Auxiliary emission state monitoring method and device, equipment and storage medium

Abstract

The invention discloses an auxiliary emission state monitoring method, device and equipment and a storage medium, and relates to the technical field of engine control. The method comprises the steps that equipment state information, operation information, temperature information, engine load, oxygen storage amount and carbon deposition amount of a vehicle are obtained; setting an auxiliary emission flag bit according to at least one of the equipment state information, the operation information, the temperature information, the engine load, the oxygen storage amount and the carbon deposition amount; and auxiliary emission state monitoring is carried out according to the auxiliary emission flag bit, so that the problem of how to accurately monitor the operation state of the engine is solved, and the diagnostic capability and the management efficiency of an engine management system are improved.

Description

Technical Field

[0001] The present application relates to the technical field of engine control, and in particular to an auxiliary emission status monitoring method, device, equipment and storage medium. Background Art

[0002] In the current EMS (Engine Management System) application, although hybrid and pure fuel passenger cars have widely adopted a variety of auxiliary emission strategies, such as limp mode, engine pre-ignition control, knock and ignition angle control, engine start injection compensation, auxiliary load control, engine fuel cut-off condition, catalyst heating activation, catalyst oxygen purification activation, and GPF (Gasoline Particulate Filter) regeneration and prohibition of fuel cut-off activation, there is a lack of effective monitoring means for the execution status of these strategies.

[0003] Specifically, when executing these auxiliary emission strategies, the existing EMS does not set clear status information output, resulting in the inability to directly monitor whether the engine has entered or is executing a specific auxiliary emission mode. This lack of information not only limits the accuracy and timeliness of fault diagnosis, but also increases the complexity and cost of maintenance.

[0004] Therefore, how to accurately monitor the operating status of the engine is a problem that urgently needs to be solved. Summary of the invention

[0005] The main purpose of this application is to provide an auxiliary emission status monitoring method, device, equipment and storage medium, aiming to solve the technical problem of how to accurately monitor the engine operating status.

[0006] To achieve the above objectives, the present application proposes an auxiliary emission status monitoring method, the method comprising:

[0007] Obtain the vehicle's equipment status information, operating information, temperature information, engine load, oxygen storage capacity, and carbon deposit amount;

[0008] Setting an auxiliary emission flag according to at least one of the device status information, the operation information, the temperature information, the engine load, the oxygen storage amount, and the carbon deposit amount;

[0009] Auxiliary emission status monitoring is performed according to the auxiliary emission flag.

[0010] In one embodiment, the auxiliary emission flag position includes a first auxiliary emission flag position, a second auxiliary emission flag position, a third auxiliary emission flag position, a fourth auxiliary emission flag position, a fifth auxiliary emission flag position, a sixth auxiliary emission flag position, a seventh auxiliary emission flag position, an eighth auxiliary emission flag position and a ninth auxiliary emission flag position;

[0011] The step of setting the auxiliary emission flag according to at least one of the device status information, the operation information, the temperature information, the engine load, the oxygen storage amount, and the carbon deposit amount comprises:

[0012] Setting a first auxiliary emission flag according to the device status information;

[0013] Setting a second auxiliary emission flag and a third auxiliary emission flag according to the operation information;

[0014] setting a fourth auxiliary emission flag position according to the third auxiliary emission flag position and the oxygen storage amount;

[0015] setting a fifth auxiliary emission flag, a sixth auxiliary emission flag, and a seventh auxiliary emission flag according to the temperature information;

[0016] setting an eighth auxiliary emission flag according to the engine load;

[0017] A ninth auxiliary emission flag is set according to the temperature information and the amount of carbon deposits.

[0018] In one embodiment, the device status information includes monitoring status and throttle status;

[0019] The step of setting the first auxiliary emission flag bit according to the device status information comprises:

[0020] When the monitoring state is in a fault state or the throttle state is in a fault state, determining that the vehicle enters a limp home mode;

[0021] When the vehicle enters the limp home mode, the first auxiliary emission flag is set to set.

[0022] In one embodiment, the operation information includes a first crankshaft angular acceleration, a second crankshaft angular acceleration, a throttle state, and a driving mode;

[0023] The step of setting the second auxiliary emission flag and the third auxiliary emission flag according to the operation information comprises:

[0024] Obtaining a crankshaft angular acceleration variation according to the first crankshaft angular acceleration and the second crankshaft angular acceleration;

[0025] When the crankshaft angle acceleration change amount is greater than a preset crankshaft angle acceleration change threshold, determining that the vehicle enters a pre-ignition control mode;

[0026] When the vehicle enters the pre-ignition control mode, setting the second auxiliary emission flag to set;

[0027] When the accelerator state is not depressed and the driving mode is a pure electric driving mode, determining that the vehicle enters an engine fuel cut-off condition;

[0028] When the vehicle enters the engine fuel cut-off condition, the third auxiliary emission flag is set to set.

[0029] In one embodiment, the step of setting a fourth auxiliary emission flag position according to the third auxiliary emission flag position and the oxygen storage amount comprises:

[0030] When the third auxiliary flag is set and the oxygen storage amount is greater than a preset oxygen storage threshold, determining that the vehicle enters a catalyst oxygen removal mode;

[0031] When the vehicle enters the catalyst oxygen removal mode, the fourth auxiliary emission flag is set to set.

[0032] In one embodiment, the temperature information includes intake air temperature and coolant temperature;

[0033] The step of setting the fifth auxiliary emission flag, the sixth auxiliary emission flag and the seventh auxiliary emission flag according to the temperature information comprises:

[0034] When the intake air temperature is greater than a preset intake air temperature threshold and the coolant temperature is greater than a preset coolant temperature threshold, determining that the vehicle enters a knock control mode;

[0035] When the vehicle enters the knock control mode, setting the fifth auxiliary emission flag to set;

[0036] When the coolant temperature is less than a preset coolant temperature threshold, determining that the vehicle enters an engine injection compensation mode and a catalyst heating mode;

[0037] When the vehicle enters the engine injection compensation mode, the sixth auxiliary emission flag is set to be set, and when the vehicle enters the catalyst heating mode, the seventh auxiliary emission flag is set to be set.

[0038] In one embodiment, the temperature information includes the internal temperature of the GPF;

[0039] The step of setting the ninth auxiliary emission flag according to the temperature information and the carbon deposit amount comprises:

[0040] When the internal temperature of the GPF is greater than a preset internal temperature threshold and the amount of carbon deposits is greater than a preset amount of carbon deposits, determining that the vehicle enters a GPF regeneration mode;

[0041] When the vehicle enters the GPF regeneration mode, the ninth auxiliary emission flag is set to set.

[0042] In addition, to achieve the above-mentioned purpose, the present application also proposes an auxiliary emission status monitoring device, the device comprising:

[0043] An information acquisition module is used to obtain the vehicle's equipment status information, operation information, temperature information, engine load, oxygen storage capacity, and carbon deposit amount;

[0044] a flag setting module, configured to set an auxiliary emission flag according to at least one of the device status information, the operation information, the temperature information, the engine load, the oxygen storage amount, and the carbon deposit amount;

[0045] A state monitoring module is used to monitor the auxiliary emission state according to the auxiliary emission flag.

[0046] In addition, to achieve the above-mentioned purpose, the present application also proposes an auxiliary emission status monitoring device, which includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, and the computer program is configured to implement the steps of the auxiliary emission status monitoring method described above.

[0047] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by the processor, the steps of the auxiliary emission status monitoring method described above are implemented.

[0048] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the steps of the auxiliary emission status monitoring method described above are implemented.

[0049] The present application provides an auxiliary emission status monitoring method, the method of the present application includes: obtaining the vehicle's equipment status information, operation information, temperature information, engine load, oxygen storage capacity and carbon deposit amount; setting an auxiliary emission flag according to at least one of the equipment status information, the operation information, the temperature information, the engine load, the oxygen storage capacity and the carbon deposit amount; and performing auxiliary emission status monitoring according to the auxiliary emission flag. In summary, the present application integrates various auxiliary emission strategies and sets corresponding flags to complete the real-time and accurate monitoring of the engine's operating status, solves the problem of how to accurately monitor the engine's operating status, and improves the diagnostic capability and management efficiency of the engine management system. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0051] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0052] Figure 1 A schematic diagram of a flow chart provided for the first embodiment of the auxiliary emission status monitoring method of the present application;

[0053] Figure 2 A flow chart of the second embodiment of the auxiliary emission status monitoring method of the present application;

[0054] Figure 3 A flowchart diagram of the third embodiment of the auxiliary emission status monitoring method of the present application;

[0055] Figure 4 This is a schematic diagram of the module structure of the auxiliary emission status monitoring device according to an embodiment of the present application;

[0056] Figure 5 Schematic diagram of the equipment structure of the hardware operating environment involved in the auxiliary emission status monitoring method in the embodiment of the present application.

[0057] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0058] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0059] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0060] The main solution of the embodiment of the present application is: by obtaining the vehicle's equipment status information, operating information, temperature information, engine load, oxygen storage capacity and carbon deposit amount; setting an auxiliary emission flag according to at least one of the equipment status information, the operating information, the temperature information, the engine load, the oxygen storage capacity and the carbon deposit amount; and performing auxiliary emission status monitoring according to the auxiliary emission flag.

[0061] In the current EMS (engine management system) applications, although hybrid and pure fuel passenger vehicles have widely adopted a variety of auxiliary emission strategies, such as limp mode, engine pre-ignition control, knock and ignition angle control, engine start injection compensation, auxiliary load control, engine fuel cut-off condition, catalyst heating activation, catalyst oxygen purification activation, GPF regeneration and prohibition of fuel cut-off activation, etc., there is a lack of effective monitoring means for the execution status of these strategies.

[0062] Specifically, the existing EMS does not set clear status information output when executing these auxiliary emission strategies, resulting in the inability to directly monitor whether the engine has entered or is executing a specific auxiliary emission mode. This lack of information not only limits the accuracy and timeliness of fault diagnosis, but also increases the complexity and cost of maintenance. Therefore, how to accurately monitor the operating status of the engine is a problem that needs to be solved urgently.

[0063] This application integrates various auxiliary emission strategies and sets corresponding flags to achieve real-time and accurate monitoring of the engine's operating status, solves the problem of how to accurately monitor the engine's operating status, and improves the diagnostic capabilities and management efficiency of the engine management system.

[0064] It should be noted that the execution subject of this embodiment may be an auxiliary emission state monitoring system, or a computing service device with data processing, network communication and program running functions, or an electronic device capable of realizing the above auxiliary emission state monitoring function, etc., and this embodiment does not specifically limit this. The following takes the auxiliary emission state monitoring system as an example to illustrate this embodiment and the following embodiments.

[0065] Based on this, the embodiment of the present application provides an auxiliary emission status monitoring method, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the auxiliary emission status monitoring method of the present application.

[0066] In this embodiment, the auxiliary emission state monitoring method includes steps S10 to S30:

[0067] Step S10: Acquire the vehicle's equipment status information, operation information, temperature information, engine load, oxygen storage capacity, and carbon deposit amount.

[0068] It should be noted that in this step, the acquisition of equipment status information is achieved by sensors connected to key components of the vehicle (such as safety monitoring devices, throttles, etc.) to monitor and collect the working status information of the equipment in real time. This information includes but is not limited to the opening and position status of the throttle. The acquisition of operating information is to continuously monitor the driving status of the vehicle through EMS, such as vehicle speed, throttle opening, etc., to obtain real-time operating information of the vehicle. The acquisition of temperature information is to use coolant temperature sensors and intake air temperature sensors to measure and record engine coolant temperature and intake air temperature in real time to evaluate the working environment of the engine. The engine load is calculated and determined by EMS through monitoring the working status of equipment such as the engine, air conditioning compressor, and on-board electrical appliances, as well as the switching of the vehicle drive mode. The oxygen storage and carbon deposits are obtained by oxygen sensors before and after the catalyst, which monitor the oxygen storage inside the catalyst. At the same time, the carbon deposits in the GPF are monitored in real time by sensors built into the GPF.

[0069] It is understandable that this step is the basis for achieving status monitoring, which aims to comprehensively collect the key parameters of the vehicle so as to make accurate auxiliary emission strategy judgment and flag setting in the future.

[0070] Step S20: setting an auxiliary emission flag according to at least one of the device status information, the operation information, the temperature information, the engine load, the oxygen storage amount, and the carbon deposit amount.

[0071] It should be noted that in this step, the system will set the corresponding auxiliary emission flag bit according to the various information obtained in the previous step through the preset logical judgment conditions. For example, when the vehicle is driving on the road, the EMS judges that the vehicle may be in a high-load, low-efficiency operating state through the acquired equipment status information (such as throttle status), operation information (such as vehicle speed, throttle opening), temperature information (such as coolant temperature and intake temperature), engine load (such as vehicle air conditioning is turned on, engine load increases) and other data, so as to prepare in advance to execute the corresponding auxiliary emission strategy. In addition, it should be noted that the flag bit is a binary number used to represent a specific state or condition. In this embodiment, each auxiliary emission flag bit corresponds to a flag bit, and its state (0 or 1) reflects whether the strategy is activated. The auxiliary emission flag bit refers to a series of flag bits designed to improve the engine emission performance, protect the engine from damage or optimize fuel economy. Its setting is based on the comprehensive judgment result of real-time data and preset logic. There is no priority or mutual exclusion relationship between different flag bits, and it can be adjusted according to specific strategies.

[0072] Step S30: monitoring the auxiliary emission status according to the auxiliary emission flag.

[0073] It should be noted that in this step, the system realizes real-time monitoring of the auxiliary emission status of the engine by reading and analyzing the status of the auxiliary emission flag. Specifically, the EMS will send the set auxiliary emission flag to the vehicle CAN network, so that general diagnostic tools such as DiagRA_D or Silver Scan-Tool can read the status of these flags in real time. The driver or the diagnostic system can quickly determine whether the engine is currently in the auxiliary emission strategy corresponding to the working conditions through the status of these flags, and then perform fault diagnosis, performance optimization or maintenance decisions.

[0074] This embodiment provides an auxiliary emission status monitoring method, and the method of this embodiment includes: obtaining the vehicle's equipment status information, operation information, temperature information, engine load, oxygen storage capacity, and carbon deposit amount; setting an auxiliary emission flag according to at least one of the equipment status information, the operation information, the temperature information, the engine load, the oxygen storage capacity, and the carbon deposit amount; and performing auxiliary emission status monitoring according to the auxiliary emission flag. In summary, this embodiment integrates various auxiliary emission strategies and sets corresponding flags to complete real-time and accurate monitoring of the engine's operating status, solves the problem of how to accurately monitor the engine's operating status, and improves the diagnostic capability and management efficiency of the engine management system.

[0075] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can refer to the above introduction, and will not be repeated later. Figure 2 , Figure 2 This is a flow chart of the second embodiment of the auxiliary emission status monitoring method of the present application, wherein step S20 specifically includes:

[0076] Step S201: setting a first auxiliary emission flag according to the device status information.

[0077] It should be noted that the first auxiliary emission flag represents a status indicator related to the limp home mode. The change of this flag directly reflects whether the engine has entered a special operating mode that limits power output due to safety or performance issues. Specifically, the system will set the first auxiliary emission flag based on the acquired device status information (such as the status of the safety monitoring device and the status of the throttle).

[0078] In a feasible implementation manner, the step S201 specifically includes:

[0079] Step A10: When the monitoring state is in a fault state or the throttle state is in a fault state, determining that the vehicle enters a limp home mode.

[0080] It should be noted that in this step, the system will continuously monitor various safety-related parameters of the vehicle through the EMS, including but not limited to sensor information, the working status of the actuator, etc. Once any key component or sensor in the safety monitoring setting is found to be faulty, the system will immediately trigger the fault state and notify the main control unit (MCU) that the vehicle needs to enter limp mode. At the same time, the EMS will also monitor the throttle opening, position sensor signal, and motor drive status in real time. When the throttle position sensor failure, motor drive failure or signal abnormality is detected, the system will judge it as a throttle fault state and control the vehicle to enter limp mode.

[0081] Step A20: When the vehicle enters the limp home mode, the first auxiliary emission flag is set to set.

[0082] It should be noted that when the vehicle enters limp mode, the system will cut off the throttle power and adjust the throttle to the preset position for limp driving, limiting the engine power output to ensure driving safety. After determining that the vehicle has entered limp mode, the EMS will modify and set a specific auxiliary emission flag (i.e., the first auxiliary emission flag) to indicate that the vehicle is currently in limp mode. Specifically, the EMS will set the flag from the default "0" (indicating inactive state) to "1" (indicating active state), and broadcast this status information through the vehicle controller area network (CAN) network. In this way, other systems or devices on the vehicle that need this information can obtain whether the vehicle is currently in limp mode by reading the data on the CAN network.

[0083] It is understandable that the purpose of this step is to set and broadcast the auxiliary emission flag so that other related systems on the vehicle can obtain the vehicle's operating status information in real time, and then take corresponding measures or provide necessary feedback. For example, the diagnostic tool can read this flag to determine whether the vehicle has entered limp mode, thereby helping technicians quickly locate the fault.

[0084] Step S202: setting a second auxiliary emission flag and a third auxiliary emission flag according to the operation information.

[0085] It should be noted that the second auxiliary emission flag represents a status flag related to vehicle pre-ignition control, and the third auxiliary emission flag represents a status flag of whether the engine is in a fuel cut-off condition. In this step, the operating information includes but is not limited to the crankshaft acceleration of the vehicle, the state of the throttle, and the driving mode of the engine. Specifically, the system detects the crankshaft acceleration of the vehicle and sets the second auxiliary emission flag according to the crankshaft acceleration of the vehicle. At the same time, the system detects the state of the throttle and the driving mode of the vehicle, and determines whether the engine is in a fuel cut-off condition based on these two parameters, and then sets the third auxiliary emission flag.

[0086] Step S203: setting a fourth auxiliary emission flag position according to the third auxiliary emission flag position and the oxygen storage amount.

[0087] It should be noted that the fourth auxiliary emission flag represents the state mark of the catalyst when it is in oxygen-clearing activation. In this step, the system will set the fourth auxiliary emission flag according to the third auxiliary emission flag (i.e., the engine fuel cut-off condition) and the oxygen storage amount in the catalyst. It is understandable that when the vehicle is driving, the engine may be in a fuel cut-off condition. At this time, more oxygen will be stored in the catalyst. Therefore, the setting of the fourth auxiliary emission flag depends on two factors: the engine fuel cut-off condition flag (i.e., the third auxiliary emission flag) and the oxygen storage amount in the catalyst.

[0088] In a feasible implementation manner, the step S203 specifically includes:

[0089] Step B10: When the third auxiliary flag is set and the oxygen storage amount is greater than a preset oxygen storage threshold, determining that the vehicle enters a catalyst oxygen removal mode.

[0090] It should be noted that the oxygen storage capacity refers to the amount of oxygen temporarily stored in the catalyst. The catalyst oxygen cleansing mode means that when the engine is in a fuel cut-off condition (i.e. the third auxiliary flag is set) and the amount of oxygen stored in the catalyst exceeds the preset threshold, the system will adjust the engine operating state (such as increasing the fuel injection amount or actively enriching oxygen for a period of time) to consume the oxygen generated in the catalyst due to fuel cut-off and other factors.

[0091] Step B20: When the vehicle enters the catalyst oxygen removal mode, the fourth auxiliary emission flag is set to set.

[0092] It should be noted that in this step, once the system confirms that the vehicle has entered the catalyst oxygen cleaning mode, it will trigger the corresponding operation, that is, setting the fourth auxiliary emission flag to set. It can be understood that by setting the fourth auxiliary emission flag, the system can accurately record and track the state of the vehicle entering the catalyst oxygen cleaning mode, thereby providing important data support for subsequent emission optimization and fault diagnosis.

[0093] Step S204: setting a fifth auxiliary emission flag, a sixth auxiliary emission flag and a seventh auxiliary emission flag according to the temperature information.

[0094] It should be noted that this step is intended to dynamically set and manage the flags of the fifth, sixth and seventh auxiliary emission strategies based on the temperature information during vehicle operation, namely the intake air temperature and the coolant temperature. It is understandable that the purpose of this step is to ensure that the engine can accurately execute the corresponding auxiliary emission strategies under different operating conditions by real-time monitoring of key temperature parameters, thereby optimizing emission performance. In addition, it should be noted that the fifth auxiliary emission flag represents the state mark when the engine is performing knock and ignition angle control, the sixth auxiliary emission flag represents the state mark when the engine is performing injection compensation, and the seventh auxiliary emission flag represents the state mark when the catalyst is activated and heated.

[0095] In a feasible implementation manner, the step S204 specifically includes:

[0096] Step C10: When the intake air temperature is greater than a preset intake air temperature threshold and the coolant temperature is greater than a preset coolant temperature threshold, determining that the vehicle enters a knock control mode.

[0097] It should be noted that in this step, the EMS will first monitor the engine's intake air temperature and coolant temperature in real time. When the intake air temperature exceeds the preset intake air temperature threshold (for example, 60°C) and the coolant temperature also exceeds the preset coolant temperature threshold (for example, 80°C), the system determines that the current engine operating environment has a potential risk of high temperature and high load, and this temperature can easily cause the engine to knock. Therefore, the EMS will trigger the knock control mode to adjust the ignition angle and other related parameters to reduce the possibility of knock and protect the engine. In addition, it should be noted that the intake air temperature threshold and the coolant temperature threshold are determined based on the engine design and experimental data, aiming to balance the optimal point between engine performance and protection requirements. These thresholds may be adjusted for different vehicle models, engine models and usage environments.

[0098] Step C20: When the vehicle enters the knock control mode, the fifth auxiliary emission flag is set to set.

[0099] It should be noted that in this step, when the EMS determines that the vehicle has entered the knock control mode, it will immediately set the fifth auxiliary emission flag from 0 to 1, and synchronously send the flag status through the vehicle CAN network for display devices and external diagnostic tools to read.

[0100] Step C30: When the coolant temperature is less than a preset coolant temperature threshold, determining that the vehicle enters an engine fuel injection compensation mode and a catalyst heating mode.

[0101] It should be noted that in this step, when the EMS detects that the engine coolant temperature is lower than the preset coolant temperature threshold (for example, 30°C), it is determined that the engine is in a cold state. In this state, in order to ensure the reliability of engine start-up and the stability of the warm-up process, the EMS will simultaneously activate the engine injection compensation mode and the catalyst heating mode.

[0102] In addition, it should be noted that the engine injection compensation mode and the catalyst heating mode are two complementary strategies during cold engine starting. The former ensures the reliability of starting and the stability of the warm-up process by increasing the injection volume; the latter reduces cold engine starting emissions by increasing the catalyst temperature. The two work together to enable the engine to start quickly and smoothly and reach normal working conditions at various ambient temperatures.

[0103] Step C40: When the vehicle enters the engine injection compensation mode, the sixth auxiliary emission flag is set to set; when the vehicle enters the catalyst heating mode, the seventh auxiliary emission flag is set to set.

[0104] It should be noted that in this step, once it is confirmed that the vehicle enters the engine injection compensation mode, the starting injection correction will be performed during the engine startup process for the oil film loss to ensure the startup reliability, and the injection correction will be performed during the warm-up process to ensure the stable operation of the engine during the warm-up process, and the sixth auxiliary emission strategy flag will be set from 0 to 1. At the same time, once it is confirmed that the vehicle enters the catalyst heating mode, the EMS will increase the idle speed and delay the ignition angle after the cold engine is started, so that the catalyst quickly reaches the ignition temperature, and the seventh auxiliary emission strategy flag will be set from 0 to 1.

[0105] Step S205: setting an eighth auxiliary emission flag according to the engine load.

[0106] It should be noted that the eighth auxiliary emission flag represents the state identification when the vehicle performs auxiliary load control. Engine load refers to the workload or power output that the engine needs to bear during operation. It is affected by many factors, including vehicle driving status, power demand, external environmental conditions, etc. By monitoring the engine load, the working state and performance requirements of the engine can be understood in real time, so as to adopt corresponding control strategies to optimize engine performance and emissions. Specifically, in this step, the system will continuously monitor various operating parameters of the engine, including but not limited to speed, torque, throttle opening, etc., which comprehensively reflect the current load state of the engine. Based on the monitored operating parameters, the EMS determines the engine load through a built-in algorithm to accurately identify various factors that cause changes in the engine load, such as the operation of the vehicle generator, the operation of the air-conditioning compressor, the start-up of the on-board electrical appliances, and the switching of the hybrid vehicle drive mode. Once the engine load changes due to the switching of the mode, the EMS will compensate or cancel the power load compensation through the load power required by the reserve in advance, and set the eighth auxiliary emission flag from 0 to 1.

[0107] Step S206: setting a ninth auxiliary emission flag according to the temperature information and the amount of carbon deposits.

[0108] It should be noted that in this step, the temperature information is the internal temperature of the GPF. It is understandable that this step is intended to set the ninth auxiliary emission flag according to the internal temperature and carbon deposit amount of the GPF (particulate filter). The core function of this step is to monitor the working status of the GPF in real time, to ensure that the regeneration process can be started when the carbon deposits accumulate to a certain extent, and to avoid the risk of burning the GPF ceramic carrier due to oil cut-off operation during the regeneration process.

[0109] In a feasible implementation manner, the step S206 specifically includes:

[0110] Step D10: When the internal temperature of the GPF is greater than a preset internal temperature threshold and the amount of carbon deposits is greater than a preset amount of carbon deposits, determining that the vehicle enters a GPF regeneration mode.

[0111] It should be noted that in this step, when the EMS detects that the internal temperature of the GPF exceeds the preset internal temperature threshold (such as 400°C) and the amount of carbon deposits in the GPF also exceeds the preset carbon deposit threshold (such as 3.6g), the system determines that the vehicle has entered the GPF regeneration mode.

[0112] Step D20: When the vehicle enters the GPF regeneration mode, the ninth auxiliary emission flag is set to set.

[0113] It should be noted that once the vehicle enters the GPF regeneration mode, the EMS will immediately set the ninth auxiliary emission flag from 0 to 1 and send it through the vehicle CAN network. It can be understood that this step allows users to understand the GPF regeneration status in a timely manner by providing real-time feedback on the current engine operating status.

[0114] In this embodiment, by monitoring various types of data information of the engine and setting and outputting corresponding flag bits, it is possible to provide clear indications of the current operating status of the vehicle to the vehicle and external diagnostic equipment, so that users and maintenance personnel can quickly and accurately identify the operating status of various auxiliary emission functions of the engine.

[0115] Based on the first and second embodiments of the present application, in the third embodiment of the present application, the same or similar contents as those in the first and second embodiments can be referred to the above description, and will not be described in detail later. Figure 3 , Figure 3 This is a flow chart of the third embodiment of the auxiliary emission status monitoring method of the present application, wherein step S202 specifically includes:

[0116] Step E10: obtaining a crankshaft angular acceleration variation according to the first crankshaft angular acceleration and the second crankshaft angular acceleration.

[0117] It should be noted that the crankshaft angular acceleration refers to the rate of change of the angular velocity of the crankshaft during its rotation, and is one of the important parameters reflecting the operating status of the engine. The preset crankshaft angular acceleration change threshold is a fixed value set according to engine performance, design standards and safety considerations, and is used to determine whether the change in crankshaft angular acceleration is within an abnormal range. In this step, the EMS will continuously monitor and record the crankshaft angular acceleration, wherein the first crankshaft angular acceleration represents the acceleration value of the crankshaft angle at a certain moment, and the second crankshaft angular acceleration represents the acceleration value of the crankshaft angle at the next moment. By calculating the difference between these two acceleration values, the change in crankshaft angular acceleration can be obtained. The purpose of this step is to detect whether there is a sharp change in crankshaft angular acceleration during the operation of the engine, which is usually a precursor to engine pre-ignition.

[0118] Step E20: When the crank angle acceleration change amount is greater than a preset crank angle acceleration change threshold, it is determined that the vehicle enters the pre-ignition control mode.

[0119] It should be noted that in this step, after calculating the change in crankshaft angular acceleration, the EMS will compare it with the preset crankshaft angular acceleration change threshold. If the change is greater than the threshold, it indicates that the engine may have pre-ignition, and the EMS will then determine that the vehicle enters the pre-ignition control mode. The pre-ignition control mode refers to a series of control strategies adopted by the EMS when the engine has pre-ignition conditions, aiming to protect the engine and optimize emissions.

[0120] Step E30: When the vehicle enters the pre-ignition control mode, the second auxiliary emission flag is set to set.

[0121] It should be noted that when the EMS determines that the vehicle has entered the pre-ignition control mode, it will immediately set the preset second auxiliary emission flag from 0 to 1. The setting of this flag indicates that the engine is currently in the pre-ignition control mode, and this information has been sent to the vehicle CAN network for reading by other systems or diagnostic tools.

[0122] Step E40: When the accelerator pedal is in the unpressed state and the driving mode is the pure electric driving mode, determining that the vehicle enters the engine fuel cut-off condition.

[0123] It should be noted that in this step, the EMS will monitor the vehicle's throttle status and current driving mode in real time. When the throttle sensor detects that the accelerator is not depressed, and at the same time the vehicle control unit indicates that the current mode is pure electric driving, the EMS will determine that the vehicle is about to or has entered the engine fuel cut-off condition. This judgment is based on the working characteristics of hybrid vehicles, that is, in pure electric driving mode, the engine will stop supplying fuel to reduce fuel consumption. In addition, it should be noted that the throttle status refers to the position information of the accelerator pedal, which is usually obtained by the throttle sensor and transmitted to the EMS. The accelerator is not depressed. The state indicates that the driver has not requested the engine to output power.

[0124] Step E50: When the vehicle enters the engine fuel cut-off condition, the third auxiliary emission flag is set to set.

[0125] It should be noted that when the EMS determines that the vehicle has entered the engine fuel cut-off condition, it will set the third auxiliary emission flag (corresponding to the flag of the engine fuel cut-off condition) in the auxiliary emission strategy from 0 to 1 according to the preset control logic.

[0126] In this embodiment, by monitoring and managing the changes in crankshaft angular acceleration, throttle and vehicle driving mode information, setting the corresponding auxiliary emission flag, and sending the flag status to the vehicle CAN network, external diagnostic equipment can read and identify the engine's operating status in real time, thereby improving the monitorability of the engine's operating status and the convenience of fault diagnosis.

[0127] This application also provides an auxiliary emission status monitoring device, please refer to Figure 4 , the auxiliary emission status monitoring device comprises:

[0128] The information acquisition module 10 is used to acquire the vehicle's equipment status information, operation information, temperature information, engine load, oxygen storage capacity and carbon deposit amount.

[0129] The flag setting module 20 is used to set an auxiliary emission flag according to at least one of the device status information, the operation information, the temperature information, the engine load, the oxygen storage amount and the carbon deposit amount.

[0130] The state monitoring module 30 is used to monitor the auxiliary emission state according to the auxiliary emission flag.

[0131] The auxiliary emission state monitoring device provided by the present application adopts the auxiliary emission state monitoring method in the above embodiment, which can solve the technical problem of how to accurately monitor the operating state of the engine. Compared with the prior art, the beneficial effects of the auxiliary emission state monitoring device provided by the present application are the same as the beneficial effects of the auxiliary emission state monitoring method provided by the above embodiment, and the other technical features in the auxiliary emission state monitoring device are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0132] The present application provides an auxiliary emission status monitoring device, which includes: at least one processor; and a memory that is communicatively connected to the at least one processor; wherein the memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the auxiliary emission status monitoring method in the above-mentioned embodiment one.

[0133] Reference below Figure 5 , which shows a schematic diagram of the structure of an auxiliary emission state monitoring device suitable for implementing the embodiment of the present application. The auxiliary emission state monitoring device in the embodiment of the present application may include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 5 The auxiliary emission status monitoring device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0134] like Figure 5As shown, the auxiliary emission state monitoring device may include a processing device 1001 (such as a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM: Read Only Memory) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM: Random Access Memory) 1004. In RAM1004, various programs and data required for the operation of the auxiliary emission state monitoring device are also stored. The processing device 1001, ROM1002 and RAM1004 are connected to each other through a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Generally, the following systems can be connected to the I / O interface 1006: an input device 1007 including, for example, a touch screen, a touch pad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; an output device 1008 including, for example, a liquid crystal display (LCD: Liquid Crystal Display), a speaker, a vibrator, etc.; a storage device 1003 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. The communication device 1009 can allow the auxiliary emission state monitoring device to communicate with other devices wirelessly or by wire to exchange data. Although the figure shows an auxiliary emission state monitoring device with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems can be implemented or provided instead.

[0135] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0136] The auxiliary emission state monitoring device provided by the present application adopts the auxiliary emission state monitoring method in the above embodiment, which can solve the technical problem of how to accurately monitor the operating state of the engine. Compared with the prior art, the beneficial effects of the auxiliary emission state monitoring device provided by the present application are the same as the beneficial effects of the auxiliary emission state monitoring method provided by the above embodiment, and the other technical features in the auxiliary emission state monitoring device are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0137] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0138] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0139] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, and the computer-readable program instructions are used to execute the auxiliary emission status monitoring method in the above-mentioned embodiment.

[0140] The computer-readable storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination of the above.

[0141] The computer-readable storage medium may be included in the auxiliary emission status monitoring device; or may exist independently without being assembled into the auxiliary emission status monitoring device.

[0142] The above-mentioned computer-readable storage medium carries one or more programs. When the above-mentioned one or more programs are executed by the auxiliary emission status monitoring device, the auxiliary emission status monitoring device: obtains the vehicle's equipment status information, operating information, temperature information, engine load, oxygen storage capacity and carbon deposit amount; sets an auxiliary emission flag according to at least one of the equipment status information, the operating information, the temperature information, the engine load, the oxygen storage capacity and the carbon deposit amount; and performs auxiliary emission status monitoring according to the auxiliary emission flag.

[0143] Computer program code for performing the operations of the present application may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0144] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0145] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0146] The readable storage medium provided in the present application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned auxiliary emission state monitoring method, and can solve the technical problem of how to accurately monitor the operating state of the engine. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in the present application are the same as the beneficial effects of the auxiliary emission state monitoring method provided in the above-mentioned embodiment, and will not be repeated here.

[0147] The present application also provides a computer program product, including a computer program, which implements the steps of the auxiliary emission status monitoring method as described above when executed by a processor.

[0148] The computer program product provided by the present application can solve the technical problem of how to accurately monitor the operating status of the engine. Compared with the prior art, the beneficial effects of the computer program product provided by the present application are the same as the beneficial effects of the auxiliary emission status monitoring method provided by the above embodiment, which will not be repeated here.

[0149] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A method for monitoring auxiliary emission status, characterized in that: The method comprises: Obtain the vehicle's equipment status information, operating information, temperature information, engine load, oxygen storage capacity, and carbon deposit amount; Setting an auxiliary emission flag according to at least one of the device status information, the operation information, the temperature information, the engine load, the oxygen storage amount, and the carbon deposit amount; Auxiliary emission status monitoring is performed according to the auxiliary emission flag.

2. The method according to claim 1, characterized in that The auxiliary emission flag positions include a first auxiliary emission flag position, a second auxiliary emission flag position, a third auxiliary emission flag position, a fourth auxiliary emission flag position, a fifth auxiliary emission flag position, a sixth auxiliary emission flag position, a seventh auxiliary emission flag position, an eighth auxiliary emission flag position and a ninth auxiliary emission flag position; The step of setting the auxiliary emission flag according to at least one of the device status information, the operation information, the temperature information, the engine load, the oxygen storage amount, and the carbon deposit amount comprises: Setting a first auxiliary emission flag according to the device status information; Setting a second auxiliary emission flag and a third auxiliary emission flag according to the operation information; setting a fourth auxiliary emission flag position according to the third auxiliary emission flag position and the oxygen storage amount; setting a fifth auxiliary emission flag, a sixth auxiliary emission flag, and a seventh auxiliary emission flag according to the temperature information; setting an eighth auxiliary emission flag according to the engine load; A ninth auxiliary emission flag is set according to the temperature information and the amount of carbon deposits.

3. The method according to claim 2, characterized in that The device status information includes monitoring status and throttle status; The step of setting the first auxiliary emission flag bit according to the device status information comprises: When the monitoring state is in a fault state or the throttle state is in a fault state, determining that the vehicle enters a limp home mode; When the vehicle enters the limp home mode, the first auxiliary emission flag is set to set.

4. The method according to claim 2, characterized in that The operation information includes a first crankshaft angular acceleration, a second crankshaft angular acceleration, a throttle state, and a driving mode; The step of setting the second auxiliary emission flag and the third auxiliary emission flag according to the operation information comprises: Obtaining a crankshaft angular acceleration variation according to the first crankshaft angular acceleration and the second crankshaft angular acceleration; When the crankshaft angle acceleration change amount is greater than a preset crankshaft angle acceleration change threshold, determining that the vehicle enters a pre-ignition control mode; When the vehicle enters the pre-ignition control mode, setting the second auxiliary emission flag to set; When the accelerator state is not depressed and the driving mode is a pure electric driving mode, determining that the vehicle enters an engine fuel cut-off operating condition; When the vehicle enters the engine fuel cut-off condition, the third auxiliary emission flag is set to set.

5. The method according to claim 2, characterized in that The step of setting a fourth auxiliary emission flag position according to the third auxiliary emission flag position and the oxygen storage amount comprises: When the third auxiliary flag is set and the oxygen storage amount is greater than a preset oxygen storage threshold, determining that the vehicle enters a catalyst oxygen removal mode; When the vehicle enters the catalyst oxygen removal mode, the fourth auxiliary emission flag is set to set.

6. The method according to claim 2, characterized in that The temperature information includes intake air temperature and coolant temperature; The step of setting the fifth auxiliary emission flag, the sixth auxiliary emission flag and the seventh auxiliary emission flag according to the temperature information comprises: When the intake air temperature is greater than a preset intake air temperature threshold and the coolant temperature is greater than a preset coolant temperature threshold, determining that the vehicle enters a knock control mode; When the vehicle enters the knock control mode, setting the fifth auxiliary emission flag to set; When the coolant temperature is less than a preset coolant temperature threshold, determining that the vehicle enters an engine injection compensation mode and a catalyst heating mode; When the vehicle enters the engine injection compensation mode, the sixth auxiliary emission flag is set to be set, and when the vehicle enters the catalyst heating mode, the seventh auxiliary emission flag is set to be set.

7. The method according to claim 2, characterized in that The temperature information includes the internal temperature of the GPF; The step of setting the ninth auxiliary emission flag according to the temperature information and the carbon deposit amount comprises: When the internal temperature of the GPF is greater than a preset internal temperature threshold and the amount of carbon deposits is greater than a preset amount of carbon deposits, determining that the vehicle enters a GPF regeneration mode; When the vehicle enters the GPF regeneration mode, the ninth auxiliary emission flag is set to set.

8. An auxiliary emission status monitoring device, characterized in that: The device comprises: An information acquisition module is used to obtain the vehicle's equipment status information, operation information, temperature information, engine load, oxygen storage capacity, and carbon deposit amount; a flag setting module, configured to set an auxiliary emission flag according to at least one of the device status information, the operation information, the temperature information, the engine load, the oxygen storage amount, and the carbon deposit amount; A state monitoring module is used to monitor the auxiliary emission state according to the auxiliary emission flag.

9. An auxiliary emission status monitoring device, characterized in that: The device comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the auxiliary emission state monitoring method according to any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the auxiliary emission status monitoring method according to any one of claims 1 to 7 are implemented.

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