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

Abstract

A carbon load calculation method, device, equipment and readable storage medium, the carbon load calculation method comprises: determining the fuel injection strategy of the diesel engine according to the current working condition, the fuel injection strategy comprises the pre-injection parameter; determine the corresponding pre-injection correction coefficient according to the pre-injection parameter; the initial carbon load accumulation speed is corrected using the pre-injection correction coefficient to obtain the corrected carbon load accumulation speed, so that the carbon load is calculated based on the corrected carbon load accumulation speed, the initial carbon load accumulation speed is obtained based on the traditional carbon load model. Through the present application, since the initial carbon load accumulation speed obtained based on the traditional carbon load model is corrected by the pre-injection, the calculation accuracy of the carbon load can be improved, so that the final calculated carbon load and the actual emission are more consistent, and the frequent regeneration or overload risk of DPF can be better avoided.

Description

Technical Field

[0001] This application relates to the field of diesel engine technology, and in particular to a method, apparatus, device and readable storage medium for calculating carbon load. Background Technology

[0002] In diesel vehicles, DPF stands for Diesel Particulate Filter. Its main function is to reduce particulate matter in exhaust gas through filtration, thereby reducing environmental pollution. The DPF uses a hybrid filtration system, combining surface and internal methods such as diffusion deposition, inertial deposition, and linear interception, to capture particulate matter. DPF carbon load refers to the amount of carbon particles accumulated inside the DPF. The DPF carbon load model is calculated using internal algorithms based on engine and aftertreatment system data. When the DPF carbon load reaches a certain level, the burner at the tail end of the DPF automatically ignites and burns the particulate matter; this process is called DPF regeneration.

[0003] However, the carbon loading calculated using traditional carbon loading models is not accurate enough, leading to the risk of frequent regeneration or overloading of the DPF. Summary of the Invention

[0004] This application provides a carbon loading calculation method, apparatus, device, and readable storage medium, aiming to solve the technical problem that the carbon loading calculated by the traditional carbon loading model is not accurate enough, which leads to the risk of frequent regeneration or overload of the DPF.

[0005] In a first aspect, embodiments of this application provide a method for calculating carbon loading, the method comprising:

[0006] The fuel injection strategy of the diesel engine is determined based on the current operating conditions, and the fuel injection strategy includes pre-injection parameters;

[0007] Determine the corresponding pre-spray correction coefficient based on the pre-spray parameters;

[0008] The initial carbon loading accumulation rate is corrected using a pre-spraying correction coefficient to obtain a corrected carbon loading accumulation rate, which is then used to calculate 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.

[0009] Optionally, the current operating conditions include the temperature of the diesel engine's current environment, the atmospheric pressure of the diesel engine's current environment, 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 amount of fuel injected each time, and the interval between each pre-injection and the main injection. Determining the corresponding pre-injection correction coefficient based on the pre-injection parameters includes:

[0011] The corresponding pre-injection correction coefficient is determined based on the number of pre-injections, the amount of oil injected each time, and the interval between each pre-injection and the main injection.

[0012] Optionally, when the number of pre-injections is one, determining the corresponding pre-injection correction coefficient based on the number of pre-injections, the amount of oil injected each time, and the interval between each pre-injection time and the main injection time includes:

[0013] Based on the amount of fuel injected in a pre-injection and the interval between the 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 correspondence between the amount of fuel injected in a pre-injection, the interval between the pre-injection time and the main injection time, and the first correction coefficient.

[0014] Optionally, when the number of pre-injections is greater than once, determining the corresponding pre-injection correction coefficient based on the number of pre-injections, the amount of oil injected each time, and the interval between each pre-injection and the main injection time includes:

[0015] For each pre-injection, the second calibration relationship table is consulted based on the amount of fuel injected and the 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 correspondence between the amount of fuel injected, the interval between the pre-injection time and the main injection time, and the second correction coefficient.

[0016] The corresponding pre-spray correction coefficient is obtained by multiplying the second correction coefficient of each pre-spray by the corresponding preset weight coefficient and summing the results.

[0017] Secondly, embodiments of this application provide a carbon loading calculation device, the carbon loading calculation device comprising:

[0018] The first determining module is used to determine the fuel injection strategy of the diesel engine based on the current operating conditions, wherein the fuel injection strategy includes pre-injection parameters;

[0019] The second determining module is used to determine the corresponding pre-spray correction coefficient based on the pre-spray parameters;

[0020] The correction module is used to correct the initial carbon loading accumulation rate using a pre-spray correction coefficient to obtain a corrected carbon loading accumulation rate, which is then used to calculate 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 conditions include the temperature of the diesel engine's current environment, the atmospheric pressure of the diesel engine's current environment, the current speed of the diesel engine, and the current load of the diesel engine.

[0022] Optionally, the pre-injection parameters include the number of pre-injections, the amount of oil injected each time, and the interval between each pre-injection and the main injection. The second determining module is used for:

[0023] The corresponding pre-injection correction coefficient is determined based on the number of pre-injections, the amount of oil injected each time, and the interval between each pre-injection and the main injection.

[0024] Thirdly, embodiments of this application provide a carbon loading calculation device, which includes a processor, a memory, and a carbon loading calculation program stored in the memory and executable by the processor. When the carbon loading calculation program is executed by the processor, it implements the steps of the carbon loading calculation method described above.

[0025] Fourthly, embodiments of this application provide a readable storage medium storing a carbon loading calculation program, wherein when the carbon loading calculation program is executed by a processor, it implements the steps of the carbon loading calculation method as described above.

[0026] The beneficial effects of the technical solutions provided in this application include:

[0027] In this embodiment, the fuel injection strategy of the diesel engine is determined according to the current operating conditions. The fuel injection strategy includes pre-injection parameters; a corresponding pre-injection correction coefficient is determined based on the pre-injection parameters; the initial carbon load accumulation rate is corrected using the pre-injection correction coefficient to obtain a corrected carbon load accumulation rate, which is then used to calculate the carbon load. The initial carbon load accumulation rate is obtained based on a traditional carbon load model. In this embodiment, the pre-injection of the diesel engine involves injecting a small amount of fuel before the main injection to improve fuel combustion efficiency and reduce particulate matter emissions. Therefore, pre-injection has a significant impact on carbon load. However, current traditional carbon load models do not consider the effect of pre-injection, resulting in inaccurate calculated carbon loads. By obtaining the pre-injection parameters from the injection strategy corresponding to the current operating condition, the corresponding pre-injection correction coefficient is determined. Then, the initial carbon load accumulation rate is corrected using the pre-injection correction coefficient, and finally the carbon load is calculated. Since the initial carbon load accumulation rate obtained based on the traditional carbon load model is corrected by pre-injection, the accuracy of carbon load calculation can be improved, making the final calculated carbon load more consistent with the actual emissions, and thus better avoiding the risk of frequent DPF regeneration or overload. Attached Figure Description

[0028] Figure 1 This is a flowchart illustrating an embodiment of the carbon loading calculation method of this application;

[0029] Figure 2 This is a detailed flowchart of step S201 of this application;

[0030] Figure 3 This is a schematic diagram of the functional modules of an embodiment of the carbon loading calculation device of this application;

[0031] Figure 4 This is a schematic diagram of the hardware structure of the carbon loading calculation device involved in the embodiments of this application. Detailed Implementation

[0032] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0033] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0034] In a first aspect, embodiments of this application provide a method for calculating carbon loading.

[0035] In one embodiment, reference is made to Figure 1 , Figure 1 This is a schematic flowchart of an embodiment of the carbon loading calculation method of this application, as shown below. Figure 1 As shown, the carbon loading calculation methods include:

[0036] Step S10: Determine the fuel injection strategy of the diesel engine based on the current operating conditions. The fuel injection strategy includes pre-injection parameters.

[0037] This embodiment primarily applies to diesel vehicles equipped with diesel engines. The vehicle's ECU (Electronic Control Unit) obtains the vehicle's current operating conditions through ambient temperature and atmospheric pressure sensors. These conditions may include high-altitude or low-temperature environments. The ECU can pre-determine the correspondence between different vehicle operating conditions and the diesel engine's fuel injection strategy, and then determine the appropriate fuel injection strategy based on this correspondence. It's important to note that, especially when the diesel engine is in high-altitude or low-temperature environments, multiple fuel injections are performed to improve combustion efficiency, including pre-injection, main injection, and post-injection. The number of pre-injections and post-injections varies depending on the specific operating conditions; this is the diesel engine's fuel injection strategy. Currently, most domestic diesel engines use five injections: two pre-injections, one main injection, and two post-injections. More advanced diesel engines can achieve up to eight injections: three pre-injections, one main injection, and four post-injections. Pre-injection involves injecting a small amount of fuel before the main injection to improve combustion efficiency and reduce particulate matter emissions. Therefore, pre-injection has a significant impact on carbon load. However, current traditional carbon load models do not consider the effect of pre-injection, resulting in inaccurate carbon load calculations.

[0038] Step S20: Determine the corresponding pre-spray correction coefficient based on the pre-spray parameters.

[0039] In this embodiment, the pre-injection parameters include the number of pre-injections, the amount of oil injected each time, and the interval between each pre-injection and the main injection. The corresponding pre-injection correction coefficient is determined according to different pre-injection numbers, the amount of oil injected each time, and the interval between each pre-injection and the main injection.

[0040] Step S30: The initial carbon loading accumulation rate is corrected using the pre-spraying correction coefficient to obtain the corrected carbon loading accumulation rate, which is used to calculate 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 load accumulation rate refers to the mass of carbon particulate matter accumulated inside the DPF per unit time. The traditional carbon load model calculates the initial carbon load accumulation rate based on relevant data from the engine and aftertreatment system using an internal algorithm, and then calculates the final carbon load. In this embodiment, after calculating the initial carbon load accumulation rate using the traditional carbon load model, the pre-injection correction coefficient obtained in step S20 is used to correct the initial carbon load accumulation rate, resulting in the corrected carbon load accumulation rate. The carbon load is then calculated based on the corrected carbon load accumulation rate. Because the initial carbon load accumulation rate obtained based on the traditional carbon load model is pre-injected and corrected, the accuracy of the carbon load calculation can be improved, making the final calculated carbon load more consistent with the actual emissions, thereby better avoiding the risk of frequent DPF regeneration or overload.

[0042] In this embodiment, it is mainly applied to diesel vehicles, which are equipped with diesel engines and vehicle ECUs (Electronic Control Units). The Electronic Control Unit (ECU) obtains the vehicle's current operating conditions through ambient temperature and atmospheric pressure sensors. It can pre-determine the correspondence between different vehicle operating conditions and diesel engine injection strategies, and then determine the diesel engine's injection strategy based on the current operating conditions by querying the corresponding relationship. Pre-injection parameters include the number of pre-injections, the amount of fuel injected each time, and the interval between each pre-injection and the main injection. Based on different pre-injection numbers, fuel amounts injected each time, and intervals between each pre-injection and the main injection, corresponding pre-injection correction coefficients are determined. After the initial carbon load accumulation rate is calculated using the traditional carbon load model, the initial carbon load accumulation rate is corrected using the pre-injection correction coefficients to obtain the corrected carbon load accumulation rate. The carbon load is then calculated based on the corrected carbon load accumulation rate. Because the initial carbon load accumulation rate obtained based on the traditional carbon load model is corrected by pre-injection, the accuracy of carbon load calculation is improved, making the final calculated carbon load more consistent with the actual emissions. This can better avoid the risks of frequent DPF regeneration or overload, such as reducing the risk of DPF clogging in high-altitude and cold regions, and reducing complaints from diesel vehicle users.

[0043] Furthermore, in one embodiment, the current operating conditions include the temperature of the diesel engine's current environment, the atmospheric pressure of the diesel engine's current environment, 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 diesel engine's current environment, the atmospheric pressure of the diesel engine's current environment, the current speed of the diesel engine, and the current load of the diesel engine. Different current temperatures, atmospheric pressures, speeds, and loads of the diesel engine will correspond to different fuel injection strategies and different pre-injection parameters. In particular, when the diesel engine is in a high-altitude or low-temperature environment, the number of pre-injections, the amount of fuel injected each time, and the interval between each pre-injection and the main injection will be different.

[0045] Further, in one embodiment, the pre-injection parameters include the number of pre-injections, the amount of oil injected each time, and the interval between each pre-injection and the main injection. Step S20 includes:

[0046] Step S201: Determine the corresponding pre-injection correction coefficient based on the number of pre-injection cycles, the amount of oil injected each time, and the interval between each pre-injection time and the main injection time.

[0047] In this embodiment, the pre-injection parameters include, but are not limited to, the number of pre-injections, the amount of oil injected each time, and the interval between each pre-injection and the main injection. The corresponding pre-injection correction coefficient is determined according to different pre-injection numbers, the amount of oil injected each time, and the interval between each pre-injection time and the main injection time, so as to pre-injection correct the carbon load accumulation rate and the calculation of carbon load.

[0048] Further, in one embodiment, when the number of pre-spraying cycles is one, step S201 includes:

[0049] Based on the amount of fuel injected in a pre-injection and the interval between the 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 correspondence between the amount of fuel injected in a pre-injection, the interval between the pre-injection time and the main injection time, and the first correction coefficient.

[0050] In this embodiment, in order to perform pre-injection correction on the carbon load accumulation rate and the calculation of carbon load, the number of pre-injections should be at least one. The first calibration relationship table can be obtained in advance by calibrating the correspondence between the amount of oil injected once, the interval between the time of the first pre-injection and the time of the main injection, and the first correction coefficient. When the number of pre-injections is one, the first correction coefficient is determined by looking up the first calibration relationship table based on the amount of oil injected once and the interval between the time of the first pre-injection and the time of the main injection. It should be noted that if the corresponding first correction coefficient cannot be directly obtained by looking up the first calibration relationship table based on the amount of oil injected once and the interval between the time of the first pre-injection and the time of the main injection, the first correction coefficient can be further determined by interpolation based on the data in the first calibration relationship table.

[0051] Furthermore, in one embodiment, reference is made to Figure 2 , Figure 2 This is a detailed flowchart of step S201 of this application, as shown below. Figure 2 As shown, when the number of pre-spraying cycles is greater than one, step S201 includes:

[0052] Step S2011: For each pre-injection, look up the second calibration relationship table according to the amount of fuel injected and the 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 correspondence between the amount of fuel injected, the interval between the pre-injection time and the main injection time, and the second correction coefficient.

[0053] Step S2012: Multiply the second correction coefficient of each pre-spray by the corresponding preset weight coefficient and sum them to obtain the corresponding pre-spray correction coefficient.

[0054] In this embodiment, when the number of pre-injections is greater than once, such as two, three, or even more times, for each pre-injection, the second calibration relationship table is consulted based on the pre-injection fuel quantity and the interval between the pre-injection time and the main injection time to obtain the second correction coefficient for each pre-injection. It should be noted that the second calibration relationship table differs from the first calibration relationship table, and each pre-injection corresponds to a second calibration relationship table. Similarly, the second calibration relationship table for each pre-injection can be obtained in advance by calibrating the correspondence between the pre-injection fuel quantity, the interval between the pre-injection time and the main injection time, and the second correction coefficient through experiments. Since the impact of each pre-injection on the improvement of fuel combustion efficiency and the final carbon load varies, the preset weighting coefficient for each pre-injection can be calibrated in advance through experiments. Then, in actual use, the second correction coefficient for each pre-injection is multiplied by the corresponding preset weighting coefficient and summed to obtain the final corresponding pre-injection correction coefficient. Similarly, for each pre-injection, if the second calibration relationship table is consulted based on the amount of fuel injected and the interval between the pre-injection time and the main injection time, the corresponding second correction coefficient cannot be directly obtained. The second correction coefficient can be further determined by interpolation based on the data in the second calibration relationship table.

[0055] Secondly, embodiments of this application also provide a carbon loading calculation device.

[0056] In one embodiment, reference is made to Figure 3 , Figure 3 This is a functional module diagram of an embodiment of the carbon loading calculation device of this application, as shown below. Figure 3 As shown, the carbon loading calculation device includes:

[0057] The first determining module 10 is used to determine the fuel injection strategy of the diesel engine according to the current operating conditions, wherein the fuel injection strategy includes pre-injection parameters.

[0058] The second determining module 20 is used to determine the corresponding pre-spray correction coefficient based on the pre-spray parameters;

[0059] The correction module 30 is used to correct the initial carbon loading accumulation rate using a pre-spray correction coefficient to obtain a corrected carbon loading accumulation rate, which is then used to calculate 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.

[0060] Furthermore, in one embodiment, the current operating conditions include the temperature of the diesel engine's current environment, the atmospheric pressure of the diesel engine's current environment, 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 amount of oil injected each time, and the interval between each pre-injection and the main injection. The second determining module 20 includes:

[0062] The second determining unit is used to determine the corresponding pre-injection correction coefficient based on the number of pre-injections, the amount of oil injected each time, and the interval between each pre-injection time and the main injection time.

[0063] Furthermore, in one embodiment, when the number of pre-spraying cycles is one, the second determining unit is configured to:

[0064] Based on the amount of fuel injected in a pre-injection and the interval between the 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 correspondence between the amount of fuel injected in a pre-injection, the interval between the pre-injection time and the main injection time, and the first correction coefficient.

[0065] Furthermore, in one embodiment, when the number of pre-spraying cycles is greater than one, the second determining unit is configured to:

[0066] For each pre-injection, the second calibration relationship table is consulted based on the amount of fuel injected and the 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 correspondence between the amount of fuel injected, the interval between the pre-injection time and the main injection time, and the second correction coefficient.

[0067] The corresponding pre-spray correction coefficient is obtained by multiplying the second correction coefficient of each pre-spray by the corresponding preset weight coefficient and summing the results.

[0068] The functions of each module in the aforementioned carbon loading calculation device correspond to the steps in the aforementioned carbon loading calculation method embodiment, and their functions and implementation processes will not be described in detail here.

[0069] Thirdly, embodiments of this application provide a carbon loading calculation device.

[0070] Reference Figure 4 , Figure 4 This is a schematic diagram of the hardware structure of the carbon loading calculation device involved in the embodiments of this application. In the embodiments of this application, the carbon loading calculation device may include a processor, a memory, a communication interface, and a communication bus.

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

[0072] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting devices within the carbon loading calculation device, as well as interfaces used for interconnecting the carbon loading calculation device with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0073] 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 storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

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

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

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

[0077] The present application has a carbon load calculation program stored on a readable storage medium, wherein when the carbon load calculation program is executed by a processor, it implements the steps of the carbon load calculation method described above.

[0078] The method implemented when the carbon loading calculation program is executed can be referred to in various embodiments of the carbon loading calculation method of this application, and will not be repeated here.

[0079] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0080] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

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

[0082] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0083] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0084] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this 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 (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0085] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method for calculating carbon loading, characterized in that, The carbon loading calculation method includes: The fuel injection strategy of the diesel engine is determined based on the current operating conditions, and the fuel injection strategy includes pre-injection parameters; Determine the corresponding pre-spray correction coefficient based on the pre-spray parameters; The initial carbon loading accumulation rate is corrected using a pre-spraying correction coefficient to obtain a corrected carbon loading accumulation rate, which is then used to calculate 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.

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

3. The carbon loading calculation method as described in claim 1, characterized in that, The pre-injection parameters include the number of pre-injections, the amount of fuel injected each time, and the interval between each pre-injection and the main injection. Determining the corresponding pre-injection correction coefficient based on the pre-injection parameters includes: The corresponding pre-injection correction coefficient is determined based on the number of pre-injections, the amount of oil injected each time, and the interval between each pre-injection and the main injection.

4. The carbon loading calculation method as described in claim 3, characterized in that, When the number of pre-injections is one, the determination of the corresponding pre-injection correction coefficient based on the number of pre-injections, the amount of oil injected each time, and the interval between each pre-injection time and the main injection time includes: Based on the amount of fuel injected in a pre-injection and the interval between the 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 correspondence between the amount of fuel injected in a pre-injection, the interval between the pre-injection time and the main injection time, and the first correction coefficient.

5. The carbon loading calculation method as described in claim 3, characterized in that, When the number of pre-injections is greater than once, the determination of the corresponding pre-injection correction coefficient based on the number of pre-injections, the amount of fuel injected each time, and the interval between each pre-injection and the main injection time includes: For each pre-injection, the second calibration relationship table is consulted based on the amount of fuel injected and the 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 correspondence between the amount of fuel injected, the interval between the pre-injection time and the main injection time, and the second correction coefficient. The corresponding pre-spray correction coefficient is obtained by multiplying the second correction coefficient of each pre-spray by the corresponding preset weight coefficient and summing the results.

6. A carbon loading calculation device, characterized in that, The carbon loading calculation device includes: The first determining module is used to determine the fuel injection strategy of the diesel engine based on the current operating conditions, wherein the fuel injection strategy includes pre-injection parameters; The second determining module is used to determine the corresponding pre-spray correction coefficient based on the pre-spray parameters; The correction module is used to correct the initial carbon loading accumulation rate using a pre-spray correction coefficient to obtain a corrected carbon loading accumulation rate, which is then used to calculate 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.

7. The carbon loading calculation device as described in claim 6, characterized in that, The current operating conditions include the temperature of the diesel engine's current environment, the atmospheric pressure of the diesel engine's current environment, the current speed of the diesel engine, and the current load of the diesel engine.

8. The carbon loading calculation device as described in claim 6, characterized in that, The pre-injection parameters include the number of pre-injections, the amount of oil injected each time, and the interval between each pre-injection and the main injection. The second determining module is used for: The corresponding pre-injection correction coefficient is determined based on the number of pre-injections, the amount of oil injected each time, and the interval between each pre-injection and the main injection.

9. A carbon loading calculation device, characterized in that, The carbon loading calculation device includes a processor, a memory, and a carbon loading calculation program stored in the memory and executable by the processor, wherein when the carbon loading calculation program is executed by the processor, it implements the steps of the carbon loading calculation method as described in any one of claims 1 to 5.

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, it implements the steps of the carbon loading calculation method as described in any one of claims 1 to 5.

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