DPF Overload Determination Method and Related Device for Diesel Engine Range Extender

Abstract

The present invention discloses a method and related device for determining DPF overload of a diesel engine range extender. When the current first differential pressure before and after the particulate filter is greater than a preset overload limit value, the diesel engine can be controlled to switch to a first operating condition for operation; after switching to the first operating condition for operation, based on the current actual intake pressure of the diesel engine, it is determined whether to switch the diesel engine to a second operating condition for operation; after switching to the second operating condition for operation, based on the current decarbonization rate of the diesel engine, it is determined whether to report a DPF overload fault according to the current second differential pressure before and after the particulate filter and the preset overload limit value; if the second differential pressure is less than the preset overload limit value, the diesel engine is controlled to operate according to the normal operating condition. By switching multiple operating conditions, the present invention eliminates the influence of sensor measurement errors on the recognition result, can quickly eliminate the carbon deposits in the DPF, comprehensively reduces the reporting rate of overload faults, and improves the accuracy of overload fault recognition.

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 alternative embodiments, determining whether to switch the diesel engine to a second operating condition 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 the current actual intake pressure of the diesel engine;

[0012] Based on the first intake pressure difference, determining whether to switch the diesel engine to a second operating condition.

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

[0014] If the first intake pressure difference is lower than a preset pressure difference threshold, reporting an untrustworthy report on the pressure difference before and after the diesel particulate filter (DPF);

[0015] If the first intake pressure difference is higher than the preset pressure difference threshold, looking up a table to obtain an actual carbon loading value based on the current third pressure difference before and after the DPF, and determining the required power of the diesel engine based on the average output power of the range extender and the state of charge (SOC) value of the power battery within a recent first time period;

[0016] Based on the actual carbon loading value and the required power, controlling the diesel engine to switch to the second operating condition.

[0017] Optionally, in some alternative embodiments, after switching the diesel engine to the second operating condition, determining whether to report a DPF overload fault based on the current decarbonization rate of the diesel engine, the current second pressure difference before and after the DPF, and the preset overload limit includes:

[0018] After the diesel engine operates in the second operating condition for a second time period, obtaining a first decarbonization rate and a second decarbonization rate, where the first decarbonization rate is calculated based on a preset carbon loading model and the second decarbonization rate is calculated based on a preset DPF pressure difference model;

[0019] Based on the first decarbonization rate and the second decarbonization rate, determining whether to report a DPF overload fault based on the current second pressure difference before and after the DPF and the preset overload limit.

[0020] Optionally, in some alternative embodiments, determining whether to report a DPF overload fault based on the first decarbonization rate and the second decarbonization rate, the current second pressure difference before and after the DPF, and the preset overload limit includes:

[0021] Calculate the rate difference between the first decarbonization rate and the second decarbonization rate;

[0022] If the rate difference is greater than a preset rate threshold, report a DPF clogging fault;

[0023] If the rate difference is less than the preset rate threshold, determine whether the current second pressure difference across the particulate filter DPF is greater than the preset overload limit value;

[0024] If the second pressure difference across is greater than the preset overload limit value, report a DPF overload fault.

[0025] Optionally, in some alternative embodiments, before determining whether the current second pressure difference across the particulate filter DPF is greater than the preset overload limit value, the method further includes:

[0026] Control the diesel engine to continue running for a third duration under the second operating condition, and then obtain the current second pressure difference across the particulate filter DPF.

[0027] Optionally, in some alternative embodiments, the first operating condition satisfies the conditions of high diesel engine load and high intake pressure, and the second operating condition satisfies the condition of high exhaust temperature.

[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 determination unit, a re-determination unit, and a normal operating condition unit;

[0029] The first operating condition switching unit is configured to control the diesel engine to switch to the first operating condition for operation when the current first pressure difference across the particulate filter DPF is greater than the preset overload limit value;

[0030] The second operating condition determination unit is configured 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-determination unit is configured to determine whether to report a DPF overload fault based on the current decarbonization rate of the diesel engine and the current second pressure difference across the particulate filter DPF and the preset overload limit value after the diesel engine is switched to the second operating condition for operation;

[0032] The normal operating condition unit is configured to control the diesel engine to operate under the normal operating condition if the second pressure difference across is less than the preset overload limit value.

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

[0034] In a fourth aspect, an electronic device includes at least one processor, at least one memory connected to the processor, and a bus; 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 the diesel engine range extender described in any one of the above.

[0035] By means of the above technical solutions, a DPF overload determination method and related device for a diesel engine range extender provided by the present invention can control the diesel engine to switch to a first operating condition when the current first pressure difference before and after the particulate filter DPF is greater than a preset overload limit value; after the diesel engine switches to the first operating condition, based on the current actual intake pressure of the diesel engine, determine whether to switch the diesel engine to a second operating condition; after the diesel engine is switched to the second operating condition, based on the current decarbonization rate of the diesel engine, determine whether to report a DPF overload fault according to the current second pressure difference before and after the particulate filter DPF and the preset overload limit value; if the second pressure difference is less than the preset overload limit value, control the diesel engine to operate according to the normal operating condition. It can be seen from this that the present invention switches multiple operating conditions to eliminate the influence of sensor measurement errors on the recognition result, and can quickly eliminate the carbon deposition in the DPF, comprehensively reduce the reporting rate of overload faults, and improve the accuracy of overload fault recognition.

[0036] The above description is only an overview of the technical solution of the present invention. In order to be able to understand the technical means of the present invention more clearly, it can be implemented according to the content of the specification. And in order to make the above and other purposes, features and advantages of the present invention more obvious and understandable, the specific embodiments of the present invention are specifically listed below. Description of the Drawings

[0037] By reading the detailed description of the preferred embodiments below, various other advantages and benefits will become clear to those of ordinary skill in the art. The drawings are only for the purpose of showing the preferred embodiments and are not considered to be a limitation of the present invention. And throughout the drawings, the same reference numerals are used to represent the same components. In the drawings:

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

[0039] Figure 2Shows a schematic diagram of a DPF differential pressure model map provided by the present invention;

[0040] Figure 3 Shows a flowchart of a second method for determining DPF overload of a diesel engine range extender provided by the present invention;

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

[0042] Figure 5 Shows a schematic structural diagram of an electronic device provided by the present invention. Detailed implementation manners

[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 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 so that the present invention can be more thoroughly understood and the scope of the present invention can be completely conveyed to those skilled in the art.

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

[0045] S100. When the current first differential pressure before and after the particulate filter DPF is greater than a preset overload limit value, control the diesel engine to switch to a first operating condition for operation;

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

[0047] Optionally, the present invention can set pressure measuring devices at the front and rear ends of the DPF, and the differential pressure (pressure difference before and after) between the front and rear ends of the DPF can be measured through the pressure measuring devices. The differential pressure before and after the DPF will increase as the amount of carbon particles trapped in the DPF increases (when there are impurities in the DPF, the differential pressure will also increase). After the differential pressure exceeds a certain limit value, the controller can report a DPF overload fault and limit the torque output of the diesel engine.

[0048] Optionally, the pressure at the rear end of the DPF is generally basically constant. When the differential pressure 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 it will lead to insufficient intake air. Specifically, it is manifested as a decrease in the intake pressure of the diesel engine.

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

[0050] Optionally, the present invention can continuously measure and calculate the current pressure difference before and after the DPF through the aforementioned pressure measuring device. When it is found that the pressure difference before and after the DPF is greater than the preset overload limit value, it indicates that the DPF may be overloaded, but this is only a possibility, and it may also be due to errors in the pressure measuring device. If an overload report is directly reported, false alarms and over-reports may occur. Therefore, the present invention can control the diesel engine to switch to the first operating condition and continue to operate, so as to collect the current actual intake pressure of the diesel engine during the operation in the first operating condition for further judgment. 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 used as the first layer of condition for the present invention to identify whether the DPF is overloaded and make a first layer of rough judgment. The present invention does not limit this.

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

[0053] S200. After the diesel engine is switched to the first operating condition and operates, based on the current actual intake pressure of the diesel engine, determine whether to switch the diesel engine to the second operating condition for operation;

[0054] Optionally, the present invention can also set a pressure measuring device or an intake air measuring device to measure and calculate the current actual intake pressure of the diesel engine. The present invention does not limit this.

[0055] Optionally, as described above, the first operating condition is generally high load and large 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 indicates that the measured result may be in error and has nothing to do with DPF overload. Therefore, the present invention can switch to the second operating condition based on the actual intake pressure for further judgment. 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: Calculate the first intake pressure difference between the preset intake pressure value and the 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 bench, is a map based on speed and load, and represents the intake pressure when the DPF is not blocked.

[0059] Optionally, the first intake pressure difference can reflect the rise of the actual intake pressure of the diesel engine to a certain extent. The larger the first intake pressure difference, the greater the actual intake pressure of the diesel engine. The present invention does not limit this.

[0060] Step 1.2: Based on the first intake pressure difference, determine whether to switch the diesel engine to the 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 the preset pressure difference threshold, report an untrustworthy report on the front and rear pressure differences of the particulate filter DPF;

[0063] Optionally, as described 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 also rise by a sufficient pressure. If the first intake pressure difference is lower than the preset pressure difference threshold, it means that the current measurement result is inaccurate, which may be caused by sensor error or other reasons (for example, air leakage at the rear end of the DPF). It is not appropriate to report a DPF overload report. Therefore, the present invention can report an untrustworthy report on the front and rear pressure differences of the DPF to facilitate technicians to troubleshoot problems. 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, look up the actual carbon loading value according to the current third front and rear pressure difference of the particulate filter DPF, and determine the required power of the diesel engine based on the average output power of the range extender and the SOC value of the power battery within the most recent first time period;

[0065] Optionally, in combination with the foregoing explanation, if the first intake pressure difference is higher than the preset pressure difference threshold, it means that the reason for the first front and rear pressure difference being greater than the preset overload limit value 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 loading value and the required power. The present invention does not limit this.

[0066] Optionally, there is a certain relationship between the pressure difference before and after the DPF and the actual carbon loading value. The present invention can pre-calibrate the relationship between the two through experiments and establish a corresponding curve or table for direct look-up when needed. It should be noted that the actual carbon loading value refers to the actual carbon loading amount of the DPF. The greater the carbon loading amount, the greater the possibility of DPF overload. It should be noted that the actual carbon loading value can be obtained based on the pressure difference before and after the DPF and the map of the exhaust gas flow rate. The present invention places no restrictions on this.

[0067] Optionally, the average output power of the range extender refers to the average output power of the range extender within 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, and its full English name is: State of Charge. The present invention places no restrictions on this.

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

[0069] Optionally, according to the present invention, based on the required power, the carbon deposition rate of each operating condition of the power line can be obtained; at the same time, according to the actual carbon loading value and the preset DPF temperature and NO2 value (i.e., nitrogen dioxide) of each operating condition, the carbon elimination rate of each operating condition can be obtained. The present invention can select the operating condition with the largest difference between the carbon elimination rate and the carbon deposition rate as the second operating condition, and then control the diesel engine to switch to the second operating condition. The present invention places no restrictions on this.

[0070] S300: After switching the diesel engine to the second operating condition for operation, based on the current carbon elimination rate of the diesel engine, determine whether to report a DPF overload fault according to the current second pressure difference before and after the particulate filter DPF and the preset overload limit value;

[0071] Optionally, as mentioned above, in the case where the diesel engine may be overloaded, its actual carbon loading value is generally large (i.e., its actual carbon loading amount is large). However, if a DPF overload fault is reported directly based on the actual carbon loading value, false alarms may also occur, or if the carbon deposition can be quickly eliminated, there is no need to report a DPF overload fault to reduce the reporting of DPF overload faults. Therefore, the present invention can control the diesel engine to continue operating in the second operating condition for a period of time, and the carbon deposition of the DPF can be eliminated under the second operating 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 operates in the second operating condition for a second duration, obtain a first decarbonization rate and a second decarbonization rate, where the first decarbonization rate is calculated based on a preset carbon loading model, and the second decarbonization rate is calculated based on a preset DPF differential pressure model;

[0074] Optionally, the second duration can be set according to actual needs, and the present invention does not limit this. For example, the second duration can be set to 30 seconds. That is, after the diesel engine operates in the second operating condition for 30 s, the present invention can obtain the first decarbonization rate and the second decarbonization rate, and the present invention does not limit this.

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

[0076] The soot generation value of the diesel engine (i.e., the carbon deposition model) collects the soot values and excess air coefficients of each operating condition on the test bench, and generates preset maps respectively. When the diesel engine runs to different operating conditions, the carbon loading model accumulates at different rates. If the state of the diesel engine changes, such as injector wear, etc., and the carbon deposition model cannot identify it, it will still accumulate at the normal rate. At this time, the carbon loading model is inaccurate, so a DPF differential pressure model is added to calibrate the carbon loading. The final carbon loading is the final value output by comparing the carbon loading model and the DPF differential pressure model.

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

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

[0079] Optionally, the DPF differential pressure model is used to directly obtain the carbon loading according to a preset map of DPF differential pressure and exhaust gas flow, and this model will output the carbon loading value only under relatively stable operating conditions.

[0080] The DPF differential pressure model map is referred to as Figure 2 shown. The dark area is the area where the diesel engine actually operates. The abscissa is the DPF differential pressure, the ordinate is the exhaust gas flow, and the map value is the carbon loading.

[0081] Step 3.2: Based on the first decarbonization rate and the second decarbonization rate, determine whether to report a DPF overload fault according to the current second differential pressure before and after the particulate filter DPF and the preset overload limit value.

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

[0083] Step 4.1: Calculate the rate difference between the first decarbonization rate and the second decarbonization rate;

[0084] Step 4.2: If the rate difference is greater than a preset rate threshold, report a DPF clogging fault;

[0085] Optionally, if the rate difference is greater than the preset rate threshold, it is considered that the DPF decarbonization rate is too slow, and the reason for the too high DPF differential pressure is that there is impurity clogging inside. Therefore, the present invention can report a DPF clogging fault.

[0086] Optionally, the preset rate threshold can be set according to actual needs, and the present invention does not limit this.

[0087] Step 4.3: If the rate difference is less than the preset rate threshold, determine whether the current second differential pressure before and after the particulate filter DPF is greater than the preset overload limit value;

[0088] Step 4.4: If the second differential pressure before and after is greater than the preset overload limit value, report a DPF overload fault.

[0089] S400: If the second differential pressure before and after is less than the preset overload limit value, control the diesel engine to operate under normal conditions.

[0090] Optionally, in some alternative embodiments, before determining whether the current second differential pressure before and after the particulate filter DPF in step 4.3 is greater than the preset overload limit value, the method further includes: step 5.1;

[0091] Step 5.1: Control the diesel engine to continue operating for a third duration under the second condition, and then obtain the current second differential pressure before and after the particulate filter DPF.

[0092] Optionally, if the rate difference is less than the preset rate threshold, the decarbonization rate is normal. Therefore, the present invention can maintain the operation of this condition. After a third duration (such as 5 minutes), the differential pressure is judged again. If the internal differential pressure of the DPF is still greater than the differential pressure limit value of DPF overload at this time, report a DPF overload fault. If the differential pressure drops to the normal level, control the diesel engine to operate normally. The present invention does not limit this.

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

[0094] Optionally, to further clearly describe the solution of the present invention, the present invention provides a general flowchart as shown in Figure 3 which is shown below. For the steps in Figure 3 please refer to the foregoing explanations, and the present invention will not describe them in detail.

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

[0096] The first operating condition switching unit 100 is configured to control the diesel engine to switch to the first operating condition for operation when the current first differential pressure across the particulate filter DPF is greater than a preset overload limit value;

[0097] The second operating condition determination unit 200 is configured 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-determination unit 300 is configured to determine whether to report a DPF overload fault according to the current second differential pressure across the particulate filter DPF and the preset overload limit value based on the current decarbonization rate of the diesel engine after the diesel engine is switched to the second operating condition for operation;

[0099] The normal operating condition unit 400 is configured to control the diesel engine to operate in the normal operating condition if the second differential pressure is less than the preset overload limit value.

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

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

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

[0103] Optionally, in some alternative embodiments, the operating condition switching determination subunit includes: an untrustworthy report subunit, a required power determination subunit, and a second operating condition switching subunit;

[0104] The untrustworthy report subunit is configured to report a report that the differential pressure before and after the particulate filter DPF is untrustworthy if the first intake air differential pressure is lower than a preset differential pressure threshold;

[0105] The required power determination subunit is configured to, if the first intake air differential pressure is higher than the preset differential pressure threshold, look up the actual carbon loading value according to the current third differential pressure before and after the particulate filter DPF, and determine the required power of the diesel engine based on the average output power of the range extender and the SOC value of the power battery within the most recent first time period;

[0106] The second operating condition switching subunit is configured to control the diesel engine to switch to a second operating condition based on the actual carbon loading value and the required power.

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

[0108] The decarbonization rate obtaining subunit is configured to obtain a first decarbonization rate and a second decarbonization rate after the diesel engine operates in the second operating condition for a second time period, where the first decarbonization rate is calculated based on a preset carbon loading model, and the second decarbonization rate is calculated based on a preset DPF differential pressure model;

[0109] The re-judgment determination subunit is configured to determine whether to report a DPF overload fault according to the current second differential pressure before and after the particulate filter DPF and the preset overload limit value based on the first decarbonization rate and the second decarbonization rate.

[0110] Optionally, in some alternative embodiments, the re-judgment determination subunit includes: a rate difference calculation subunit, a clogging fault reporting subunit, a re-judgment subunit, and an overload fault reporting subunit;

[0111] The rate difference calculation subunit is configured to calculate the rate difference between the first decarbonization rate and the second decarbonization rate;

[0112] The clogging fault reporting subunit is configured to report a DPF clogging fault if the rate difference is greater than a preset rate threshold;

[0113] The re-judgment subunit is configured to determine whether the current second differential pressure before and after the particulate filter DPF is greater than the preset overload limit value if the rate difference is less than the preset rate threshold;

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

[0115] Optionally, in some alternative embodiments, the device further includes: a pressure difference obtaining unit again and an overload fault reporting unit;

[0116] The pressure difference obtaining unit again is configured to, before determining whether the current second front-back pressure difference of the diesel particulate filter (DPF) is greater than the preset overload limit value, control the diesel engine to continue operating at the second working condition for a third duration, and then obtain the current second front-back pressure difference of the DPF.

[0117] The present invention provides a computer-readable storage medium, on which a program is stored. When the program is executed by a processor, the DPF overload determination method of the diesel engine range extender described in any one of the above is implemented.

[0118] As Figure 5 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 complete communication with each other through the bus 703; the processor 701 is configured to call program instructions in the memory 702 to execute the DPF overload determination method of the diesel engine range extender described in any one of the above.

[0119] In the present invention, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including a..." does not exclude the existence of additional identical elements in the process, method, article or device including the element.

[0120] Each embodiment in this specification is described in a related manner. The same or similar parts among the embodiments can be referred to each other, and the differences between each embodiment and other embodiments are emphasized. 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 foregoing 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 herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0122] The foregoing are only preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention are included in the scope of protection 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, wherein the first operating condition is a high-load operating condition of the diesel engine; After the diesel engine is switched to the first operating condition for operation, based on the current actual intake pressure of the diesel engine, determining whether to switch the diesel engine to the second operating condition for operation includes: calculating a first intake pressure difference between a preset intake pressure value and the current actual intake pressure of the diesel engine; if the first intake pressure difference is lower than a preset pressure difference threshold, reporting an unreliable report of the front-to-back pressure difference of the particulate trap DPF; if the first intake pressure difference is higher than the preset pressure difference threshold, looking up a table to obtain an actual carbon load value according to the current third front-to-back pressure difference of the particulate trap DPF, and determining the required power of the diesel engine 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, controlling the diesel engine to switch to the second operating condition for operation, the second operating condition being the operating condition where the difference between the carbon removal rate and the carbon deposition rate is the largest; 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 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.

3. The method according to claim 2, 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.

4. The method according to claim 3, 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.

5. 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.

6. 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 the preset overload limit value, and the first operating mode is a high-load operating mode of the diesel engine; The second operating condition judgment unit is used to determine whether to switch the diesel engine to the second operating condition for operation after the diesel engine switches to the first operating condition for operation, based on the current actual intake pressure of the diesel engine, including: calculating a first intake pressure difference between a preset intake pressure value and the current actual intake pressure of the diesel engine; if the first intake pressure difference is lower than a preset pressure difference threshold, reporting an unreliable report of the front and rear pressure difference of the particulate filter DPF; if the first intake pressure difference is higher than the preset pressure difference threshold, looking up a table to obtain an actual carbon load value according to the current third front and rear pressure difference of the particulate filter DPF, and determining the required power of the diesel engine 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, controlling the diesel engine to switch to the second operating condition for operation, the second operating condition being the operating condition with the largest difference between the carbon removal rate and the carbon deposition rate; 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.

7. 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 5 is implemented.

8. 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 5.

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