A diesel engine DPF regeneration analysis method and device

Abstract

The present invention discloses a diesel engine DPF regeneration analysis method and device, relating to the field of engine energy-saving technology. The method comprises the following steps: identifying the engine combustion mode of a target vehicle; determining that the target vehicle has begun decarbonization regeneration when the target vehicle's engine combustion mode is C1 or C2; and determining that the target vehicle has begun desulfurization regeneration when the target vehicle's engine combustion mode is C3 or C4; and calculating the corresponding regeneration duration and regeneration mileage based on the target vehicle's SCR inlet temperature, carbon load, and corresponding time nodes. This application determines whether DPF regeneration has occurred based on engine data, and, based on the determination of regeneration success, analyzes the impact of regeneration mileage and regeneration fuel consumption to meet actual needs.

Description

Technical Field

[0001] The present 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 and particulate emissions during combustion. Particulate emissions are a major source of PM2.5 pollution, posing a significant threat to the environment and human health. The diesel engine DPF (Diesel Particulate Filter) system captures and stores these particulates, reducing the amount of pollutants released into the atmosphere. Over time, the DPF gradually fills with particulate matter, causing its performance to deteriorate. Regular regeneration is required to remove accumulated particulate matter from the DPF and restore its capture capacity, thereby maintaining the vehicle's emissions performance and extending the engine's life.

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

[0004] In response to the defects in the prior art, the purpose of the present invention is to provide a diesel engine DPF regeneration analysis method and device, which determines whether DPF regeneration has occurred based on engine data, and analyzes the impact of regeneration mileage and regeneration fuel consumption based on the judgment result of regeneration success 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] Identifying an engine combustion mode of a target vehicle, and determining that the target vehicle starts decarbonization regeneration when the engine combustion mode of the target vehicle is C1 or C2, and determining that the target vehicle starts desulfurization regeneration when the engine combustion mode of the target vehicle is C3 or C4;

[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 of this time are calculated.

[0009] On the basis of the above technical solution, the corresponding regeneration duration and regeneration mileage are calculated based on the SCR inlet temperature, carbon load and corresponding time node of the target vehicle, 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, the decarbonization regeneration is determined to be successful; otherwise, the decarbonization regeneration is determined to be a failure;

[0012] After the decarbonization regeneration is judged to be 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;

[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;

[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, the corresponding regeneration duration and regeneration mileage are calculated based on the SCR inlet temperature, carbon load and corresponding time node of the target vehicle, 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, the desulfurization regeneration is determined to be successful; otherwise, the desulfurization regeneration is determined to be a failure;

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

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

[0021] On the basis of the above technical solution, the corresponding regeneration duration and regeneration mileage are calculated based on the SCR inlet temperature, carbon load and corresponding time node of the target vehicle, 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 regeneration start time is determined as the time when the SCR inlet temperature of the target vehicle is greater than a preset third SCR inlet temperature threshold. If, within a preset first continuous time period, the cumulative time that 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, then the regeneration of the target vehicle is determined to be successful.

[0024] If the target vehicle is determined to have successfully regenerated, the time corresponding to the minimum carbon load value is used as the end time of this regeneration, and the corresponding meter mileage is the mileage of this successful regeneration;

[0025] The cumulative time during which the SCR inlet temperature of the target vehicle is greater than a preset third SCR inlet temperature threshold is recorded 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, 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;

[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] Based on the above technical solution, 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;

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

[0034] The regeneration analysis module is further 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 configured 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;

[0036] The regeneration analysis module is further configured 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] Based on the above technical solution, 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 cumulative 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 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 otherwise determine that the desulfurization regeneration is failed;

[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 configured 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;

[0041] The regeneration analysis module is further configured 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 determine that regeneration of the target vehicle is successful if, within a preset first continuous time period, 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 third carbon load threshold, the target vehicle is determined to have been successfully regenerated.

[0044] The regeneration analysis module is further configured to, if it is determined that the target vehicle has been successfully regenerated, use the time corresponding to the minimum carbon load value as the end time of this regeneration, and the corresponding meter mileage as the mileage of this successful regeneration;

[0045] The regeneration analysis module is further configured to record 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;

[0046] The regeneration analysis module is further configured 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 impact of regeneration mileage and regeneration fuel consumption based on the judgment result of regeneration success to meet actual needs. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Explanation of terms:

[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 following briefly introduces the drawings required for use in the description of the embodiments. 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 any creative work.

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

[0055] Figure 2 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 showing the effect of regeneration fuel consumption on non-regeneration fuel consumption in a 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] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts 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 regeneration success to meet actual needs.

[0061] 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 target vehicle's engine combustion mode. When the target vehicle's engine combustion mode is C1 or C2, determine that the target vehicle starts decarbonization regeneration. When the target vehicle's engine combustion mode 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 nodes of the target vehicle, calculate the corresponding regeneration duration and the regeneration mileage.

[0065] The embodiments of the present application are further described in detail below with reference to 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 target vehicle's engine combustion mode. When the target vehicle's engine combustion mode is C1 or C2, determine that the target vehicle starts decarbonization regeneration. When the target vehicle's engine combustion mode 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 nodes of the target vehicle, calculate the corresponding regeneration duration and the regeneration mileage.

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

[0070] Specifically, it is mainly aimed at optimizing regeneration strategies, improving driver experience, and improving vehicle economic efficiency, which requires identifying regeneration to determine the length of the vehicle's regeneration mileage and the size of the regeneration fuel consumption;

[0071] It mainly solves the method of DPF regeneration identification 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 nodes of the target vehicle, the corresponding regeneration duration and regeneration mileage are calculated, including the following steps:

[0073] A1. 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 the first cumulative time threshold, determine 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, decarbonization regeneration is determined to be successful; otherwise, decarbonization regeneration is determined to be a failure;

[0075] A3. After the decarbonization regeneration is determined to be 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 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 and regeneration from the mileage of this successful decarbonization and regeneration to obtain the mileage of this decarbonization and regeneration.

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

[0079] B1. If the cumulative time during which the SCR inlet temperature of the target vehicle is greater than a preset second SCR inlet temperature threshold is greater than the second cumulative 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, the desulfurization regeneration is determined to be successful; otherwise, the desulfurization regeneration is determined to be a failure;

[0081] B3. After the desulfurization regeneration is determined to be 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 this 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;

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

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

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

[0086] C2. The regeneration start time is defined as the time when the SCR inlet temperature of the target vehicle exceeds a preset third SCR inlet temperature threshold. If, within a preset first continuous time period, the cumulative time during which the SCR inlet temperature of the target vehicle exceeds 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, then the target vehicle is determined to have successfully regenerated.

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

[0088] C14. Record 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 limited by many factors such as the vehicle's operating status and the engine's status, which may result in various situations such as regeneration request but no regeneration, or regeneration occurring but unsuccessful.

[0096] Directly using the DPF indicator light will produce a lot of interference information and cannot be used to directly identify the sign of successful regeneration for calculating 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 DPF regeneration has occurred based on the engine data and post-processing system data sent by the current engine Tbox to the cloud platform. Based on the judgment result of regeneration success, the impact of regeneration mileage and regeneration fuel consumption on economic efficiency is calculated.

[0099] First, based on the technical solutions of the embodiments 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] Big data-based DPF regeneration mileage identification uses sensor technology and big data analysis methods to monitor DPF regeneration status, obtain real-time operating data, and establish a calculation model. By collecting, storing, and analyzing data, the DPF regeneration mileage can be calculated.

[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 be a failure.

[0106] After decarbonization regeneration is determined to be successful, the last time combustion mode is C1 or C2 is used as the decarbonization regeneration end time, and the mileage recorded at that time is the mileage of this successful decarbonization regeneration. The decarbonization regeneration duration is the cumulative time that the SCR inlet temperature is greater than T1. The mileage of this decarbonization regeneration is the mileage of this successful decarbonization regeneration minus the mileage of the previous successful decarbonization regeneration.

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

[0108] If the SCR inlet temperature is greater than T2 for a cumulative time 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 be a failure.

[0109] After desulfurization regeneration is determined to be successful, the last time the combustion mode is C3 or C3 is used as the desulfurization regeneration end time, and the meter mileage at that time is recorded as the mileage of this successful desulfurization regeneration. The desulfurization regeneration duration is the cumulative time that the SCR inlet temperature is greater than T2. ​​The desulfurization regeneration mileage is the mileage of this successful desulfurization regeneration minus the mileage of the previous successful desulfurization regeneration.

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

[0111] If the engine combustion mode is always 0, regeneration is no longer distinguished between decarbonization and desulfurization. Regeneration starts when the SCR inlet temperature exceeds T3. Regeneration is considered successful if the cumulative time the SCR inlet temperature exceeds T3 during the following continuous period t1 is greater than t2 and the minimum carbon load is less than or equal to CL3.

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

[0113] Secondly, based on the technical solutions of the embodiments 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 accompanying drawings of the specification. Figure 1 Simplified representation.

[0115] In the figure, area ① 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] Areas ②+③ in the figure represent the regeneration interval. Area ② is considered to have fuel consumption equivalent to the non-regeneration interval, while area ③ represents the additional fuel consumption due to regeneration, referred to as the "regeneration fuel increase" in the figure. The fuel consumption of ②+③ represents the fuel consumed during the regeneration process, referred to as the "regeneration fuel amount" in the figure. The regeneration fuel amount, regeneration mileage, and regeneration fuel consumption during the regeneration interval are calculated using Equations 4, 5, and 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 amount * 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 amount - 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 area ①+②+③ 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 fuel amount + regeneration fuel amount) * 100 / regeneration interval mileage

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

[0129] Thirdly, based on the technical solutions of the embodiments of the present application, a big data-based DPF regeneration strategy optimization analysis method can be constructed, the specific contents of which are as follows:

[0130] When the ratio A of the regeneration interval mileage fuel consumption to the non-regeneration fuel consumption 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] Statistical methods are used to analyze the distribution and trends of DPF regeneration mileage, duration, and regeneration fuel consumption. Using methods such as regression analysis and time series analysis, the system predicts regeneration needs, including the optimal timing and conditions for regeneration. This allows for proactive adjustments to regeneration strategies and driving patterns, such as avoiding low-speed driving, short trips, sudden acceleration and braking, choosing appropriate routes, improving fuel quality, and performing regular vehicle maintenance. The system optimizes the timing and duration of DPF regeneration to achieve optimal fuel economy and emissions performance. The system also provides feedback to the driver, guiding them toward more energy-efficient driving behaviors.

[0133] Fourthly, based on the technical solutions of the embodiments of the present application, a diesel engine DPF regeneration mileage and regeneration fuel consumption analysis system based on big data can be constructed, the specific contents of which 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 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 regularly pushes the calculation results to the driver's mobile phone APP, allowing the driver to understand the current DPF regeneration status of the vehicle and improve driving behavior according to the prompted driving mode, thereby improving vehicle utilization 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 enables real-time monitoring and intelligent analysis of DPF operating conditions, automatically identifying the regeneration process and avoiding misjudgments of DPF regeneration failures. It also avoids downtime losses caused by vehicle inspections requiring diagnostic equipment.

[0141] By analyzing the regeneration mileage and regeneration fuel consumption, we can optimize the regeneration strategy, reduce unnecessary fuel consumption, lower operating costs, reduce emissions, and achieve the goal of energy conservation and emission reduction.

[0142] As shown in the accompanying drawings 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 based on big data for multiple vehicles, the influence of the completed regeneration time on the regeneration mileage and the influence 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, an 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, 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;

[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] Furthermore, 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 decarbonization regeneration is successful when the carbon load of the target vehicle is less than the first carbon load threshold, and otherwise determine that decarbonization regeneration fails;

[0148] The regeneration analysis module is further 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 configured 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;

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

[0151] Furthermore, 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 cumulative 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 cumulative 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 otherwise determine that the desulfurization regeneration is failed;

[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 configured 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;

[0155] The regeneration analysis module is further configured 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 further configured to determine that regeneration occurs in the target vehicle when the engine combustion mode of the target vehicle is 0;

[0157] The regeneration analysis module is further configured to determine that regeneration of the target vehicle is successful if, within a preset first continuous time period, 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 third carbon load threshold, the target vehicle is determined to have been successfully regenerated.

[0158] The regeneration analysis module is further configured to, if it is determined that the target vehicle has been successfully regenerated, use the time corresponding to the minimum carbon load value as the end time of this regeneration, and the corresponding meter mileage as the mileage of this successful regeneration;

[0159] The regeneration analysis module is further configured to record 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;

[0160] The regeneration analysis module is further configured 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 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.

[0162] It should be noted that the diesel engine DPF regeneration analysis device mentioned in the second aspect is similar to the technical principles 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 this application, it should be noted that the terms "upper" and "lower" and the like 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 this application and simplifying the description, and do not indicate or imply 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 this 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 an indirect connection through an intermediate medium, or it can be internal communication between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this 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 used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any 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 comprising 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, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0165] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.

Claims

1. A diesel engine DPF regeneration analysis method, characterized in that: The method comprises the following steps: Identifying an engine combustion mode of a target vehicle, and determining that the target vehicle starts decarbonization regeneration when the engine combustion mode of the target vehicle is C1 or C2, and determining that the target vehicle starts desulfurization regeneration when the engine combustion mode of the target vehicle is C3 or C4; Calculate the corresponding regeneration duration and regeneration mileage based on the SCR inlet temperature, carbon load, and corresponding time node of the target vehicle; Calculating the corresponding regeneration duration and regeneration mileage based on the SCR inlet temperature, carbon load, and corresponding time node of the target vehicle includes 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, the desulfurization regeneration is determined to be successful; otherwise, the desulfurization regeneration is determined to be a failure; After the desulfurization regeneration is judged to be successful, the last time point when the engine combustion mode is C3 or C4 is regarded as the end time of desulfurization regeneration, and the corresponding instrument mileage is the mileage of this 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; The mileage of this desulfurization regeneration is subtracted from the mileage of the previous desulfurization regeneration to obtain the mileage of this desulfurization regeneration.

2. The diesel engine DPF regeneration analysis method according to claim 1, characterized in that: Calculating the corresponding regeneration duration and regeneration mileage based on the SCR inlet temperature, carbon load, and corresponding time node of the target vehicle includes 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, the decarbonization regeneration is determined to be successful; otherwise, the decarbonization regeneration is determined to be a failure; After the decarbonization regeneration is judged to be 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; 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; 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: Calculating the corresponding regeneration duration and regeneration mileage based on the SCR inlet temperature, carbon load, and corresponding time node of the target vehicle includes the following steps: When the engine combustion mode of the target vehicle is 0, determining that the target vehicle is undergoing regeneration; The regeneration start time is determined as the time when the SCR inlet temperature of the target vehicle is greater than a preset third SCR inlet temperature threshold. If, within a preset first continuous time period, the cumulative time that 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, then the regeneration of the target vehicle is determined to be successful. If the target vehicle is determined to have successfully regenerated, the time corresponding to the minimum carbon load value is used as the end time of this regeneration, and the corresponding meter mileage is the mileage of this successful regeneration; The cumulative time during which the SCR inlet temperature of the target vehicle is greater than a preset third SCR inlet temperature threshold is recorded 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.

4. The diesel engine DPF regeneration analysis method according to claim 1, wherein: 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.

5. 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, 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; A regeneration analysis module, configured to calculate the corresponding regeneration duration and the regeneration mileage based on the SCR inlet temperature, carbon load, and corresponding time nodes of the target vehicle; 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 cumulative 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 cumulative 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 otherwise determine that the desulfurization regeneration is failed; 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 configured 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; The regeneration analysis module is further configured 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.

6. The diesel engine DPF regeneration analysis device according to claim 5, 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 decarbonization regeneration is successful when the carbon load of the target vehicle is less than the first carbon load threshold, and otherwise determine that decarbonization regeneration fails; The regeneration analysis module is further 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 configured 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; The regeneration analysis module is further configured to subtract the mileage of the previous successful decarbonization regeneration from the mileage of the current successful decarbonization regeneration to obtain the mileage of the current decarbonization regeneration.

7. The diesel engine DPF regeneration analysis device according to claim 5, characterized in that: The regeneration analysis module is further configured to determine that regeneration occurs in the target vehicle when the engine combustion mode of the target vehicle is 0; The regeneration analysis module is further configured to determine that regeneration of the target vehicle is successful if, within a preset first continuous time period, 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 third carbon load threshold, the target vehicle is determined to have been successfully regenerated. The regeneration analysis module is further configured to, if it is determined that the target vehicle has been successfully regenerated, use the time corresponding to the minimum carbon load value as the end time of this regeneration, and the corresponding meter mileage as the mileage of this successful regeneration; The regeneration analysis module is further configured to record 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 regeneration analysis module is further configured to subtract the mileage of the previous successful regeneration from the mileage of the current successful regeneration to obtain the current regeneration mileage.

8. The diesel engine DPF regeneration analysis device according to claim 5, characterized in that: The regeneration analysis module is further configured 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.

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