Analysis method and device for tail gas emission exceeding limit, storage medium and vehicle

Abstract

The application discloses an analysis method and device for tail gas emission overrun, a storage medium and a vehicle. The method comprises the following steps: obtaining tail gas catalytic conversion efficiency of the vehicle, engine operation state, vehicle urea concentration and nitrogen oxide emission amount; when a fault alarm of tail gas emission overrun occurs in the vehicle, determining whether the fault alarm is a false alarm based on the tail gas catalytic conversion efficiency obtained within a first time and the engine operation state obtained within an alarm time; and in the case that the fault alarm is not a false alarm, determining the cause of the tail gas emission overrun based on the vehicle urea concentration obtained within a target time and the nitrogen oxide emission amount obtained within the first time. The method can identify whether the fault alarm is a false alarm and determine the cause of the tail gas emission overrun, thereby realizing troubleshooting of the tail gas emission overrun, and the fault cause analysis process is relatively objective and has high timeliness, so that the efficiency of fault maintenance can be effectively improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle fault detection, and in particular to a tail gas emission overrun analysis method and device, a storage medium and a vehicle. BACKGROUND

[0002] Vehicle NO X Specifically, nitrogen oxide is a kind of tail gas produced by automobile engine during load operation. The tail gas is brown and has a pungent smell. When the tail gas of the engine is just discharged, the NO toxicity is relatively small, but it is easy to be oxidized into other nitrogen oxides such as NO2, which can form nitrous acid and nitric acid after entering the alveoli, and can produce severe irritation to the lung tissue. Therefore, it is necessary to monitor the vehicle NO X whether the emission is overrun.

[0003] However, in actual situations, there are so many reasons for tail gas emission overrun. How to analyze the specific reasons for tail gas emission overrun has become a problem to be solved in the field. SUMMARY

[0004] The present application provides a tail gas emission overrun analysis method, device, storage medium and vehicle, which aims to analyze the reasons for causing tail gas emission overrun.

[0005] In order to achieve the above purpose, the present application provides the following technical solutions:

[0006] A tail gas emission overrun analysis method, comprising:

[0007] obtaining tail gas catalytic conversion efficiency of a vehicle, engine operating state, urea density for vehicle, and nitrogen oxide emission amount;

[0008] when the vehicle has a tail gas emission overrun fault alarm, determining whether the fault alarm is a false alarm based on the tail gas catalytic conversion efficiency obtained within a first time and the engine operating state obtained within an alarm time;

[0009] in the case that the fault alarm is not a false alarm, determining the reason for causing the tail gas emission overrun based on the urea density for vehicle obtained within a target time and the nitrogen oxide emission amount obtained within the first time;

[0010] wherein the first time is a time period occurring before the alarm time, the alarm time represents the occurrence time of the fault alarm, the target time is the sum of the first time, the alarm time and a second time, and the second time is a time period occurring after the alarm time.

[0011] Optionally, based on the obtained exhaust gas catalytic conversion efficiency in the first time and the obtained engine operating state in the alarm time, it is determined whether the fault alarm is a false alarm, comprising:

[0012] If the obtained exhaust gas catalytic conversion efficiency in the first time is greater than a first threshold value, and the obtained engine operating state in the alarm time meets a specified condition, it is determined that the fault alarm is a false alarm; wherein the specified condition is that the engine is in a motoring condition, and the exhaust gas temperature in the engine aftertreatment system presents a specified change trend.

[0013] Optionally, if the obtained exhaust gas catalytic conversion efficiency in the first time is less than or equal to the first threshold value, it is determined that the fault alarm is not a false alarm.

[0014] Optionally, if the obtained exhaust gas catalytic conversion efficiency in the first time is greater than the first threshold value, and the obtained engine operating state in the alarm time does not meet the specified condition, it is determined that the fault alarm is not a false alarm.

[0015] Optionally, based on the obtained urea concentration in the target time and the obtained nitrogen oxide emission amount in the first time, the cause of the exhaust emission exceeding the limit is determined, comprising:

[0016] Based on the average value of the plurality of urea concentrations obtained in the target time, a first index is determined;

[0017] Based on the average value of the plurality of nitrogen oxide emission amounts obtained in the first time, a second index is determined;

[0018] If the first index is greater than or equal to a second threshold value, and the second index is greater than a third threshold value, it is determined that the cause of the exhaust emission exceeding the limit is that the aftertreatment system is poisoned by sulfur.

[0019] Optionally, if the first index is less than the second threshold value, it is determined that the cause of the exhaust emission exceeding the limit is that the urea concentration is lower than the standard concentration.

[0020] Optionally, if the first index is greater than or equal to the second threshold value, and the second index is less than or equal to the third threshold value, it is determined that the cause of the exhaust emission exceeding the limit is other causes.

[0021] An exhaust emission exceeding limit analysis device, comprising:

[0022] A parameter monitoring unit for obtaining exhaust gas catalytic conversion efficiency, engine operating state, urea concentration, and nitrogen oxide emission amount of a vehicle;

[0023] a false alarm analysis unit configured to determine whether the fault alarm is a false alarm based on the obtained catalytic conversion efficiency of the exhaust gas within a first time period and the obtained engine operating state within an alarm time period when the fault alarm of the exhaust emission exceeding the limit occurs;

[0024] a cause determination unit configured to determine a cause of the exhaust emission exceeding the limit based on the obtained urea concentration within a target time period and the obtained nitrogen oxide emission within the first time period when the fault alarm is not a false alarm; wherein the first time period is a time period occurring before the alarm time period, the alarm time period represents a time of occurrence of the fault alarm, the target time period is a sum of the first time period, the alarm time period and a second time period, and the second time period is a time period occurring after the alarm time period.

[0025] Optionally, the false alarm analysis unit is specifically configured to:

[0026] determine that the fault alarm is a false alarm if the obtained catalytic conversion efficiency of the exhaust gas within the first time period is greater than a first threshold value and the obtained engine operating state within the alarm time period meets a specified condition; wherein the specified condition is that the engine is in a reverse drag condition and the exhaust temperature in the engine aftertreatment system presents a specified change trend.

[0027] Optionally, the false alarm analysis unit is specifically configured to:

[0028] determine that the fault alarm is not a false alarm if the obtained catalytic conversion efficiency of the exhaust gas within the first time period is less than or equal to the first threshold value.

[0029] Optionally, the false alarm analysis unit is specifically configured to:

[0030] determine that the fault alarm is not a false alarm if the obtained catalytic conversion efficiency of the exhaust gas within the first time period is greater than the first threshold value and the obtained engine operating state within the alarm time period does not meet the specified condition.

[0031] Optionally, the cause determination unit is specifically configured to:

[0032] determine a first index based on an average of the obtained urea concentrations within the target time period.

[0033] determine a second index based on an average of the obtained nitrogen oxide emissions within the first time period.

[0034] determine that the cause of the exhaust emission exceeding the limit is that the aftertreatment system is poisoned by sulfur if the first index is greater than or equal to a second threshold value and the second index is greater than a third threshold value.

[0035] Optionally, the cause determining unit is specifically configured to:

[0036] If the first index is less than the second threshold, it is determined that the cause of the tail gas emission exceeding the limit is that the concentration of the urea solution is lower than the standard concentration.

[0037] Optionally, the cause determining unit is specifically configured to:

[0038] If the first index is greater than or equal to the second threshold, and the second index is less than or equal to the third threshold, it is determined that the cause of the tail gas emission exceeding the limit is other causes.

[0039] A storage medium, the storage medium comprising a stored program, wherein the program is executed by a processor to perform the analysis method of the tail gas emission exceeding the limit.

[0040] A vehicle, comprising: a processor, a memory and a bus; the processor is connected with the memory through the bus;

[0041] The memory is configured to store a program, and the processor is configured to execute the program, wherein the program is executed by the processor to perform the analysis method of the tail gas emission exceeding the limit.

[0042] The technical scheme provided in the application obtains the tail gas catalytic conversion efficiency of the vehicle, the engine operating state, the concentration of the urea solution, and the nitrogen oxide emission amount. When the vehicle has a fault alarm of tail gas emission exceeding the limit, whether the fault alarm is a false alarm is determined based on the tail gas catalytic conversion efficiency and the engine operating state obtained within the alarm time. In the case that the fault alarm is not a false alarm, the cause of the tail gas emission exceeding the limit is determined based on the plurality of concentrations of the urea solution and the plurality of nitrogen oxide emission amounts obtained within the target time. The application identifies whether the fault alarm is a false alarm based on the tail gas catalytic conversion efficiency and the engine operating state of the vehicle, eliminates the cause of the false alarm of the vehicle, determines the cause of the tail gas emission exceeding the limit based on the concentration of the urea solution obtained within the target time and the nitrogen oxide emission amount obtained within the first time, realizes the troubleshooting of the tail gas emission exceeding the limit, and the fault cause analysis process is relatively objective and has relatively high timeliness, which can effectively improve the efficiency of fault maintenance. BRIEF DESCRIPTION OF DRAWINGS

[0043] In order to more clearly illustrate the technical solutions in the embodiments of the application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiment or prior art description. Obviously, the drawings in the following description are only some embodiments of the application, and for those skilled in the art, other drawings can also be obtained without creative labor.

[0044] Figure 1A flowchart illustrating an analytical method for detecting excessive exhaust emissions provided in this application embodiment;

[0045] Figure 2 A flowchart illustrating another method for analyzing excessive exhaust emissions provided in this application embodiment;

[0046] Figure 3 A schematic diagram of the architecture of an analysis device for exceeding exhaust emission limits provided in an embodiment of this application;

[0047] Figure 4 This application provides a schematic diagram of the architecture of an engine aftertreatment system.

[0048] Figure 5 A schematic diagram of a calculation process provided in an embodiment of this application;

[0049] Figure 6 This is a logical diagram illustrating an analysis method for exceeding exhaust emission limits provided in an embodiment of this application. Detailed Implementation

[0050] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0051] In this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. The terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0052] Example 1

[0053] like Figure 1 The diagram shown is a flowchart of an analysis method for exceeding exhaust emission limits provided in an embodiment of this application. It can be applied to the cloud (which can be understood as a cloud server) and includes the following steps.

[0054] S101: Obtain the exhaust catalytic conversion efficiency of the vehicle, the engine operating state, the urea concentration, and the nitrogen oxide emission amount.

[0055] In which, the exhaust catalytic conversion efficiency of the vehicle, the engine operating state, the urea concentration, and the nitrogen oxide emission amount can be monitored in real time through the cloud.

[0056] The so-called exhaust catalytic conversion efficiency refers to the effect obtained after the engine exhaust of the vehicle is treated by the SCR (Selective Catalytic Reduction) technology of the engine after-treatment system.

[0057] In some examples, the architecture of the engine after-treatment system can refer to Figure 4 As shown in the figure, the engine after-treatment system includes a DOC (Diesel Oxidation Catalyst), a DPF (Diesel Particulate Filter), an SCR module, and an ASC (Ammonia Slip Catalyst).

[0058] In the related art, the DOC is used to reduce hydrocarbon emissions, oxidize nitrogen monoxide to nitrogen dioxide, and oxidize fuel injected into the exhaust pipe. The DPF is used to capture particles in the exhaust gas. The SCR module is used to hydrolyze urea into ammonia in the exhaust pipe, so that the ammonia reduces the nitrogen oxides in the exhaust gas to non-toxic nitrogen in the SCR. The ASC is used to eliminate excess ammonia.

[0059] In some examples, the vehicle will upload the NO x 1 parameter (representing the nitrogen oxide content before exhaust catalytic conversion) and the NO x 2 parameter (representing the nitrogen oxide emission amount after exhaust catalytic conversion) to the cloud in real time. The cloud can calculate the exhaust catalytic conversion efficiency within the first time according to the NO x 1 parameter and the NO x 2 parameter.

[0060] In possible implementations, the implementation process of calculating the exhaust catalytic conversion efficiency within the first time according to the NO x 1 parameter and the NO x 2 parameter can refer to formula (1) shown.

[0061]

[0062] In possible implementations, the NOx parameter at each time point can be obtained by real-time sampling through a preset sensor on the engine aftertreatment system. x 1 parameter and the NOx parameter. Generally, the sampling time of the sensor can be set according to actual conditions. x 2 parameter. Generally, the sampling time of the sensor can be set according to actual conditions.

[0063] The engine operating state can be determined based on the operating condition of the engine and the exhaust gas temperature in the engine aftertreatment system. In possible implementations, the operating condition of the engine can be determined based on the vehicle speed, the engine output torque, the engine output speed, and the altitude of the vehicle. The vehicle speed, the engine output torque, the engine output speed, and the altitude of the vehicle can be analyzed by the ECU (Electronic Control Unit) of the vehicle, and the operating condition of the engine can be determined. Then, the vehicle can upload the operating condition of the engine to the cloud. In addition, the exhaust gas temperature in the engine aftertreatment system can be obtained by real-time sampling through a preset temperature sensor.

[0064] The urea concentration refers to the pure urea content in the urea. The urea is a liquid used in the SCR technology to reduce the nitrogen oxide pollution in the exhaust gas of the engine (e.g., a diesel engine). The urea consists of high-purity urea and deionized water.

[0065] In some examples, the higher the urea concentration, the higher the reduction amount of nitrogen oxide pollution, and the better the exhaust treatment effect of the vehicle. The lower the urea concentration, the lower the reduction amount of nitrogen oxide pollution, and the worse the exhaust treatment effect of the vehicle.

[0066] The nitrogen oxide emission amount can be determined based on the NOx parameter shown in formula (2). Figure 4 x 2 parameter.

[0067] Preferably, in order to improve the reliability of the exhaust catalytic conversion efficiency, in the process of calculating the exhaust catalytic conversion efficiency by using formula (1), the NOx parameter at the first time and the NOx parameter at the second time used in the calculation can exclude the NOx parameter sampled when the exhaust gas temperature in the aftertreatment system is lower than 200°C. x 1 parameter and the NOx parameter. Generally, the sampling time of the sensor can be set according to actual conditions. x 2 parameter. Generally, the sampling time of the sensor can be set according to actual conditions. x 1 parameter and the NOx parameter. Generally, the sampling time of the sensor can be set according to actual conditions. x 2 parameter. Generally, the sampling time of the sensor can be set according to actual conditions.

[0068] In possible implementations, the calculation logic of the exhaust catalytic conversion efficiency can refer to formula (3) shown in the following table. Figure 5

[0069] ​​S102: When the vehicle occurs a fault alarm of tail gas emission over-limit, based on the tail gas catalytic conversion efficiency obtained in the first time and the engine operating state obtained in the alarm time, it is determined whether the fault alarm is a false alarm.

[0070] The first time is a time period occurring before the alarm time, and the alarm time represents the occurrence time of the fault alarm.

[0071] In the related art, the vehicle is pre-installed with a monitoring function of tail gas emission. When the tail gas emission is over-limit, the vehicle will issue a fault alarm of tail gas emission over-limit, that is, the vehicle will report the fault alarm and the corresponding alarm time to the cloud.

[0072] In some examples, the tail gas emission over-limit can represent that the content of nitrogen oxides in the tail gas exceeds a specified standard amount. When the tail gas emission over-limit occurs, the vehicle needs to be repaired and checked in time.

[0073] It should be noted that due to various factors, the fault alarm of tail gas emission over-limit issued by the vehicle may have a false alarm phenomenon. Therefore, the fault alarm needs to be analyzed to determine the authenticity of the fault alarm. Since the tail gas catalytic conversion efficiency of the vehicle and the engine operating state are related to the tail gas treatment effect, therefore, the tail gas catalytic conversion efficiency and the engine operating state can be used to identify whether the fault alarm is a false alarm.

[0074] Optionally, if the tail gas catalytic conversion efficiency obtained in the first time is greater than a first threshold, and the engine operating state obtained in the alarm time meets a specified condition, it is determined that the fault alarm is a false alarm, wherein the specified condition is that the engine occurs a reverse drag working condition, and the tail gas temperature in the engine aftertreatment system presents a specified change trend.

[0075] In some examples, if the altitude of the vehicle presents a downward trend, the engine may occur a reverse drag working condition, the pressure of the vehicle urea injection system will change, and the tail gas temperature presents a specified change trend, the temperature of the vehicle urea injection system will also change, further, the change of the temperature and the pressure of the vehicle urea injection system will interfere with the injection of the vehicle urea, so that the vehicle is misdiagnosed as tail gas emission over-limit.

[0076] In possible implementation manners, the specified change trend can be that the tail gas temperature first decreases and then sharply rises.

[0077] Optionally, if the tail gas catalytic conversion efficiency obtained in the first time is less than or equal to the first threshold, it is determined that the fault alarm is not a false alarm.

[0078] Generally, if the catalytic conversion efficiency of the exhaust gas obtained in the first time is less than or equal to the first threshold value, it can be determined that the exhaust treatment effect of the vehicle has been reduced, and as the exhaust treatment effect is reduced, the exhaust emission will increase, resulting in the exhaust emission exceeding the limit. Therefore, if the selective catalytic reduction conversion efficiency is less than or equal to the first threshold value, it can be determined that the fault alarm is not a false alarm.

[0079] Optionally, if the catalytic conversion efficiency of the exhaust gas obtained in the first time is greater than the first threshold value, and the engine operating state obtained in the alarm time does not meet the specified condition, it is determined that the fault alarm is not a false alarm.

[0080] It can be understood that if the engine operating state obtained in the alarm time does not meet the specified condition, it can be determined that the accuracy of monitoring the exhaust emission of the vehicle can still be ensured, and in the case that the exhaust treatment effect and the monitoring accuracy are both ensured, it can be determined that the fault alarm is not a false alarm.

[0081] It should be emphasized that the catalytic conversion efficiency of the exhaust gas obtained in the first time, and the engine operating state obtained in the alarm time, determine whether the fault alarm is a false alarm, which can effectively improve the reliability of the exhaust emission exceeding limit analysis, and avoid wasting computing resources due to false alarms of the vehicle.

[0082] S103: In the case that the fault alarm is not a false alarm, based on the urea concentration obtained in the target time and the nitrogen oxide emission obtained in the first time, the cause of the exhaust emission exceeding the limit is determined.

[0083] Wherein, the target time is the sum of the first time, the alarm time and the second time, and the second time is a time period occurring after the alarm time.

[0084] In some examples, the total duration of the first time can be consistent with the total duration of the second time. In possible embodiments, the alarm time is recorded as t moment, the first time can be recorded as half an hour before the t moment, and the second time can be recorded as half an hour after the t moment.

[0085] In possible embodiments, the alarm time is recorded as t moment, and the target time can be recorded as the sum of half an hour before the t moment and half an hour after the t moment, and the total duration of the target time is one hour.

[0086] It should be noted that the sampling frequency of the urea concentration and the sampling frequency of the nitrogen oxide emission can be set by the technician according to the actual situation, for example, the urea concentration can be sampled once every minute, and the nitrogen oxide emission can be sampled once every minute.

[0087] Optionally, based on the urea concentration obtained in the target time and the nitrogen oxide emission obtained in the first time, the implementation process of determining the cause of the exhaust emission exceeding the limit is as follows Figure 2 The steps and explanations of the steps are shown.

[0088] It should be noted that based on the urea concentration obtained in the target time and the nitrogen oxide emission obtained in the first time, the cause of the exhaust emission exceeding the limit can achieve the following beneficial effects: first, the cause of the exhaust emission exceeding the limit of the vehicle can be analyzed in time; second, the cloud can store the running data (i.e. exhaust catalytic conversion efficiency, engine operating state, urea concentration, nitrogen oxide emission) of the vehicle for a period of time, and the historical cause of the exhaust emission exceeding the limit can be analyzed by using the running data obtained in the target time, which is more objective and accurate; third, the parameters of different exhaust emission exceeding the limit behaviors are classified and divided, the cause of the vehicle fault is effectively located, and the fault troubleshooting cost is reduced.

[0089] In possible embodiments, the above-mentioned processes shown in S101-S103 are combined with the method shown in Figure 2 In actual application scenarios, the above-mentioned processes can be simply summarized as the steps shown in Figure 6

[0090] Step 1, obtaining a fault alarm of the exhaust emission exceeding the limit reported by the vehicle at time t.

[0091] Step 2, determining the exhaust catalytic conversion efficiency of the vehicle half an hour before time t.

[0092] Step 3, judging whether the exhaust catalytic conversion efficiency is greater than a first threshold value.

[0093] If the exhaust catalytic conversion efficiency is greater than the first threshold value, step 4 is executed, otherwise step 7 is executed.

[0094] Step 4, determining the engine operating state of the vehicle at time t.

[0095] Step 5, judging whether the engine operating state of the vehicle meets a specified condition.

[0096] If the engine operating state meets the specified condition, step 6 is executed, otherwise step 7 is executed.

[0097] Step 6, determining that the fault alarm is a false alarm caused by ammonia leakage of the vehicle.

[0098] After step 6 is executed, step 14 is continued.

[0099] Step 7, calculating the average value of the urea concentration of the vehicle within half an hour before and after time t.

[0100] ​Step 8: Determine whether the average concentration of automotive urea is less than the second threshold.

[0101] If the average concentration of automotive urea is less than the second threshold, then proceed to step 9; otherwise, proceed to step 10.

[0102] Step 9: Determine that the cause of the excessive exhaust emissions is that the concentration of vehicle urea is lower than the standard concentration.

[0103] After performing step 9, proceed to step 14.

[0104] Step 10: Calculate the average nitrogen oxide emissions in the half hour before time t.

[0105] Step 11: Determine whether the average value of nitrogen oxide emissions is greater than the third threshold.

[0106] If the average nitrogen oxide emissions are greater than the third threshold, then step 12 is executed; otherwise, step 13 is executed.

[0107] Step 12: The cause of the excessive exhaust emissions was determined to be sulfur poisoning in the aftertreatment system.

[0108] After performing step 12, proceed to step 14.

[0109] Step 13: Determine that the cause of the excessive exhaust emissions is other reasons.

[0110] After performing step 13, proceed to step 14.

[0111] Step 14: Save the final result to the cloud for users to query.

[0112] The processes shown in S101-S103 above identify whether a fault alarm is a false alarm based on the vehicle's exhaust gas catalytic conversion efficiency and engine operating status, eliminate the cause of the false alarm, and determine the cause of the exhaust gas emission exceeding the limit based on the vehicle urea concentration obtained within the target time and the nitrogen oxide emission obtained within the first time. This enables the troubleshooting of exhaust gas emission exceeding the limit, and the fault cause analysis process is relatively objective and has high timeliness, which can effectively improve the efficiency of fault repair.

[0113] Example 2

[0114] like Figure 2 The diagram shown is a flowchart illustrating another method for analyzing excessive exhaust emissions provided in this application, including the steps outlined below.

[0115] S201: The average value of multiple automotive urea concentrations obtained within the target time period is determined as the first indicator.

[0116] S202: Determine the second index based on the average of the plurality of nitrogen oxide emissions obtained in the first time.

[0117] S203: If the first index is greater than or equal to the second threshold value, and the second index is greater than the third threshold value, determine that the cause of the exhaust emission overrun is that the aftertreatment system is poisoned by sulfur.

[0118] Wherein, sulfur poisoning refers to: the catalyst of the engine aftertreatment system adsorbs too much sulfur, which causes the aftertreatment catalyst to be poisoned by sulfur, reduces the conversion efficiency of nitrogen oxides, and thus reduces the exhaust treatment effect.

[0119] S204: If the first index is less than the second threshold value, determine that the cause of the exhaust emission overrun is that the concentration of the vehicle urea is lower than the standard concentration.

[0120] Wherein, as an important part of exhaust treatment, if the concentration of the vehicle urea is lower than the standard concentration, the exhaust treatment effect will be significantly reduced.

[0121] S205: If the first index is greater than or equal to the second threshold value, and the second index is less than or equal to the third threshold value, determine that the cause of the exhaust emission overrun is other reasons.

[0122] Wherein, the so-called other reasons can be: the sensor for monitoring exhaust emission in the vehicle fails, or the vehicle urea nozzle in the engine aftertreatment system is blocked, etc. Generally, other reasons can be considered as abnormality of hardware in the aftertreatment system, which needs to be checked one by one by maintenance personnel.

[0123] It should be noted that based on the above S201-S205 process, after the exhaust emission overrun occurs, the fault alarm can be determined whether it is a false alarm based on the exhaust catalytic conversion efficiency and the engine operating state. In the case that the fault alarm is not a false alarm, whether the exhaust emission overrun is caused by too low concentration of vehicle urea can be determined based on the concentration of vehicle urea. If the fault is not caused by too low concentration of vehicle urea, whether the aftertreatment system is poisoned by sulfur can be determined based on the nitrogen oxide emissions obtained in the first time.

[0124] The above S201-S205 process can determine the cause of the exhaust emission overrun by using the concentration of vehicle urea obtained in the target time and the nitrogen oxide emissions obtained in the first time, and improve the efficiency of fault diagnosis.

[0125] Embodiment three

[0126] Corresponding to the above-mentioned exhaust emission overrun analysis method provided by the present application, the present application also provides an exhaust emission overrun analysis device.

[0127] As Figure 3As shown, an architecture schematic diagram of an analysis device for tail gas emission overrun provided by an embodiment of the present application is shown, which comprises the following units.

[0128] The parameter monitoring unit 100 is configured to obtain the tail gas catalytic conversion efficiency of the vehicle, the engine operating state, the urea concentration, and the nitrogen oxide emission amount.

[0129] The false alarm analysis unit 200 is configured to determine whether the fault alarm is a false alarm based on the tail gas catalytic conversion efficiency obtained within the first time and the engine operating state obtained within the alarm time when the vehicle has a tail gas emission overrun fault alarm.

[0130] Optionally, the false alarm analysis unit 200 is specifically configured to determine that the fault alarm is a false alarm if the tail gas catalytic conversion efficiency obtained within the first time is greater than a first threshold value and the engine operating state obtained within the alarm time meets a specified condition; wherein the specified condition is that the engine is in a reverse drag operating condition and the tail gas temperature in the engine aftertreatment system presents a specified change trend.

[0131] Optionally, the false alarm analysis unit 200 is specifically configured to determine that the fault alarm is not a false alarm if the tail gas catalytic conversion efficiency obtained within the first time is less than or equal to the first threshold value.

[0132] Optionally, the false alarm analysis unit 200 is specifically configured to determine that the fault alarm is not a false alarm if the tail gas catalytic conversion efficiency obtained within the first time is greater than the first threshold value and the engine operating state obtained within the alarm time does not meet the specified condition.

[0133] The cause determination unit 300 is configured to determine the cause of the tail gas emission overrun based on the urea concentration obtained within a target time and the nitrogen oxide emission amount obtained within the first time when the fault alarm is not a false alarm; wherein the first time is a time period occurring before the alarm time, the alarm time represents the occurrence time of the fault alarm, the target time is the sum of the first time, the alarm time and a second time, and the second time is a time period occurring after the alarm time.

[0134] Optionally, the cause determination unit 300 is specifically configured to determine a first index based on the average of the plurality of urea concentrations obtained within the target time, determine a second index based on the average of the plurality of nitrogen oxide emission amounts obtained within the first time, and determine that the cause of the tail gas emission overrun is that the aftertreatment system is poisoned by sulfur if the first index is greater than or equal to a second threshold value and the second index is greater than a third threshold value.

[0135] Optionally, the cause determination unit 300 is specifically configured to determine that the cause of the tail gas emission overrun is that the urea concentration is lower than a standard concentration if the first index is less than the second threshold value.

[0136] Optionally, the cause determining unit 300 is specifically configured to: if the first index is greater than or equal to the second threshold value, and the second index is less than or equal to the third threshold value, determine that the cause of the exhaust emission exceeding the limit is other causes.

[0137] The above-mentioned various units identify whether the fault alarm is a false alarm based on the vehicle exhaust catalytic conversion efficiency and the engine operating state, eliminate the cause of the vehicle false alarm, determine the cause of the exhaust emission exceeding the limit based on the obtained urea concentration of the vehicle within the target time and the obtained nitrogen oxide emission within the first time, and realize the troubleshooting of the exhaust emission exceeding the limit. The fault cause analysis process is relatively objective and has high timeliness, and the efficiency of fault maintenance can be effectively improved.

[0138] The application further provides a computer readable storage medium, which comprises a stored program, wherein the program executes the analysis method of the exhaust emission exceeding the limit provided by the application.

[0139] The application further provides a vehicle, comprising a processor, a memory and a bus. The processor is connected with the memory through the bus, the memory is used for storing a program, and the processor is used for running the program, wherein the program executes the analysis method of the exhaust emission exceeding the limit provided by the application when running.

[0140] In addition, the functions described above in the embodiments of the application can be at least partially performed by one or more hardware logic components. For example, non-limiting examples of exemplary types of hardware logic components that can be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), system on a chip (SOCs), complex programmable logic devices (CPLDs), and the like.

[0141] Although the subject matter has been described in language specific to structural features and / or methodological acts, it is to be understood that the subject defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are disclosed as example forms of implementing the claims.

[0142] Although several implementation details have been included in the above discussion, these should not be interpreted as limiting the scope of the application. Certain features described in the context of separate embodiments can also be implemented together in a single embodiment. Conversely, various features described in the context of a single embodiment can also be implemented separately or in any suitable subcombination. It is therefore contemplated to be within the scope of the application that the features from the different embodiments can be combined.

[0143] The above description is only the preferred embodiment of the present application and the explanation of the technical principles. It should be understood by those skilled in the art that the disclosed scope of the present application is not limited to the technical scheme composed of the specific combination of the above technical features, and should also cover other technical schemes formed by the combination of the above technical features or their equivalent features without departing from the above disclosed concept. For example, the technical scheme formed by the mutual replacement of the above features and the technical features disclosed in the present application (but not limited to) with similar functions.

Claims

1. A method for analyzing excessive exhaust emissions, characterized in that, include: To obtain vehicle exhaust catalytic conversion efficiency, engine operating status, vehicle urea concentration, and nitrogen oxide emissions; When the vehicle issues a fault alarm indicating excessive exhaust emissions, the system determines whether the fault alarm is a false alarm based on the exhaust catalytic conversion efficiency obtained in the first time period and the engine operating status obtained during the alarm period. If the fault alarm is not a false alarm, the cause of the excessive exhaust emissions is determined based on the vehicle urea concentration obtained within the target time period and the nitrogen oxide emissions obtained within the first time period. The process of determining the cause of the excessive exhaust emissions includes: determining the average value of multiple vehicle urea concentrations obtained within the target time period as a first indicator; determining the average value of multiple nitrogen oxide emissions obtained within the first time period as a second indicator; if the first indicator is greater than or equal to a second threshold and the second indicator is greater than a third threshold, the cause of the excessive exhaust emissions is determined to be sulfur poisoning in the aftertreatment system; if the first indicator is less than the second threshold, the cause of the excessive exhaust emissions is determined to be a vehicle urea concentration lower than the standard concentration; if the first indicator is greater than or equal to the second threshold and the second indicator is less than or equal to the third threshold, the cause of the excessive exhaust emissions is determined to be other causes. Wherein, the first time is the time period that occurs before the alarm time, the alarm time represents the time when the fault alarm occurs, the target time is the sum of the first time, the alarm time and the second time, and the second time is the time period that occurs after the alarm time.

2. The method according to claim 1, characterized in that, Based on the exhaust gas catalytic conversion efficiency obtained in the first time period and the engine operating status obtained during the alarm period, it is determined whether the fault alarm is a false alarm, including: If the exhaust gas catalytic conversion efficiency obtained in the first time period is greater than the first threshold, and the engine operating status obtained in the alarm time period meets the specified conditions, the fault alarm is determined to be a false alarm; wherein, the specified conditions are: the engine is in a reverse dragging condition, and the exhaust gas temperature in the engine after-treatment system shows a specified trend.

3. The method according to claim 2, characterized in that, If the exhaust gas catalytic conversion efficiency obtained within the first time period is less than or equal to the first threshold, it is determined that the fault alarm is not a false alarm.

4. The method according to claim 2, characterized in that, If the exhaust gas catalytic conversion efficiency obtained within the first time period is greater than the first threshold, and the engine operating status obtained within the alarm time period does not meet the specified conditions, it is determined that the fault alarm is not a false alarm.

5. An analytical device for detecting excessive exhaust emissions, characterized in that, include: The parameter monitoring unit is used to obtain the vehicle's exhaust catalytic conversion efficiency, engine operating status, vehicle urea concentration, and nitrogen oxide emissions. The false alarm analysis unit is used to determine whether the fault alarm is a false alarm based on the exhaust gas catalytic conversion efficiency obtained in the first time period and the engine operating status obtained in the alarm period when the vehicle has a fault alarm for exceeding the exhaust emission limit. The cause determination unit is used to determine the cause of the excessive exhaust emissions based on the vehicle urea concentration obtained within a target time period and the nitrogen oxide emissions obtained within the first time period, provided that the fault alarm is not a false alarm. The process of determining the cause of the excessive exhaust emissions includes: determining the average value of multiple vehicle urea concentrations obtained within the target time period as a first indicator; determining the average value of multiple nitrogen oxide emissions obtained within the first time period as a second indicator; if the first indicator is greater than or equal to a second threshold and the second indicator is greater than a third threshold, determining that the cause of the excessive exhaust emissions is sulfur poisoning in the aftertreatment system; if the first indicator is less than the second threshold, determining that the cause of the excessive exhaust emissions is a vehicle urea concentration lower than the standard concentration; if the first indicator is greater than or equal to the second threshold and the second indicator is less than or equal to the third threshold, determining that the cause of the excessive exhaust emissions is other causes; wherein, the first time period is the time period occurring before the alarm time, the alarm time represents the occurrence time of the fault alarm, the target time is the sum of the first time period, the alarm time, and the second time period, and the second time period is the time period occurring after the alarm time period.

6. A storage medium, characterized in that, The storage medium includes a stored program, wherein the program is executed by a processor to perform the exhaust emission exceeding the limit analysis method according to any one of claims 1-4.

7. A vehicle, characterized in that, include: Processor, memory, and bus; The processor and the memory are connected via the bus; The memory is used to store a program, and the processor is used to run the program, wherein the program is executed by the processor to perform the analysis method for exceeding the exhaust emission limit as described in any one of claims 1-4.

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