Dpf trapping efficiency fault diagnosis method, system and storage medium
By dividing the exhaust volume area and configuring the duration threshold in the engine aftertreatment system, the problem of false alarms of DPF capture efficiency faults in the low load area of the road spectrum is solved, more accurate DPF capture efficiency diagnosis is achieved, and the engine failure rate is reduced.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- WEICHAI POWER CO LTD
- Filing Date
- 2026-03-17
- Publication Date
- 2026-06-16
AI Technical Summary
In the low-load area of the road spectrum, DPF capture efficiency fault diagnosis is prone to false alarms, leading to an increase in engine failure rate. Existing technology is difficult to accurately diagnose DPF capture efficiency in this area.
By dividing the exhaust volume range of the engine aftertreatment system into multiple zones and configuring an independent first duration threshold for each zone, combined with the actual DPF differential pressure and differential pressure calibration limit, the DPF capture efficiency fault diagnosis process is precisely triggered, avoiding areas with misdiagnosis risk.
It reduced the false alarm rate of DPF capture efficiency faults, improved the accuracy and reliability of diagnosis, and reduced false alarms of engine faults.
Smart Images
Figure CN122215907A_ABST
Abstract
Description
Technical Field
[0001] This disclosure belongs to the field of engine aftertreatment technology, specifically relating to a method, system and storage medium for diagnosing DPF capture efficiency faults. Background Technology
[0002] Particulate matter (PM) in engine exhaust is one of the main sources of air pollution. The diesel particulate filter (DPF) in the engine exhaust aftertreatment system is a key device for reducing PM in diesel engine exhaust. It captures PM through physical filtration and removes it through regeneration to ensure that engine emissions meet standards.
[0003] In related technologies, DPF (Digital Fluid Power) efficiency fault diagnosis typically relies on calibrated monitoring conditions such as aftertreatment exhaust temperature, exhaust volume, and fuel injection quantity. However, the engine may operate in areas that do not meet these monitoring conditions (also known as low-load areas), where aftertreatment exhaust temperature and volume are difficult to monitor. Within areas where the exhaust volume is below a set threshold, the distinction between the DPF differential pressure sensor measurement and the differential pressure calibration limit is low. Combined with the inherent measurement fluctuations of the sensor itself, this can lead to measured values exceeding the differential pressure calibration limit, resulting in false alarms for low DPF efficiency and increasing the engine failure rate. Summary of the Invention
[0004] This disclosure provides a method, system, and storage medium for diagnosing DPF capture efficiency faults, aiming to at least partially solve the technical problem that related technologies are prone to falsely reporting low DPF capture efficiency faults in low-load areas of the road spectrum.
[0005] At least one embodiment of this disclosure provides a method for diagnosing DPF (Diverterless Power Filter) trapping efficiency faults, applied to an engine aftertreatment system, including:
[0006] Obtain the actual operating parameters of the engine aftertreatment system, wherein the actual operating parameters include the aftertreatment exhaust volume; A first duration threshold is determined that matches the target area where the after-treatment exhaust volume is located and is used to avoid false diagnosis of DPF capture efficiency faults, wherein the target area is one of multiple areas divided based on different exhaust volume thresholds, and each area is matched with an independent first duration threshold. Determine enabling conditions that match the current operating conditions, wherein the enabling conditions include at least the duration for which the aftertreatment exhaust volume is in the target region reaches a first duration threshold; and, When the actual operating parameters meet the enabling conditions, a preset DPF trapping efficiency fault diagnosis process is triggered. The DPF trapping efficiency fault diagnosis process is used to generate a diagnostic result on whether the engine after-treatment system has a DPF trapping efficiency fault based on the actual DPF pressure difference of the engine after-treatment system and the preset pressure difference calibration limit.
[0007] The above solution has the following technical effects: it provides a method for reducing false diagnosis of DPF trapping efficiency faults. Compared with related technologies, this method divides the exhaust volume range of the engine aftertreatment system into multiple regions by adding multiple different exhaust volume thresholds. A corresponding first duration threshold is configured for each region. By adding a variable first duration threshold that matches the target region to the enabling condition, the risk region for false diagnosis of DPF trapping efficiency faults can be effectively avoided, ensuring that diagnostic enabling occurs in a region where DPF trapping efficiency fault diagnosis is reliable. This avoids false alarms of DPF trapping efficiency faults and reduces the engine failure rate.
[0008] In the method provided in at least one embodiment of this disclosure, the actual operating parameters include at least one of aftertreatment exhaust temperature, fuel injection quantity, and engine carbon load.
[0009] The above solution has the following technical effect: accurate diagnosis of DPF capture efficiency faults.
[0010] In at least one embodiment of the method provided in this disclosure, determining a first duration threshold that matches the target area where the aftertreatment exhaust volume is located and is used to avoid false diagnoses of DPF trapping efficiency faults includes: Identify the target region; Determine whether the target area is a risk area where the actual DPF pressure difference and the pressure difference calibration limit are not clearly distinguishable. If so, adjust the first duration threshold to be lower than the normal enable time of the target region to avoid risk areas that could lead to misdiagnosis of DPF capture efficiency failure; and, If not, the first duration threshold is set to a preset default value to enable the target region normally.
[0011] The above scheme has the following technical effects: it obtains an effective first duration threshold for avoiding misdiagnosis of DPF capture efficiency faults, so as to avoid misdiagnosis of DPF capture efficiency faults in the risk area.
[0012] In the method provided in at least one embodiment of this disclosure, the exhaust volume threshold includes a first exhaust volume threshold, a second exhaust volume threshold, and a third exhaust volume threshold, which are sequentially increased in size, and the plurality of regions include: The first region is identified by the post-processed exhaust volume being between a first exhaust volume threshold and a second exhaust volume threshold. The second region is identified by the post-processed exhaust volume falling between a second exhaust volume threshold and a third exhaust volume threshold; and... The third region is identified by the fact that the post-processed exhaust volume is greater than the third exhaust volume threshold.
[0013] The above solution has the following technical effect: accurately dividing the region based on different exhaust volume thresholds.
[0014] In at least one embodiment of the method provided in this disclosure, determining whether the target area is a risk area where the actual DPF pressure difference and the pressure difference calibration limit are not clearly distinguishable includes: In response to the target area being a first area, the target area is determined to be a risk area and is at the first risk level; In response to the target area being a second area, the target area is determined to be a risk area and at a second risk level, wherein the first risk level is higher than the second risk level; and, In response to the target area being a third area, the target area is determined to be a non-risk area.
[0015] The above solution has the following technical advantages: accurate identification of risk areas.
[0016] In at least one embodiment of the method provided in this disclosure, adjusting the first duration threshold includes: Obtain the vehicle model and engine operating route or current operating condition of the vehicle using the engine aftertreatment system; The adjusted first duration threshold is obtained based on the vehicle model and engine operating route or current operating condition, so that the actual enable time of the risk area varies depending on the current vehicle model and engine operating route or current operating condition.
[0017] The above solution has the following technical effects: it ensures that the threshold values of each first duration corresponding to different working conditions are accurately matched with the actual risk status of the current vehicle, thereby optimizing the accuracy and adaptability of DPF capture efficiency fault diagnosis.
[0018] In at least one embodiment of the method provided in this disclosure, the DPF capture efficiency fault diagnosis process includes: Collect the actual DPF pressure difference of the engine aftertreatment system; Obtain the drift of the differential pressure sensor used to collect the actual DPF differential pressure; Based on the preset differential pressure calibration limit and the drift amount, a dynamic differential pressure limit is generated; and, In response to the duration for which the actual DPF differential pressure is less than the dynamic differential pressure limit reaches a preset second duration threshold, a first diagnostic result for a DPF trapping efficiency fault in the engine is generated.
[0019] The above solution has the following technical effects: In the risk area, the drift of the differential pressure sensor is increased at the same time. The actual DPF differential pressure is compared with the differential pressure calibration limit and the sum of the differential pressure sensor drift. This increases the differentiation between the actual DPF differential pressure and the differential pressure calibration limit in the risk area, thereby reducing the false alarm rate of DPF collection efficiency failure.
[0020] In at least one embodiment of the method provided in this disclosure, the different displacement thresholds are adaptively adjusted according to the vehicle type and engine operating spectrum or current operating condition of the vehicle using the engine aftertreatment system, and the determination of enabling conditions matching the current operating condition, wherein the enabling conditions at least include the duration for which the aftertreatment displacement is in the target region reaches the first duration threshold, including: In response to the target region being either the first region or the second region, the enabling condition includes: The duration corresponding to the target area reaches the adjusted first duration threshold, and at the same time, the after-treatment exhaust volume is greater than the third exhaust volume threshold, the after-treatment exhaust temperature is greater than the set temperature threshold, the dynamic pressure difference limit meets the set requirements, and the engine carbon load is greater than the set carbon load threshold, and the duration reaches the preset third duration threshold. In response to the target region being a third region, the enabling condition includes: Simultaneously satisfying the following conditions: the aftertreatment exhaust volume is greater than the third exhaust volume threshold, the aftertreatment exhaust temperature is greater than the set temperature threshold, the dynamic pressure difference limit meets the set requirements, and the engine carbon load is greater than the set carbon load threshold for a duration that reaches the preset third duration threshold.
[0021] The above solution has the following technical effect: accurately determining the enabling timing of monitoring or diagnosis.
[0022] At least one embodiment of this disclosure also provides a DPF capture efficiency fault diagnosis system, applied to an in-vehicle remote terminal, including: The acquisition unit is configured to acquire the actual operating parameters of the engine aftertreatment system, wherein the actual operating parameters include the aftertreatment exhaust volume; The first-level processing unit is configured to determine a first duration threshold that matches the target area where the after-treatment exhaust volume is located and is used to avoid false diagnosis of DPF capture efficiency fault, wherein the target area is one of multiple areas divided based on different exhaust volume thresholds, and each area is matched with an independent first duration threshold. The second-level processing unit is configured to determine enabling conditions matching the current operating condition, wherein the enabling conditions include at least the duration for which the after-treatment exhaust volume is in the target region reaches a first duration threshold, and... The third-level processing unit is configured to trigger a preset DPF trapping efficiency fault diagnosis process when the actual operating parameters meet the enabling conditions. The DPF trapping efficiency fault diagnosis process is used to generate a diagnostic result on whether the engine after-treatment system has a DPF trapping efficiency fault based on the actual DPF pressure difference of the engine after-treatment system and the preset pressure difference calibration limit.
[0023] At least one embodiment of this disclosure also provides a storage medium storing a program or instructions, wherein the program or instructions, when executed by a processor, implement the steps of the method provided in any embodiment of this disclosure.
[0024] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description
[0025] To more clearly illustrate the technical solutions in the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0026] Figure 1 This is a flowchart of a mainstream DPF capture efficiency fault diagnosis method in related technologies. Figure 2 For application Figure 1 Schematic diagram of the DPF differential pressure monitoring area obtained by the method; Figure 3 Flowchart of a DPF capture efficiency fault diagnosis method provided in at least one embodiment of this disclosure; Figure 4 Flowchart of a first duration threshold determination scheme provided for at least one embodiment of this disclosure; Figure 5 A flowchart illustrating a risk area determination scheme provided in at least one embodiment of this disclosure; Figure 6Flowchart of a first duration threshold adjustment scheme provided for at least one embodiment of this disclosure; Figure 7 A flowchart illustrating the enable condition determination scheme provided for at least one embodiment of this disclosure; Figure 8 A flowchart for diagnosing DPF capture efficiency faults in risk areas provided in at least one embodiment of this disclosure; Figure 9 Example control diagram of a DPF capture efficiency fault diagnosis method provided in at least one embodiment of this disclosure; Figure 10 A structural block diagram of a DPF capture efficiency fault diagnosis system provided in at least one embodiment of this disclosure; Figure 11 A structural block diagram of a program product provided for at least one embodiment of this disclosure.
[0027] Figure label: 100 - DPF capture efficiency fault diagnosis system; 101 - Acquisition unit; 102 - First-level processing unit; 103 - Second-level processing unit; 104 - Third-level processing unit; A - First region; B - Second region; a, b, c - Points; 201 - Processor; 202 - Memory; 203 - Input device; 204 - Output device. Detailed Implementation
[0028] The present disclosure will now be described in further detail with reference to the accompanying drawings and embodiments. It should be particularly noted that the following embodiments are for illustrative purposes only and do not limit the scope of the disclosure. Similarly, the following embodiments are only some, not all, embodiments of the present disclosure, and all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this disclosure.
[0029] The terms "first," "second," and "third" used in the embodiments of this disclosure are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first," "second," and "third" may explicitly or implicitly include at least one of that feature.
[0030] In the description of this disclosure, "multiple" means at least two, such as two or three, unless otherwise expressly and specifically limited.
[0031] In this disclosure, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.
[0032] The terms “comprising” and “having”, and any variations thereof, used in this disclosure 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 steps or units listed, but may optionally include steps or units not listed, or may optionally include other steps or components inherent to such processes, methods, products, or devices.
[0033] The term "particulate matter" (PM) used in this disclosure typically refers to tiny particulate pollutants suspended in the air, commonly found in environmental science, air quality monitoring, and engine emissions.
[0034] The term "diesel particulate filter" in this disclosure, abbreviated as DPF, also known as a particulate trap, has a PM2.5 capture rate of >95% and requires a regeneration temperature of 550~650℃.
[0035] In the embodiments of this disclosure, the term "capture efficiency" refers to a quantitative indicator of the DPF's ability to capture target PM, which is generally the percentage of the captured PM mass to the total PM mass entering the DPF.
[0036] The term "diesel engine aftertreatment system" in the embodiments of this disclosure includes a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF), a selective catalytic reduction (SCR), and an ammonia slip catalyst (ASC).
[0037] In the embodiments of this disclosure, the term "aftertreatment exhaust volume" refers to the total amount of exhaust flowing through the diesel engine aftertreatment system per unit time, usually measured in volumetric flow rate or mass flow rate.
[0038] The term "differential pressure sensor" used in this disclosure is primarily used to measure the pressure difference between the two ends of the DPF.
[0039] The term "DPF regeneration" in this disclosure refers to a technology that uses the high temperature (250-650°C) of the exhaust system to oxidize PM in order to remove PM captured by the DPF, restore DPF efficiency, and ensure that engine emissions meet relevant standards.
[0040] In the embodiments of this disclosure, the term "enable" refers to activating a function, module, or system through a control signal or operation.
[0041] The term "road spectrum" in this disclosure refers to a key parameter describing the characteristics of a road surface. It is widely used in vehicle design, road maintenance, and autonomous driving, and its measurement and analysis are crucial for improving the performance of transportation systems.
[0042] The technical approach involved in this disclosure will be briefly described below.
[0043] Figure 1 This is a flowchart of a mainstream DPF (Digital Power Filter) capture efficiency fault diagnosis method in related technologies. Figure 1 As shown, during normal engine operation or the required test cycle, when the aftertreatment exhaust temperature is higher than the set temperature threshold, the exhaust volume is greater than the set exhaust volume threshold, the fuel injection volume exceeds the set fuel injection threshold, and the carbon load is higher than the set carbon load threshold, and this state is maintained for a period of time, the diagnostic function is enabled, triggering the corresponding monitoring mechanism. If the DPF pressure difference is less than the preset pressure difference calibration limit, the engine will report a DPF trapping efficiency fault (also known as a low DPF trapping efficiency fault), prompting the driver or operator to regenerate.
[0044] The temperature threshold, exhaust volume threshold, fuel injection threshold, carbon load threshold, and duration are all set using calibrated values. The duration setting must be calibrated based on engine operating characteristics. It should not be too short, as this could lead to false alarms about low DPF collection efficiency due to overly lenient monitoring conditions, thus increasing the engine failure rate. Conversely, it should not be too long, as this could prevent the monitoring mechanism from activating and thus fail to meet the relevant monitoring requirements.
[0045] Figure 2 For application Figure 1 A schematic diagram of the DPF differential pressure monitoring area obtained by the method. (See diagram below.) Figure 2 As shown, the engine may operate in the low-load region of the road spectrum from point a to point c. Among them, the low displacement region where the displacement is lower than the set displacement threshold constitutes a risk region. Within this range, the actual DPF pressure difference (also known as the DPF pressure difference sensor measurement value) has a low distinguishability from the pressure difference calibration limit. In addition, the inherent measurement fluctuation characteristics of the pressure difference sensor itself may cause the actual DPF pressure difference to meet the monitoring enable, thereby triggering a false alarm of DPF capture efficiency failure and increasing the engine failure rate.
[0046] When the engine operates in a low-load region of the road spectrum, the monitoring range of relevant parameters needs to be broadened. For example, if there is a large proportion of low-load regions in the engine's operating road spectrum, the exhaust volume is usually low. Therefore, the set exhaust volume threshold corresponding to the aftertreatment exhaust volume needs to be lowered accordingly to expand the monitoring area, so that monitoring enablement can be met after a certain period of time.
[0047] To address the technical problem of false alarms regarding low DPF capture efficiency in low-load areas of the road spectrum, this disclosure proposes a method to reduce false diagnosis of DPF capture efficiency faults. This method divides the exhaust volume range of the engine aftertreatment system into multiple regions, including a first region A and a second region B, by setting multiple different exhaust volume thresholds. A corresponding first duration threshold is configured for each region. By adding a first duration threshold matching the target region to the enabling conditions, the risk region for false diagnosis of DPF capture efficiency faults can be effectively avoided, ensuring that diagnostic enabling occurs in a reliable region for DPF capture efficiency fault diagnosis, thereby reducing the false alarm rate of DPF capture efficiency faults.
[0048] Based on this, the exhaust thresholds disclosed herein further include a first exhaust volume threshold (also called calibration value a), a second exhaust volume threshold (also called calibration value b), and a third exhaust volume threshold (also called calibration value c) that increase in value sequentially. The post-processing exhaust volume can only be enabled if it meets the combined requirements of the second exhaust volume threshold, the third exhaust volume threshold, the first duration threshold corresponding to the first region, and the first duration threshold corresponding to the second region, in order to avoid... Figure 2 The system identifies risk areas where the actual DPF pressure difference is difficult to distinguish from the preset pressure difference calibration limit, thus meeting monitoring conditions and achieving the goal of reducing the low efficiency of DPF false alarm collection.
[0049] Based on this, this disclosure also increases the drift of the differential pressure sensor. The DPF differential pressure measurement value can be compared with the differential pressure calibration limit and the sum of the differential pressure sensor drift, which increases the differentiation between the DPF differential pressure measurement value and the differential pressure calibration limit in the risk area, thereby further reducing false alarms of DPF capture efficiency failure.
[0050] Figure 3 A flowchart illustrating a DPF (Diverterless Power Filter) trapping efficiency fault diagnosis method provided in at least one embodiment of this disclosure. This method can be applied to engine aftertreatment systems. Figure 3 As shown, the method may include the following steps S10-S40.
[0051] Step S10: Obtain the actual operating parameters of the engine aftertreatment system, wherein the actual operating parameters include the aftertreatment exhaust volume.
[0052] Step S20: Determine a first duration threshold that matches the target area where the aftertreatment exhaust volume is located and is used to avoid false diagnosis of DPF capture efficiency faults, wherein the target area is one of multiple areas divided based on different exhaust volume thresholds, and each area is matched with an independent first duration threshold.
[0053] Step S30: Determine the enabling conditions that match the current operating conditions, wherein the enabling conditions include at least the duration during which the aftertreatment exhaust volume is in the target area reaches a first duration threshold.
[0054] Step S40: When the actual operating parameters meet the enabling conditions, the preset DPF trapping efficiency fault diagnosis process is triggered. The DPF trapping efficiency fault diagnosis process is used to generate a diagnostic result on whether the engine after-treatment system has a DPF trapping efficiency fault based on the actual DPF pressure difference of the engine after-treatment system and the preset pressure difference calibration limit.
[0055] During implementation, by using the above method to perform zoned detection and determine the enabling conditions for the monitoring area of the aftertreatment exhaust volume, the risk area where the actual DPF pressure difference and the pressure difference calibration limit are not clearly distinguishable can be avoided, thereby improving the accuracy of the diagnostic results.
[0056] In the above scheme, this disclosure does not limit the actual combination of vehicle operating parameters in step S10. In practical application scenarios, in addition to the schemes described in the following embodiments, the actual combination of operating parameters can also be adaptively adjusted according to factors such as vehicle type, engine displacement, and specific configuration of the aftertreatment system. For example, for heavy commercial vehicles, parameters such as engine speed, fuel injection quantity, intake air flow, and EGR opening can be included in the combination; for light passenger vehicles, parameters such as throttle opening, oxygen sensor feedback signal, and cooling system temperature can be considered. In addition, the combination of operating parameters can be dynamically optimized in combination with the characteristics of the vehicle's driving environment, such as altitude, ambient temperature, and road slope, to ensure that the DPF capture efficiency fault diagnosis process can be accurately triggered under different operating conditions, thereby improving the comprehensiveness and robustness of the diagnosis. When the system executes step S10, it can select a suitable combination of actual operating parameters according to different practical application scenarios and operating conditions to improve the reliability of the timing of DPF capture efficiency fault diagnosis.
[0057] In the above scheme, this disclosure does not limit the scheme for determining the first duration threshold in step S20. In practical application scenarios, in addition to the scheme described in the following embodiments, it can be further flexibly set according to the specific usage of the vehicle and the actual state of the DPF. For example, for vehicles that have been used for more than N years or whose cumulative DPF mileage has reached a set mileage, the first duration threshold can be further shortened to speed up the response speed of fault diagnosis and avoid missed faults due to DPF performance degradation; while for new vehicles or vehicles whose DPF has just been replaced, the first duration threshold can be extended by a set percentage to reduce unnecessary diagnostic triggers and reduce the system's computational load. In addition, if the vehicle has a recent history of incomplete DPF regeneration, the first duration threshold can be further compressed to ensure that abnormal capture efficiency caused by regeneration failure can be captured in a timely manner; conversely, if the DPF regeneration effect is consistently stable, the threshold can be appropriately relaxed to optimize the allocation of diagnostic resources. At the same time, in extreme environmental conditions such as high-altitude hypoxic areas, the engine combustion efficiency may decrease and affect the DPF capture status, so the first duration threshold can also be adaptively adjusted to ensure that the diagnostic process can still be accurately triggered under special working conditions. When the system executes step S20, it can automatically match the preferred first duration threshold based on the real-time collected vehicle status data through the built-in parameter mapping table or machine learning model, thereby improving the flexibility and adaptability of the diagnostic strategy.
[0058] In the above scheme, this disclosure does not limit the enabling conditions in step 30. In practical application scenarios, in addition to the schemes described in the following embodiments, the enabling conditions can also be dynamically set according to the real-time operating parameters of the vehicle. For example, when the engine is operating under high load and the exhaust temperature is consistently higher than the preset value, the trigger threshold of the enabling conditions can be lowered to ensure timely initiation of diagnostics in scenarios where high loads are prone to failure; when the vehicle is idling or operating under low load, the trigger standard of the enabling conditions can be raised to reduce unnecessary diagnostic execution. In addition, combined with the current differential pressure data of the DPF, if the differential pressure fluctuation exceeds the set range, the enabling conditions can be switched to a more sensitive mode to quickly respond to potential capture efficiency anomalies. At the same time, the vehicle's emission regulatory compliance requirements can also be used as a reference factor for the enabling conditions. In areas or periods where strict emission monitoring is required, the triggering mechanism of the enabling conditions can be strengthened to ensure the timely initiation of the diagnostic process. When the system executes step S30, it can flexibly select appropriate enabling conditions according to the vehicle's operating conditions and fluctuation requirements, so as to further improve the accuracy and practicality of DPF capture efficiency fault diagnosis and meet the diagnostic needs of different application scenarios.
[0059] In the above scheme, this disclosure does not limit the DPF capture efficiency fault diagnosis process in step S40. In practical application scenarios, in addition to the scheme described in the following embodiments, a multi-dimensional diagnostic feature vector can be constructed based on the historical fault data of the DPF and the current operating parameters. Early abnormal signs can be identified by comparing the feature baseline under normal operating conditions. Alternatively, a segmented diagnostic logic can be adopted, first screening basic performance indicators such as filter resistance or regeneration frequency. If they exceed the normal range, a deep diagnostic process can be initiated, including refined analysis of particulate matter sensor data and collaborative verification with engine combustion status, etc., to optimize system resource consumption while ensuring diagnostic accuracy. In addition, the local diagnostic results of the vehicle can be compared with the big data statistical model of the same model of vehicle by combining cloud data from the vehicle networking platform, further correcting the differential pressure calibration limit or dynamic differential pressure limit, improving adaptability across scenarios, and ensuring the reliability of fault diagnosis in different usage environments. When the system executes step S40, it can select an appropriate DPF capture efficiency fault diagnosis process according to different application scenarios to cover more complex application scenarios.
[0060] Some embodiments of this disclosure also provide systems, storage media, and program products corresponding to the methods described above.
[0061] The method provided in at least one embodiment of this disclosure is applicable to any existing engine aftertreatment system application scenario that requires DPF capture efficiency fault diagnosis. For example, it is applicable to the engine aftertreatment system of heavy-duty diesel trucks, where vehicles often face frequent start-stop operations in congested urban areas and complex regeneration conditions. This method can accurately diagnose capture efficiency faults caused by filter clogging, incomplete regeneration, or sensor drift by real-time acquisition of DPF inlet and outlet pressure difference, particulate matter sensor data, and regeneration cycle parameters. It can also be applied to the aftertreatment systems of non-road mobile vehicles such as excavators or loaders, where these devices operate in dusty environments with large load fluctuations. This method can adaptively adjust the first time threshold for enabling the diagnostic function to identify capture efficiency faults caused by filter damage, carbon buildup, or abnormal exhaust flow. This method is also applicable to the aftertreatment systems of urban buses, which have fixed daily routes and frequent start-stop operations. This method can combine historical operating data to establish a personalized diagnostic model, providing early warning of declining capture efficiency trends, assisting maintenance personnel in timely maintenance, and ensuring emission compliance.
[0062] In some embodiments, Figure 3Based on the proposed solution, to more accurately diagnose DPF (Digital Fluid Power Filter) collection efficiency faults, the actual operating parameters also include at least one of the following: aftertreatment exhaust temperature, fuel injection quantity, and engine carbon load. Real-time monitoring of aftertreatment exhaust temperature helps determine whether the regeneration process has started normally—for heavy-duty diesel trucks frequently starting and stopping in congested areas, if the exhaust temperature remains below the regeneration threshold, the system can quickly identify problems with unmet regeneration conditions. Fuel injection quantity reflects the engine's combustion state; considering the dusty and fluctuating load environment of off-road mobile vehicles, abnormal fluctuations in fuel injection quantity may indicate carbon buildup or changes in exhaust resistance caused by filter damage. Engine carbon load is a core indicator for evaluating DPF collection efficiency. For the fixed routes of urban buses, analyzing the deviation between historical trends and current values of carbon load can accurately predict the risk of decreased collection efficiency, providing maintenance personnel with a basis for maintenance. Furthermore, these parameters can work synergistically; for example, combining aftertreatment exhaust temperature and carbon load can more accurately determine the type of incomplete regeneration fault, further improving the accuracy and reliability of the diagnosis.
[0063] In some embodiments, Figure 3 Based on the proposed solution, to accurately divide the area, the exhaust volume thresholds include a first exhaust volume threshold, a second exhaust volume threshold, and a third exhaust volume threshold, with values increasing sequentially. Based on these three thresholds, the monitoring area is divided into multiple zones: a first zone with high false alarm risk (first risk level), a second zone with medium false alarm risk (second risk level), and a third zone with low false alarm risk (third risk level). The first zone is identified when the post-processed exhaust volume falls between the first and second exhaust volume thresholds. The second zone is identified when the post-processed exhaust volume falls between the second and third exhaust volume thresholds. The third zone is identified when the post-processed exhaust volume is less than the first or greater than the third exhaust volume threshold. Through precise identification and targeted diagnosis of different zones, graded handling of DPF (Device Filter) acquisition efficiency faults can be achieved, improving operational efficiency and system reliability.
[0064] In some embodiments, in order to ensure that different displacement thresholds always match the actual operating scenario, the first displacement threshold, the second displacement threshold, and the third displacement threshold are not fixed values. They can be adjusted according to different vehicle models using the engine aftertreatment system, engine operating routes, or current operating conditions. The adjustment method can be obtained by prior calibration. Different vehicle models have varying engine displacements, DPF models, and installation layouts, resulting in different displacement baseline ranges. Therefore, it is necessary to calibrate the displacement thresholds for each vehicle type. Regarding engine operating patterns, if a vehicle operates primarily in urban congestion (frequent starts and stops, low-speed driving), the displacement fluctuation is relatively small, and the displacement thresholds can be appropriately lowered to improve sensitivity to minor anomalies. If the vehicle primarily cruises at high speeds, the overall displacement will be higher, and the thresholds need to be adjusted accordingly. The current operating conditions are also crucial. For example, during cold starts, the exhaust temperature is low and the displacement is unstable. In this case, the thresholds should be temporarily adjusted to a dynamic range to avoid falsely triggering serious anomaly alarms due to initially low displacement. When the engine is operating at full load, the displacement increases significantly, and the thresholds need to be raised accordingly to adapt to the normal fluctuation range under high-flow conditions. These dynamic adjustment mechanisms ensure that the thresholds always match the actual operating scenarios, improving the accuracy and adaptability of fault diagnosis.
[0065] Figure 4 A flowchart illustrating a first duration threshold determination scheme provided for at least one embodiment of this disclosure. Figure 3 Based on the scheme, in order to obtain an effective first duration threshold for avoiding false diagnosis of DPF capture efficiency faults, such as Figure 4 As shown, step S20 further includes the following sub-steps S201-S204.
[0066] Sub-step S201: Identify the target area where the post-processed exhaust volume is located.
[0067] Sub-step S202: Determine whether the target area is a risk area where the actual DPF pressure difference and the pressure difference calibration limit are not clearly distinguishable.
[0068] Sub-step S203: If so, adjust the first duration threshold to be lower than the normal enable time of the target region to avoid the risk region that would lead to misdiagnosis of DPF capture efficiency failure and prevent misdiagnosis of DPF capture efficiency failure; and, Sub-step S204: If not, set the first duration threshold to a preset default value so that the region can be enabled normally.
[0069] The division of target areas requires consideration of vehicle type and the displacement range determined by engine operating patterns or current operating conditions. Aftertreatment exhaust volumes are divided into three zones—a first zone, a second zone, and a third zone—each with different risk levels and corresponding pressure difference characteristics. When adjusting the first duration threshold within a risk zone, the adjustment range needs to be further refined based on the target zone where the current exhaust volume is located, ensuring that misdiagnosis risks are effectively avoided at different exhaust volume levels. Simultaneously, default values must be set based on extensive real-vehicle test data and calibrated separately for different vehicle models. For example, the default first duration threshold is 10 seconds for small passenger cars and 15 seconds for heavy commercial vehicles, to adapt to the exhaust system response characteristics of different vehicle types.
[0070] Figure 5 A flowchart illustrating a risk area determination scheme provided for at least one embodiment of this disclosure. Figure 4 Based on the plan, in order to accurately identify risk areas, such as Figure 5 As shown, the risk area determination scheme in sub-step S202 further includes the following sub-steps S202a-S202c.
[0071] Sub-step S202a: In response to the target area being the first area, determine that the target area is a risk area and is at the first risk level.
[0072] Sub-step S202b: In response to the target area being the second area, determine that the target area is a risk area and is at the second risk level, wherein the first risk level is higher than the second risk level.
[0073] Sub-step S202c: In response to the target area being the third area, determine that the target area is a non-risk area.
[0074] The first zone corresponds to a low-flow area with exhaust volume at the lowest risk level. In this zone, the pressure difference across the DPF is significantly affected by exhaust fluctuations, making it prone to rapid and unusual pressure jumps, thus posing the highest risk. The second zone corresponds to a medium-flow area with relatively stable pressure difference changes, but still carries some risk of fluctuation, hence the next highest risk level. The third zone corresponds to a high-flow area with stable exhaust flow and predictable, regular pressure difference changes, minimizing the risk of misdiagnosis, and therefore is not considered a high-risk zone. The specific exhaust volume range for each zone needs to be determined through calibration based on the engine parameters and aftertreatment system characteristics of different vehicle models to ensure the accuracy and suitability of the zone division.
[0075] Figure 6 A flowchart illustrating a first duration threshold adjustment scheme provided for at least one embodiment of this disclosure. Figure 4 Based on the proposed solution, in order to accurately obtain the first duration threshold, such as Figure 6As shown, the first duration threshold adjustment scheme in sub-step S203 further includes sub-steps S203a-S203b.
[0076] Sub-step S203a: Obtain the vehicle model and engine operating route or current operating condition of the vehicle using the engine aftertreatment system.
[0077] Sub-step S203b: Obtain an adjusted first duration threshold based on the vehicle model and engine operating spectrum or current operating condition, so that the actual enable time of the risk area varies with the current vehicle model and engine operating spectrum or current operating condition.
[0078] It should be noted that sub-steps S203a-S203b are used to obtain the first duration threshold corresponding to the first region and the second duration threshold corresponding to the second region. The first duration threshold corresponding to the first region is intended to reduce the first region ( Figure 2 The enable time of the region from midpoint a to point b, the first duration threshold corresponding to the second region is designed to reduce the second region ( Figure 2 The enable time of the region from midpoint b to point c, the relationship between the vehicle model, engine operating spectrum or current operating condition and the first duration threshold can be calibrated differently according to different vehicle models, engine operating spectrum or operating conditions.
[0079] For the same vehicle model, if the engine operates under stable high-flow conditions such as long-term high-speed cruising, the displacement tends to fall within the third non-risk zone. In this case, the adjusted first duration threshold can be appropriately increased to reduce the probability of misdiagnosis. Conversely, if the engine operates under frequent low-flow conditions such as urban congestion, the displacement is more likely to fall within the first or second risk zone. Therefore, the adjusted first duration threshold needs to be decreased to improve fault response sensitivity. For different vehicle models, such as heavy-duty commercial vehicles and small passenger vehicles, due to differences in parameters such as engine displacement and after-treatment system volume, even under the same current operating conditions, the risk zone range corresponding to their displacement will differ. Therefore, it is necessary to dynamically adjust the first duration threshold based on vehicle-specific calibration data and real-time operating conditions to ensure that the threshold accurately matches the actual risk status of the current vehicle, thereby optimizing the accuracy and adaptability of DPF capture efficiency fault diagnosis.
[0080] As an exemplary implementation, the second displacement threshold, the third displacement threshold, the first duration threshold corresponding to the first region, and the first duration threshold corresponding to the second region can be calibrated to different data according to road spectrum requirements or actual engine usage needs. Figure 2Both the first region from midpoint a to point b and the second region from point b to point c represent risk areas, but their severity differs. The first region from point a to point b has a worse distinction between the actual DPF pressure difference zone and the pressure difference calibration threshold, while the second region from point b to point c is less severe. For example, if an engine meets the 600 kg / h displacement requirement, but a significant portion of its operating spectrum operates within the 600-700 kg / h displacement range, then the second displacement threshold can be calibrated as 700 kg / h. For a portion operating within the 700-800 kg / h displacement range, the third displacement threshold can be calibrated as 800 kg / h. The first duration threshold corresponding to the first region can also be determined based on the load range ratio of (600~700) kg / h exhaust volume to avoid the (600~700) kg / h exhaust volume load range while meeting the monitoring conditions. For example, if the duration requirement is 100s, the first region from point a to point b is enabled for 200s, and the first duration threshold corresponding to the first region is set to 190s. In this way, the enabling time of the first region from point a to point b is reduced to 10s. The second region from point b to point c is enabled for 200s, and the first duration threshold corresponding to the second region is set to 180s. The enabling time of the second region from point b to point c is reduced to 20s, and the remaining regions are enabled normally, so that the overall enabling time meets the 100s requirement. This scheme avoids the risk areas of false alarms, thus achieving the goal of low DPF false alarm collection efficiency.
[0081] Figure 7 A flowchart illustrating an enable condition determination scheme provided for at least one embodiment of this disclosure. Figures 3-6 Based on any one of the solutions, in order to accurately pinpoint the timing for enabling diagnostic functions, such as Figure 7 As shown, step S30 further includes the following sub-steps S301 and S302.
[0082] Sub-step S301: In response to the target area being the first area or the second area, the enabling conditions include: the duration corresponding to the target area reaches the adjusted first duration threshold, and at the same time, the after-treatment exhaust volume is greater than the third exhaust volume threshold, the after-treatment exhaust temperature is greater than the set temperature threshold, the dynamic pressure difference limit meets the set requirements, and the duration of the engine carbon load being greater than the set carbon load threshold reaches the preset third duration threshold. Sub-step S302: In response to the target region being the third region, the enabling conditions include: simultaneously satisfying the following conditions: the aftertreatment exhaust volume is greater than the third exhaust volume threshold, the aftertreatment exhaust temperature is greater than the set temperature threshold, the dynamic pressure difference limit meets the set requirements, and the duration for which the engine carbon load is greater than the set carbon load threshold reaches the preset third duration threshold.
[0083] As an exemplary implementation, since the actual DPF pressure difference subsequently handles positive changes in exhaust volume, such as Figure 2As shown, the target region changes sequentially from the first region to the second region to the third region. Therefore, when the target region is the first region, the enabling condition can include the following sub-steps S301'-S304'.
[0084] Sub-step S301': Determine whether the duration of the after-processed exhaust volume in the first region reaches the first duration threshold corresponding to the first region, so as to realize the first level of judgment.
[0085] Sub-step S302': When the duration of the after-treatment exhaust volume in the first region reaches the first duration threshold corresponding to the first region (the first-level judgment result is yes), determine whether the duration of the after-treatment exhaust volume in the second region reaches the first duration threshold corresponding to the second region, so as to realize the second-level judgment.
[0086] Sub-step S303': When the duration of the after-treatment exhaust volume in the second region reaches the first duration threshold corresponding to the second region (the second-level judgment result is yes), determine whether the duration of the after-treatment exhaust volume being greater than the third exhaust volume threshold, the after-treatment exhaust temperature being greater than the set temperature threshold, the dynamic pressure difference limit meeting the set requirements, and the engine carbon load being greater than the set carbon load threshold has reached the preset third duration, so as to achieve the third-level judgment.
[0087] Step S304': When the duration of the aftertreatment exhaust volume in the second region reaches the first duration threshold corresponding to the second region (the second-level judgment result is yes) and at the same time the aftertreatment exhaust volume is greater than the third exhaust volume threshold, the aftertreatment exhaust temperature is greater than the set temperature threshold, the dynamic pressure difference limit meets the set requirements, and the duration of the engine carbon load being greater than the set carbon load threshold reaches the preset third duration (the third-level judgment result is yes), the DPF capture efficiency fault diagnosis process of the risk region is started.
[0088] The process for the above solution can be found here. Figure 9 The key improvement paths compared to related technologies have been bolded.
[0089] Compared with related technologies, the above enabling conditions, in addition to meeting the requirement that the after-treatment exhaust volume is greater than the first exhaust volume threshold, add a second exhaust volume threshold, a third exhaust volume threshold, a first duration threshold corresponding to the first region, and a first duration threshold corresponding to the second region, effectively avoiding risk areas.
[0090] As an exemplary implementation, when the target area is the second area, the enabling condition may include the following sub-steps S301''-S303''.
[0091] Sub-step S301'': Determine whether the duration of the after-processed exhaust volume in the second region reaches the first duration threshold corresponding to the second region, so as to realize the first-level judgment.
[0092] Sub-step S302'': When the duration of the after-treatment exhaust volume in the second region reaches the first duration threshold corresponding to the second region (the first-level judgment result is yes), determine whether the duration of the after-treatment exhaust volume being greater than the third exhaust volume threshold, the after-treatment exhaust temperature being greater than the set temperature threshold, the dynamic pressure difference limit meeting the set requirements, and the engine carbon load being greater than the set carbon load threshold has reached the preset third duration, so as to achieve the second-level judgment.
[0093] Step S303'': When the duration of the aftertreatment exhaust volume in the second region reaches the first duration threshold corresponding to the second region (the first-level judgment result is yes), and at the same time the aftertreatment exhaust volume is greater than the third exhaust volume threshold, the aftertreatment exhaust temperature is greater than the set temperature threshold, the dynamic pressure difference limit meets the set requirements, and the duration of the engine carbon load being greater than the set carbon load threshold reaches the preset third duration (the second-level judgment result is yes), the DPF capture efficiency fault diagnosis process of the risk region is started.
[0094] As an exemplary implementation, when the target area is a third area, the enabling conditions include the following sub-steps S301'''-S302'''.
[0095] Sub-step S301''': Determine whether the duration of the simultaneous satisfaction of the following conditions—that the after-treatment exhaust volume is greater than the third exhaust volume threshold, the after-treatment exhaust temperature is greater than the set temperature threshold, the dynamic pressure difference limit meets the set requirements, and the engine carbon load is greater than the set carbon load threshold—has reached the preset third duration, so as to achieve the first-level judgment.
[0096] Sub-step S302''': If the following conditions are met simultaneously: the aftertreatment exhaust volume is greater than the third exhaust volume threshold, the aftertreatment exhaust temperature is greater than the set temperature threshold, the dynamic differential pressure limit meets the set requirements, and the engine carbon load is greater than the set carbon load threshold for a duration that reaches the preset third duration, the DPF capture efficiency fault diagnosis process in the non-risk area is initiated.
[0097] The process for the above solution can be found here. Figure 9 .
[0098] Figure 8 A flowchart illustrating the DPF capture efficiency fault diagnosis process for a risk area provided in at least one embodiment of this disclosure. Figures 3-7 Based on any given solution, when the target area is the first or second area, such as Figure 8As shown, the DPF capture efficiency fault diagnosis process in step S40 further includes the following sub-steps S401-S404.
[0099] Sub-step S401: Collect the actual DPF pressure difference of the engine aftertreatment system.
[0100] Sub-step S402: Obtain the drift of the differential pressure sensor used to collect the actual DPF differential pressure.
[0101] Sub-step S403: Generate dynamic differential pressure limits based on preset differential pressure calibration limits and drift.
[0102] Sub-step S404: In response to the duration of the actual DPF pressure difference being less than the dynamic pressure difference limit reaching a preset second duration threshold, a first diagnostic result of engine DPF trapping efficiency failure is generated.
[0103] The drift of the differential pressure sensor can be set based on its own measurement drift error, aiming to compensate for the drift within the differential pressure limit and thus avoid false alarms of DPF collection efficiency faults caused by drift. This solution increases the drift of the differential pressure sensor in high-risk areas. When a significant proportion of the engine's operating path is within the 600-800 kg / h displacement load range, the actual DPF differential pressure (also known as the measured DPF differential pressure value) will be compared with the sum of the differential pressure calibration limit and the differential pressure sensor drift to determine whether a DPF collection efficiency fault is reported. Increasing the DPF differential pressure offset calibration value increases the distinction between the measured DPF differential pressure value and the differential pressure calibration limit, thereby reducing false alarms of low DPF collection efficiency. The DPF differential pressure sensor drift can be calibrated based on the inherent characteristics of the differential pressure sensor itself.
[0104] In some embodiments, Figure 8 Based on the solution, when the target area is the third area, the DPF capture efficiency fault diagnosis process in the non-risk area further includes the following sub-steps S401'-S402.
[0105] Sub-step S401': Collect the actual DPF pressure difference of the engine aftertreatment system.
[0106] Sub-step S402': In response to the actual DPF pressure difference being less than the preset pressure difference calibration limit, generate the first diagnostic result of the engine having a DPF capture efficiency fault.
[0107] It should be noted that when the target area is the third area, the DPF capture efficiency fault diagnosis process in the non-risk area can also adopt the sub-step S401-sub-step S404 scheme. In this case, the drift amount is close to zero.
[0108] In the diagnostic process using sub-steps S401'-S402', since the target area is the third region and located in a non-risk area, the drift of the differential pressure sensor has negligible interference with the diagnostic results. Therefore, there is no need to add drift compensation to the differential pressure calibration limit; fault diagnosis can be completed directly by comparing the actual DPF differential pressure with the preset differential pressure calibration limit. This simplified diagnostic logic reduces system computation and speeds up diagnostic response while ensuring diagnostic accuracy.
[0109] Figure 9 This is a schematic diagram illustrating an example control of a DPF (Digital Power Filter) trapping efficiency fault diagnosis method provided in at least one embodiment of this disclosure. Figure 9 As shown, the enabling conditions for the risk region of this method utilize the scheme of sub-steps S301'-S304'. Different DPF capture efficiency fault diagnosis procedures are adopted for risk and non-risk regions. The DPF capture efficiency fault diagnosis procedure for the risk region introduces a dynamic differential pressure limit and a second duration, which can effectively offset the error caused by differential pressure sensor drift. The non-risk region adopts a simplified diagnosis logic as shown in sub-steps S401'-S402', without the need to introduce an additional drift compensation term. Through this differentiated diagnosis strategy for different regions, the accuracy of the diagnosis results can be guaranteed in the risk region, while the system resource usage can be optimized in the non-risk region, achieving a balance between diagnostic performance and computational efficiency.
[0110] Figure 10 This is a structural block diagram of a DPF (Diverterless Power Filter) trapping efficiency fault diagnosis system provided in at least one embodiment of this disclosure. This system can be applied to engine aftertreatment systems. Figure 10 As shown, the DPF capture efficiency fault diagnosis system 100 integrates an acquisition unit 101, a first-level processing unit 102, a second-level processing unit 103, and a third-level processing unit 104.
[0111] The acquisition unit 101 is configured to acquire the actual operating parameters of the engine aftertreatment system, wherein the actual operating parameters include the aftertreatment exhaust volume.
[0112] The first-level processing unit 102 is configured to determine a first duration threshold that matches the target area where the after-treatment exhaust volume is located and is used to avoid false diagnosis of DPF capture efficiency faults, wherein the target area is one of multiple areas divided based on different exhaust volume thresholds, and each area is matched with an independent first duration threshold.
[0113] The second-level processing unit 103 is configured to determine enabling conditions that match the current operating conditions, wherein the enabling conditions include at least the duration during which the after-treatment exhaust volume is in the target area reaching a first duration threshold.
[0114] The third-level processing unit 104 is configured to trigger a preset DPF trapping efficiency fault diagnosis process when the actual operating parameters meet the enabling conditions. The DPF trapping efficiency fault diagnosis process is used to generate a diagnostic result on whether the engine after-treatment system has a DPF trapping efficiency fault based on the actual DPF pressure difference of the engine after-treatment system and the preset pressure difference calibration limit.
[0115] The specific execution methods of each unit in the above system embodiments have been described in detail in the embodiments related to the method, and will not be elaborated here.
[0116] In some embodiments, Figure 10 Based on the scheme, the acquisition unit 101 can be implemented by a corresponding sensor or receiving module, and the first-level processing unit 102, the second-level processing unit 103 and the third-level processing unit 104 can be implemented by a controller with corresponding programs.
[0117] This disclosure also provides a storage medium storing a program or instructions that, when executed by a processor, implement the steps of the method embodiments described above.
[0118] This disclosure also provides a program product, such as... Figure 11 As shown, the program product includes one or more processors 201 and memory 202. Figure 11 Take a processor 201 as an example.
[0119] The controller may also include an input device 203 and an output device 204.
[0120] The processor 201, memory 202, input device 203, and output device 204 can be connected via a bus or other means. Figure 11 Taking the example of a connection between China and Israel via a bus.
[0121] Processor 201 can be a central processing unit (CPU), or it can be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or combinations of the above types of chips. The general-purpose processor can be a microprocessor or any conventional processor.
[0122] The memory 202, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs, non-transitory computer-executable programs, and modules, such as the program instructions / modules corresponding to the methods in the embodiments of this disclosure. The processor 201 executes various functional applications and data processing of the server by running the non-transitory software programs, instructions, and modules stored in the memory 202, thereby implementing the steps of the above-described method embodiments.
[0123] The memory 202 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created by the use of the processing device operated by the server. Furthermore, the memory 202 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, the memory 202 may optionally include memory remotely located relative to the processor 201, and these remote memories can be connected to a network connection device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.
[0124] Input device 203 can receive input digital or character information, and generate key signal inputs related to driver settings and function control of the server's processing unit. Output device 204 may include display devices such as a display screen.
[0125] One or more modules are stored in memory 202, and when executed by one or more processors 201, they perform actions such as... Figure 1 The method shown.
[0126] Those skilled in the art will understand that all or part of the processes in the above method embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it can include the processes described in the above method embodiments. The storage medium can be a magnetic disk, optical disk, read-only memory (ROM), random access memory (RAM), flash memory (FM), hard disk drive (HDD), or solid-state drive (SSD), etc.; the storage medium can also include combinations of the above types of memory.
[0127] Although embodiments of the present disclosure have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present disclosure, and all such modifications and variations fall within the scope defined by the appended claims.
[0128] Although embodiments of the present disclosure have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present disclosure.
Claims
1. A method for diagnosing DPF (Diverterless Power Filter) collection efficiency faults, applied to an engine aftertreatment system, characterized in that, include: Obtain the actual operating parameters of the engine aftertreatment system, wherein the actual operating parameters include the aftertreatment exhaust volume; A first duration threshold is determined that matches the target area where the after-treatment exhaust volume is located and is used to avoid false diagnosis of DPF capture efficiency faults, wherein the target area is one of multiple areas divided based on different exhaust volume thresholds, and each area is matched with an independent first duration threshold. Determine enabling conditions that match the current operating conditions, wherein the enabling conditions include at least the duration for which the aftertreatment exhaust volume is in the target region reaches a first duration threshold; and, When the actual operating parameters meet the enabling conditions, a preset DPF trapping efficiency fault diagnosis process is triggered. The DPF trapping efficiency fault diagnosis process is used to generate a diagnostic result on whether the engine after-treatment system has a DPF trapping efficiency fault based on the actual DPF pressure difference of the engine after-treatment system and the preset pressure difference calibration limit.
2. The method according to claim 1, characterized in that, The actual operating parameters include at least one of the following: aftertreatment exhaust temperature, fuel injection quantity, and engine carbon load.
3. The method according to claim 1 or 2, characterized in that, The determination of a first duration threshold that matches the target area where the after-treatment exhaust volume is located and is used to avoid false diagnosis of DPF trapping efficiency faults includes: Identify the target region; Determine whether the target area is a risk area where the actual DPF pressure difference and the pressure difference calibration limit are not clearly distinguishable. If so, adjust the first duration threshold to be lower than the normal enable time of the target region to avoid risk areas that could lead to misdiagnosis of DPF capture efficiency failure; and, If not, the first duration threshold is set to a preset default value to enable the target region normally.
4. The method according to claim 1 or 2, characterized in that, The exhaust volume thresholds include a first exhaust volume threshold, a second exhaust volume threshold, and a third exhaust volume threshold, which increase in value sequentially, and the plurality of regions include: The first region is identified by the post-processed exhaust volume being between a first exhaust volume threshold and a second exhaust volume threshold. The second region is identified by the post-processed exhaust volume falling between a second exhaust volume threshold and a third exhaust volume threshold; and... The third region is identified by the fact that the post-processed exhaust volume is greater than the third exhaust volume threshold.
5. The method according to claim 3, characterized in that, The determination of whether the target area is a risk area where the actual DPF pressure difference and the pressure difference calibration limit are not clearly distinguishable includes: In response to the target area being a first area, the target area is determined to be a risk area and is at the first risk level; In response to the target area being a second area, the target area is determined to be a risk area and at a second risk level, wherein the first risk level is higher than the second risk level; and, In response to the target area being a third area, the target area is determined to be a non-risk area.
6. The method according to claim 3, characterized in that, Adjusting the first duration threshold includes: Obtain the vehicle model and engine operating route or current operating condition of the vehicle using the engine aftertreatment system; The adjusted first duration threshold is obtained based on the vehicle model and engine operating route or current operating condition, so that the actual enable time of the risk area varies depending on the current vehicle model and engine operating route or current operating condition.
7. The method according to claim 1 or 2, characterized in that, The DPF capture efficiency fault diagnosis process includes: Collect the actual DPF pressure difference of the engine aftertreatment system; Obtain the drift of the differential pressure sensor used to collect the actual DPF differential pressure; Based on the preset differential pressure calibration limit and the drift amount, a dynamic differential pressure limit is generated; and, In response to the duration for which the actual DPF differential pressure is less than the dynamic differential pressure limit reaches a preset second duration threshold, a first diagnostic result for a DPF trapping efficiency fault in the engine is generated.
8. The method according to claim 7, characterized in that, The different displacement thresholds are adaptively adjusted based on the vehicle type using the engine aftertreatment system and the engine operating route or current operating condition. Furthermore, the enabling conditions that match the current operating condition include: In response to the target region being either the first region or the second region, the enabling condition includes: The duration corresponding to the target area reaches the adjusted first duration threshold, and at the same time, the after-treatment exhaust volume is greater than the third exhaust volume threshold, the after-treatment exhaust temperature is greater than the set temperature threshold, the dynamic pressure difference limit meets the set requirements, and the engine carbon load is greater than the set carbon load threshold, and the duration reaches the preset third duration threshold. In response to the target region being a third region, the enabling condition includes: Simultaneously satisfying the following conditions: the aftertreatment exhaust volume is greater than the third exhaust volume threshold, the aftertreatment exhaust temperature is greater than the set temperature threshold, the dynamic pressure difference limit meets the set requirements, and the engine carbon load is greater than the set carbon load threshold for a duration that reaches the preset third duration threshold.
9. A DPF (Diverterless Power Filter) collection efficiency fault diagnosis system, applied to an engine aftertreatment system, characterized in that, include: The acquisition unit is configured to acquire the actual operating parameters of the engine aftertreatment system, wherein the actual operating parameters include the aftertreatment exhaust volume; The first-level processing unit is configured to determine a first duration threshold that matches the target area where the after-treatment exhaust volume is located and is used to avoid false diagnosis of DPF capture efficiency fault, wherein the target area is one of multiple areas divided based on different exhaust volume thresholds, and each area is matched with an independent first duration threshold. The second-level processing unit is configured to determine enabling conditions matching the current operating condition, wherein the enabling conditions include at least the duration for which the after-treatment exhaust volume is in the target region reaches a first duration threshold, and... The third-level processing unit is configured to trigger a preset DPF trapping efficiency fault diagnosis process when the actual operating parameters meet the enabling conditions. The DPF trapping efficiency fault diagnosis process is used to generate a diagnostic result on whether the engine after-treatment system has a DPF trapping efficiency fault based on the actual DPF pressure difference of the engine after-treatment system and the preset pressure difference calibration limit.
10. A storage medium, characterized in that, The storage medium stores a program or instructions, wherein the program or instructions, when executed by a processor, implement the steps of the method as described in any one of claims 1 to 8.