), it is determined that the corresponding DOC pre-temperature sensor measurement value is unreliable.

[0053] Similarly, if it is determined that the DPF pre-temperature sensor measurement value satisfies any one of the above unreliable determination conditions (including the first unreliable determination condition, the second unreliable determination condition, and the third unreliable determination condition), it is determined that the corresponding DPF pre-temperature sensor measurement value is unreliable.

[0054] If it is judged that both the DOC pre-temperature sensor measurement value and the DPF pre-temperature sensor measurement value satisfy any one of the above-mentioned untrustworthy judgment conditions, it is judged that both the corresponding DOC pre-temperature sensor measurement value and the DPF pre-temperature sensor measurement value are untrustworthy.

[0055] On the basis of the above-mentioned embodiment, when it is judged that the DOC pre-temperature sensor measurement value or the DPF pre-temperature sensor measurement value is untrustworthy, it is reported that the DOC pre-temperature sensor or the DPF pre-temperature sensor has a measurement fault.

[0056] S120, when it is judged that the DOC pre-temperature sensor measurement value or the DPF pre-temperature sensor measurement value is untrustworthy, the DOC pre-temperature sensor model value or the DPF pre-temperature sensor model value is inputted into the DPF carbon loading model to output the current DPF carbon loading capacity.

[0057] Specifically, when it is judged that the DOC pre-temperature sensor measurement value is untrustworthy, the DOC pre-temperature sensor measurement value is replaced by the DOC pre-temperature sensor model value; when it is judged that the DPF pre-temperature sensor measurement value is untrustworthy, the DPF pre-temperature sensor measurement value is replaced by the DPF pre-temperature sensor model value; when it is judged that both the DOC pre-temperature sensor measurement value and the DPF pre-temperature sensor measurement value are untrustworthy, the DOC pre-temperature sensor measurement value is replaced by the DOC pre-temperature sensor model value and the DPF pre-temperature sensor measurement value is replaced by the DPF pre-temperature sensor model value, respectively.

[0058] On the basis of the above-mentioned embodiment, when the DOC pre-temperature sensor measurement value is replaced by the DOC pre-temperature sensor model value, the DOC pre-temperature sensor model value is taken as a new input to input the DPF carbon loading model to output the current DPF carbon loading capacity; when the DPF pre-temperature sensor measurement value is replaced by the DPF pre-temperature sensor model value, the DPF pre-temperature sensor model value is taken as a new input to input the DPF carbon loading model to output the current DPF carbon loading capacity; when the DOC pre-temperature sensor measurement value is replaced by the DOC pre-temperature sensor model value and the DPF pre-temperature sensor measurement value is replaced by the DPF pre-temperature sensor model value, respectively, the DOC pre-temperature sensor model value and the DPF pre-temperature sensor model value are taken as a new input to input the DPF carbon loading model to output the current DPF carbon loading capacity.

[0059] The DPF carbon loading model has a certain upper limit for the DPF to capture carbon particles. The existing technology uses the DPF carbon loading model to represent the carbon loading capacity in the DPF. The DPF carbon loading model is usually obtained by looking up the corresponding MAP according to the engine speed, the fuel injection amount, the DOC pre-temperature, the DPF pre-temperature, etc.

[0060] It can be understood that, since the DOC pre-temperature sensor model value or the DPF pre-temperature sensor model value replaces the DOC pre-temperature sensor measured value and the DPF pre-temperature sensor measured value originally input into the DPF carbon loading model, the corresponding output DPF carbon loading changes, and then the current DPF carbon loading is obtained.

[0061] In the embodiment, the DPF carbon loading model obtained by the corresponding MAP can be but is not limited to implemented by using the prior art, and the embodiment does not make any limitation on this.

[0062] S130, after determining that the pressure difference carbon loading is highly reliable, judging whether to correct the DPF carbon loading model according to the current pressure difference carbon loading obtained and the current DPF carbon loading, and when it is judged to correct the DPF carbon loading model, correcting the DPF carbon loading model based on the current pressure difference carbon loading.

[0063] Wherein, the pressure difference carbon loading is the carbon loading calculated by the DPF pressure difference sensor measured DPF pressure difference value under the determined exhaust gas volume flow and DPF temperature, and the greater the exhaust gas volume flow, the more accurate the pressure difference carbon loading corresponding to the DPF pressure difference sensor measured value.

[0064] Specifically, after determining that the pressure difference carbon loading is highly reliable, it is judged that the absolute value of the difference between the current pressure difference carbon loading obtained and the current DPF carbon loading is greater than the absolute value threshold, and then it is determined to correct the DPF carbon loading model, that is, the current pressure difference carbon loading is assigned to the DPF carbon loading model, otherwise, it is determined not to correct the DPF carbon loading model.

[0065] The absolute value threshold can be but is not limited to calibrated by the person skilled in the art according to the actual needs of the engine aftertreatment system, and the embodiment does not make any limitation on this.

[0066] The method for determining that the pressure difference carbon loading is highly reliable is to obtain a first DPF pressure difference value when the vehicle T15 is powered on in the current driving cycle, and a second DPF pressure difference value when the engine is in an idle state after T15 is powered on; and determining that the pressure difference carbon loading is highly reliable according to the first DPF pressure difference value and the second DPF pressure difference value.

[0067] Further, if the first DPF pressure difference value is within the first DPF pressure difference preset range and the second DPF pressure difference value is within the second DPF pressure difference preset range, the differential pressure carbon load is highly reliable based on the exhaust gas volume flow within a set step moving time window; if the first DPF pressure difference value is not within the first DPF pressure difference preset range or the second DPF pressure difference value is not within the second DPF pressure difference preset range, the DPF pressure difference measured value in the current driving cycle is corrected based on the first DPF pressure difference value, and the differential pressure carbon load is highly reliable based on the exhaust gas volume flow within a set step moving time window.

[0068] In the method, the differential pressure carbon load being highly reliable based on the exhaust gas volume flow comprises: if the exhaust gas volume flow reaches a set exhaust gas volume flow of the engine and a change rate of the exhaust gas volume flow does not exceed a threshold value of the exhaust gas volume flow, the differential pressure carbon load is determined to be highly reliable.

[0069] The technical scheme of the embodiment of the application comprises the following steps: in the process of engine operation, real-time DOC pre-temperature sensor measured values and DPF pre-temperature sensor measured values are obtained, and it is determined whether the DOC pre-temperature sensor measured values or the DPF pre-temperature sensor measured values are reliable; when it is determined that the DOC pre-temperature sensor measured values or the DPF pre-temperature sensor measured values are unreliable, a DPF carbon load model is input based on a DOC pre-temperature sensor model value or a DPF pre-temperature sensor model value, and a current DPF carbon capacity is output; after it is determined that the differential pressure carbon load is highly reliable, it is determined whether the DPF carbon load model is corrected according to the current differential pressure carbon load and the current DPF carbon capacity, and when it is determined that the DPF carbon load model is corrected, the DPF carbon load model is corrected based on the current differential pressure carbon load. The application solves the problem that the existing DPF carbon load model does not consider the actual situation of representing the DPF carbon capacity when the DOC pre-temperature sensor measured values and the DPF pre-temperature sensor measured values are abnormal, thereby causing poor accuracy of the DPF carbon load model, and realizes improving the accuracy of the DPF carbon load model, while avoiding the risk of frequent regeneration or DPF overload caused by inaccurate DPF carbon load model.

[0070] Embodiment two

[0071] Figure 2A A flowchart of a DPF carbon load model correction method provided by the embodiment two of the application, the embodiment provides an optional implementation based on the above-mentioned embodiment. As shown in the figure, the DPF carbon load model correction method comprises the following steps: Figure 2A

[0072] S210, in the process of engine operation, real-time DOC pre-temperature sensor measured values and DPF pre-temperature sensor measured values are obtained.

[0073] ​S220: Determine whether the measured value of the DOC pre-temperature sensor or the DPF pre-temperature sensor is credible. If so, execute step S210; if not, execute step S230.

[0074] Based on the real-time detection of the measurement values ​​of the DOC front temperature sensor and the DPF front temperature sensor, it is possible to promptly determine whether the measurement values ​​of the DOC front temperature sensor and the DPF front temperature sensor are abnormal, thereby avoiding the DPF carbon load model from causing inaccurate characterization of the carbon capacity in the DPF. The specific steps are: judging whether any of the following untrustworthy judgment conditions is met, then judging that the measurement value of the DOC front temperature sensor or the measurement value of the DPF front temperature sensor is untrustworthy.

[0075] Among them, the first untrustworthy judgment condition is that there is an open circuit fault in the DOC pre-temperature sensor or the DPF pre-temperature sensor; the second untrustworthy judgment condition is that when the change rate of the engine load rate is less than the load change rate threshold, the change rate of the DOC pre-temperature sensor measurement value or the DPF pre-temperature sensor measurement value is greater than the measurement value change rate threshold; the third untrustworthy judgment condition is that the absolute value of the difference between the DOC pre-temperature sensor model value and the DPF pre-temperature sensor model value exceeds the set absolute value threshold.

[0076] The load change rate threshold, the measurement value change rate threshold, and the set absolute value threshold can be, but are not limited to, calibrated by those skilled in the art according to actual requirements of the engine after-treatment system, and this embodiment does not impose any limitation thereto.

[0077] S230: Report that there is a measurement fault in the DOC front temperature sensor or the DPF front temperature sensor, and execute step S240.

[0078] S240 , inputting a DPF carbon load model based on the DOC front temperature sensor model value or the DPF front temperature sensor model value, outputting the current DPF carbon capacity, and executing step S250 .

[0079] The DOC front temperature sensor model value and the DPF front temperature sensor model value may be obtained by, but are not limited to, testing and calibration on an engine bench, and this embodiment does not impose any limitation on this.

[0080] S250 , determining whether the differential pressure carbon loading is highly reliable; if so, executing step S260 ; if not, executing step S240 .

[0081] In this embodiment, Figure 2B As shown, the specific judgment steps to determine the high reliability of differential pressure carbon loading are as follows:

[0082] S251, acquire a first DPF differential pressure value when the vehicle T15 is powered on in a current driving cycle, and a second DPF differential pressure value when the engine is in an idle state after the T15 is powered on.

[0083] S252, determine whether the first DPF differential pressure value is within a first DPF differential pressure preset range, and whether the second DPF differential pressure value is within a second DPF differential pressure preset range, if yes, execute step S253, if not, execute step S254.

[0084] S253, determine that the differential pressure carbon load is highly reliable based on the exhaust gas volume flow within a set step moving time window.

[0085] Specifically, if the exhaust gas volume flow reaches an engine set exhaust gas volume flow, and the change rate of the exhaust gas volume flow does not exceed an exhaust gas volume flow threshold value, it is determined that the differential pressure carbon load is highly reliable.

[0086] The engine set exhaust gas volume flow and the exhaust gas volume flow threshold value can be calibrated by a person skilled in the art according to the actual needs of the engine aftertreatment system, but are not limited thereto, and the embodiment does not make any limitation thereto. Optionally, the engine set exhaust gas volume flow can be more than 80% of the maximum exhaust gas volume flow of the engine.

[0087] S254, correct the DPF differential pressure measurement value in the current driving cycle based on the first DPF differential pressure value, and execute step S253.

[0088] Specifically, if the first DPF differential pressure value is not within the first DPF differential pressure preset range, or the second DPF differential pressure value is not within the second DPF differential pressure preset range, the DPF differential pressure measurement value in the current driving cycle is corrected based on the first DPF differential pressure value.

[0089] Wherein, the DPF differential pressure correction value after the DPF differential pressure measurement value in the current driving cycle is corrected based on the first DPF differential pressure value can be: DPF differential pressure correction value = DPF differential pressure measurement value - deviation value between DPF differential pressure measurement value and 0.

[0090] S260, determine whether the absolute value of the difference between the current differential pressure carbon load and the current DPF carbon capacity is greater than an absolute value threshold value, if yes, execute step S270, if not, execute step S250.

[0091] S270, correct the DPF carbon load model based on the current differential pressure carbon load.

[0092] The application can avoid the inaccuracy of the DPF carbon load model caused by the abnormal DOC pre-temperature sensor measurement value and the DPF pre-temperature sensor measurement value, and solve the problems of DPF overload or frequent regeneration caused by the inaccuracy, by switching the DOC pre-temperature sensor measurement value and the DPF pre-temperature sensor measurement value to the DOC pre-temperature sensor model value or the DPF pre-temperature sensor model value when the DOC pre-temperature sensor measurement value and the DPF pre-temperature sensor measurement value are not reliable, and correcting the DPF carbon load model by using the highly reliable DPF differential pressure carbon load, thereby solving the problems of DPF overload or frequent regeneration caused by the inaccuracy of the DPF carbon load model. Meanwhile, the application provides a method for judging the abnormality of the DOC pre-temperature sensor measurement value and the DPF pre-temperature sensor measurement value. In addition, when the DOC pre-temperature sensor measurement value and the DPF pre-temperature sensor measurement value are found to be abnormal, the DPF carbon load model is calibrated by using the DPF differential pressure carbon load under the condition that the DPF differential pressure sensor measurement value is accurate, so that the accuracy of the DPF carbon load model is improved without increasing the cost.

[0093] Embodiment three

[0094] Figure 3 A structure schematic diagram of a DPF carbon load model correction device provided for the embodiment three of the application is shown in FIG. 3. As shown in FIG. 3, the DPF carbon load model correction device comprises: Figure 3

[0095] A measurement value reliability judging module 310 is configured to acquire the DOC pre-temperature sensor measurement value and the DPF pre-temperature sensor measurement value in real time during the engine operation, and judge whether the DOC pre-temperature sensor measurement value or the DPF pre-temperature sensor measurement value is reliable.

[0096] A current DPF carbon load output module 320 is configured to input the DPF carbon load model based on the DOC pre-temperature sensor model value or the DPF pre-temperature sensor model value when it is judged that the DOC pre-temperature sensor measurement value or the DPF pre-temperature sensor measurement value is not reliable, and output the current DPF carbon load.

[0097] A DPF carbon load model correction module 330 is configured to judge whether to correct the DPF carbon load model according to the current differential pressure carbon load and the current DPF carbon load when it is determined that the differential pressure carbon load is highly reliable, and correct the DPF carbon load model based on the current differential pressure carbon load when it is judged that the DPF carbon load model is to be corrected.

[0098] Optionally, the judgment of whether the DOC pre-temperature sensor measurement value or the DPF pre-temperature sensor measurement value is reliable is specifically configured to:

[0099] ​If any of the following conditions is met, it is determined that the DOC pre-temperature sensor measurement value or the DPF pre-temperature sensor measurement value is untrustworthy:

[0100] The first untrustworthy judgment condition is that the DOC pre-temperature sensor or the DPF pre-temperature sensor has an open-circuit fault; the second untrustworthy judgment condition is that when the change rate of the engine load rate is less than a load change rate threshold, the change rate of the DOC pre-temperature sensor measurement value or the DPF pre-temperature sensor measurement value is greater than a measurement value change rate threshold; and the third untrustworthy judgment condition is that the absolute value of the difference between the DOC pre-temperature sensor model value and the DPF pre-temperature sensor model value exceeds a set absolute value threshold.

[0101] Optionally, the DPF carbon load model correction device further comprises:

[0102] The measurement fault judgment module is configured to report that the DOC pre-temperature sensor or the DPF pre-temperature sensor has a measurement fault when it is determined that the DOC pre-temperature sensor measurement value or the DPF pre-temperature sensor measurement value is untrustworthy.

[0103] Optionally, whether to correct the DPF carbon load model is determined according to the obtained current differential pressure carbon load and the current DPF carbon storage capacity, and specifically for:

[0104] Whether the absolute value of the difference between the obtained current differential pressure carbon load and the current DPF carbon storage capacity is greater than an absolute value threshold is determined, and whether to correct the DPF carbon load model is determined according to the result of the determination.

[0105] Optionally, the differential pressure carbon load is determined to be highly trustworthy, and specifically for:

[0106] The first DPF differential pressure value when the vehicle is powered on at T15 in the current driving cycle is obtained, and the second DPF differential pressure value when the engine is in an idle state after the vehicle is powered on at T15 is obtained.

[0107] The differential pressure carbon load is determined to be highly trustworthy according to the first DPF differential pressure value and the second DPF differential pressure value.

[0108] Optionally, the differential pressure carbon load is determined to be highly trustworthy according to the first DPF differential pressure value and the second DPF differential pressure value, and specifically for:

[0109] If the first DPF differential pressure value is within a first DPF differential pressure preset range, and the second DPF differential pressure value is within a second DPF differential pressure preset range, the differential pressure carbon load is determined to be highly trustworthy based on the exhaust gas volume flow within a set step length moving time window.

[0110] If the first DPF pressure differential value is not within the first DPF pressure differential preset range, or the second DPF pressure differential value is not within the second DPF pressure differential preset range, the DPF pressure differential measurement value in the current driving cycle is corrected based on the first DPF pressure differential value, and the pressure differential carbon load is determined to be highly reliable based on the exhaust volume flow rate within the set step movement time window.

[0111] Optionally, the pressure differential carbon loading can be determined based on the tail gas volume flow rate with high confidence, specifically for:

[0112] If the exhaust volume flow rate reaches the engine set exhaust volume flow rate and the rate of change of the exhaust volume flow rate does not exceed the exhaust volume flow rate threshold, it is determined that the differential pressure carbon load is highly reliable.

[0113] The DPF carbon load model correction device provided in the embodiment of the present invention can execute the DPF carbon load model correction method provided in any embodiment of the present invention, and has corresponding functional modules and beneficial effects for executing the DPF carbon load model correction method.

[0114] Example 4

[0115] Figure 4 A schematic diagram of the structure of an electronic device 410 that can be used to implement an embodiment of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or required herein.

[0116] like Figure 4 As shown, the electronic device 410 includes at least one processor 411, and a memory connected to the at least one processor 411 in communication, such as a read-only memory (ROM 412), a random access memory (RAM 413), etc., wherein the memory stores a computer program that can be executed by the at least one processor, and the processor 411 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM 412) or the computer program loaded from the storage unit 418 to the random access memory (RAM 413). In the RAM 413, various programs and data required for the operation of the electronic device 410 can also be stored. The processor 411, ROM 412 and RAM 413 are connected to each other via a bus 414. An I / O (input / output) interface 415 is also connected to the bus 414.

[0117] A plurality of components in the electronic device 410 are connected to the I / O interface 415, including: an input unit 416, such as a keyboard, a mouse, etc.; an output unit 417, such as various types of displays, speakers, etc.; a storage unit 418, such as a magnetic disk, an optical disk, etc.; and a communication unit 419, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 419 allows the electronic device 410 to exchange information / data with other devices through a computer network, such as the Internet, and / or various telecommunication networks.

[0118] The processor 411 can be various general and / or special purpose processing components having processing and computing capabilities. Some examples of the processor 411 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various specialized artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processor 411 performs various methods and processes described above, such as the correction method of the DPF carbon carryover model.

[0119] In some embodiments, the correction method of the DPF carbon carryover model can be implemented as a computer program tangibly embodied in a computer readable storage medium, such as the storage unit 418. In some embodiments, part or all of the computer program can be loaded and / or installed onto the electronic device 410 via the ROM 412 and / or the communication unit 419. When the computer program is loaded onto the RAM 413 and executed by the processor 411, one or more steps of the correction method of the DPF carbon carryover model described above can be performed. Alternatively, in other embodiments, the processor 411 can be configured to perform the correction method of the DPF carbon carryover model by any other appropriate means, such as by means of firmware.

[0120] Various implementations of the systems and techniques described above can be realized in digital electronic circuitry, integrated circuitry, a field programmable gate array (FPGA), an application specific integrated circuit (ASIC), a system on a chip (SOC), a programmable logic device (CPLD), computer hardware, firmware, software, and / or combinations thereof. These various implementations can include implementation in one or more computer programs that are executable and / or interpretable on a programmable system including at least one programmable processor, which can be special or general purpose, coupled to receive data and instructions from, and to transmit data and instructions to, a storage system, at least one input device, and at least one output device.

[0121] Computer programs for implementing the methods of the present application can be written in any combination of one or more programming languages. These computer programs can be implemented on general purpose computers, special purpose computers, or other programmable data processing apparatus to produce the functions / acts specified in the flow diagrams and / or block diagrams. Computer programs can be applied to input data to perform the functions of the present application and to generate output information. The output information can be applied to one or more output devices such as a display screen, printer, storage, etc. These functions / acts performed by the computer programs are referred to as being computer-executed. Computer programs, also referred to as programs, software, software applications, applications, components, or code, can be written in any form of programming language, including compiled or interpreted languages, and can be deployed in any form, including as a stand-alone program or as a module, component, subroutine, or other unit suitable for use in a computing environment. A computer program can be deployed to be executed by a host machine, a server, a client, or other computing device.

[0122] In the context of the present application, a computer-readable storage medium can be a tangible medium that can contain or store computer programs for use by or in connection with an instruction execution system, apparatus, or device. Computer-readable storage media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium can be a machine-readable signal medium. More specific examples of a machine-readable storage medium will include one or more lines of a program of instructions in a transitory signal form, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0123] To provide for interaction with a user, the systems and techniques described here can be implemented on an electronic device having a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user and a keyboard and a pointing device (e.g., a mouse or a trackball) by which the user can provide input to the electronic device. Other kinds of devices can be used to provide for interaction with a user as well; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form, including acoustic, speech, or tactile input.

[0124] The systems and techniques described herein can be implemented in a computing system that includes a back end component, e.g., as a data server, or that includes a middleware component, e.g., an application server, or that includes a front end component, e.g., a user computer having a graphical user interface or a Web browser through which a user can interact with an implementation of the systems and techniques described herein, or any combination of such back end, middleware, or front end components. The components of the system can be interconnected by any form or medium of digital data communication, e.g., a communication network. Examples of communication networks include a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0125] The computing system can include clients and servers. A client and server are generally remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. A server can be a cloud server, also known as a cloud computing server or cloud host, which is a host product in the cloud computing service system, to solve the defects of large management difficulty and weak business scalability in traditional physical host and VPS service.

[0126] It should be understood that the various forms of flow shown above can be re-ordered, added to, or deleted from without departing from the scope of the present disclosure. For example, the steps recited in the present disclosure can be executed in parallel, executed in sequence, or executed in different orders, as long as the desired results of the technical solutions of the present disclosure can be achieved, and the present disclosure is not limited herein.

[0127] The specific embodiments described above are not intended to limit the scope of the present disclosure. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modification, equivalent replacement, and improvement within the spirit and principles of the present disclosure should be included in the scope of the present disclosure.

Claims

1. A method of revising a DPF carbon loading model, characterized by, The method comprises: During engine operation, real-time DOC pre-temperature sensor measurement values and DPF pre-temperature sensor measurement values are obtained, and it is determined whether the DOC pre-temperature sensor measurement values or the DPF pre-temperature sensor measurement values are reliable; Wherein, determining whether the DOC pre-temperature sensor measurement values or the DPF pre-temperature sensor measurement values are reliable comprises: if any of the following conditions is met, it is determined that the DOC pre-temperature sensor measurement values or the DPF pre-temperature sensor measurement values are unreliable; wherein, the first unreliable determination condition is that the DOC pre-temperature sensor or the DPF pre-temperature sensor has an open circuit fault; the second unreliable determination condition is that when the engine load rate changes at a rate less than a load rate threshold, the DOC pre-temperature sensor measurement values or the DPF pre-temperature sensor measurement values change at a rate greater than a measurement value rate threshold; the third unreliable determination condition is that the absolute value of the difference between the DOC pre-temperature sensor model value and the DPF pre-temperature sensor model value exceeds a set absolute value threshold; When it is determined that the DOC pre-temperature sensor measurement values or the DPF pre-temperature sensor measurement values are unreliable, the DPF carbon load model is input based on the DOC pre-temperature sensor model value or the DPF pre-temperature sensor model value, and the current DPF carbon capacity is output; After determining that the differential pressure carbon load is highly reliable, it is determined whether to correct the DPF carbon load model according to the current differential pressure carbon load and the current DPF carbon capacity, and when it is determined to correct the DPF carbon load model, the DPF carbon load model is corrected based on the current differential pressure carbon load; Wherein, determining whether to correct the DPF carbon load model according to the current differential pressure carbon load and the current DPF carbon capacity comprises: determining whether the absolute value of the difference between the current differential pressure carbon load and the current DPF carbon capacity is greater than an absolute value threshold, and determining whether to correct the DPF carbon load model according to the result of the determination; Determining that the differential pressure carbon load is highly reliable comprises: obtaining a first DPF differential pressure value when the vehicle is powered on at T15 in the current driving cycle, and a second DPF differential pressure value when the engine is in an idle state after the vehicle is powered on at T15; determining that the differential pressure carbon load is highly reliable according to the first DPF differential pressure value and the second DPF differential pressure value.

2. The method of claim 1, wherein, The correction method of the DPF carbon load model further comprises: When it is determined that the DOC pre-temperature sensor measurement values or the DPF pre-temperature sensor measurement values are unreliable, it is reported that the DOC pre-temperature sensor or the DPF pre-temperature sensor has a measurement fault.

3. The method of claim 1, wherein, Determining that the differential pressure carbon load is highly reliable according to the first DPF differential pressure value and the second DPF differential pressure value comprises: If the first DPF differential pressure value is within a first DPF differential pressure preset range, and the second DPF differential pressure value is within a second DPF differential pressure preset range, then within a set step moving time window, the differential pressure carbon load is determined to be highly reliable based on the exhaust gas volume flow rate; If the first DPF pressure difference value is not within the first DPF pressure difference preset range, or the second DPF pressure difference value is not within the second DPF pressure difference preset range, the DPF pressure difference measured value in the current driving cycle is corrected based on the first DPF pressure difference value, and the pressure difference carbon load is determined to be highly reliable based on the exhaust gas volume flow within the set step movement time window.

4. The method of claim 3, wherein, The pressure difference carbon load is determined to be highly reliable based on the exhaust gas volume flow, comprising: If the exhaust gas volume flow reaches the engine set exhaust gas volume flow, and the change rate of the exhaust gas volume flow does not exceed the exhaust gas volume flow threshold, it is determined that the pressure difference carbon load is highly reliable.

5. A DPF carbon loading model correction device characterized by comprising: Comprising: A measured value reliability judgment module is configured to acquire the DOC pre-temperature sensor measured value and the DPF pre-temperature sensor measured value in real time during engine operation, and judge whether the DOC pre-temperature sensor measured value or the DPF pre-temperature sensor measured value is reliable; Wherein, judging whether the DOC pre-temperature sensor measured value or the DPF pre-temperature sensor measured value is reliable, specifically for: if any of the following untrusted judgment conditions is met, it is determined that the DOC pre-temperature sensor measured value or the DPF pre-temperature sensor measured value is untrusted; Wherein, the first untrusted judgment condition is that the DOC pre-temperature sensor or the DPF pre-temperature sensor has an open circuit fault; the second untrusted judgment condition is that when the change rate of the engine load rate is less than the load change rate threshold, the change rate of the DOC pre-temperature sensor measured value or the DPF pre-temperature sensor measured value is greater than the measured value change rate threshold; the third untrusted judgment condition is that the absolute value of the difference between the DOC pre-temperature sensor model value and the DPF pre-temperature sensor model value exceeds the set absolute value threshold; A current DPF carbon capacity output module is configured to input the DPF carbon load model based on the DOC pre-temperature sensor model value or the DPF pre-temperature sensor model value when it is judged that the DOC pre-temperature sensor measured value or the DPF pre-temperature sensor measured value is untrusted, and output the current DPF carbon capacity; A DPF carbon load model correction module is configured to judge whether to correct the DPF carbon load model according to the current pressure difference carbon load and the current DPF carbon capacity obtained after determining that the pressure difference carbon load is highly reliable, and correct the DPF carbon load model based on the current pressure difference carbon load when it is judged that the DPF carbon load model is corrected; Wherein, judging whether to correct the DPF carbon load model according to the current pressure difference carbon load and the current DPF carbon capacity obtained, specifically for: judging whether the absolute value of the difference between the current pressure difference carbon load and the current DPF carbon capacity is greater than the absolute value threshold, and determining whether to correct the DPF carbon load model according to the result of judging whether it is greater than the absolute value threshold; The determined pressure difference carbon load is highly reliable, and is specifically used for: obtaining a first DPF pressure difference value when the vehicle T15 is powered on in a current driving cycle, and a second DPF pressure difference value when the engine is in an idle state after the T15 is powered on; and determining the pressure difference carbon load to be highly reliable according to the first DPF pressure difference value and the second DPF pressure difference value.

6. An electronic device, comprising: The electronic device comprises: at least one processor; and a memory connected to the at least one processor in communication; wherein The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor to enable the at least one processor to execute the correction method of the DPF carbon load model according to any one of claims 1-4.

7. A computer-readable storage medium, characterized in that, The computer readable storage medium stores computer instructions for enabling the processor to implement the correction method of the DPF carbon load model according to any one of claims 1-4 when executed.

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