Carbon loading capacity calculation method, apparatus and device, and readable storage medium

Abstract

The invention discloses a carbon load calculation method, device and equipment and a readable storage medium, and the method comprises the steps: determining a fuel injection strategy of a diesel engine according to a current working condition, and the fuel injection strategy comprises a pre-injection parameter; determining a corresponding pilot injection correction coefficient according to the pilot injection parameter; and the initial carbon loading capacity accumulation speed is corrected through the pre-injection correction coefficient, the corrected carbon loading capacity accumulation speed is obtained, the carbon loading capacity is calculated based on the corrected carbon loading capacity accumulation speed, and the initial carbon loading capacity accumulation speed is obtained based on a traditional carbon loading capacity model. According to the method and the device, the initial carbon loading capacity accumulation speed obtained based on the traditional carbon loading capacity model is subjected to pre-injection correction, so that the calculation accuracy of the carbon loading capacity can be improved, the finally calculated carbon loading capacity is more consistent with the actual emission capacity, and the frequent regeneration or overload risk of the DPF can be better avoided.

Description

Technical Field

[0001] The present application relates to the technical field of diesel engines, and particularly to a method, device, equipment and readable storage medium for calculating carbon loading. Background Art

[0002] In diesel vehicles, DPF refers to Diesel Particulate Filter, and its main function is to reduce particulate matter in the exhaust through filtration, thereby reducing environmental pollution. The DPF captures particulate matter through a mixed filtration system on the surface and inside, such as diffusion precipitation, inertial precipitation, and linear interception. The DPF carbon loading refers to the amount of carbon particles accumulated inside the DPF. The DPF carbon loading model calculates the DPF carbon loading based on relevant data of the engine and the aftertreatment system according to an internal algorithm. When the DPF carbon loading reaches a certain level, the burner at the end of the DPF automatically ignites and burns to burn off the particulate matter, and this process is the regeneration of the DPF.

[0003] However, the carbon loading calculated by the current traditional carbon loading model is not accurate enough, resulting in the risk of frequent regeneration or overload of the DPF. Summary of the Invention

[0004] The present application provides a method, device, equipment and readable storage medium for calculating carbon loading, aiming to solve the technical problem that the carbon loading calculated by the current traditional carbon loading model is not accurate enough, resulting in the risk of frequent regeneration or overload of the DPF.

[0005] In a first aspect, an embodiment of the present application provides a method for calculating carbon loading, and the method for calculating carbon loading includes:

[0006] Determine the fuel injection strategy of the diesel engine according to the current working condition, and the fuel injection strategy includes pre-injection parameters;

[0007] Determine the corresponding pre-injection correction coefficient according to the pre-injection parameters;

[0008] Use the pre-injection correction coefficient to correct the initial carbon loading accumulation rate to obtain the corrected carbon loading accumulation rate for calculating the carbon loading based on the corrected carbon loading accumulation rate, and the initial carbon loading accumulation rate is obtained based on the traditional carbon loading model.

[0009] Optionally, the current working condition includes the temperature of the environment where the diesel engine is currently located, the atmospheric pressure of the environment where the diesel engine is currently located, the current speed of the diesel engine, and the current load of the diesel engine.

[0010] Optionally, the pre-injection parameters include the number of pre-injections, the fuel quantity for each pre-injection, and the time interval between each pre-injection and the main injection. Determining the corresponding pre-injection correction coefficient according to the pre-injection parameters includes:

[0011] Determining the corresponding pre-injection correction coefficient according to the number of pre-injections, the fuel quantity for each pre-injection, and the time interval between the pre-injection time and the main injection time.

[0012] Optionally, when the number of pre-injections is one, determining the corresponding pre-injection correction coefficient according to the number of pre-injections, the fuel quantity for each pre-injection, and the time interval between the pre-injection time and the main injection time includes:

[0013] According to the fuel quantity of one pre-injection and the time interval between the one pre-injection time and the main injection time, a first correction coefficient is determined by looking up a first calibration relationship table, and the first correction coefficient is used as the corresponding pre-injection correction coefficient. The first calibration relationship table includes the corresponding relationship between the fuel quantity of one pre-injection, the time interval between the one pre-injection time and the main injection time, and the first correction coefficient.

[0014] Optionally, when the number of pre-injections is greater than one, determining the corresponding pre-injection correction coefficient according to the number of pre-injections, the fuel quantity for each pre-injection, and the time interval between the pre-injection time and the main injection time includes:

[0015] For each pre-injection, look up a second calibration relationship table according to the fuel quantity of the pre-injection and the time interval between the pre-injection time and the main injection time to obtain the second correction coefficient for each pre-injection. The second calibration relationship table includes the corresponding relationship between the fuel quantity of the pre-injection, the time interval between the pre-injection time and the main injection time, and the second correction coefficient;

[0016] Sum the second correction coefficients of each pre-injection after multiplying them by the corresponding preset weight coefficients respectively to obtain the corresponding pre-injection correction coefficient.

[0017] In a second aspect, an embodiment of the present application provides a carbon loading calculation device, and the carbon loading calculation device includes:

[0018] A first determination module, configured to determine an injection strategy of a diesel engine according to the current working condition, where the injection strategy includes pre-injection parameters;

[0019] A second determination module, configured to determine a corresponding pre-injection correction coefficient according to the pre-injection parameters;

[0020] A correction module, configured to correct the initial carbon loading accumulation rate by using the pre-injection correction coefficient to obtain a corrected carbon loading accumulation rate for calculating the carbon loading based on the corrected carbon loading accumulation rate. The initial carbon loading accumulation rate is obtained based on a traditional carbon loading model.

[0021] Optionally, the current operating condition includes the temperature of the environment where the diesel engine is currently located, the atmospheric pressure of the environment where the diesel engine is currently located, the current rotational speed of the diesel engine, and the current load of the diesel engine.

[0022] Optionally, the pilot injection parameters include the number of pilot injections, the fuel quantity for each pilot injection, and the interval duration between each pilot injection and the main injection. The second determination module is configured to:

[0023] Determine a corresponding pilot injection correction coefficient according to the number of pilot injections, the fuel quantity for each pilot injection, and the interval duration between the pilot injection time and the main injection time.

[0024] In a third aspect, an embodiment of the present application provides a carbon loading calculation device, which includes a processor, a memory, and a carbon loading calculation program stored on the memory and executable by the processor. When the carbon loading calculation program is executed by the processor, the steps of the carbon loading calculation method as described above are implemented.

[0025] In a fourth aspect, an embodiment of the present application provides a readable storage medium, on which a carbon loading calculation program is stored. When the carbon loading calculation program is executed by a processor, the steps of the carbon loading calculation method as described above are implemented.

[0026] The beneficial effects brought by the technical solution provided by the embodiment of the present application include:

[0027] In the embodiment of the present application, the fuel injection strategy of the diesel engine is determined according to the current operating condition, and the fuel injection strategy includes pilot injection parameters; a corresponding pilot injection correction coefficient is determined according to the pilot injection parameters; the initial carbon loading accumulation rate is corrected using the pilot injection correction coefficient to obtain a corrected carbon loading accumulation rate for calculating the carbon loading based on the corrected carbon loading accumulation rate. The initial carbon loading accumulation rate is obtained based on a traditional carbon loading model. Through the embodiment of the present application, the pilot injection of the diesel engine is to pre-inject a small amount of fuel before the main injection to improve the combustion efficiency of the fuel and reduce particulate emissions. Therefore, the pilot injection has a greater impact on the carbon loading. However, the current traditional carbon loading model does not consider the impact of the pilot injection, resulting in inaccurate calculation of the carbon loading. By obtaining the pilot injection parameters from the fuel injection strategy corresponding to the current operating condition, then determining the corresponding pilot injection correction coefficient, and finally using the pilot injection correction coefficient to correct the initial carbon loading accumulation rate, the carbon loading is calculated. Since the initial carbon loading accumulation rate obtained based on the traditional carbon loading model is corrected by the pilot injection, the calculation accuracy of the carbon loading can be improved, making the finally calculated carbon loading more consistent with the actual emissions, and thus better avoiding the frequent regeneration or overload risk of the DPF. Description of the Drawings

[0028] Figure 1 Schematic flowchart of an embodiment of the carbon loading calculation method of the present application;

[0029] Figure 2 Schematic flowchart of the refinement of step S201 of the present application;

[0030] Figure 3 Schematic diagram of the functional modules of an embodiment of the carbon loading calculation device of the present application;

[0031] Figure 4 Schematic diagram of the hardware structure of the carbon loading calculation device involved in the embodiment solution of the present application. Detailed implementation manners

[0032] In order to enable those skilled in the art to better understand the solution of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0033] To make the purpose, technical solution and advantages of the present application clearer, the embodiments of the present application will be further described in detail below in conjunction with the accompanying drawings.

[0034] In a first aspect, an embodiment of the present application provides a carbon loading calculation method.

[0035] In one embodiment, with reference to Figure 1 , Figure 1 which is a schematic flowchart of an embodiment of the carbon loading calculation method of the present application, as shown in Figure 1 , the carbon loading calculation method includes:

[0036] Step S10, determining an injection strategy for a diesel engine according to the current working condition, where the injection strategy includes pre-injection parameters.

[0037] In this embodiment, it is mainly applied to diesel vehicles. A diesel engine is installed on the vehicle. The vehicle ECU (Electronic Control Unit) obtains the current working conditions of the vehicle through an ambient temperature sensor, an atmospheric pressure sensor, etc. The current working conditions include, for example, a plateau environment and a low-temperature environment. The corresponding relationship between different working conditions of the vehicle and the fuel injection strategy of the diesel engine can be formulated in advance. Then, the fuel injection strategy of the diesel engine is determined by querying the corresponding relationship according to the current working conditions. It should be noted that especially when the diesel engine is in a plateau environment and a low-temperature environment, in order to improve the combustion efficiency of the fuel, there will be multiple fuel injections, including pre-injection, main injection, and post-injection. For different specific working conditions, such as the number of pre-injections and post-injections, etc., will be different. This is the fuel injection strategy of the diesel engine. Currently, most domestic diesel engines have 5 injections, including 2 pre-injections, 1 main injection, and 2 post-injections. And more advanced diesel engines can achieve up to 8 injections, including 3 pre-injections, 1 main injection, and 4 post-injections. Among them, pre-injection is to perform a small amount of fuel pre-injection before the main injection to improve the combustion efficiency of the fuel and reduce the emission of particulate matter. Therefore, pre-injection has a greater impact on the carbon loading. However, the current traditional carbon loading model does not consider the impact of pre-injection, resulting in inaccurate calculated carbon loading.

[0038] Step S20: Determine the corresponding pre-injection correction coefficient according to the pre-injection parameters.

[0039] In this embodiment, the pre-injection parameters include, for example, the number of pre-injections, the fuel quantity of each pre-injection, and the interval duration between each pre-injection and the main injection. The corresponding pre-injection correction coefficient is determined according to the number of different pre-injections, the fuel quantity of each pre-injection, and the interval duration between each pre-injection and the main injection.

[0040] Step S30: Use the pre-injection correction coefficient to correct the initial carbon loading accumulation rate to obtain the corrected carbon loading accumulation rate for calculating the carbon loading based on the corrected carbon loading accumulation rate. The initial carbon loading accumulation rate is obtained based on the traditional carbon loading model.

[0041] In this embodiment, the carbon loading accumulation rate refers to the mass of carbon particles accumulated inside the DPF per unit time. The traditional carbon loading model calculates the initial carbon loading accumulation rate according to the internal algorithm based on the relevant data of the engine and the aftertreatment system, and then calculates the final carbon loading. In this embodiment, after the initial carbon loading accumulation rate is calculated by the traditional carbon loading model, the pre-injection correction coefficient obtained in step S20 is used to correct the initial carbon loading accumulation rate to obtain the corrected carbon loading accumulation rate, and then the carbon loading is calculated based on the corrected carbon loading accumulation rate. Since the initial carbon loading accumulation rate obtained based on the traditional carbon loading model is pre-injection corrected, the calculation accuracy of the carbon loading can be improved, so that the finally calculated carbon loading is more consistent with the actual emissions, and thus the risk of frequent regeneration or overload of the DPF can be better avoided.

[0042] In this embodiment, it is mainly applied to diesel vehicles. A diesel engine is installed on the vehicle. The vehicle ECU (Electronic Control Unit) obtains the current working conditions of the vehicle through an ambient temperature sensor, an atmospheric pressure sensor, etc., and can formulate in advance the corresponding relationship between different working conditions of the vehicle and the fuel injection strategy of the diesel engine. Then, according to the current working conditions, the corresponding relationship is queried to determine the fuel injection strategy of the diesel engine. The pre-injection parameters include the number of pre-injections, the fuel quantity of each pre-injection, and the interval duration between each pre-injection and the main injection. According to different numbers of pre-injections, the fuel quantity of each pre-injection, and the interval duration between each pre-injection and the main injection, the corresponding pre-injection correction coefficient is determined. After the initial carbon loading accumulation rate is calculated by the traditional carbon loading model, the pre-injection correction coefficient is used to correct the initial carbon loading accumulation rate to obtain the corrected carbon loading accumulation rate, and then the carbon loading is calculated based on the corrected carbon loading accumulation rate. Since the initial carbon loading accumulation rate obtained based on the traditional carbon loading model is pre-injection corrected, the calculation accuracy of the carbon loading can be improved, so that the finally calculated carbon loading is more consistent with the actual emissions, and thus the risk of frequent regeneration or overload of the DPF can be better avoided, such as reducing the risk of DPF blockage in high-altitude and cold regions and reducing the complaints of diesel vehicle users.

[0043] Further, in one embodiment, the current working conditions include the temperature of the environment where the diesel engine is currently located, the atmospheric pressure of the environment where the diesel engine is currently located, the current speed of the diesel engine, and the current load of the diesel engine.

[0044] In this embodiment, the current operating conditions of the diesel vehicle include, but are not limited to, the temperature of the environment where the diesel engine is currently located, the atmospheric pressure of the environment where the diesel engine is currently located, the current speed of the diesel engine, and the current load of the diesel engine, etc. Different temperatures of the environment where the diesel engine is currently located, atmospheric pressures of the environment where the diesel engine is currently located, current speeds of the diesel engine, and current loads of the diesel engine will correspond to different fuel injection strategies and different pilot injection parameters. Especially when the diesel engine is in a high-altitude environment and a low-temperature environment, the number of pilot injections, the fuel quantity of each pilot injection, and the interval duration between each pilot injection and the main injection in the pilot injection parameters will be different.

[0045] Further, in one embodiment, the pilot injection parameters include the number of pilot injections, the fuel quantity of each pilot injection, and the interval duration between each pilot injection and the main injection. Step S20 includes:

[0046] Step S201, determining a corresponding pilot injection correction coefficient according to the number of pilot injections, the fuel quantity of each pilot injection, and the interval duration between the pilot injection time and the main injection time.

[0047] In this embodiment, the pilot injection parameters include, but are not limited to, the number of pilot injections, the fuel quantity of each pilot injection, and the interval duration between each pilot injection and the main injection. A corresponding pilot injection correction coefficient is determined according to different numbers of pilot injections, fuel quantities of each pilot injection, and interval durations between the pilot injection time and the main injection time, so as to perform pilot injection correction on the carbon loading accumulation rate and the calculation of the carbon loading.

[0048] Further, in one embodiment, when the number of pilot injections is one, step S201 includes:

[0049] According to the fuel quantity of one pilot injection and the interval duration between the one pilot injection time and the main injection time, a first correction coefficient is determined by looking up the first calibration relation table, and the first correction coefficient is used as the corresponding pilot injection correction coefficient. The first calibration relation table includes the corresponding relationship between the fuel quantity of one pilot injection, the interval duration between the one pilot injection time and the main injection time, and the first correction coefficient.

[0050] In this embodiment, to perform pre-injection correction on the carbon loading accumulation rate and the calculation of carbon loading, the number of pre-injections should be at least one. The corresponding relationship between the fuel quantity of one pre-injection, the interval duration between the pre-injection moment and the main injection moment, and the first correction coefficient can be obtained in advance through experimental calibration to get the first calibration relationship table. When the number of pre-injections is one, according to the fuel quantity of one pre-injection and the interval duration between the pre-injection moment and the main injection moment, the first correction coefficient is determined by looking up the first calibration relationship table. It should be noted that if the corresponding first correction coefficient cannot be directly obtained by looking up the first calibration relationship table according to the fuel quantity of one pre-injection and the interval duration between the pre-injection moment and the main injection moment, the first correction coefficient can be further determined by using the interpolation method based on the data in the first calibration relationship table.

[0051] Further, in one embodiment, referring to Figure 2 , Figure 2 is a detailed process schematic diagram of step S201 of this application. As Figure 2 shown, when the number of pre-injections is greater than one, step S201 includes:

[0052] Step S2011, for each pre-injection, look up the second calibration relationship table according to the fuel quantity of the pre-injection and the interval duration between the pre-injection moment and the main injection moment to obtain the second correction coefficient for each pre-injection. The second calibration relationship table includes the corresponding relationship between the fuel quantity of the pre-injection, the interval duration between the pre-injection moment and the main injection moment, and the second correction coefficient;

[0053] Step S2012, multiply the second correction coefficient of each pre-injection by the corresponding preset weight coefficient and then sum to obtain the corresponding pre-injection correction coefficient.

[0054] In this embodiment, when the number of pre-injections is greater than one, such as when the number of predicted pre-injections is 2, 3, or even more, for each pre-injection, according to the fuel quantity of the pre-injection and the interval duration between the pre-injection moment and the main injection moment, the second calibration relationship table is searched to obtain the second correction coefficient for each pre-injection. It should be noted that the second calibration relationship table is different from the first calibration relationship table, and each pre-injection corresponds to a second calibration relationship table. Similarly, the corresponding relationship between the fuel quantity of each pre-injection, the interval duration between the pre-injection moment and the main injection moment, and the second correction coefficient can be obtained in advance through experimental calibration to obtain the second calibration relationship table for each pre-injection. Since the influence ratios of each pre-injection on the improvement of fuel combustion efficiency and the finally formed carbon loading are different, the preset weight coefficient for each pre-injection can be calibrated in advance through experiments. Then, in actual use, the second correction coefficients of each pre-injection are multiplied by the corresponding preset weight coefficients respectively and then summed to obtain the final corresponding pre-injection correction coefficient. Similarly, for each pre-injection, if the second correction coefficient cannot be directly obtained by searching the second calibration relationship table according to the fuel quantity of the pre-injection and the interval duration between the pre-injection moment and the main injection moment, the second correction coefficient can be further determined by using the interpolation method based on the data in the second calibration relationship table.

[0055] Second, the embodiment of the present application also provides a carbon loading calculation device.

[0056] In one embodiment, referring to Figure 3 , Figure 3 is a schematic diagram of the function modules of an embodiment of the carbon loading calculation device of the present application. As Figure 3 shown, the carbon loading calculation device includes:

[0057] The first determination module 10 is configured to determine the injection strategy of the diesel engine according to the current working condition, and the injection strategy includes pre-injection parameters;

[0058] The second determination module 20 is configured to determine the corresponding pre-injection correction coefficient according to the pre-injection parameters;

[0059] The correction module 30 is configured to use the pre-injection correction coefficient to correct the initial carbon loading accumulation rate to obtain the corrected carbon loading accumulation rate for calculating the carbon loading based on the corrected carbon loading accumulation rate. The initial carbon loading accumulation rate is obtained based on the traditional carbon loading model.

[0060] Further, in one embodiment, the current working condition includes the temperature of the environment where the diesel engine is currently located, the atmospheric pressure of the environment where the diesel engine is currently located, the current speed of the diesel engine, and the current load of the diesel engine.

[0061] Further, in one embodiment, the pre-injection parameters include the number of pre-injections, the fuel quantity of each pre-injection, and the interval duration between each pre-injection and the main injection. The second determination module 20 includes:

[0062] A second determination unit, configured to determine a corresponding pre-injection correction coefficient according to the number of pre-injections, the fuel quantity of each pre-injection, and the interval duration between each pre-injection time and the main injection time.

[0063] Further, in an embodiment, when the number of pre-injections is one, the second determination unit is configured to:

[0064] According to the fuel quantity of one pre-injection and the interval duration between the one pre-injection time and the main injection time, determine a first correction coefficient by looking up a first calibration relation table, and use the first correction coefficient as the corresponding pre-injection correction coefficient, where the first calibration relation table includes the corresponding relationship between the fuel quantity of one pre-injection, the interval duration between the one pre-injection time and the main injection time, and the first correction coefficient.

[0065] Further, in an embodiment, when the number of pre-injections is greater than one, the second determination unit is configured to:

[0066] For each pre-injection, look up a second calibration relation table according to the fuel quantity of the pre-injection and the interval duration between the pre-injection time and the main injection time to obtain a second correction coefficient for each pre-injection, where the second calibration relation table includes the corresponding relationship between the fuel quantity of the pre-injection, the interval duration between the pre-injection time and the main injection time, and the second correction coefficient;

[0067] Sum the second correction coefficients of each pre-injection multiplied by the corresponding preset weight coefficients respectively to obtain the corresponding pre-injection correction coefficient.

[0068] Wherein, the function implementation of each module in the above carbon loading calculation device corresponds to each step in the above carbon loading calculation method embodiment, and its function and implementation process will not be described in detail here.

[0069] In a third aspect, an embodiment of the present application provides a carbon loading calculation device.

[0070] Refer to Figure 4 , Figure 4 which is a schematic hardware structure diagram of the carbon loading calculation device involved in the embodiment solution of the present application. In the embodiment of the present application, the carbon loading calculation device may include a processor, a memory, a communication interface, and a communication bus.

[0071] Wherein, the communication bus can be of any type and is used to interconnect the processor, the memory, and the communication interface.

[0072] The communication interface includes interfaces such as input / output (I / O) interfaces, physical interfaces, and logical interfaces for implementing device interconnections inside the carbon loading calculation device, as well as interfaces for implementing interconnections between the carbon loading calculation device and other devices (such as other computing devices or user devices). The physical interface can be an Ethernet interface, an optical fiber interface, an ATM interface, etc.; the user device can be a display, a keyboard, etc.

[0073] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical memory, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0074] The processor can be a general-purpose processor, and the general-purpose processor can call the carbon loading calculation program stored in the memory and execute the carbon loading calculation method provided by the embodiments of the present application. For example, the general-purpose processor can be a central processing unit (CPU). Among them, the method executed when the carbon loading calculation program is called can refer to the various embodiments of the carbon loading calculation method of the present application, which will not be elaborated here.

[0075] Those skilled in the art can understand that Figure 4 the hardware structure shown in does not constitute a limitation to the present application, and may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements.

[0076] Fourthly, the embodiments of the present application also provide a readable storage medium.

[0077] The carbon loading calculation program is stored on the readable storage medium of the present application. When the carbon loading calculation program is executed by a processor, the steps of the carbon loading calculation method as described above are implemented.

[0078] Among them, the method implemented when the carbon loading calculation program is executed can refer to the various embodiments of the carbon loading calculation method of the present application, which will not be elaborated here.

[0079] It should be noted that the serial numbers of the above embodiments of the present application are only for description and do not represent the superiority or inferiority of the embodiments.

[0080] In the description of the specification, claims and the above-mentioned drawings of this application, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally further include steps or units not listed, or may optionally further include other steps or units inherent to these processes, methods, products or devices. Descriptions such as "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit that "first", "second" and "third" are different types.

[0081] In the description of the embodiments of this application, words such as "exemplary", "for example" or "for instance" are used to indicate examples, illustrations or explanations. Any embodiment or design solution described as "exemplary", "for example" or "for instance" in the embodiments of this application should not be construed as being more preferred or having more advantages than other embodiments or design solutions. Rather, the use of words such as "exemplary", "for example" or "for instance" is intended to present relevant concepts in a specific manner.

[0082] In the description of the embodiments of this application, unless otherwise specified, " / " means "or". For example, A / B may represent A or B; "and / or" in the text is merely a description of the association relationship between associated objects, indicating that there can be three relationships. For example, A and / or B may represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "a plurality of" means two or more than two.

[0083] In some processes described in the embodiments of this application, a plurality of operations or steps appear in a specific order. However, it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of this application or may be executed in parallel. The serial numbers of the operations are only used to distinguish different operations, and the serial numbers themselves do not represent any order of execution. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0084] Through the description of the above embodiments, those skilled in the art can clearly understand that the above-described embodiment methods can be implemented by means of software plus a necessary general hardware platform. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of this application, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium as described above (such as ROM / RAM, magnetic disk, optical disc), and includes several instructions to enable a terminal device to execute the methods described in the various embodiments of this application.

[0085] The above are only the preferred embodiments of the present application, and do not limit the patent scope of the present application accordingly. Any equivalent structure or equivalent process transformation made by using the content of the specification and drawings of the present application, or directly or indirectly applied in other related technical fields, shall be equally included in the patent protection scope of the present application.

Claims

1. A method for calculating carbon loading, characterized in that: The carbon loading calculation method includes: Determining a fuel injection strategy for a diesel engine according to a current operating condition, wherein the fuel injection strategy includes a pre-injection parameter; Determine the corresponding pre-spray correction coefficient according to the pre-spray parameter; The initial carbon load accumulation rate is corrected using the pre-injection correction coefficient to obtain a corrected carbon load accumulation rate, so as to calculate the carbon load based on the corrected carbon load accumulation rate, wherein the initial carbon load accumulation rate is obtained based on a traditional carbon load model.

2. The carbon loading calculation method according to claim 1, characterized in that: The current operating conditions include the temperature of the current environment of the diesel engine, the atmospheric pressure of the current environment of the diesel engine, the current speed of the diesel engine, and the current load of the diesel engine.

3. The carbon loading calculation method according to claim 1, characterized in that: The pilot injection parameters include the number of pilot injections, the amount of oil in each pilot injection, and the interval between each pilot injection and the main injection. The corresponding pilot injection correction coefficient is determined according to the pilot injection parameters, including: The corresponding pre-injection correction coefficient is determined according to the number of pre-injections, the amount of oil in each pre-injection, and the interval between each pre-injection timing and the main injection timing.

4. The carbon loading calculation method according to claim 3, characterized in that: When the number of pre-injections is one, determining the corresponding pre-injection correction coefficient according to the number of pre-injections, the amount of oil in each pre-injection, and the interval between each pre-injection time and the main injection time includes: According to the amount of oil in a pilot injection and the interval between the pilot injection moment and the main injection moment, a first correction coefficient is determined by looking up a first calibration relationship table, and the first correction coefficient is used as the corresponding pilot injection correction coefficient. The first calibration relationship table includes the correspondence between the amount of oil in a pilot injection, the interval between the pilot injection moment and the main injection moment, and the first correction coefficient.

5. The carbon loading calculation method according to claim 3, characterized in that: When the number of pre-injections is greater than one, the method of determining the corresponding pre-injection correction coefficient according to the number of pre-injections, the amount of oil in each pre-injection, and the interval between each pre-injection time and the main injection time includes: For each pilot injection, a second calibration relationship table is searched according to the amount of pilot injection and the interval between the pilot injection time and the main injection time to obtain a second correction coefficient for each pilot injection, wherein the second calibration relationship table includes a correspondence between the amount of pilot injection, the interval between the pilot injection time and the main injection time, and the second correction coefficient; The second correction coefficient of each pre-injection is multiplied by the corresponding preset weight coefficient and the sum is calculated to obtain the corresponding pre-injection correction coefficient.

6. A carbon load calculation device, characterized in that: The carbon load calculation device comprises: A first determination module, configured to determine a fuel injection strategy of a diesel engine according to a current operating condition, wherein the fuel injection strategy includes a pre-injection parameter; A second determination module, used to determine a corresponding pre-spray correction coefficient according to the pre-spray parameter; The correction module is used to correct the initial carbon load accumulation speed using the pre-injection correction coefficient to obtain a corrected carbon load accumulation speed, so as to calculate the carbon load based on the corrected carbon load accumulation speed, wherein the initial carbon load accumulation speed is obtained based on a traditional carbon load model.

7. The carbon load calculation device according to claim 6, characterized in that: The current operating conditions include the temperature of the current environment of the diesel engine, the atmospheric pressure of the current environment of the diesel engine, the current speed of the diesel engine, and the current load of the diesel engine.

8. The carbon load calculation device according to claim 6, characterized in that: The pilot injection parameters include the number of pilot injections, the amount of oil in each pilot injection, and the interval between each pilot injection and the main injection. The second determination module is used to: The corresponding pre-injection correction coefficient is determined according to the number of pre-injections, the amount of oil in each pre-injection, and the interval between each pre-injection timing and the main injection timing.

9. A carbon load calculation device, characterized in that: The carbon load calculation device includes a processor, a memory, and a carbon load calculation program stored in the memory and executable by the processor, wherein when the carbon load calculation program is executed by the processor, the steps of the carbon load calculation method according to any one of claims 1 to 5 are implemented.

10. A readable storage medium, characterized in that: The readable storage medium stores a carbon loading calculation program, wherein when the carbon loading calculation program is executed by a processor, the steps of the carbon loading calculation method according to any one of claims 1 to 5 are implemented.

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