Diesel engine DPF regeneration analysis method and device

Abstract

The invention discloses a diesel engine DPF regeneration analysis method and device, and relates to the technical field of engine energy saving.The method comprises the following steps that the engine combustion mode of a target vehicle is recognized, when the engine combustion mode of the target vehicle is C1 or C2, it is judged that the target vehicle starts decarburization regeneration, and when the engine combustion mode of the target vehicle is C3 or C4, it is judged that the target vehicle starts decarburization regeneration; judging that the target vehicle starts desulfurization regeneration; and on the basis of the SCR inlet temperature, the carbon loading capacity and the corresponding time node of the target vehicle, the corresponding regeneration duration and the current regeneration mileage are obtained through calculation. Whether the DPF is regenerated or not is judged on the basis of the engine data, and the influence on the regeneration mileage and the regeneration oil consumption is analyzed according to the judgment result of regeneration success, so that the actual requirement is met.

Description

Technical Field

[0001] The invention relates to the technical field of engine energy saving, and in particular to a diesel engine DPF regeneration analysis method and device. Background Art

[0002] Diesel engines produce harmful gas emissions and particulate matter emissions during the combustion process. Particulate matter emissions are one of the main sources of atmospheric PM2.5 pollution, causing great harm to the environment and human health. The diesel engine DPF (Diesel Particulate Filter) system captures and stores these particulate matter to reduce the amount of pollutants emitted into the atmosphere. As the use time increases, the DPF will gradually be filled with particulate matter, causing its performance to decline. It is necessary to regularly regenerate and remove the particulate matter accumulated in the DPF to restore its capture capacity, thereby maintaining the vehicle's emission performance and extending the engine's service life.

[0003] Therefore, in order to meet actual needs, a diesel engine DPF regeneration analysis technology is now provided. Summary of the invention

[0004] In view of the defects existing in the prior art, the purpose of the present invention is to provide a diesel engine DPF regeneration analysis method and device, which can judge whether DPF regeneration occurs based on engine data, and analyze the impact of regeneration mileage and regeneration fuel consumption based on the judgment result of successful regeneration to meet actual needs.

[0005] In order to achieve the above purpose, the technical solution adopted by the present invention is:

[0006] In a first aspect, the present application provides a diesel engine DPF regeneration analysis method, the method comprising the following steps:

[0007] Identify the engine combustion mode of the target vehicle, and when the engine combustion mode of the target vehicle is C1 or C2, determine that the target vehicle starts decarbonization regeneration, and when the engine combustion mode of the target vehicle is C3 or C4, determine that the target vehicle starts desulfurization regeneration;

[0008] Based on the SCR inlet temperature, carbon load and corresponding time nodes of the target vehicle, the corresponding regeneration duration and the regeneration mileage are calculated.

[0009] On the basis of the above technical solution, based on the SCR inlet temperature, carbon load and corresponding time node of the target vehicle, the corresponding regeneration duration and the regeneration mileage are calculated, including the following steps:

[0010] If the accumulated time during which the SCR inlet temperature of the target vehicle is greater than a preset first SCR inlet temperature threshold is greater than a first accumulated time threshold, determining whether the carbon load of the target vehicle is less than a preset first carbon load threshold;

[0011] If the carbon load of the target vehicle is less than the first carbon load threshold, it is determined that the decarbonization regeneration is successful; otherwise, it is determined that the decarbonization regeneration fails;

[0012] After judging that the decarbonization regeneration is successful, the last time point when the engine combustion mode is C1 or C2 is regarded as the end time of the decarbonization regeneration, and the corresponding instrument mileage is the mileage of the successful decarbonization regeneration;

[0013] The accumulated time during which the SCR inlet temperature is greater than the first SCR inlet temperature threshold is recorded as the decarbonization regeneration duration of this time;

[0014] The mileage of this successful decarbonization and regeneration is subtracted from the mileage of the previous successful decarbonization and regeneration to obtain the mileage of this decarbonization and regeneration.

[0015] On the basis of the above technical solution, based on the SCR inlet temperature, carbon load and corresponding time node of the target vehicle, the corresponding regeneration duration and the regeneration mileage are calculated, including the following steps:

[0016] If the accumulated time during which the SCR inlet temperature of the target vehicle is greater than a preset second SCR inlet temperature threshold is greater than a second accumulated time threshold, determining whether the carbon load of the target vehicle is less than a preset second carbon load threshold;

[0017] If the carbon load of the target vehicle is less than the second carbon load threshold, it is determined that the desulfurization regeneration is successful; otherwise, it is determined that the desulfurization regeneration fails;

[0018] After judging that the desulfurization regeneration is successful, the last time point when the engine combustion mode is C3 or C4 is regarded as the end time of the desulfurization regeneration, and the corresponding instrument mileage is the mileage of the successful desulfurization regeneration;

[0019] The accumulated time during which the SCR inlet temperature is greater than the second SCR inlet temperature threshold is recorded as the desulfurization regeneration duration of this time;

[0020] The mileage of this desulfurization regeneration is subtracted from the mileage of the previous successful desulfurization regeneration to obtain the mileage of this desulfurization regeneration.

[0021] On the basis of the above technical solution, based on the SCR inlet temperature, carbon load and corresponding time node of the target vehicle, the corresponding regeneration duration and the regeneration mileage are calculated, including the following steps:

[0022] When the engine combustion mode of the target vehicle is 0, determining that the target vehicle is undergoing regeneration;

[0023] The moment when the SCR inlet temperature of the target vehicle is greater than a preset third SCR inlet temperature threshold is taken as the regeneration start moment. Within a preset first continuous time period, if the cumulative time during which the SCR inlet temperature of the target vehicle is greater than the third SCR inlet temperature threshold is greater than a second continuous time period and the minimum carbon load is not greater than the preset third carbon load threshold, it is determined that the target vehicle is regenerated successfully.

[0024] If it is determined that the target vehicle is successfully regenerated, the time corresponding to the minimum carbon load value is the end time of this regeneration, and the corresponding instrument mileage is the mileage of this successful regeneration;

[0025] Recording the cumulative time during which the SCR inlet temperature of the target vehicle is greater than a preset third SCR inlet temperature threshold as the regeneration duration;

[0026] The mileage of this successful regeneration is subtracted from the mileage of the previous successful regeneration to obtain the mileage of this regeneration.

[0027] On the basis of the above technical solution, the method further comprises the following steps:

[0028] Based on the corresponding regeneration duration and the current regeneration mileage, the non-regeneration oil volume, non-regeneration mileage, non-regeneration fuel consumption, regeneration oil volume, regeneration mileage, regeneration fuel consumption, regeneration increased oil volume, regeneration increased fuel consumption and regeneration interval mileage fuel consumption are obtained.

[0029] In a second aspect, the present application further provides a diesel engine DPF regeneration analysis device, the device comprising:

[0030] A vehicle state recognition module, which is used to identify the engine combustion mode of the target vehicle, and when the engine combustion mode of the target vehicle is C1 or C2, it is determined that the target vehicle starts decarbonization regeneration, and when the engine combustion mode of the target vehicle is C3 or C4, it is determined that the target vehicle starts desulfurization regeneration;

[0031] The regeneration analysis module is used to calculate the corresponding regeneration duration and the regeneration mileage based on the SCR inlet temperature, carbon load and corresponding time node of the target vehicle.

[0032] On the basis of the above technical solution, the regeneration analysis module is further used to determine whether the carbon load of the target vehicle is less than a preset first carbon load threshold if the cumulative time that the SCR inlet temperature of the target vehicle is greater than a preset first SCR inlet temperature threshold is greater than a first cumulative time threshold;

[0033] The regeneration analysis module is further configured to determine that the decarbonization regeneration is successful when the carbon load of the target vehicle is less than the first carbon load threshold, and vice versa, determine that the decarbonization regeneration fails;

[0034] The regeneration analysis module is also used to determine that after the decarbonization regeneration is successful, the last time point when the engine combustion mode is C1 or C2 is the end time of the decarbonization regeneration, and the corresponding instrument mileage is the mileage of the successful decarbonization regeneration;

[0035] The regeneration analysis module is further used to record the accumulated time during which the SCR inlet temperature is greater than the first SCR inlet temperature threshold as the decarbonization regeneration duration of this time;

[0036] The regeneration analysis module is also used to subtract the mileage of the previous successful decarbonization regeneration from the mileage of the current successful decarbonization regeneration to obtain the current decarbonization regeneration mileage.

[0037] On the basis of the above technical solution, the regeneration analysis module is further used to determine whether the carbon load of the target vehicle is less than a preset second carbon load threshold if the cumulative time that the SCR inlet temperature of the target vehicle is greater than a preset second SCR inlet temperature threshold is greater than a second cumulative time threshold;

[0038] The regeneration analysis module is further configured to determine that the desulfurization regeneration is successful if the carbon load of the target vehicle is less than the second carbon load threshold, and vice versa, determine that the desulfurization regeneration fails;

[0039] The regeneration analysis module is also used to determine that after the desulfurization regeneration is successful, the last time point when the engine combustion mode is C3 or C4 is the end time of the desulfurization regeneration, and the corresponding instrument mileage is the mileage of the successful desulfurization regeneration;

[0040] The regeneration analysis module is further used to record the accumulated time during which the SCR inlet temperature is greater than the second SCR inlet temperature threshold as the desulfurization regeneration duration of this time;

[0041] The regeneration analysis module is also used to subtract the mileage of the previous successful desulfurization regeneration from the mileage of the current successful desulfurization regeneration to obtain the current desulfurization regeneration mileage.

[0042] On the basis of the above technical solution, the regeneration analysis module is further used to determine that the target vehicle has regenerated when the engine combustion mode of the target vehicle is 0;

[0043] The regeneration analysis module is further configured to take the moment when the SCR inlet temperature of the target vehicle is greater than a preset third SCR inlet temperature threshold as the regeneration start moment, and within a preset first continuous time period, if the cumulative time during which the SCR inlet temperature of the target vehicle is greater than the third SCR inlet temperature threshold is greater than a second continuous time period and the minimum carbon load value is not greater than the preset third carbon load threshold, then determine that the target vehicle is successfully regenerated;

[0044] The regeneration analysis module is also used to determine that the target vehicle is successfully regenerated, and the time corresponding to the minimum carbon load value is the end time of this regeneration, and the corresponding instrument mileage is the mileage of this successful regeneration;

[0045] The regeneration analysis module is further used to record the accumulated time during which the SCR inlet temperature of the target vehicle is greater than a preset third SCR inlet temperature threshold as the current regeneration duration;

[0046] The regeneration analysis module is also used to subtract the mileage of the previous successful regeneration from the mileage of the current successful regeneration to obtain the current regeneration mileage.

[0047] Based on the above technical solution, the regeneration analysis module is also used to obtain non-regeneration oil volume, non-regeneration mileage, non-regeneration fuel consumption, regeneration oil volume, regeneration mileage, regeneration fuel consumption, regeneration increased oil volume, regeneration increased fuel consumption and regeneration interval mileage fuel consumption based on the corresponding regeneration duration and the current regeneration mileage.

[0048] Compared with the prior art, the advantages of the present invention are:

[0049] The present invention determines whether DPF regeneration occurs based on engine data, and analyzes the influence of regeneration mileage and regeneration fuel consumption according to the judgment result of regeneration success to meet actual needs. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Terminology explanation:

[0051] DPF: Diesel Particulate Filter, diesel particulate filter;

[0052] SCR: Selective Catalytic Reduction, selective catalytic reduction system.

[0053] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0054] Figure 1 A schematic diagram of a non-regeneration interval and a regeneration interval of a diesel engine in a diesel engine DPF regeneration analysis method according to an embodiment of the present invention;

[0055] Figure 2 A schematic diagram of the effect of regeneration time on regeneration mileage in a diesel engine DPF regeneration analysis method according to an embodiment of the present invention;

[0056] Figure 3 Schematic diagram of the influence of regeneration fuel consumption on non-regeneration fuel consumption in the diesel engine DPF regeneration analysis method according to an embodiment of the present invention;

[0057] Figure 4 4 is a structural block diagram of a diesel engine DPF regeneration analysis device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0058] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0059] The embodiments of the present invention are further described in detail below with reference to the accompanying drawings.

[0060] The embodiment of the present application provides a diesel engine DPF regeneration analysis method and device, which determines whether DPF regeneration occurs based on engine data, and analyzes the impact of regeneration mileage and regeneration fuel consumption based on the judgment result of successful regeneration to meet actual needs.

[0061] In order to achieve the above technical effects, the overall idea of ​​this application is as follows:

[0062] A diesel engine DPF regeneration analysis method, the diesel engine DPF regeneration analysis method comprising the steps of:

[0063] S1. Identify the engine combustion mode of the target vehicle. When the engine combustion mode of the target vehicle is C1 or C2, determine that the target vehicle starts decarbonization regeneration. When the engine combustion mode of the target vehicle is C3 or C4, determine that the target vehicle starts desulfurization regeneration.

[0064] S2. Based on the SCR inlet temperature, carbon load and corresponding time node of the target vehicle, calculate and obtain the corresponding regeneration duration and the regeneration mileage of this time.

[0065] The embodiments of the present application are further described in detail below in conjunction with the accompanying drawings.

[0066] First, see Figures 1 to 4 As shown, the embodiment of the present application provides a diesel engine DPF regeneration analysis method, the method comprising the following steps:

[0067] S1. Identify the engine combustion mode of the target vehicle. When the engine combustion mode of the target vehicle is C1 or C2, determine that the target vehicle starts decarbonization regeneration. When the engine combustion mode of the target vehicle is C3 or C4, determine that the target vehicle starts desulfurization regeneration.

[0068] S2. Based on the SCR inlet temperature, carbon load and corresponding time node of the target vehicle, the corresponding regeneration duration and the regeneration mileage are calculated.

[0069] In the embodiment of the present application, a judgment is made based on the engine data as to whether the DPF has been regenerated, and based on the judgment result of successful regeneration, the influence of the regeneration mileage and the regeneration fuel consumption is analyzed to meet actual needs.

[0070] Specifically, it mainly aims at optimizing regeneration strategy, improving driver experience, and improving vehicle economy, which requires identification of regeneration, so as to determine the length of vehicle regeneration mileage and the size of regeneration fuel consumption;

[0071] It mainly solves the problem of DPF regeneration identification method and the analysis method of the impact of regeneration fuel consumption on vehicle economy.

[0072] Specifically, based on the SCR inlet temperature, carbon load and corresponding time node of the target vehicle, the corresponding regeneration duration and the regeneration mileage are calculated, including the following steps:

[0073] A1. If the accumulated time during which the SCR inlet temperature of the target vehicle is greater than a preset first SCR inlet temperature threshold is greater than a first accumulated time threshold, it is determined whether the carbon load of the target vehicle is less than a preset first carbon load threshold;

[0074] A2. If the carbon load of the target vehicle is less than the first carbon load threshold, it is determined that the decarbonization regeneration is successful; otherwise, it is determined that the decarbonization regeneration fails;

[0075] A3. After judging that decarbonization regeneration is successful, the last time point when the engine combustion mode is C1 or C2 is regarded as the end time of decarbonization regeneration, and the corresponding instrument mileage is the mileage of this successful decarbonization regeneration;

[0076] A4. The accumulated time during which the SCR inlet temperature is greater than the first SCR inlet temperature threshold is recorded as the decarbonization regeneration duration;

[0077] A5. Subtract the mileage of the previous successful decarbonization regeneration from the mileage of the current successful decarbonization regeneration to obtain the mileage of this decarbonization regeneration.

[0078] Specifically, based on the SCR inlet temperature, carbon load and corresponding time node of the target vehicle, the corresponding regeneration duration and the regeneration mileage are calculated, including the following steps:

[0079] B1. If the accumulated time during which the SCR inlet temperature of the target vehicle is greater than a preset second SCR inlet temperature threshold is greater than a second accumulated time threshold, determining whether the carbon load of the target vehicle is less than a preset second carbon load threshold;

[0080] B2. If the carbon load of the target vehicle is less than the second carbon load threshold, it is determined that the desulfurization regeneration is successful; otherwise, it is determined that the desulfurization regeneration fails;

[0081] B3. After judging that the desulfurization regeneration is successful, the last time point when the engine combustion mode is C3 or C4 is regarded as the end time of the desulfurization regeneration, and the corresponding instrument mileage is the mileage of the successful desulfurization regeneration;

[0082] B4. The accumulated time during which the SCR inlet temperature is greater than the second SCR inlet temperature threshold is recorded as the desulfurization regeneration duration of this time;

[0083] B5. Subtract the mileage of the previous successful desulfurization regeneration from the mileage of the current successful desulfurization regeneration to obtain the current desulfurization regeneration mileage.

[0084] Specifically, based on the SCR inlet temperature, carbon load and corresponding time node of the target vehicle, the corresponding regeneration duration and the regeneration mileage are calculated, including the following steps:

[0085] C1. When the engine combustion mode of the target vehicle is 0, it is determined that the target vehicle is undergoing regeneration;

[0086] C2. The moment when the SCR inlet temperature of the target vehicle is greater than the preset third SCR inlet temperature threshold is taken as the regeneration start moment. Within the preset first continuous time period, if the cumulative time when the SCR inlet temperature of the target vehicle is greater than the third SCR inlet temperature threshold is greater than the second continuous time period and the minimum carbon load is not greater than the preset third carbon load threshold, it is determined that the target vehicle is regenerated successfully;

[0087] C3. If the target vehicle is determined to be successfully regenerated, the time corresponding to the minimum carbon load value is the end time of this regeneration, and the corresponding instrument mileage is the mileage of this successful regeneration;

[0088] C14, recording the cumulative time during which the SCR inlet temperature of the target vehicle is greater than a preset third SCR inlet temperature threshold as the current regeneration duration;

[0089] C5. Subtract the mileage of the previous successful regeneration from the mileage of the current successful regeneration to obtain the current regeneration mileage.

[0090] Furthermore, the method further comprises the following steps:

[0091] Based on the corresponding regeneration duration and the current regeneration mileage, the non-regeneration oil volume, non-regeneration mileage, non-regeneration fuel consumption, regeneration oil volume, regeneration mileage, regeneration fuel consumption, regeneration increased oil volume, regeneration increased fuel consumption and regeneration interval mileage fuel consumption are obtained.

[0092] It should be noted that diesel vehicles are usually equipped with a DPF indicator light to indicate the working status and regeneration of the DPF;

[0093] When the DPF needs to be regenerated, the indicator light will illuminate or change color;

[0094] Or use a diagnostic instrument to read the vehicle's data stream to determine whether DPF regeneration has occurred.

[0095] The DPF regeneration process is affected and restricted by many factors such as the vehicle's operating status and the engine's status, which may result in a regeneration request but no regeneration, or a regeneration that occurs but is unsuccessful.

[0096] Directly using the DPF indicator light will result in a lot of interference information, and it cannot be used to directly identify the sign of successful regeneration for calculating the regeneration mileage and regeneration fuel consumption;

[0097] Using a diagnostic instrument requires the vehicle to be stopped and taken to a service station, which affects the normal operation of the vehicle and is inefficient.

[0098] The technical solution of the embodiment of the present application can determine whether the DPF has been regenerated based on the engine data and post-processing system data sent by the current engine Tbox to the cloud platform. According to the judgment result of successful regeneration, the impact of regeneration mileage and regeneration fuel consumption on economy is calculated.

[0099] First, based on the technical solution of the embodiment of the present application, a multi-mode diesel engine DPF regeneration identification and regeneration mileage calculation method can be constructed, the specific contents of which are as follows:

[0100] Multi-dimensional diesel engine DPF regeneration judgment factors are adopted, including key data such as engine combustion mode, after-treatment temperature signal, DPF carbon load signal, etc., to identify whether DPF regeneration occurs and calculate the DPF regeneration mileage.

[0101] DPF regeneration mileage identification based on big data uses sensor technology and big data analysis methods to monitor the DPF regeneration status, obtain operating data in real time and establish a calculation model. The DPF regeneration mileage is calculated by collecting, storing and analyzing data.

[0102] Among them, DPF regeneration identification adopts the following judgment logic:

[0103] If the engine combustion mode is identified as non-zero, then when the combustion mode is C1 or C2, it is counted as the start time of decarbonization regeneration; when the combustion mode is C3 or C4, it is counted as the start time of desulfurization regeneration.

[0104] (1) The following are the conditions for judging the start of decarbonization regeneration:

[0105] If the SCR inlet temperature is greater than T1 for a cumulative time greater than R1, it is determined whether the carbon load is less than CL1. If it is less than CL1, the decarbonization regeneration is determined to be successful; otherwise, the decarbonization regeneration is determined to have failed.

[0106] After judging that the decarbonization regeneration is successful, the last time point when the combustion mode is C1 or C2 is taken as the end time of the decarbonization regeneration, and the instrument mileage at that time is recorded as the mileage of this successful decarbonization regeneration. The duration of this decarbonization regeneration is the cumulative time when the SCR inlet temperature is greater than T1, and the mileage of this decarbonization regeneration is the mileage of this successful decarbonization regeneration minus the mileage of the last successful decarbonization regeneration.

[0107] (2) The following are the conditions for judging the start of desulfurization regeneration:

[0108] If the accumulated time when the SCR inlet temperature is greater than T2 is greater than R2, it is determined whether the carbon load is less than CL2. If it is less than CL2, the desulfurization regeneration is determined to be successful; otherwise, the desulfurization regeneration is determined to have failed.

[0109] After judging that the desulfurization regeneration is successful, the last time point when the combustion mode is C3 or C3 is taken as the end time of desulfurization regeneration, and the instrument mileage at that time is recorded as the mileage of this successful desulfurization regeneration. The duration of this desulfurization regeneration is the cumulative time when the SCR inlet temperature is greater than T2, and the mileage of this desulfurization regeneration is the mileage of this successful desulfurization regeneration minus the mileage of the last successful desulfurization regeneration.

[0110] (3) The following is the determination of the regeneration condition after the engine combustion mode is not recognized.

[0111] If the engine combustion mode is always 0, the regeneration is judged to be no longer distinguished between decarbonization regeneration and desulfurization regeneration. The moment when the SCR inlet temperature is greater than T3 is regarded as the regeneration start time. In the following continuous t1 time, if the cumulative time when the SCR inlet temperature is greater than T3 is greater than t2 time and the minimum carbon load is less than or equal to CL3, the regeneration is judged to be successful.

[0112] After judging that the regeneration is successful, the time of the minimum carbon load is taken as the end time of this regeneration, and the instrument mileage at that time is recorded as the mileage of this successful regeneration. The duration of this regeneration is the cumulative time that the SCR inlet temperature is greater than T3, and the mileage of this regeneration is the mileage of this successful regeneration minus the mileage of the last successful regeneration.

[0113] Second, based on the technical solution of the embodiment of the present application, a method for analyzing the impact of increased fuel consumption due to diesel engine DPF regeneration on vehicle economy can be constructed, the specific contents of which are as follows:

[0114] The diesel engine non-regeneration interval and regeneration interval are as shown in the attached figure of the specification. Figure 1 Simplified representation.

[0115] Area ① in the figure is the non-regeneration interval. The non-regeneration oil volume, non-regeneration mileage and non-regeneration fuel consumption in the non-regeneration interval are calculated using Formula 1, Formula 2 and Formula 3 respectively.

[0116] Formula 1: Non-regeneration oil volume = sum (instantaneous oil consumption) / 3600;

[0117] Formula 2: Non-regeneration mileage = sum(vehicle speed) / 3600;

[0118] Formula 3: Non-regeneration fuel consumption = non-regeneration fuel volume * 100 / non-regeneration mileage.

[0119] The area ②+③ in the figure is the regeneration interval, where the area ② is considered to be equivalent to the fuel consumption of the non-regeneration interval, and the area ③ is considered to be the additional fuel volume due to regeneration, that is, the regeneration increase in the figure. The fuel volume of ②+③ is the fuel volume consumed during the regeneration process, that is, the regeneration fuel volume in the figure. The regeneration fuel volume, regeneration mileage and regeneration fuel consumption in the regeneration interval are calculated using Formula 4, Formula 5 and Formula 6 respectively.

[0120] Formula 4: Regenerated oil amount = sum (instantaneous oil consumption) / 3600;

[0121] Formula 5: Regeneration mileage = sum(vehicle speed) / 3600;

[0122] Formula 6: Regeneration fuel consumption = regeneration fuel volume*100 / regeneration mileage.

[0123] The increased fuel volume and fuel consumption due to regeneration in zone ③ are calculated using formula 7 and formula 8 respectively.

[0124] Formula 7: Regeneration fuel increase = regeneration fuel - non-regeneration fuel consumption * regeneration mileage / 100;

[0125] Formula 8: Increased fuel consumption due to regeneration = increased fuel consumption due to regeneration / regeneration mileage*100.

[0126] Considering the ①+②+③ area as a complete regeneration process between two regenerations, the regeneration interval mileage fuel consumption is calculated using Formula 9.

[0127] Formula 9: Regeneration interval mileage fuel consumption = (non-regeneration oil volume + regeneration oil volume) * 100 / regeneration interval mileage.

[0128] The regeneration economy is evaluated by the ratio of the regeneration interval mileage fuel consumption to the non-regeneration fuel consumption and the absolute value of the regeneration increase in fuel volume. When the ratio of the regeneration interval mileage fuel consumption to the non-regeneration fuel consumption A is less than F1 and the regeneration increase in fuel volume B is less than F2, the regeneration economy is good.

[0129] Thirdly, based on the technical solution of the embodiment of the present application, an analysis method for optimizing the DPF regeneration strategy based on big data can be constructed, and its specific contents are as follows:

[0130] When the ratio of regeneration interval mileage fuel consumption to non-regeneration fuel consumption A is less than F1 and the regeneration increase fuel volume B is less than F2, the A and B values ​​are compared with F1 and F2, and the difference is fed back to the DPF regeneration system.

[0131] The system extracts key features that affect DPF regeneration, such as driving style, driving mode, load conditions, temperature changes, etc., based on the regeneration interval mileage, the amount of fuel added during regeneration, as well as changes in driving conditions, vehicle operating status, and environmental conditions.

[0132] Analyze the distribution and trend of DPF regeneration mileage, duration, regeneration fuel consumption and other indicators through statistical methods, and use regression analysis or time series analysis to predict regeneration needs, including the best time and conditions for regeneration, and adjust regeneration strategies and driving modes in advance, such as avoiding low-speed driving, short trips, sudden acceleration or braking, choosing a suitable driving route, improving fuel quality, and regularly maintaining the vehicle. Optimize the triggering time and duration of DPF regeneration to achieve the best fuel economy and emission performance. The system provides feedback to the driver to guide him to adopt more energy-saving driving behavior.

[0133] Fourthly, based on the technical solution of the embodiment of the present application, a diesel engine DPF regeneration mileage and regeneration fuel consumption analysis system based on big data can be constructed, and its specific contents are as follows:

[0134] The system includes an in-vehicle Tbox, a cloud platform, a research and development and after-sales service platform, and a mobile phone APP.

[0135] The vehicle-mounted Tbox is installed on the vehicle side and collects signals on the data bus and sends them to the cloud platform.

[0136] The cloud platform is a data network platform used to store data and perform remote calculations to complete the calculation of DPF regeneration identification and regeneration mileage and regeneration fuel consumption analysis.

[0137] The cloud platform sends the calculation results to the R&D platform in real time for R&D personnel and after-sales service personnel to view the data and initiate proactive services for problem vehicles.

[0138] The cloud platform will regularly push the calculation results to the driver's mobile phone APP, so that the driver can understand the current DPF regeneration status of the vehicle and improve driving behavior according to the prompted driving mode, thereby improving vehicle efficiency and fuel economy.

[0139] To sum up, the technical solution of the embodiment of the present application utilizes network-based big data to realize the regeneration identification and judgment of the running vehicle according to the vehicle's operating data.

[0140] Diesel engine DPF regeneration identification based on big data can realize real-time monitoring and intelligent analysis of DPF working status, automatically identify the regeneration process, and avoid misjudgment caused by DPF regeneration failure. At the same time, it also avoids the loss of downtime caused by the need to use diagnostic equipment to cause the vehicle to enter the station for inspection.

[0141] Through the analysis of regeneration mileage and regeneration fuel consumption, the regeneration strategy can be optimized, unnecessary fuel consumption can be reduced, operating costs can be reduced, emissions can be reduced, and the goal of energy conservation and emission reduction can be achieved.

[0142] As shown in the attached figure of the specification Figure 2 and Figure 3 As shown in the figure, taking the regeneration mileage and regeneration fuel consumption analysis as an example, after using the method in this paper to complete the calculation of DPF regeneration mileage and regeneration fuel consumption of multiple vehicles based on big data, the impact of the completed regeneration time on the regeneration mileage and the impact of regeneration fuel consumption on non-regeneration fuel consumption are analyzed. Through the two scatter distribution graphs, it can be judged whether the distribution of regeneration mileage and regeneration fuel consumption is normal.

[0143] Second, see Figure 4 As shown, the embodiment of the present application provides a diesel engine DPF regeneration analysis device, the device comprising:

[0144] A vehicle state recognition module, which is used to identify the engine combustion mode of the target vehicle, and when the engine combustion mode of the target vehicle is C1 or C2, it is determined that the target vehicle starts decarbonization regeneration, and when the engine combustion mode of the target vehicle is C3 or C4, it is determined that the target vehicle starts desulfurization regeneration;

[0145] The regeneration analysis module is used to calculate the corresponding regeneration duration and the regeneration mileage based on the SCR inlet temperature, carbon load and corresponding time node of the target vehicle.

[0146] Further, the regeneration analysis module is further configured to determine whether the carbon load of the target vehicle is less than a preset first carbon load threshold if the cumulative time during which the SCR inlet temperature of the target vehicle is greater than a preset first SCR inlet temperature threshold is greater than a first cumulative time threshold;

[0147] The regeneration analysis module is further configured to determine that the decarbonization regeneration is successful when the carbon load of the target vehicle is less than the first carbon load threshold, and vice versa, determine that the decarbonization regeneration fails;

[0148] The regeneration analysis module is also used to determine that after the decarbonization regeneration is successful, the last time point when the engine combustion mode is C1 or C2 is the end time of the decarbonization regeneration, and the corresponding instrument mileage is the mileage of the successful decarbonization regeneration;

[0149] The regeneration analysis module is further used to record the accumulated time during which the SCR inlet temperature is greater than the first SCR inlet temperature threshold as the decarbonization regeneration duration of this time;

[0150] The regeneration analysis module is also used to subtract the mileage of the previous successful decarbonization regeneration from the mileage of the current successful decarbonization regeneration to obtain the current decarbonization regeneration mileage.

[0151] Further, the regeneration analysis module is further configured to determine whether the carbon load of the target vehicle is less than a preset second carbon load threshold if the accumulated time during which the SCR inlet temperature of the target vehicle is greater than a preset second SCR inlet temperature threshold is greater than a second accumulated time threshold;

[0152] The regeneration analysis module is further configured to determine that the desulfurization regeneration is successful if the carbon load of the target vehicle is less than the second carbon load threshold, and vice versa, determine that the desulfurization regeneration fails;

[0153] The regeneration analysis module is also used to determine that after the desulfurization regeneration is successful, the last time point when the engine combustion mode is C3 or C4 is the end time of the desulfurization regeneration, and the corresponding instrument mileage is the mileage of the successful desulfurization regeneration;

[0154] The regeneration analysis module is further used to record the accumulated time during which the SCR inlet temperature is greater than the second SCR inlet temperature threshold as the desulfurization regeneration duration of this time;

[0155] The regeneration analysis module is also used to subtract the mileage of the previous successful desulfurization regeneration from the mileage of the current successful desulfurization regeneration to obtain the current desulfurization regeneration mileage.

[0156] Furthermore, the regeneration analysis module is also used to determine that the target vehicle undergoes regeneration when the engine combustion mode of the target vehicle is 0;

[0157] The regeneration analysis module is further configured to take the moment when the SCR inlet temperature of the target vehicle is greater than a preset third SCR inlet temperature threshold as the regeneration start moment, and within a preset first continuous time period, if the cumulative time during which the SCR inlet temperature of the target vehicle is greater than the third SCR inlet temperature threshold is greater than a second continuous time period and the minimum carbon load value is not greater than the preset third carbon load threshold, then determine that the target vehicle is successfully regenerated;

[0158] The regeneration analysis module is also used to determine that the target vehicle is successfully regenerated, and the time corresponding to the minimum carbon load value is the end time of this regeneration, and the corresponding instrument mileage is the mileage of this successful regeneration;

[0159] The regeneration analysis module is further used to record the accumulated time during which the SCR inlet temperature of the target vehicle is greater than a preset third SCR inlet temperature threshold as the current regeneration duration;

[0160] The regeneration analysis module is also used to subtract the mileage of the previous successful regeneration from the mileage of the current successful regeneration to obtain the current regeneration mileage.

[0161] Furthermore, the regeneration analysis module is also used to obtain non-regeneration fuel volume, non-regeneration mileage, non-regeneration fuel consumption, regeneration fuel volume, regeneration mileage, regeneration fuel consumption, regeneration increased fuel volume, regeneration increased fuel consumption and regeneration interval mileage fuel consumption based on the corresponding regeneration duration and the current regeneration mileage.

[0162] It should be noted that the diesel engine DPF regeneration analysis device mentioned in the second aspect is similar to the technical principle of the diesel engine DPF regeneration analysis method mentioned in the first aspect in terms of technical issues, technical means and technical effects, and will not be elaborated here.

[0163] In the description of the present application, it should be noted that the terms "upper", "lower", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.

[0164] It should be noted that, in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0165] The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.

Claims

1. A diesel engine DPF regeneration analysis method, characterized in that: The method comprises the following steps: Identify the engine combustion mode of the target vehicle, and when the engine combustion mode of the target vehicle is C1 or C2, determine that the target vehicle starts decarbonization regeneration, and when the engine combustion mode of the target vehicle is C3 or C4, determine that the target vehicle starts desulfurization regeneration; Based on the SCR inlet temperature, carbon load and corresponding time nodes of the target vehicle, the corresponding regeneration duration and the regeneration mileage are calculated.

2. The diesel engine DPF regeneration analysis method according to claim 1, characterized in that: Based on the SCR inlet temperature, carbon load and corresponding time node of the target vehicle, the corresponding regeneration duration and the regeneration mileage are calculated, including the following steps: If the accumulated time during which the SCR inlet temperature of the target vehicle is greater than a preset first SCR inlet temperature threshold is greater than a first accumulated time threshold, determining whether the carbon load of the target vehicle is less than a preset first carbon load threshold; If the carbon load of the target vehicle is less than the first carbon load threshold, it is determined that the decarbonization regeneration is successful; otherwise, it is determined that the decarbonization regeneration fails; After judging that the decarbonization regeneration is successful, the last time point when the engine combustion mode is C1 or C2 is regarded as the end time of the decarbonization regeneration, and the corresponding instrument mileage is the mileage of the successful decarbonization regeneration; The accumulated time during which the SCR inlet temperature is greater than the first SCR inlet temperature threshold is recorded as the decarbonization regeneration duration of this time; The mileage of this successful decarbonization and regeneration is subtracted from the mileage of the previous successful decarbonization and regeneration to obtain the mileage of this decarbonization and regeneration.

3. The diesel engine DPF regeneration analysis method according to claim 1, characterized in that: Based on the SCR inlet temperature, carbon load and corresponding time node of the target vehicle, the corresponding regeneration duration and the regeneration mileage are calculated, including the following steps: If the accumulated time during which the SCR inlet temperature of the target vehicle is greater than a preset second SCR inlet temperature threshold is greater than a second accumulated time threshold, determining whether the carbon load of the target vehicle is less than a preset second carbon load threshold; If the carbon load of the target vehicle is less than the second carbon load threshold, it is determined that the desulfurization regeneration is successful; otherwise, it is determined that the desulfurization regeneration fails; After judging that the desulfurization regeneration is successful, the last time point when the engine combustion mode is C3 or C4 is regarded as the end time of the desulfurization regeneration, and the corresponding instrument mileage is the mileage of the successful desulfurization regeneration; The accumulated time during which the SCR inlet temperature is greater than the second SCR inlet temperature threshold is recorded as the desulfurization regeneration duration of this time; The mileage of this desulfurization regeneration is subtracted from the mileage of the previous successful desulfurization regeneration to obtain the mileage of this desulfurization regeneration.

4. The diesel engine DPF regeneration analysis method according to claim 1, characterized in that: Based on the SCR inlet temperature, carbon load and corresponding time node of the target vehicle, the corresponding regeneration duration and the regeneration mileage are calculated, including the following steps: When the engine combustion mode of the target vehicle is 0, determining that the target vehicle is undergoing regeneration; The moment when the SCR inlet temperature of the target vehicle is greater than a preset third SCR inlet temperature threshold is taken as the regeneration start moment. Within a preset first continuous time period, if the cumulative time during which the SCR inlet temperature of the target vehicle is greater than the third SCR inlet temperature threshold is greater than a second continuous time period and the minimum carbon load is not greater than the preset third carbon load threshold, it is determined that the target vehicle is regenerated successfully. If it is determined that the target vehicle is successfully regenerated, the time corresponding to the minimum carbon load value is the end time of this regeneration, and the corresponding instrument mileage is the mileage of this successful regeneration; Recording the cumulative time during which the SCR inlet temperature of the target vehicle is greater than a preset third SCR inlet temperature threshold as the regeneration duration; The mileage of this successful regeneration is subtracted from the mileage of the previous successful regeneration to obtain the mileage of this regeneration.

5. The diesel engine DPF regeneration analysis method according to claim 1, characterized in that: The method further comprises the following steps: Based on the corresponding regeneration duration and the current regeneration mileage, the non-regeneration oil volume, non-regeneration mileage, non-regeneration fuel consumption, regeneration oil volume, regeneration mileage, regeneration fuel consumption, regeneration increased oil volume, regeneration increased fuel consumption and regeneration interval mileage fuel consumption are obtained.

6. A diesel engine DPF regeneration analysis device, characterized in that: The device comprises: A vehicle state recognition module, which is used to identify the engine combustion mode of the target vehicle, and when the engine combustion mode of the target vehicle is C1 or C2, it is determined that the target vehicle starts decarbonization regeneration, and when the engine combustion mode of the target vehicle is C3 or C4, it is determined that the target vehicle starts desulfurization regeneration; The regeneration analysis module is used to calculate the corresponding regeneration duration and the regeneration mileage based on the SCR inlet temperature, carbon load and corresponding time node of the target vehicle.

7. The diesel engine DPF regeneration analysis device according to claim 6, characterized in that: The regeneration analysis module is further configured to determine whether the carbon load of the target vehicle is less than a preset first carbon load threshold if the cumulative time during which the SCR inlet temperature of the target vehicle is greater than a preset first SCR inlet temperature threshold is greater than a first cumulative time threshold; The regeneration analysis module is further configured to determine that the decarbonization regeneration is successful when the carbon load of the target vehicle is less than the first carbon load threshold, and vice versa, determine that the decarbonization regeneration fails; The regeneration analysis module is also used to determine that after the decarbonization regeneration is successful, the last time point when the engine combustion mode is C1 or C2 is the end time of the decarbonization regeneration, and the corresponding instrument mileage is the mileage of the successful decarbonization regeneration; The regeneration analysis module is further used to record the accumulated time during which the SCR inlet temperature is greater than the first SCR inlet temperature threshold as the decarbonization regeneration duration of this time; The regeneration analysis module is also used to subtract the mileage of the previous successful decarbonization regeneration from the mileage of the current successful decarbonization regeneration to obtain the current decarbonization regeneration mileage.

8. The diesel engine DPF regeneration analysis device according to claim 6, characterized in that: The regeneration analysis module is further configured to determine whether the carbon load of the target vehicle is less than a preset second carbon load threshold if the accumulated time during which the SCR inlet temperature of the target vehicle is greater than a preset second SCR inlet temperature threshold is greater than a second accumulated time threshold; The regeneration analysis module is further configured to determine that the desulfurization regeneration is successful if the carbon load of the target vehicle is less than the second carbon load threshold, and vice versa, determine that the desulfurization regeneration fails; The regeneration analysis module is also used to determine that after the desulfurization regeneration is successful, the last time point when the engine combustion mode is C3 or C4 is the end time of the desulfurization regeneration, and the corresponding instrument mileage is the mileage of the successful desulfurization regeneration; The regeneration analysis module is further used to record the accumulated time during which the SCR inlet temperature is greater than the second SCR inlet temperature threshold as the desulfurization regeneration duration of this time; The regeneration analysis module is also used to subtract the mileage of the previous successful desulfurization regeneration from the mileage of the current successful desulfurization regeneration to obtain the current desulfurization regeneration mileage.

9. The diesel engine DPF regeneration analysis device according to claim 6, characterized in that: The regeneration analysis module is also used to determine that the target vehicle has regenerated when the engine combustion mode of the target vehicle is 0; The regeneration analysis module is further configured to take the moment when the SCR inlet temperature of the target vehicle is greater than a preset third SCR inlet temperature threshold as the regeneration start moment, and within a preset first continuous time period, if the cumulative time during which the SCR inlet temperature of the target vehicle is greater than the third SCR inlet temperature threshold is greater than a second continuous time period and the minimum carbon load value is not greater than the preset third carbon load threshold, then determine that the target vehicle is successfully regenerated; The regeneration analysis module is also used to determine that the target vehicle is successfully regenerated, and the time corresponding to the minimum carbon load value is the end time of this regeneration, and the corresponding instrument mileage is the mileage of this successful regeneration; The regeneration analysis module is further used to record the accumulated time during which the SCR inlet temperature of the target vehicle is greater than a preset third SCR inlet temperature threshold as the current regeneration duration; The regeneration analysis module is also used to subtract the mileage of the previous successful regeneration from the mileage of the current successful regeneration to obtain the current regeneration mileage.

10. The diesel engine DPF regeneration analysis device according to claim 6, characterized in that: The regeneration analysis module is also used to obtain non-regeneration oil volume, non-regeneration mileage, non-regeneration fuel consumption, regeneration oil volume, regeneration mileage, regeneration fuel consumption, regeneration increased oil volume, regeneration increased fuel consumption and regeneration interval mileage fuel consumption based on the corresponding regeneration duration and the current regeneration mileage.

Images