Method, device and equipment for detecting carbon loading of dpf

Abstract

This application discloses a method, apparatus, and device for detecting DPF carbon loading, addressing the problem in related technologies where deviations between carbon loading model values ​​and actual carbon loading can easily lead to DPF burn-out. First, in response to a detection start signal, the engine speed is controlled by the ECU to reach a preset speed. Then, the average pressure difference of the DPF within a preset first time period is determined. Next, the carbon loading corresponding to the average pressure difference is determined. Finally, the carbon loading corresponding to the average pressure difference is compared with multiple preset carbon loading range values. Based on the comparison results, it is determined whether to actively regenerate the DPF by controlling the ECU. This embodiment of the application can maintain the engine in a stable operating condition by controlling the engine speed to reach a preset speed, reducing carbon loading errors caused by engine operating condition fluctuations, thereby obtaining a more accurate carbon loading and improving the accuracy of determining whether to actively regenerate the DPF by controlling the ECU.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to methods, apparatus and equipment for detecting DPF carbon loading. Background Technology

[0002] Currently, the SmartStar is a primary diagnostic tool used by OEM service stations due to its ease of operation and diverse functions. Active DPF regeneration using the SmartStar is one of its commonly used functions. Service personnel can use the SmartStar to read the carbon load model value in the ECU. When the model value exceeds the maximum carbon load limit, active regeneration can be initiated using the SmartStar. If the carbon load model value is low, the SmartStar can directly assign the model value to the regenerable carbon load, thus performing active regeneration. However, if the calculated carbon load model value is too low, while the actual carbon buildup is too high, regeneration using the SmartStar can easily lead to DPF burn-out. Summary of the Invention

[0003] The purpose of this application is to provide a method, apparatus and equipment for detecting the carbon loading of a DPF, so as to solve the problem that the deviation between the carbon loading model value and the actual carbon loading in the related technology can easily lead to the DPF burning through.

[0004] In a first aspect, this application provides a method for detecting DPF carbon loading, applied to a detection tool, the method comprising:

[0005] In response to the detection start signal, after the engine speed is controlled by the ECU to reach the preset speed, the average pressure difference of the DPF within a preset first time period is determined, and the start time of the preset first time period is the time when the engine speed reaches the preset speed.

[0006] Based on the average pressure difference, determine the carbon loading corresponding to the average pressure difference;

[0007] The carbon load corresponding to the average pressure difference is compared with a number of preset carbon load range values, and based on the comparison results, it is determined whether to control the DPF for active regeneration via the ECU.

[0008] In one possible implementation, before the engine speed is controlled by the ECU to reach a preset speed, the method further includes:

[0009] The ECU determines whether the vehicle meets safe operating conditions.

[0010] The safe operating conditions include all of the following:

[0011] The engine is running;

[0012] The transmission is in neutral.

[0013] The vehicle is in a parked state;

[0014] The engine operating mode is the normal mode, which is the operating mode in which the throttle response speed is within a preset speed range and the torque is within a preset torque range.

[0015] In one possible implementation, determining the average pressure difference of the DPF within a preset first time period includes:

[0016] Within a preset first duration, the pressure difference of the DPF is determined by the ECU at preset time intervals;

[0017] The average pressure difference of the DPF within the preset first time period is obtained based on multiple pressure differences of the DPF within the preset first time period.

[0018] In one possible implementation, before determining the average differential pressure of the DPF over a preset first time period, the method further includes:

[0019] The ECU determines that the engine speed has reached a preset speed for more than a preset second duration, wherein the end time of the preset second duration is the start time of the preset first duration.

[0020] In one possible implementation, determining whether to control the DPF for active regeneration via the ECU based on the comparison result includes:

[0021] If the carbon loading corresponding to the average pressure difference is greater than the maximum value of the carbon loading range, then it is determined that active regeneration of DPF will not be performed by controlling it through ECU.

[0022] If the carbon loading corresponding to the average pressure difference is less than the maximum value of the carbon loading range, then it is determined that the DPF will be actively regenerated by controlling the ECU.

[0023] In one possible implementation, determining that the DPF is actively regenerated via ECU control includes:

[0024] When the carbon load corresponding to the average pressure difference is less than the minimum value of the carbon load range, a first assignment instruction is sent to the ECU to assign the minimum value of the carbon load range to the carbon load model value in the ECU, so as to realize active regeneration of DPF.

[0025] When the carbon load corresponding to the average pressure difference is less than the maximum value of the carbon load range and greater than the minimum value of the carbon load range, a second assignment instruction is sent to the ECU to assign the carbon load corresponding to the average pressure difference to the carbon load model value, so as to realize active regeneration of DPF.

[0026] Secondly, this application provides a device for detecting DPF carbon loading applied to a detection tool, the device comprising:

[0027] The average differential pressure determination module is configured to respond to the detection start signal and determine the average differential pressure of the DPF within a preset first time period after the engine speed is controlled by the ECU to reach a preset speed. The start time of the preset first time period is the time when the engine speed reaches the preset speed.

[0028] The carbon loading determination module is configured to determine the carbon loading corresponding to the average pressure difference based on the average pressure difference.

[0029] The decision module is configured to compare the carbon load corresponding to the average pressure difference with a plurality of preset carbon load range values, and determine whether to actively regenerate the DPF by controlling the ECU based on the comparison results.

[0030] In one possible implementation, before the engine speed is controlled by the ECU to reach a preset speed, the average differential pressure determination module is further configured to:

[0031] The ECU determines whether the vehicle meets safe operating conditions.

[0032] The safe operating conditions include all of the following:

[0033] The engine is running;

[0034] The transmission is in neutral.

[0035] The vehicle is in a parked state;

[0036] The engine operating mode is the normal mode, which is the operating mode in which the throttle response speed is within a preset speed range and the torque is within a preset torque range.

[0037] In one possible implementation, the step of determining the average pressure difference of the DPF within a preset first time period is performed, wherein the average pressure difference determination module is configured to:

[0038] Within a preset first duration, the pressure difference of the DPF is determined by the ECU at preset time intervals;

[0039] The average pressure difference of the DPF within the preset first time period is obtained based on multiple pressure differences of the DPF within the preset first time period.

[0040] In one possible implementation, before determining the average differential pressure of the DPF over a preset first time period, the device further includes:

[0041] The operating condition determination module is configured to determine, via the ECU, that the engine speed has reached a preset speed for more than a preset second duration, wherein the end time of the preset second duration is the start time of the preset first duration.

[0042] In one possible implementation, the decision module, which performs the step of determining whether to control the DPF for active regeneration via the ECU based on the comparison result, is configured to:

[0043] If the carbon loading corresponding to the average pressure difference is greater than the maximum value of the carbon loading range, then it is determined that active regeneration of DPF will not be performed by controlling it through ECU.

[0044] If the carbon loading corresponding to the average pressure difference is less than the maximum value of the carbon loading range, then it is determined that the DPF will be actively regenerated by controlling the ECU.

[0045] In one possible implementation, the decision-making module is configured to perform active regeneration by controlling the DPF via the ECU, wherein the decision is executed as follows:

[0046] When the carbon load corresponding to the average pressure difference is less than the minimum value of the carbon load range, a first assignment instruction is sent to the ECU to assign the minimum value of the carbon load range to the carbon load model value in the ECU, so as to realize active regeneration of DPF.

[0047] When the carbon load corresponding to the average pressure difference is less than the maximum value of the carbon load range and greater than the minimum value of the carbon load range, a second assignment instruction is sent to the ECU to assign the carbon load corresponding to the average pressure difference to the carbon load model value, so as to realize active regeneration of DPF.

[0048] Thirdly, this application provides an electronic device, comprising:

[0049] Processor and memory;

[0050] The memory is used to store the processor-executable instructions;

[0051] The processor is configured to execute the instructions to implement the DPF carbon loading detection method described in any one of the first aspects above.

[0052] Fourthly, this application provides a computer-readable storage medium that, when the instructions in the computer-readable storage medium are executed by an electronic device, enables the electronic device to perform the DPF carbon loading detection method as described in any one of the first aspects above.

[0053] Fifthly, this application provides a computer program product, including a computer program:

[0054] When the computer program is executed by a processor, it implements the method for detecting DPF carbon loading as described in any one of the first aspects above.

[0055] The technical solutions provided by the embodiments of this application bring at least the following beneficial effects:

[0056] In this embodiment, firstly, in response to the detection start signal, the engine speed is controlled by the ECU to reach a preset speed. Then, the average pressure difference of the DPF within a preset first time period is determined. Based on the average pressure difference, the carbon load corresponding to the average pressure difference is determined. Finally, the carbon load corresponding to the average pressure difference is compared with multiple preset carbon load range values. Based on the comparison result, it is determined whether to actively regenerate the DPF by controlling the ECU. This embodiment can maintain the engine in a stable operating condition by controlling the engine speed to reach a preset speed, reducing carbon load errors caused by engine operating condition fluctuations, thereby obtaining a more accurate carbon load, improving the accuracy of determining whether to actively regenerate the DPF by controlling the ECU, and avoiding the problem of DPF burn-out.

[0057] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings. Attached Figure Description

[0058] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0059] Figure 1 This is a schematic diagram of the overall process of the DPF carbon loading detection method provided in the embodiments of this application;

[0060] Figure 2 A flowchart illustrating step 101 of the DPF carbon loading detection method provided in this application embodiment;

[0061] Figure 3 A flowchart illustrating step 103 of the DPF carbon loading detection method provided in this application embodiment;

[0062] Figure 4 A schematic diagram illustrating the process of determining active regeneration of DPF via ECU control, provided for embodiments of this application;

[0063] Figure 5 This is a schematic diagram of the structure of the DPF carbon loading detection device provided in the embodiments of this application;

[0064] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0065] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. The described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0066] Furthermore, in the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0067] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Thus, a feature defined with "first" and "second" may explicitly or implicitly include one or more of that feature, and in the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0068] The following explains the relevant terms or devices involved in the embodiments of this application:

[0069] ECU (Electronic Control Unit).

[0070] Zhiduoxing: An engine fault detection tool.

[0071] Active regeneration: This means increasing the temperature of the engine exhaust flow by adding external energy (i.e., the amount of fuel injected afterward), so that the exhaust temperature reaches the ignition temperature of the particulate matter, thereby burning off the particulate matter in the filter and achieving the purpose of regeneration.

[0072] Particulate filter (DPF): A particulate filter installed in the engine exhaust system, using a porous carrier medium as the filter element.

[0073] In related technologies, using a smart filter for active DPF regeneration is a common function. Service personnel can use the smart filter to read the model value of carbon load in the ECU. When the model value exceeds the maximum carbon load limit, active regeneration can be performed using the smart filter. If the carbon load model value is small, the smart filter can directly assign the carbon load model value to the regenerable carbon load, thus performing active regeneration. If the calculated carbon load model value is too small, while the actual carbon buildup is too large, regeneration using the smart filter can easily lead to DPF burn-out.

[0074] In view of this, this application provides a method, apparatus and equipment for detecting the carbon loading of a DPF, in order to solve the problem that the deviation between the carbon loading model value and the actual carbon loading in the related technology can easily lead to the DPF burning through.

[0075] The inventive concept of this application can be summarized as follows: First, in response to a detection start signal, after the engine speed is controlled by the ECU to reach a preset speed, the average pressure difference of the DPF within a preset first time period is determined. Then, based on the average pressure difference, the carbon load corresponding to the average pressure difference is determined. Finally, the carbon load corresponding to the average pressure difference is compared with multiple preset carbon load range values, and based on the comparison result, it is determined whether to actively regenerate the DPF by controlling the ECU. This embodiment of the application can maintain the engine in a stable operating condition by controlling the engine speed to reach a preset speed, reducing carbon load errors caused by engine operating condition fluctuations, thereby obtaining a more accurate carbon load, improving the accuracy of determining whether to actively regenerate the DPF by controlling the ECU, and avoiding the problem of DPF burn-out.

[0076] After introducing the main inventive concepts of the embodiments of this application, the following is a brief description of the application scenarios to which the technical solutions of the embodiments of this application are applicable. It should be noted that the application scenarios described below are only for illustrating the embodiments of this application and are not intended to limit the scope. In specific implementation, the technical solutions provided by the embodiments of this application can be flexibly applied according to actual needs.

[0077] To facilitate understanding of the DPF carbon loading detection method provided in the embodiments of this application, further explanation will be given below in conjunction with the accompanying drawings.

[0078] In one possible implementation, this application provides a method for detecting DPF carbon loading, the overall process of which is as follows: Figure 1 As shown, it includes the following:

[0079] In step 101, in response to the detection start signal, after the engine speed is controlled by the ECU to reach the preset speed, the average pressure difference of the DPF within a preset first time period is determined, and the start time of the preset first time period is the time when the engine speed reaches the preset speed.

[0080] It should be noted that the preset speed in this embodiment can be the maximum idle speed.

[0081] In one possible implementation, before the engine speed is controlled by the ECU to reach a preset speed, the ECU needs to determine that the vehicle meets safe operating conditions. These safe operating conditions include the following four conditions:

[0082] 1. The engine is running;

[0083] 2. The transmission is in neutral;

[0084] 3. The vehicle is in a parked state;

[0085] 4. The engine operating mode is set to Normal mode, which means that the throttle response speed and torque are within the preset speed and torque ranges. Engine operating modes may have different names in different vehicles, such as Eco mode, Comfort mode, and Performance mode. Comfort mode is the same as Normal mode, in which the throttle response speed and torque are within the preset speed and torque ranges.

[0086] It should be added that, in this embodiment of the application, the vehicle will be determined to meet the safety operating conditions only when all four safety conditions mentioned above are met. If the ECU determines that the vehicle does not meet the safety operating conditions, a warning signal will be issued, allowing the user to adjust the vehicle and reassess whether the vehicle meets the safety operating conditions. The above steps for determining whether the vehicle meets the safety operating conditions fully ensure vehicle safety when detecting DPF carbon load and avoid vehicle accidents.

[0087] In one possible implementation, the average pressure difference of the DPF within a preset first time period is determined, such as... Figure 2 The above can be implemented as follows:

[0088] In step 201, within a preset first duration, the pressure difference of the DPF is determined by the ECU at preset time intervals.

[0089] In step 202, the average pressure difference of the DPF within the preset first time period is obtained based on the multiple pressure differences of the DPF within the preset first time period.

[0090] For example, within a preset first time period, the ECU obtains the following 5 pressure difference values ​​of DPF: 2 kPa, 2.1 kPa, 2.2 kPa, 2.1 kPa, and 2.1 kPa respectively. Based on the 5 pressure differences of DPF within the preset first time period, the average pressure difference of DPF within the preset first time period is 2.1 kPa.

[0091] In one possible implementation, before determining the average pressure difference of the DPF within a preset first duration, this embodiment of the application will also determine by the ECU whether the engine speed reaches a preset speed for more than a preset second duration, wherein the end time of the preset second duration is the start time of the preset first duration. That is, this embodiment of the application needs to control the engine speed to reach the preset speed within both the preset first duration and the preset second duration. The preset first duration is the duration used to determine the average pressure difference of the DPF, and the preset second duration is the buffer duration used to maintain the engine speed stable.

[0092] It should be added that, within the preset first time range, if the engine speed cannot be maintained within the preset speed fluctuation range, for example, the preset speed is 4000 rpm and the fluctuation range is ±50 rpm, when the engine speed is 4100 rpm, this application will adjust the engine speed and re-determine through the ECU whether the time for the engine speed to reach the preset speed exceeds the preset second time range.

[0093] In step 102, the carbon loading corresponding to the average pressure difference is determined based on the average pressure difference.

[0094] For example, the correspondence between pressure difference and carbon loading is stored in the MAP. In this embodiment of the application, the carbon loading corresponding to the average pressure difference can be determined based on the average pressure difference by querying the MAP.

[0095] In step 103, the carbon load corresponding to the average pressure difference is compared with multiple preset carbon load range values, and based on the comparison results, it is determined whether to control the DPF for active regeneration via the ECU.

[0096] In one possible implementation, in step 103, based on the comparison result, it is determined whether to control the DPF for active regeneration via the ECU, such as... Figure 3 As shown, it can be implemented as follows:

[0097] In step 301, if the carbon loading corresponding to the average pressure difference is greater than the maximum value of the carbon loading range, it is determined that active regeneration of DPF will not be performed by controlling it through the ECU.

[0098] In step 302, if the carbon loading corresponding to the average pressure difference is less than the maximum value of the carbon loading range, then it is determined that the DPF will be actively regenerated by controlling the ECU.

[0099] For example, if the maximum carbon loading range is 2g, and the carbon loading corresponding to the average pressure difference is 2.2g, which is greater than 2g, then the DPF will not be actively regenerated by controlling the ECU; if the carbon loading corresponding to the average pressure difference is 1.2g, which is less than 2g, then the DPF will be actively regenerated by controlling the ECU.

[0100] In another possible implementation, when it is determined that active regeneration of the DPF is not controlled by the ECU, the embodiment of this application will notify the user to perform dust removal on the vehicle.

[0101] In one possible implementation, active regeneration of the DPF is determined by controlling the DPF via the ECU, such as... Figure 4 As shown, it can be implemented as follows:

[0102] In step 401, when the carbon load corresponding to the average pressure difference is less than the minimum value of the carbon load range, a first assignment instruction is sent to the ECU to assign the minimum value of the carbon load range to the carbon load model value in the ECU, so as to realize active regeneration of DPF.

[0103] In step 402, when the carbon load corresponding to the average pressure difference is less than the maximum value of the carbon load range and greater than the minimum value of the carbon load range, a second assignment instruction is sent to the ECU to assign the carbon load corresponding to the average pressure difference to the carbon load model value, so as to realize active regeneration of DPF.

[0104] It should be noted that the carbon load corresponding to the average pressure difference is the actual carbon load of the DPF, and the carbon load model value is the carbon load obtained by the ECU. In this embodiment of the application, the active regeneration of the DPF by the ECU needs to meet at least two conditions: the carbon load corresponding to the average pressure difference is less than the carbon load corresponding to the average pressure difference, and the carbon load model value is within the carbon load range.

[0105] When the carbon load model value is within the carbon load range, it meets the conditions for the ECU to control the DPF to perform active regeneration, and the ECU can automatically control the DPF to perform active regeneration. However, since the carbon load model value is the carbon load estimated by the ECU, there is a difference between this carbon load model value and the actual carbon load of the DPF. When the carbon load model value is within the carbon load range, there is a situation where the carbon load corresponding to the average pressure difference is greater than the maximum value of the carbon load range. In this case, active regeneration of the DPF is prone to causing the DPF to burn through.

[0106] When the carbon load corresponding to the average pressure difference is less than the maximum value of the carbon load range, the carbon load corresponding to the average pressure difference meets the condition for the ECU to control the DPF to perform active regeneration. In this embodiment, an instruction can be sent to the ECU to enable the ECU to automatically control the DPF to perform active regeneration. However, since there is a difference between the carbon load model value and the carbon load corresponding to the average pressure difference, when the carbon load corresponding to the average pressure difference is less than the maximum value of the carbon load range, there is a case where the carbon load model value is less than the minimum value of the carbon load range. In this case, the carbon load model value does not meet the condition for the ECU to control the DPF to perform active regeneration.

[0107] To prevent DPF burn-out, this embodiment of the application will actively regenerate the DPF by controlling the ECU when the carbon loading corresponding to the average pressure difference is within the carbon loading range; and, in order to actively regenerate the DPF by controlling the ECU, this embodiment of the application needs to assign values ​​to the carbon loading model.

[0108] For example, the maximum value of the carbon loading range is 2.0g, and the minimum value of the carbon loading range is 1.0g. When the carbon loading corresponding to the average pressure difference (the actual carbon loading of the DPF) is 0.8g, and the carbon loading model value is 0.8g, 0.8g is less than 1.0g. Since the carbon loading model value cannot meet the conditions for the ECU to control the DPF to perform active regeneration, in order to control the DPF to perform active regeneration through the ECU, this embodiment of the application assigns the minimum value of the carbon loading range, 1.0, to the carbon loading model value in the ECU, resulting in a carbon loading model value of 1. The carbon loading is 0g, thus meeting the conditions for active regeneration of the DPF controlled by the ECU, thereby achieving active regeneration of the DPF. When the carbon loading corresponding to the average pressure difference is 1.8g, which is greater than 1.0g and less than 2.0g, and the carbon loading model value is 0.8g, which is less than 1.0g, this embodiment assigns the carbon loading corresponding to the average pressure difference of 1.8g to the carbon loading model value in the ECU, resulting in a carbon loading model value of 1.8g, thus meeting the conditions for active regeneration of the DPF controlled by the ECU, thereby achieving active regeneration of the DPF.

[0109] In summary, the embodiments of this application can control the engine speed to reach a preset speed, so that the engine is kept in a stable operating condition, reducing the carbon load error caused by engine operating condition fluctuations, thereby obtaining a more accurate carbon load, improving the accuracy of determining whether to control the DPF for active regeneration through the ECU, and avoiding the problem of DPF burn-out.

[0110] Based on the same inventive concept, this application provides a device for detecting DPF carbon loading, applied to detection tools, such as... Figure 5 As shown, the device 500 includes:

[0111] The average differential pressure determination module 501 is configured to respond to the detection start signal and determine the average differential pressure of the DPF within a preset first time period after the engine speed is controlled by the ECU to reach a preset speed. The start time of the preset first time period is the time when the engine speed reaches the preset speed.

[0112] The carbon loading determination module 502 is configured to determine the carbon loading corresponding to the average pressure difference based on the average pressure difference.

[0113] The decision module 503 is configured to compare the carbon load corresponding to the average pressure difference with a plurality of preset carbon load range values, and determine whether to control the DPF to perform active regeneration through the ECU based on the comparison result.

[0114] In one possible implementation, before the engine speed is controlled by the ECU to reach a preset speed, the average differential pressure determination module is further configured to:

[0115] The ECU determines whether the vehicle meets safe operating conditions.

[0116] The safe operating conditions include all of the following:

[0117] The engine is running;

[0118] The transmission is in neutral.

[0119] The vehicle is in a parked state;

[0120] The engine operating mode is the normal mode, which is the operating mode in which the throttle response speed is within a preset speed range and the torque is within a preset torque range.

[0121] In one possible implementation, the step of determining the average pressure difference of the DPF within a preset first time period is performed, wherein the average pressure difference determination module is configured to:

[0122] Within a preset first duration, the pressure difference of the DPF is determined by the ECU at preset time intervals;

[0123] The average pressure difference of the DPF within the preset first time period is obtained based on multiple pressure differences of the DPF within the preset first time period.

[0124] In one possible implementation, before determining the average differential pressure of the DPF over a preset first time period, the device further includes:

[0125] The operating condition determination module is configured to determine, via the ECU, that the engine speed has reached a preset speed for more than a preset second duration, wherein the end time of the preset second duration is the start time of the preset first duration.

[0126] In one possible implementation, the decision module, which performs the step of determining whether to control the DPF for active regeneration via the ECU based on the comparison result, is configured to:

[0127] If the carbon loading corresponding to the average pressure difference is greater than the maximum value of the carbon loading range, then it is determined that active regeneration of DPF will not be performed by controlling it through ECU.

[0128] If the carbon loading corresponding to the average pressure difference is less than the maximum value of the carbon loading range, then it is determined that the DPF will be actively regenerated by controlling the ECU.

[0129] In one possible implementation, the decision-making module is configured to perform active regeneration by controlling the DPF via the ECU, wherein the decision is executed as follows:

[0130] When the carbon load corresponding to the average pressure difference is less than the minimum value of the carbon load range, a first assignment instruction is sent to the ECU to assign the minimum value of the carbon load range to the carbon load model value in the ECU, so as to realize active regeneration of DPF.

[0131] When the carbon load corresponding to the average pressure difference is less than the maximum value of the carbon load range and greater than the minimum value of the carbon load range, a second assignment instruction is sent to the ECU to assign the carbon load corresponding to the average pressure difference to the carbon load model value, so as to realize active regeneration of DPF.

[0132] The following reference Figure 6 To describe an electronic device 130 according to this embodiment of the present application. Figure 6 The electronic device 130 shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0133] like Figure 6 As shown, the electronic device 130 is presented in the form of a general-purpose electronic device. The components of the electronic device 130 may include, but are not limited to: at least one processor 131, at least one memory 132, and a bus 133 connecting different system components (including memory 132 and processor 131).

[0134] Bus 133 represents one or more of several bus structures, including a memory bus or memory controller, peripheral bus, processor, or local bus using any of the various bus structures.

[0135] The memory 132 may include a readable medium in the form of volatile memory, such as random access memory (RAM) 1321 and / or cache memory 1322, and may further include read-only memory (ROM) 1323.

[0136] The memory 132 may also include a program / utility 1325 having a set (at least one) of program modules 1324, including but not limited to: an operating system, one or more application programs, other program modules, and program data, each or some combination of these examples may include an implementation of a network environment.

[0137] Electronic device 130 can also communicate with one or more external devices 134 (e.g., keyboard, pointing device, etc.), and with one or more devices that enable a user to interact with electronic device 130, and / or with any device that enables electronic device 130 to communicate with one or more other electronic devices (e.g., router, modem, etc.). This communication can be performed via input / output (I / O) interface 135. Furthermore, electronic device 130 can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public networks, such as the Internet) via network adapter 136. As shown, network adapter 136 communicates with other modules used in electronic device 130 via bus 133. It should be understood that, although not shown in the figures, other hardware and / or software modules can be used in conjunction with electronic device 130, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0138] In an exemplary embodiment, this application also provides a computer-readable storage medium including instructions, such as a memory 132 including instructions, which can be executed by a processor 131 of an electronic device 130 to complete the above-described DPF carbon loading detection method. Optionally, the computer-readable storage medium can be a non-transitory computer-readable storage medium, such as a ROM, random access memory (RAM), CD-ROM, magnetic tape, floppy disk, and optical data storage device.

[0139] In an exemplary embodiment, a computer program product is also provided, including a computer program that, when executed by a processor 131, implements the DPF carbon loading detection method provided in this application.

[0140] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0141] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0142] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0143] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0144] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A method for detecting the carbon loading of a DPF, characterized in that, The method, applied to service regeneration of detection tools, includes: In response to the detection start signal, after the engine speed is controlled by the ECU to reach the preset speed, the average pressure difference of the DPF within the preset first time period is determined, and the start time of the preset first time period is the time when the engine speed reaches the preset speed. Based on the average pressure difference, determine the carbon loading corresponding to the average pressure difference; The carbon loading corresponding to the average pressure difference is compared with multiple preset carbon loading range values, and based on the comparison results, it is determined whether to control the DPF for active regeneration via the ECU. The process of determining whether to control the DPF for active regeneration via the ECU based on the comparison results includes: If the carbon loading corresponding to the average pressure difference is greater than the maximum value of the carbon loading range, then it is determined that active regeneration of DPF will not be performed by controlling it through ECU. If the carbon loading corresponding to the average pressure difference is less than the maximum value of the carbon loading range, then it is determined that active regeneration is performed by controlling the DPF through the ECU. The determination of active regeneration of DPF by controlling DPF through ECU includes: When the carbon load corresponding to the average pressure difference is less than the minimum value of the carbon load range, a first assignment instruction is sent to the ECU to assign the minimum value of the carbon load range to the carbon load model value in the ECU, so as to realize active regeneration of DPF. When the carbon load corresponding to the average pressure difference is less than the maximum value of the carbon load range and greater than the minimum value of the carbon load range, a second assignment instruction is sent to the ECU to assign the carbon load corresponding to the average pressure difference to the carbon load model value, so as to realize active regeneration of DPF. Wherein, the carbon loading corresponding to the average pressure difference is the actual carbon loading of the DPF, and the carbon loading model value is the carbon loading estimated by the ECU.

2. The method according to claim 1, characterized in that, Before the engine speed is controlled by the ECU to reach the preset speed, the following steps are also included: The ECU determines whether the vehicle meets safe operating conditions. The safe operating conditions include all of the following: The engine is running; The transmission is in neutral. The vehicle is in a parked state; The engine operating mode is the normal mode, which is the operating mode in which the throttle response speed is within a preset speed range and the torque is within a preset torque range.

3. The method according to claim 1, characterized in that, Determining the average pressure difference of the DPF within a preset first time period includes: Within a preset first duration, the pressure difference of the DPF is determined by the ECU at preset time intervals; The average pressure difference of the DPF within the preset first time period is obtained based on multiple pressure differences of the DPF within the preset first time period.

4. The method according to claim 1, characterized in that, Before determining the average differential pressure of the DPF within a preset first time period, the method further includes: The ECU determines that the engine speed has reached a preset speed for more than a preset second duration, wherein the end time of the preset second duration is the start time of the preset first duration.

5. A device for detecting DPF carbon loading, used to perform the DPF carbon loading detection method according to any one of claims 1-4, characterized in that, The apparatus for service regeneration of detection tools includes: The average differential pressure determination module is configured to respond to the detection start signal and determine the average differential pressure of the DPF within a preset first time period after the engine speed is controlled by the ECU to reach a preset speed. The start time of the preset first time period is the time when the engine speed reaches the preset speed. The carbon loading determination module is configured to determine the carbon loading corresponding to the average pressure difference based on the average pressure difference. The decision module is configured to compare the carbon load corresponding to the average pressure difference with a plurality of preset carbon load range values, and determine whether to actively regenerate the DPF by controlling the ECU based on the comparison results.

6. The apparatus according to claim 5, characterized in that, The module for determining the average pressure difference of the DPF within a preset first time period is configured to: Within a preset first duration, the pressure difference of the DPF is determined by the ECU at preset time intervals; The average pressure difference of the DPF within the preset first time period is obtained based on multiple pressure differences of the DPF within the preset first time period.

7. An electronic device, characterized in that, include: Processor and memory; The memory is used to store the processor-executable instructions; The processor is configured to execute the instructions to implement the method for detecting DPF carbon loading as described in any one of claims 1-4.

8. A computer-readable storage medium, characterized in that, When the instructions in the computer-readable storage medium are executed by the processor of the electronic device, the electronic device is able to perform the DPF carbon loading detection method as described in any one of claims 1-4.

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