Method for determining overload of DPF (diesel particulate filter) of range extender of diesel engine and related device

Abstract

The invention discloses a DPF overload determination method for a diesel engine range extender and a related device. When the current first front and back pressure difference of a diesel particulate filter is larger than a preset overload limit value, a diesel engine is controlled to be switched to a first working condition for operation; after the diesel engine is switched to the first working condition for operation, whether the diesel engine is switched to the second working condition for operation or not is determined based on the current actual air inlet pressure of the diesel engine; after the diesel engine is switched to the second working condition for operation, based on the current carbon elimination rate of the diesel engine, whether the overload fault of the DPF is reported according to the current second front and back pressure difference of the particulate filter and the preset overload limit value or not is determined; and if the second front-back pressure difference is smaller than the preset overload limit value, the diesel engine is controlled to operate according to the normal working condition. By switching a plurality of working conditions, the influence of a sensor measurement error on an identification result is eliminated, carbon deposition in the DPF can be quickly eliminated, the report rate of an overload fault is comprehensively reduced, and the accuracy of overload fault identification is improved.

Description

Technical Field

[0001] The present invention relates to the field of diesel engines, and in particular to a method for determining a DPF overload of a diesel engine range extender and a related device. Background Art

[0002] Diesel engine range extender: The diesel engine and generator are controlled in series. The diesel engine drives the generator to generate electricity. The generated electricity can be stored in the power battery or directly supplied to the drive motor. The vehicle controller will send power requirements to the range extender based on the driving power and the remaining battery power. The range extender controller will then control the diesel engine and generator to generate the required power.

[0003] DPF overload: DPF is a particle collector installed on the exhaust pipe of the diesel engine. There are pressure measuring devices at both ends of the DPF, which can measure the pressure difference between the two ends of the DPF. The DPF pressure difference will increase with the increase of the amount of carbon particles captured in the DPF (when there are impurities in the DPF, the pressure difference will also increase). When the pressure difference exceeds a certain limit, the controller will report a DPF overload fault, which will limit the torque output of the diesel engine. Therefore, how to accurately identify whether the DPF is overloaded has become a technical problem that needs to be solved urgently by people in this field. Summary of the invention

[0004] In view of the above problems, the present invention provides a method for determining DPF overload of a diesel engine range extender and a related device that overcomes the above problems or at least partially solves the above problems.

[0005] In a first aspect, a method for determining DPF overload of a diesel engine range extender comprises:

[0006] When the current first front-rear pressure difference of the particulate filter DPF is greater than the preset overload limit, the diesel engine is controlled to switch to the first operating condition for operation;

[0007] After the diesel engine is switched to the first operating condition for operation, determining whether to switch the diesel engine to the second operating condition for operation based on the current actual intake pressure of the diesel engine;

[0008] After the diesel engine is switched to the second operating condition for operation, based on the current carbon removal rate of the diesel engine, determining whether to report a DPF overload fault according to the current second front-to-rear pressure difference of the particulate trap DPF and the preset overload limit value;

[0009] If the second front-rear pressure difference is less than the preset overload limit, the diesel engine is controlled to operate according to normal operating conditions.

[0010] Optionally, in some optional embodiments, determining whether to switch the diesel engine to the second operating condition for operation based on the current actual intake pressure of the diesel engine includes:

[0011] Calculating a first intake pressure difference between a preset intake pressure value and a current actual intake pressure of the diesel engine;

[0012] Based on the first intake pressure difference, it is determined whether to switch the diesel engine to a second operating condition for operation.

[0013] Optionally, in some optional embodiments, determining whether to switch the diesel engine to the second operating condition for operation based on the first intake pressure difference includes:

[0014] If the first intake pressure difference is lower than a preset pressure difference threshold, a report that the pressure difference before and after the particulate trap DPF is unreliable is reported;

[0015] If the first intake pressure difference is higher than the preset pressure difference threshold, the actual carbon load value is obtained by looking up a table according to the current third front-rear pressure difference of the particulate filter DPF, and the required power of the diesel engine is determined based on the average output power of the range extender and the SOC value of the power battery within the most recent first time range;

[0016] Based on the actual carbon load value and the required power, the diesel engine is controlled to switch to a second operating condition for operation.

[0017] Optionally, in certain optional embodiments, after the diesel engine is switched to the second operating condition for operation, determining whether to report a DPF overload fault based on the current second front-rear pressure difference of the particulate trap DPF and the preset overload limit value based on the current carbon removal rate of the diesel engine includes:

[0018] After the diesel engine runs at the second operating condition for a second period of time, obtaining a first carbon removal rate and a second carbon removal rate, wherein the first carbon removal rate is calculated based on a preset carbon load model, and the second carbon removal rate is calculated based on a preset DPF pressure difference model;

[0019] Based on the first carbon removal rate and the second carbon removal rate, it is determined whether to report a DPF overload fault according to the current second front-rear pressure difference of the particulate trap DPF and the preset overload limit value.

[0020] Optionally, in some optional embodiments, the determining, based on the first carbon removal rate and the second carbon removal rate, whether to report a DPF overload fault according to the current second front-rear pressure difference of the particulate trap DPF and the preset overload limit value includes:

[0021] calculating a rate difference between the first carbon removal rate and the second carbon removal rate;

[0022] If the speed difference is greater than a preset speed threshold, a DPF blockage fault is reported;

[0023] If the speed difference is less than the preset speed threshold, determining whether the current second front-to-rear pressure difference of the particulate trap DPF is greater than the preset overload limit;

[0024] If the second front-to-rear pressure difference is greater than the preset overload limit, a DPF overload fault is reported.

[0025] Optionally, in some optional embodiments, before determining whether the current second front-to-rear pressure difference of the particulate trap DPF is greater than the preset overload limit, the method further includes:

[0026] After the diesel engine is controlled to continue to operate in the second operating condition for a third period of time, a current second front-to-rear pressure difference of the particulate trap DPF is obtained.

[0027] Optionally, in certain optional embodiments, the first operating condition satisfies the conditions that the diesel engine load is high and the intake pressure is large, and the second operating condition satisfies the conditions that the exhaust temperature is high.

[0028] In a second aspect, a DPF overload determination device for a diesel engine range extender includes: a first operating condition switching unit, a second operating condition judgment unit, a second judgment determination unit, and a normal operating condition operation unit;

[0029] The first operating mode switching unit is used to control the diesel engine to switch to the first operating mode for operation when the current first front-rear pressure difference of the particulate filter DPF is greater than a preset overload limit;

[0030] The second operating condition judgment unit is used to determine whether to switch the diesel engine to the second operating condition for operation based on the current actual intake pressure of the diesel engine after the diesel engine switches to the first operating condition for operation;

[0031] The re-judgment and determination unit is used to determine whether to report a DPF overload fault based on the current second front-to-rear pressure difference of the particulate trap DPF and the preset overload limit value after the diesel engine is switched to the second operating condition for operation, based on the current carbon removal rate of the diesel engine;

[0032] The normal operating condition operation unit is used to control the diesel engine to operate according to the normal operating condition if the second front-rear pressure difference is less than the preset overload limit value.

[0033] In a third aspect, a computer-readable storage medium stores a program thereon, wherein when the program is executed by a processor, the method for determining DPF overload of a diesel engine range extender described in any one of the above items is implemented.

[0034] In a fourth aspect, an electronic device comprises at least one processor, and at least one memory and a bus connected to the processor; wherein the processor and the memory communicate with each other through the bus; and the processor is used to call program instructions in the memory to execute the DPF overload determination method of a diesel engine range extender as described in any one of the above items.

[0035] By means of the above technical scheme, the present invention provides a method and related device for determining DPF overload of a diesel engine range extender, which can control the diesel engine to switch to the first working condition for operation when the current first front-to-back pressure difference of the particulate trap DPF is greater than the preset overload limit; after the diesel engine is switched to the first working condition for operation, based on the current actual intake pressure of the diesel engine, determine whether to switch the diesel engine to the second working condition for operation; after the diesel engine is switched to the second working condition for operation, based on the current carbon removal rate of the diesel engine, determine whether to report a DPF overload fault according to the current second front-to-back pressure difference of the particulate trap DPF and the preset overload limit; if the second front-to-back pressure difference is less than the preset overload limit, control the diesel engine to operate according to the normal working condition. It can be seen from this that the present invention switches multiple working conditions to eliminate the influence of sensor measurement errors on the identification results, and can quickly eliminate carbon deposits in the DPF, comprehensively reduce the reporting rate of overload faults, and improve the accuracy of overload fault identification.

[0036] The above description is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, it can be implemented according to the contents of the specification. In order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present invention. Moreover, the same reference symbols are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0038] Figure 1 A flow chart showing a first method for determining DPF overload of a diesel engine range extender provided by the present invention is shown;

[0039] Figure 2A schematic diagram of a DPF pressure difference model map provided by the present invention is shown;

[0040] Figure 3 A flow chart showing a second method for determining DPF overload of a diesel engine range extender provided by the present invention;

[0041] Figure 4 A structural schematic diagram of a DPF overload determination device for a diesel engine range extender provided by the present invention is shown;

[0042] Figure 5 A structural schematic diagram of an electronic device provided by the present invention is shown. DETAILED DESCRIPTION

[0043] The exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present invention and to enable the scope of the present invention to be fully communicated to those skilled in the art.

[0044] like Figure 1 As shown, the present invention provides a method for determining DPF overload of a diesel engine range extender, comprising: S100, S200, S300 and S400;

[0045] S100, when the current first front-rear pressure difference of the particulate filter DPF is greater than a preset overload limit, controlling the diesel engine to switch to the first operating condition for operation;

[0046] Optionally, the diesel engine's particulate filter DPF (Diesel Particulate Filter) is a well-known technical concept in the art, and the present invention will not describe it in detail. For details, please refer to the relevant description in the art.

[0047] Optionally, the present invention can be provided with a pressure measuring device at both ends of the DPF, and the front-to-back pressure difference (front-to-back pressure difference) at both ends of the DPF can be measured by the pressure measuring device. The front-to-back pressure difference at both ends of the DPF will increase with the increase of the carbon particle capture amount in the DPF (when there are impurities in the DPF, the front-to-back pressure difference will also increase). When the front-to-back pressure difference exceeds a certain limit, the controller can report a DPF overload fault, which will limit the torque output of the diesel engine.

[0048] Optionally, the pressure at the rear end of the DPF generally remains basically unchanged. When the pressure difference before and after the DPF is too high, it indicates that the exhaust back pressure of the diesel engine will increase, the exhaust resistance will increase, and insufficient air intake will occur, which is specifically manifested as a decrease in the intake pressure of the diesel engine.

[0049] Optionally, when the DPF temperature is high, NO2 (nitrogen dioxide) in the exhaust gas will react with carbon particles to generate N2 (nitrogen) and CO2 (carbon dioxide), and the pressure difference before and after the DPF will decrease. The pressure difference before and after the DPF is positively correlated with the exhaust volume. The larger the exhaust volume, the greater the pressure difference before and after the DPF.

[0050] Optionally, the present invention can continuously measure and calculate the current front-to-rear pressure difference of the DPF through the aforementioned pressure measuring device. When it is found that the front-to-rear pressure difference of the DPF is greater than the preset overload limit, it means that the DPF may be overloaded, but this is only a possibility, and it may also be caused by the error of the pressure measuring device. If the overload report is directly reported, it may cause false alarms and over-reporting. Therefore, the present invention can control the diesel engine to switch to the first operating condition and continue to operate, so that the actual current intake pressure of the diesel engine can be collected during the operation of the first operating condition for further judgment, and the present invention does not limit this.

[0051] Optionally, the preset overload limit value of the present invention can be set according to actual needs, and the present invention does not limit this. It should be noted that the preset overload limit value is the first condition for the present invention to identify whether the DPF is overloaded, and the first rough judgment is made, and the present invention does not limit this.

[0052] Optionally, the first operating condition is generally a high-load operating condition of the diesel engine. The high-load intake flow is large, and the intake pressure differentiation is large, which can reduce the error factor of the judgment, for example, the range extender is at maximum power or more than 70% power.

[0053] S200, after the diesel engine is switched to the first operating condition for operation, determining whether to switch the diesel engine to the second operating condition for operation based on the current actual intake pressure of the diesel engine;

[0054] Optionally, the present invention may also be provided with a pressure measuring device or an intake measuring device to measure and calculate the actual current intake pressure of the diesel engine, and the present invention is not limited to this.

[0055] Optionally, as mentioned above, the first operating condition is generally high load and high intake pressure. If the actual intake pressure of the diesel engine does not increase to a certain extent after switching to the first operating condition, it means that the measured result may have an error and is not related to DPF overload. Therefore, the present invention can switch to the second operating condition based on the actual intake pressure and make further judgments, and the present invention does not limit this.

[0056] For example, in some optional embodiments, the S200 includes: step 1.1 and step 1.2;

[0057] Step 1.1, calculating a first intake pressure difference between a preset intake pressure value and a current actual intake pressure of the diesel engine;

[0058] Optionally, the preset intake pressure value can be set according to actual needs, and the present invention does not limit this. It should be noted that the preset intake pressure value is based on the intake pressure measured on the engine test bench, which is based on the map of speed and load, and represents the intake pressure when the DPF is not blocked.

[0059] Optionally, the first intake pressure difference can reflect the increase in the actual intake pressure of the diesel engine to a certain extent. The larger the first intake pressure difference, the larger the actual intake pressure of the diesel engine. The present invention does not impose any limitation on this.

[0060] Step 1.2: Based on the first intake pressure difference, determine whether to switch the diesel engine to a second operating condition for operation.

[0061] For example, in some optional embodiments, the step 1.2 includes: step 2.1, step 2.2 and step 2.3;

[0062] Step 2.1: If the first intake pressure difference is lower than a preset pressure difference threshold, a report is issued that the pressure difference before and after the particulate trap DPF is unreliable;

[0063] Optionally, as mentioned above, after the diesel engine enters the first operating condition, even if the DPF is overloaded, the actual intake pressure of the diesel engine should rise to a sufficient pressure. If the first intake pressure difference is lower than the preset pressure difference threshold, it means that the measurement result is inaccurate, which may be a sensor error or an error caused by other reasons (for example, leakage at the rear end of the DPF), and it is not appropriate to report a DPF overload report. Therefore, the present invention can report an unreliable pressure difference report before and after the DPF to facilitate technicians to troubleshoot problems, and the present invention does not limit this.

[0064] Step 2.2: If the first intake pressure difference is higher than the preset pressure difference threshold, the actual carbon load value is obtained by looking up a table according to the current third front-rear pressure difference of the particulate filter DPF, and the required power of the diesel engine is determined based on the average output power of the range extender and the SOC value of the power battery within the most recent first time range;

[0065] Optionally, in combination with the above explanation, if the first intake pressure difference is higher than the preset pressure difference threshold, it means that the reason why the first front-to-rear pressure difference is greater than the preset overload limit may be DPF overload. Therefore, in order to improve the accuracy of the present invention and reduce false alarms caused by other reasons, the present invention can further judge based on the actual carbon load value and the required power, and the present invention does not limit this.

[0066] Optionally, the pressure difference before and after the DPF has a certain relationship with the actual carbon load value. The present invention can obtain the relationship between the two through experimental calibration in advance, and establish a corresponding curve or table to facilitate direct table lookup when needed. It should be noted that the actual carbon load value refers to the actual carbon load of the DPF. The greater the carbon load, the greater the possibility of DPF overload. It should be noted that the actual carbon load value can be obtained based on the map of the pressure difference before and after the DPF and the exhaust flow rate. The present invention does not limit this.

[0067] Optionally, the average output power of the range extender refers to: the average output power of the range extender in a recent period of time (within the first time range); the SOC value of the power battery refers to: the state of charge of the power battery, also known as the state of charge, the full English name is: State of Charge, the present invention is not limited to this.

[0068] Step 2.3: Based on the actual carbon load value and the required power, control the diesel engine to switch to the second operating condition for operation.

[0069] Optionally, the present invention can obtain the carbon deposition rate of each working condition of the power line according to the required power; and can obtain the carbon removal rate of each working condition according to the actual carbon load value and the DPF temperature and NO2 value (i.e., nitrogen dioxide) of each working condition. The present invention can select the working condition with the largest difference between the carbon removal rate and the carbon deposition rate as the second working condition, and then control the diesel engine to switch to the second working condition, and the present invention does not limit this.

[0070] S300, after the diesel engine is switched to the second operating condition for operation, based on the current carbon removal rate of the diesel engine, determining whether to report a DPF overload fault according to the current second front-to-rear pressure difference of the particulate filter DPF and the preset overload limit value;

[0071] Optionally, as mentioned above, when the diesel engine may be overloaded, its actual carbon load value is generally too large (i.e., its actual carbon load is too large), but if the DPF overload fault is reported directly based on the actual carbon load value, a false alarm may also occur, or if the carbon deposits can be quickly eliminated, there is no need to report the DPF overload fault, so as to reduce the reporting of DPF overload faults. Therefore, the present invention can control the diesel engine to continue to operate for a period of time according to the second working condition, and the carbon deposits of the DPF can be eliminated under the second working condition.

[0072] For example, in some optional embodiments, the S300 includes: step 3.1 and step 3.2;

[0073] Step 3.1, after the diesel engine runs at the second operating condition for a second period of time, obtaining a first carbon removal rate and a second carbon removal rate, wherein the first carbon removal rate is calculated based on a preset carbon load model, and the second carbon removal rate is calculated based on a preset DPF pressure difference model;

[0074] Optionally, the second time length can be set according to actual needs, and the present invention is not limited to this. For example, the second time length can be set to 30 seconds. That is, after the diesel engine runs in the second working condition for 30 seconds, the present invention can obtain the first carbon removal rate and the second carbon removal rate, and the present invention is not limited to this.

[0075] Optionally, the carbon load model refers to: the diesel engine carbon smoke generation value - (carbon consumed by passive regeneration and active regeneration). The carbon load value changes automatically according to preset conditions and operating conditions.

[0076] The smoke generation value of diesel engine carbon smoke (i.e. carbon deposition model) is collected on the test bench under various working conditions, including smoke density value and excess air coefficient, and preset maps are generated respectively. The carbon load model accumulates at different rates when the diesel engine runs in different working conditions. If the state of the diesel engine changes, such as injector wear, etc., the carbon deposition model cannot be identified and will still accumulate at the normal rate. At this time, the carbon load model will be inaccurate, so the DPF pressure difference model will be added to calibrate the carbon load. The final carbon load is the final value output based on the comparison between the carbon load model and the DPF pressure difference model.

[0077] Passive regeneration carbon elimination (i.e., carbon consumed by passive regeneration): When the temperature inside the DPF reaches above 250°C, the NO2 in the exhaust gas will react with the carbon to generate NO (nitric oxide) and CO2. When the DPF temperature is between 350°C and 400°C, the carbon elimination rate is faster. The carbon elimination rate is related to the DPF temperature, NO2 ratio, and carbon loading value.

[0078] Active regeneration to eliminate carbon (i.e., carbon consumed by active regeneration): By further increasing the DPF temperature to above 550°C, the O2 (oxygen) in the exhaust gas reacts with carbon at a faster rate than passive regeneration. When the carbon load exceeds a certain value, triggering active regeneration is prohibited to prevent the DPF from burning out.

[0079] Optionally, the DPF pressure difference model is used to directly read the carbon load according to the preset map of DPF pressure difference and exhaust flow. The model needs to output the carbon load value only under relatively stable working conditions.

[0080] DPF pressure difference model map reference Figure 2 As shown, the dark area is the area where the diesel engine actually operates, the horizontal axis is the DPF pressure difference, the vertical axis is the exhaust gas flow rate, and the map value is the carbon load.

[0081] Step 3.2: Based on the first carbon removal rate and the second carbon removal rate, determine whether to report a DPF overload fault according to the current second front-rear pressure difference of the particulate trap DPF and the preset overload limit value.

[0082] Optionally, in some optional embodiments, the step 3.2 includes: step 4.1, step 4.2, step 4.3 and step 4.4;

[0083] Step 4.1, calculating the rate difference between the first carbon removal rate and the second carbon removal rate;

[0084] Step 4.2: If the speed difference is greater than a preset speed threshold, a DPF blockage fault is reported;

[0085] Optionally, if the rate difference is greater than a preset rate threshold, it is considered that the DPF carbon removal rate is too slow and the DPF pressure difference is too high because of impurity blockage inside. Therefore, the present invention can report a DPF blockage fault.

[0086] Optionally, the preset rate threshold may be set according to actual needs, and the present invention does not impose any limitation on this.

[0087] Step 4.3: If the rate difference is less than the preset rate threshold, determine whether the current second front-to-rear pressure difference of the DPF is greater than the preset overload limit;

[0088] Step 4.4: If the second front-rear pressure difference is greater than the preset overload limit, a DPF overload fault is reported.

[0089] S400: If the second front-rear pressure difference is less than the preset overload limit, control the diesel engine to operate according to normal operating conditions.

[0090] Optionally, in some optional embodiments, before determining in step 4.3 whether the current second front-to-rear pressure difference of the particulate trap DPF is greater than the preset overload limit, the method further includes: step 5.1;

[0091] Step 5.1: After controlling the diesel engine to continue to operate at the second operating condition for a third period of time, obtain a current second front-to-rear pressure difference of the particulate filter DPF.

[0092] Optionally, if the rate difference is less than the preset rate threshold, the carbon removal rate is normal. Therefore, the present invention can maintain this operating condition and continue to operate. After a third period of time (for example, 5 minutes), a pressure difference judgment is performed again. If the internal pressure difference of the DPF is still greater than the pressure difference limit of the DPF overload, a DPF overload fault is reported. If the pressure difference drops to a normal level, the diesel engine is controlled to operate normally. The present invention does not impose any restrictions on this.

[0093] Optionally, in some optional embodiments, the first operating condition satisfies the conditions of high diesel engine load and high intake pressure, and the second operating condition satisfies the conditions of high exhaust temperature (for example, DPF temperature is maintained at 350°C to 450°C) and high NOx (nitrogen oxides) original exhaust.

[0094] Optionally, in order to further clearly describe the solution of the present invention, the present invention provides the following Figure 3 The overall flow chart shown is Figure 3 Please refer to the above explanation for the steps in the present invention, which will not be described in detail.

[0095] like Figure 4 As shown, the present invention provides a DPF overload determination device for a diesel engine range extender, comprising: a first operating condition switching unit 100, a second operating condition judgment unit 200, a second judgment determination unit 300 and a normal operating condition operation unit 400;

[0096] The first operating mode switching unit 100 is used to control the diesel engine to switch to the first operating mode for operation when the current first front-rear pressure difference of the particulate filter DPF is greater than a preset overload limit;

[0097] The second operating condition judgment unit 200 is used to determine whether to switch the diesel engine to the second operating condition for operation based on the current actual intake pressure of the diesel engine after the diesel engine switches to the first operating condition for operation;

[0098] The re-judgment and determination unit 300 is used to determine whether to report a DPF overload fault based on the current second front-to-rear pressure difference of the particulate trap DPF and the preset overload limit value after the diesel engine is switched to the second operating condition for operation, based on the current carbon removal rate of the diesel engine;

[0099] The normal operating condition operation unit 400 is used to control the diesel engine to operate according to the normal operating condition if the second front-rear pressure difference is less than the preset overload limit value.

[0100] Optionally, in some optional embodiments, the second operating condition determination unit 200 includes: a first pressure difference calculation subunit and an operating condition switching determination subunit;

[0101] The first pressure difference calculation subunit is used to calculate a first intake pressure difference between a preset intake pressure value and a current actual intake pressure of the diesel engine;

[0102] The operating condition switching determination subunit is used to determine whether to switch the diesel engine to a second operating condition for operation based on the first intake pressure difference.

[0103] Optionally, in certain optional embodiments, the operating condition switching determination subunit includes: an untrustworthy reporting subunit, a required power determination subunit, and a second operating condition switching subunit;

[0104] The untrustworthy reporting subunit is used for reporting that the pressure difference before and after the particulate trap DPF is untrustworthy if the first intake pressure difference is lower than a preset pressure difference threshold;

[0105] The required power determination subunit is configured to, if the first intake pressure difference is higher than the preset pressure difference threshold, obtain an actual carbon load value by looking up a table according to a current third front-rear pressure difference of the particulate trap DPF, and determine the required power of the diesel engine based on an average output power of the range extender and an SOC value of the power battery within a recent first time range;

[0106] The second operating mode switching subunit is used to control the diesel engine to switch to the second operating mode for operation based on the actual carbon loading value and the required power.

[0107] Optionally, in some optional embodiments, the re-judgment and determination unit 300 includes: a carbon removal rate obtaining subunit and a re-judgment and determination subunit;

[0108] The carbon removal rate obtaining subunit is used to obtain a first carbon removal rate and a second carbon removal rate after the diesel engine runs at the second operating condition for a second period of time, wherein the first carbon removal rate is calculated based on a preset carbon load model, and the second carbon removal rate is calculated based on a preset DPF pressure difference model;

[0109] The re-determination subunit is used to determine whether to report a DPF overload fault according to the current second front-rear pressure difference of the particulate trap DPF and the preset overload limit value based on the first carbon removal rate and the second carbon removal rate.

[0110] Optionally, in some optional implementations, the re-determination subunit includes: a rate difference calculation subunit, a congestion fault reporting subunit, a re-determination subunit and an overload fault reporting subunit;

[0111] The rate difference calculation subunit is used to calculate the rate difference between the first carbon removal rate and the second carbon removal rate;

[0112] The blockage fault reporting subunit is used to report a DPF blockage fault if the speed difference is greater than a preset speed threshold;

[0113] The re-judgment subunit is used to determine whether the current second front-to-rear pressure difference of the particulate trap DPF is greater than the preset overload limit value if the speed difference is less than the preset speed threshold;

[0114] The overload fault reporting subunit is used to report a DPF overload fault if the second front-rear pressure difference is greater than the preset overload limit value.

[0115] Optionally, in certain optional embodiments, the device further comprises: a pressure difference re-obtaining unit and an overload fault reporting unit;

[0116] The pressure difference re-obtaining unit is used to obtain the current second front-to-back pressure difference of the particulate trap DPF after controlling the diesel engine to continue running in the second operating condition for a third period of time before judging whether the current second front-to-back pressure difference of the particulate trap DPF is greater than the preset overload limit.

[0117] The present invention provides a computer-readable storage medium having a program stored thereon, and when the program is executed by a processor, the DPF overload determination method of a diesel engine range extender as described above is implemented.

[0118] like Figure 5 As shown, the present invention provides an electronic device 70, which includes at least one processor 701, and at least one memory 702 and a bus 703 connected to the processor 701; wherein the processor 701 and the memory 702 communicate with each other through the bus 703; the processor 701 is used to call the program instructions in the memory 702 to execute any one of the above-mentioned methods for determining DPF overload of a diesel engine range extender.

[0119] In the present invention, relational terms such as first and second, etc. are used only 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 "comprise", "include" 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 statement "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0120] Each embodiment in this specification is described in a related manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0121] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined in the present invention may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown in the present invention, but will conform to the widest scope consistent with the principles and novel features disclosed in the present invention.

[0122] The above description is only a preferred embodiment of the present invention and is not intended to limit the protection scope of the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention are included in the protection scope of the present invention.

Claims

1. A method for determining DPF overload of a diesel engine range extender, characterized in that: include: When the current first front-rear pressure difference of the particulate filter DPF is greater than the preset overload limit, the diesel engine is controlled to switch to the first operating condition for operation; After the diesel engine is switched to the first operating condition for operation, determining whether to switch the diesel engine to the second operating condition for operation based on the current actual intake pressure of the diesel engine; After the diesel engine is switched to the second operating condition for operation, based on the current carbon removal rate of the diesel engine, determining whether to report a DPF overload fault according to the current second front-to-rear pressure difference of the particulate trap DPF and the preset overload limit value; If the second front-rear pressure difference is less than the preset overload limit, the diesel engine is controlled to operate according to normal operating conditions.

2. The method according to claim 1, characterized in that The determining whether to switch the diesel engine to the second operating condition for operation based on the current actual intake pressure of the diesel engine includes: Calculating a first intake pressure difference between a preset intake pressure value and a current actual intake pressure of the diesel engine; Based on the first intake pressure difference, it is determined whether to switch the diesel engine to a second operating condition for operation.

3. The method according to claim 2, characterized in that The determining whether to switch the diesel engine to the second operating condition for operation based on the first intake pressure difference includes: If the first intake pressure difference is lower than a preset pressure difference threshold, a report that the pressure difference before and after the particulate trap DPF is unreliable is reported; If the first intake pressure difference is higher than the preset pressure difference threshold, the actual carbon load value is obtained by looking up a table according to the current third front-rear pressure difference of the particulate filter DPF, and the required power of the diesel engine is determined based on the average output power of the range extender and the SOC value of the power battery within the most recent first time range; Based on the actual carbon load value and the required power, the diesel engine is controlled to switch to a second operating condition for operation.

4. The method according to claim 1, characterized in that After the diesel engine is switched to the second operating condition for operation, determining whether to report a DPF overload fault based on the current second front-rear pressure difference of the particulate trap DPF and the preset overload limit value based on the current carbon removal rate of the diesel engine includes: After the diesel engine runs at the second operating condition for a second period of time, obtaining a first carbon removal rate and a second carbon removal rate, wherein the first carbon removal rate is calculated based on a preset carbon load model, and the second carbon removal rate is calculated based on a preset DPF pressure difference model; Based on the first carbon removal rate and the second carbon removal rate, it is determined whether to report a DPF overload fault according to the current second front-rear pressure difference of the particulate trap DPF and the preset overload limit value.

5. The method according to claim 4, characterized in that The determining, based on the first carbon removal rate and the second carbon removal rate, whether to report a DPF overload fault according to the current second front-rear pressure difference of the particulate trap DPF and the preset overload limit value comprises: calculating a rate difference between the first carbon removal rate and the second carbon removal rate; If the speed difference is greater than a preset speed threshold, a DPF blockage fault is reported; If the speed difference is less than the preset speed threshold, determining whether the current second front-to-rear pressure difference of the particulate trap DPF is greater than the preset overload limit; If the second front-to-rear pressure difference is greater than the preset overload limit, a DPF overload fault is reported.

6. The method according to claim 5, characterized in that Before determining whether the current second front-to-rear pressure difference of the DPF is greater than the preset overload limit, the method further includes: After the diesel engine is controlled to continue to operate in the second operating condition for a third period of time, a current second front-to-rear pressure difference of the particulate trap DPF is obtained.

7. The method according to claim 1, characterized in that The first operating condition satisfies the conditions that the diesel engine has a high load and a large intake pressure, and the second operating condition satisfies the condition that the exhaust gas temperature is high.

8. A DPF overload determination device for a diesel engine range extender, characterized in that: include: A first operating condition switching unit, a second operating condition judging unit, a second judging and determining unit, and a normal operating condition operation unit; The first operating mode switching unit is used to control the diesel engine to switch to the first operating mode for operation when the current first front-rear pressure difference of the particulate filter DPF is greater than a preset overload limit; The second operating condition judgment unit is used to determine whether to switch the diesel engine to the second operating condition for operation based on the current actual intake pressure of the diesel engine after the diesel engine switches to the first operating condition for operation; The re-judgment and determination unit is used to determine whether to report a DPF overload fault based on the current second front-to-rear pressure difference of the particulate trap DPF and the preset overload limit value after the diesel engine is switched to the second operating condition for operation, based on the current carbon removal rate of the diesel engine; The normal operating condition operation unit is used to control the diesel engine to operate according to the normal operating condition if the second front-rear pressure difference is less than the preset overload limit value.

9. A computer-readable storage medium having a program stored thereon, characterized in that: When the program is executed by a processor, the DPF overload determination method of a diesel engine range extender according to any one of claims 1 to 7 is implemented.

10. An electronic device, characterized in that: The electronic device includes at least one processor, and at least one memory and a bus connected to the processor; wherein the processor and the memory communicate with each other through the bus; the processor is used to call program instructions in the memory to execute the DPF overload determination method of a diesel engine range extender according to any one of claims 1 to 7.

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