阅读说明：本技术 一种碳载量确定方法及装置 (Carbon loading capacity determining method and device ) 是由 李剑 郭永志 王明亮 于 2021-09-30 设计创作，主要内容包括：本申请提供一种碳载量确定方法及装置,涉及车辆技术领域,用来提高DPF碳载量的准确率,提高DPF驻车再生提示准确性。该方法包括获取车辆的第一压差值；第一压差值是车辆在驻车再生的冷却阶段时的压差值；根据预存的灰分含量与压差值的对应关系确定第一压差值对应的第一灰分含量；获取车辆的第一碳载量；第一碳载量是车辆的当前时刻的碳载量；根据第一灰分含量与第一碳载量确定第二碳载量。基于上述方案,可以得到当前时刻的碳载量的准确数值,由于碳载量计算更加准确,进行主动再生的时机也更为准确,因此可以避免不必要的主动再生,从而降低油耗,提高车辆作业效率。(The application provides a carbon loading capacity determining method and device, relates to the technical field of vehicles, and aims to improve accuracy of DPF carbon loading capacity and improve DPF parking regeneration prompting accuracy. The method includes obtaining a first differential pressure value of the vehicle; the first differential pressure value is a differential pressure value of the vehicle in a cooling phase of parking regeneration; determining a first ash content corresponding to the first differential pressure value according to the corresponding relation between the pre-stored ash content and the differential pressure value; obtaining a first carbon load of the vehicle; the first carbon load is the carbon load at the current time of the vehicle; determining a second carbon loading based on the first ash content and the first carbon loading. Based on the scheme, the accurate numerical value of the carbon loading capacity at the current moment can be obtained, and the carbon loading capacity is more accurately calculated, and the time for performing active regeneration is more accurate, so that unnecessary active regeneration can be avoided, the oil consumption is reduced, and the vehicle operation efficiency is improved.)

1. A method of determining carbon loading, comprising:

acquiring a first differential pressure value of a vehicle; the first differential pressure value is a differential pressure value of the vehicle in a cooling phase of parking regeneration;

determining a first ash content corresponding to the first differential pressure value according to a corresponding relation between a prestored ash content and the differential pressure value;

obtaining a first carbon load of the vehicle; the first carbon load is a carbon load of the vehicle at a current time;

determining a second carbon load based on the first ash content and the first carbon load.

2. The method of claim 1, wherein prior to obtaining the first differential pressure value for the vehicle, further comprising:

determining a cooling phase of the vehicle during parking regeneration;

determining that a third carbon load of the vehicle is less than or equal to a first threshold; the third carbon load is a carbon load of the vehicle at a current time.

3. The method according to claim 1 or 2, wherein said obtaining a first carbon load of the vehicle comprises:

obtaining a second differential pressure value of the vehicle; the second differential pressure value is a differential pressure value at a current time of the vehicle;

and determining the carbon loading capacity corresponding to the second differential pressure value as the first carbon loading capacity according to the corresponding relation between the differential pressure value and the carbon loading capacity.

4. The method according to claim 1 or 2, wherein said obtaining a first carbon load of the vehicle comprises:

acquiring the torque and the rotating speed of the vehicle;

and determining the carbon loading capacity corresponding to the torque and the rotating speed of the vehicle as the first carbon loading capacity according to the corresponding relation of the torque, the rotating speed and the carbon loading capacity.

5. The method according to claim 1, wherein the determining a first ash content corresponding to the first pressure difference value according to a pre-stored correspondence between ash content and pressure difference value specifically comprises:

in the corresponding relation between the pre-stored ash content and the pressure difference value, when the first ash content corresponding to the first pressure difference value does not exist, acquiring a second ash content corresponding to a third pressure difference value and a third ash content corresponding to a fourth pressure difference value; the third differential pressure value is smaller than the first differential pressure value, the third differential pressure value being closest to the first differential pressure value among the differential pressure values smaller than the first differential pressure value; the fourth differential pressure value is greater than the first differential pressure value, the fourth differential pressure value being closest to the first differential pressure value among the differential pressure values greater than the first differential pressure value;

calculating a difference between the second ash content and the third ash content, and a difference between the third pressure differential value and the fourth pressure differential value;

and determining the first ash content corresponding to the first differential pressure value according to the ratio of the difference value between the second ash content and the third ash content to the difference value between the third differential pressure value and the fourth differential pressure value.

6. The method according to claim 1, wherein the correspondence of the pre-stored ash content to the differential pressure value is obtained according to the following way:

controlling the vehicle to run to a parking regeneration cooling stage;

and measuring the first differential pressure value and the ash content, and returning to the step of executing a cooling stage for controlling the vehicle to run to parking regeneration until N first differential pressure values and the ash content are obtained, wherein N is an integer greater than 1.

7. A carbon load determination device, comprising: a processing unit and a storage unit;

wherein the storage unit is used for storing computer programs or instructions;

the processing unit is used for executing the computer program or the instructions in the storage unit and executing the following processing:

acquiring a first differential pressure value of a vehicle; the first differential pressure value is a differential pressure value of the vehicle in a cooling phase of parking regeneration;

determining a first ash content corresponding to the first differential pressure value according to a corresponding relation between a prestored ash content and the differential pressure value;

obtaining a first carbon load of the vehicle; the first carbon load is a carbon load of the vehicle at a current time;

determining a second carbon load based on the first ash content and the first carbon load.

8. The apparatus of claim 7, wherein the processing unit, prior to obtaining the first differential pressure value for the vehicle, is further configured to:

determining a cooling phase of the vehicle during parking regeneration;

determining that a third carbon load of the vehicle is less than or equal to a first threshold; the third carbon load is a carbon load of the vehicle at a current time.

9. The device according to claim 7 or 8, characterized in that the processing unit acquires a first carbon load of the vehicle, in particular for:

obtaining a second differential pressure value of the vehicle; the second differential pressure value is a differential pressure value at a current time of the vehicle;

and determining the carbon loading capacity corresponding to the second differential pressure value as the first carbon loading capacity according to the corresponding relation between the differential pressure value and the carbon loading capacity.

10. The device according to claim 7 or 8, characterized in that the processing unit acquires a first carbon load of the vehicle, in particular for:

acquiring the torque and the rotating speed of the vehicle;

and determining the carbon loading capacity corresponding to the torque and the rotating speed of the vehicle as the first carbon loading capacity according to the corresponding relation of the torque, the rotating speed and the carbon loading capacity.

11. The apparatus according to claim 7, wherein the processing unit determines a first ash content corresponding to the first pressure difference value according to a pre-stored correspondence between ash content and pressure difference value, in particular for:

in the corresponding relation between the pre-stored ash content and the pressure difference value, when the first ash content corresponding to the first pressure difference value does not exist, acquiring a second ash content corresponding to a third pressure difference value and a third ash content corresponding to a fourth pressure difference value; the third differential pressure value is smaller than the first differential pressure value, the third differential pressure value being closest to the first differential pressure value among the differential pressure values smaller than the first differential pressure value; the fourth differential pressure value is greater than the first differential pressure value, the fourth differential pressure value being closest to the first differential pressure value among the differential pressure values greater than the first differential pressure value;

calculating a difference between the second ash content and the third ash content, and a difference between the third pressure differential value and the fourth pressure differential value;

and determining the first ash content corresponding to the first differential pressure value according to the ratio of the difference value between the second ash content and the third ash content to the difference value between the third differential pressure value and the fourth differential pressure value.

12. The apparatus of claim 7, wherein the pre-stored ash content versus differential pressure value is obtained according to the following:

controlling the vehicle to run to a parking regeneration cooling stage;

and measuring the first differential pressure value and the ash content, and returning to the step of executing a cooling stage for controlling the vehicle to run to parking regeneration until N first differential pressure values and the ash content are obtained, wherein N is an integer greater than 1.

13. An electronic device comprising a processor and a memory;

the memory for storing computer programs or instructions;

the processor for executing a computer program or instructions in a memory, such that the method of any of claims 1-6 is performed.

14. A computer-readable storage medium having stored thereon computer-executable instructions which, when invoked by a computer, cause the computer to perform the method of any one of claims 1 to 6.

Technical Field

The present disclosure relates to the field of technologies, and in particular, to a method and an apparatus for determining a carbon loading amount.

Background

According to the requirements of relevant national emission regulations, Diesel Particulate traps (DPF) are arranged on engines meeting the six-emission standard of the road country and the four-emission standard of the non-road country, and the DPF can trap carbon particles and other ash substances in tail gas.

In the actual operation process of an engine, the DPF collects carbon particles and other ash substances in tail gas, and when the carbon particles and the ash substances are accumulated to a certain content in the DPF, the carbon particles need to be eliminated through DPF regeneration. Wherein, DPF regeneration comprises passive regeneration and active regeneration. Passive regeneration is performed continuously during engine operation and is more affected by exhaust temperature, and is less efficient than active regeneration. Active regeneration is the elimination of carbon particulates by high temperature oxidation reactions in the DPF.

At present, DPF active regeneration entering conditions are mainly that DPF credible carbon load is higher than a threshold value, DPF credible carbon load is mainly obtained through logic calculation by DPF carbon load model value and DPF carbon load, and DPF carbon load is obtained through the corresponding relation between DPF differential pressure value and DPF carbon load, DPF carbon load actually contains not only carbon particles but also some ash substances, therefore DPF credible carbon load is higher than DPF carbon load actual value, lead to unnecessary active regeneration of vehicles, increase vehicle oil consumption and reduce whole vehicle operating efficiency.

Disclosure of Invention

The embodiment of the application provides a carbon loading capacity determining method and device, which are used for improving the accuracy of the carbon loading capacity of a DPF (diesel particulate filter) and improving the accuracy of parking regeneration prompt of the DPF.

In a first aspect, an embodiment of the present application provides a method for determining a carbon loading, including:

acquiring a first differential pressure value of a vehicle; the first differential pressure value is a differential pressure value of the vehicle in a cooling phase of parking regeneration; determining a first ash content corresponding to the first differential pressure value according to a corresponding relation between a prestored ash content and the differential pressure value; obtaining a first carbon load of the vehicle; the first carbon load is a carbon load of the vehicle at a current time; determining a second carbon load based on the first ash content and the first carbon load.

The prior art can not accurately calculate the carbon loading amount in the DPF, so that unnecessary active regeneration of a vehicle is caused, the oil consumption of the vehicle is increased, and the working efficiency of the whole vehicle is reduced. Based on the scheme, the accurate numerical value of the carbon loading capacity at the current moment can be obtained, and then whether the vehicle carries out active regeneration or not is judged by judging whether the carbon loading capacity at the current moment exceeds the threshold value or not.

One possible implementation manner, before obtaining the first differential pressure value of the vehicle, further includes: determining a cooling phase of the vehicle during parking regeneration; determining that a third carbon load of the vehicle is less than or equal to a first threshold; the third carbon load is a carbon load of the vehicle at a current time.

Based on the scheme, the first pressure difference value is obtained when the third carbon loading of the vehicle is determined to be smaller than or equal to the first threshold value, so that carbon particles in the DPF can be completely eliminated at the moment, only ash substances remain in the DPF, and the ash content calculated by using the pressure difference value at the moment is accurate.

A possible implementation manner, the acquiring the first carbon loading of the vehicle specifically includes: obtaining a second differential pressure value of the vehicle; the second differential pressure value is a differential pressure value at a current time of the vehicle; and determining the carbon loading capacity corresponding to the second differential pressure value as the first carbon loading capacity according to the corresponding relation between the differential pressure value and the carbon loading capacity.

Based on the scheme, under the condition that the DPF pressure difference sensor can obtain the pressure difference value, the carbon loading amount at the current moment can be obtained more conveniently through the corresponding relation between the pressure difference value and the carbon loading amount.

A possible implementation manner, the acquiring the first carbon loading of the vehicle specifically includes: acquiring the torque and the rotating speed of the vehicle; and determining the carbon loading capacity corresponding to the torque and the rotating speed of the vehicle as the first carbon loading capacity according to the corresponding relation of the torque, the rotating speed and the carbon loading capacity.

Based on the scheme, the ECU can acquire the torque and the rotating speed at the current moment under the condition that the DPF differential pressure sensor cannot acquire the differential pressure value, and then the carbon loading amount at the current moment is acquired according to the corresponding relation among the torque, the rotating speed and the carbon loading amount.

A possible implementation manner, the determining, according to a correspondence between a pre-stored ash content and a pressure difference value, a first ash content corresponding to the first pressure difference value specifically includes: in the corresponding relation between the pre-stored ash content and the pressure difference value, when the first ash content corresponding to the first pressure difference value does not exist, acquiring a second ash content corresponding to a third pressure difference value and a third ash content corresponding to a fourth pressure difference value; the third differential pressure value is smaller than the first differential pressure value, the third differential pressure value being closest to the first differential pressure value among the differential pressure values smaller than the first differential pressure value; the fourth differential pressure value is greater than the first differential pressure value, the fourth differential pressure value being closest to the first differential pressure value among the differential pressure values greater than the first differential pressure value; calculating a difference between the second ash content and the third ash content, and a difference between the third pressure differential value and the fourth pressure differential value; and determining the first ash content corresponding to the first differential pressure value according to the ratio of the difference value between the second ash content and the third ash content to the difference value between the third differential pressure value and the fourth differential pressure value.

Based on the scheme, when the first ash content corresponding to the first differential pressure value does not exist in the corresponding relation between the pre-stored ash content and the differential pressure value, the first ash content corresponding to the first differential pressure value can be calculated by adopting a difference method.

In one possible implementation, the correspondence between the pre-stored ash content and the differential pressure value is obtained according to the following way: controlling the vehicle to run to a parking regeneration cooling stage; and measuring the first differential pressure value and the ash content, and returning to the step of executing a cooling stage for controlling the vehicle to run to parking regeneration until N first differential pressure values and the ash content are obtained, wherein N is an integer greater than 1.

Based on above-mentioned scheme, through control vehicle operation to the regenerated cooling stage of parking, then measure the differential pressure value and ash content, obtain the corresponding relation of ash content and differential pressure value, can ensure that the corresponding relation of differential pressure value and ash content is comparatively accurate this moment.

In a second aspect, embodiments of the present application provide a carbon loading determination apparatus, including: a processing unit and a storage unit;

wherein the storage unit is used for storing computer programs or instructions;

the processing unit is used for executing the computer program or the instructions in the storage unit and executing the following processing: acquiring a first differential pressure value of a vehicle; the first differential pressure value is a differential pressure value of the vehicle in a cooling phase of parking regeneration; determining a first ash content corresponding to the first differential pressure value according to a corresponding relation between a prestored ash content and the differential pressure value; obtaining a first carbon load of the vehicle; the first carbon load is a carbon load of the vehicle at a current time; determining a second carbon load based on the first ash content and the first carbon load.

In one possible implementation, before the processing unit obtains the first differential pressure value of the vehicle, the processing unit is further configured to: determining a cooling phase of the vehicle during parking regeneration; determining that a third carbon load of the vehicle is less than or equal to a first threshold; the third carbon load is a carbon load of the vehicle at a current time.

In one possible implementation, the processing unit obtains a first carbon loading of the vehicle, and is specifically configured to: obtaining a second differential pressure value of the vehicle; the second differential pressure value is a differential pressure value at a current time of the vehicle; and determining the carbon loading capacity corresponding to the second differential pressure value as the first carbon loading capacity according to the corresponding relation between the differential pressure value and the carbon loading capacity.

In one possible implementation, the processing unit obtains a first carbon loading of the vehicle, and is specifically configured to: acquiring the torque and the rotating speed of the vehicle; and determining the carbon loading capacity corresponding to the torque and the rotating speed of the vehicle as the first carbon loading capacity according to the corresponding relation of the torque, the rotating speed and the carbon loading capacity.

In one possible implementation manner, the processing unit determines, according to a pre-stored correspondence between ash content and pressure difference value, a first ash content corresponding to the first pressure difference value, and is specifically configured to: in the corresponding relation between the pre-stored ash content and the pressure difference value, when the first ash content corresponding to the first pressure difference value does not exist, acquiring a second ash content corresponding to a third pressure difference value and a third ash content corresponding to a fourth pressure difference value; the third differential pressure value is smaller than the first differential pressure value, the third differential pressure value being closest to the first differential pressure value among the differential pressure values smaller than the first differential pressure value; the fourth differential pressure value is greater than the first differential pressure value, the fourth differential pressure value being closest to the first differential pressure value among the differential pressure values greater than the first differential pressure value; calculating a difference between the second ash content and the third ash content, and a difference between the third pressure differential value and the fourth pressure differential value; and determining the first ash content corresponding to the first differential pressure value according to the ratio of the difference value between the second ash content and the third ash content to the difference value between the third differential pressure value and the fourth differential pressure value.

In one possible implementation, the correspondence between the pre-stored ash content and the differential pressure value is obtained according to the following way: controlling the vehicle to run to a parking regeneration cooling stage; and measuring the first differential pressure value and the ash content, and returning to the step of executing a cooling stage for controlling the vehicle to run to parking regeneration until N first differential pressure values and the ash content are obtained, wherein N is an integer greater than 1.

In a third aspect, an embodiment of the present application provides an electronic device, which includes a processor and a memory;

the memory for storing computer programs or instructions;

the processor is configured to execute the computer program or instructions in the memory to perform the operation steps of the method in any one of the possible implementations of the first aspect by using the hardware resources in the controller.

In a fourth aspect, the present application provides a computer-readable storage medium having stored therein instructions, which when executed on a computer, cause the computer to perform the method of the above-described aspects.

In addition, the beneficial effects of the second aspect to the fourth aspect can be referred to as the beneficial effects of the first aspect, and are not described herein again.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the embodiments of the present application will be briefly described below, and it is obvious that the drawings described below are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

FIG. 1 is a schematic diagram of the DPF operating principle provided by the embodiment of the present application;

FIG. 2 is a schematic structural diagram of a system according to an embodiment of the present disclosure;

FIG. 3 is an exemplary flow chart of a method of determining carbon loading provided by an embodiment of the present application;

fig. 4 is a structural diagram of a carbon loading determination apparatus according to an embodiment of the present disclosure;

fig. 5 is a block diagram of an electronic device according to an embodiment of the present application.

Detailed Description

In order to facilitate understanding of technical solutions provided by the embodiments of the present application, terms of art related to the embodiments of the present application are described below.

1) An Electronic Control Unit (ECU) of an engine is a controller that performs calculation, processing, and determination based on signals input from various sensors, and outputs commands to Control the operation of an actuator.

2) DPF, wall flow type diesel particulate trap, is a kind of filter installed in diesel engine exhaust system, it can depend on two ends of adjacent honeycomb pore canal to alternatively block the entrance and exit of carrier pore before the particulate emission matter enters the atmosphere, force the air current to pass the porous wall surface, thus catch the particulate emission matter.

3) And (3) parking regeneration, namely, increasing the temperature in the DPF by using external energy under the static state of the vehicle to ignite and burn the soot, so that the process of removing the carbon deposition in the DPF is eliminated.

4) The carbon loading, which represents the content of carbon particles trapped in the DPF, is given in g/L.

5) And the differential pressure value refers to the difference between the pressure of the DPF tail gas inlet and the pressure of the DPF clean tail gas outlet.

In order to facilitate understanding of technical solutions provided by the embodiments of the present application, the embodiments of the present application are described in further detail below with reference to the drawings of the specification. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

It should be noted that the terms "first," "second," and the like in the description and claims of this application and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that such descriptions are interchangeable under appropriate circumstances such that the embodiments of the application can be practiced in sequences other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the application, as detailed in the appended claims.

In the description of the present application, "/" indicates an OR meaning, for example, A/B may indicate A or B; in the present application, "and/or" is only an association relationship describing an associated object, and means that there may be three relationships, for example, a and/or B, and may mean: a exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the present application, "a plurality" means two or more.

Referring to fig. 1, which is a schematic view of the operating principle of the DPF provided in the embodiment of the present application, the exhaust enters the DPF through the inlet, and the DPF alternately blocks the inlet and the outlet of the carrier pores through two ends of the adjacent honeycomb channels to force the airflow to pass through the porous wall surface, so as to capture the particulate emission substances, thereby effectively reducing the emission of particulate matter.

At present, in the related art, the carbon loading in the DPF is determined by measuring a DPF differential pressure value and then according to a corresponding relationship between the DPF differential pressure value and the carbon loading calibrated by an engine bench. The DPF differential pressure value is a physical value measured by a DPF differential pressure sensor, but since the particles trapped by the DPF contain ash substances in addition to carbon particles, the carbon loading amount obtained according to the DPF differential pressure value is not accurate, so that unnecessary active regeneration of the vehicle is performed, the fuel consumption of the vehicle is increased, and the working efficiency of the whole vehicle is reduced. So how to improve the accuracy of carbon loading calculation needs to be solved urgently.

In view of this, the embodiments of the present application provide a method for determining a carbon loading. In the method, the system firstly obtains the pressure difference value of the DPF in the parking regeneration cooling stage of the vehicle. And then determining the ash content corresponding to the obtained pressure difference value according to the pressure difference value and the corresponding relation between the prestored pressure difference value and the ash content. And then correcting the carbon loading of the DPF according to the ash content, thereby improving the accuracy of the carbon loading of the DPF.

Referring to fig. 2, a schematic structural diagram of a system provided in the embodiment of the present application is shown. The system 200 includes an ECU201 and a DPF202, the DPF202 in turn containing a DPF differential pressure sensor 2020. The ECU201 is configured to process signals input by the sensors and output commands to control the actuators to complete their operations. The DPF202 performs operations such as parking regeneration in accordance with instructions from the ECU 201. The DPF differential pressure sensor 2020 is used to obtain a DPF differential pressure value.

Referring to fig. 3, an exemplary flow chart of a method of determining carbon loading provided for embodiments of the present application may include the following operations. The method can be applied to a diesel engine system, or applied to a device of the diesel engine system, such as the ECU201 shown in fig. 2, or applied to a chip.

S301, the system acquires a first differential pressure value of the vehicle, wherein the first differential pressure value is the differential pressure value of the vehicle in a cooling stage of parking regeneration.

When the system judges that the vehicle runs to the cooling stage of parking regeneration, a first differential pressure value of the vehicle in the cooling stage of parking regeneration is obtained through the DPF differential pressure sensor.

The DPF parking regeneration of a vehicle may be divided into four stages, wherein the third stage is a process of eliminating carbon particles in the DPF through an oxidation reaction. The fourth stage is a cooling stage, which is to cool the DPF by idle running at a specific rotating speed, wherein carbon particles in the DPF are eliminated by oxidation reaction, and the rotating speed, the compliance and the exhaust gas flow rate are stable. Since ash matter cannot be eliminated in the third stage, the ash content in the DPF can be accurately measured in the DPF parking regeneration cooling stage.

Alternatively, when the system determines that the vehicle is operating to the cooling phase of the parking regeneration, it may be determined whether the carbon load at the current time of the vehicle is less than or equal to the first threshold. When the carbon loading of the system at the current moment is smaller than or equal to a first threshold value, a first differential pressure value of the vehicle is obtained through the DPF differential pressure sensor. The carbon loading amount at the current moment is obtained according to the pressure difference value obtained by the DPF pressure difference sensor and the corresponding relation between the pressure difference value and the carbon loading amount, and if the carbon loading amount at the current moment is larger than a first threshold value, it is indicated that carbon particles in the DPF at the current moment are not completely eliminated, so that the pressure difference value at the current moment is not taken as the first pressure difference value. If the third carbon loading is less than or equal to the first threshold, indicating that carbon particulates in the DPF are completely eliminated at this time, the ash content calculated at this time is more accurate, and therefore the system takes the pressure differential value at this time as the first pressure differential value. The first threshold may be preset empirically, for example, may be 0.2g/L, and the like, which is not limited in this application.

S302, the system determines a first ash content corresponding to the first pressure difference value according to the corresponding relation between the pre-stored ash content and the pressure difference value.

In one possible implementation, the pre-stored ash content and differential pressure value may be obtained according to a bench calibration experiment. The DPF parking regeneration of the vehicle is generally realized according to the driving mileage, the time or the fuel consumption value which is calibrated in advance, namely the parking regeneration is triggered when the driving mileage, the time or the fuel consumption value of the vehicle reaches the calibrated value, so the vehicle can periodically perform the parking regeneration, and when the ECU detects that the vehicle runs to the cooling stage of the parking regeneration, the first differential pressure value and the ash content at the current moment are measured, so that the corresponding relation between the differential pressure value and the ash content can be obtained.

Specifically, in a bench calibration test, the vehicle is controlled to move to a parking regeneration cooling stage, a first differential pressure value and ash content are measured, and then the step of controlling the vehicle to move to the parking regeneration cooling stage is executed until N first differential pressure values and ash content are obtained, wherein N is an integer greater than 1. Alternatively, the condition for ending the bench calibration test may be that the ash content or differential pressure value reaches a maximum threshold value. The system may store a correspondence of the pressure differential value to the ash content.

Optionally, when the corresponding relationship between the pressure difference value and the ash content is obtained in the bench calibration test, a curve with the abscissa being the pressure difference value and the ordinate being the ash content can be drawn. When the system obtains the first differential pressure value through S301, the abscissa of the curve may be determined according to the first differential pressure value, and then the point on the curve may be determined so as to determine the ordinate of the point, i.e., the ash content value corresponding to the first differential pressure value.

In one example, the system can find the first ash content corresponding to the first differential pressure value in the pre-stored correspondence between differential pressure values and ash contents.

In another example, in the correspondence relationship between the pre-stored ash content and the pressure difference value, when there is no first ash content corresponding to the first pressure difference value, the first ash content corresponding to the first pressure difference value may be determined by a difference method. Specifically, in the correspondence relationship between the pre-stored ash content and the differential pressure value, a third differential pressure value closest to the first differential pressure value is found out of differential pressure values smaller than the first differential pressure value, and a fourth differential pressure value closest to the first differential pressure value is found out of differential pressure values larger than the first differential pressure value. And then determining a second ash content corresponding to the third differential pressure value and a third ash content corresponding to the fourth differential pressure value according to the corresponding relation between the ash content and the differential pressure value. And finally, determining the ratio of the difference value of the third pressure difference value and the fourth pressure difference value to the second ash content and the third ash content, and calculating the first ash content corresponding to the first pressure difference value according to the ratio. Wherein the first ash content satisfies the following formula:

m＝m₂+(M₁-M₃)*K；

wherein m represents the first ash content, m₂Represents a second ash content, M, corresponding to the third differential pressure value₁Denotes a first differential pressure value, M₃Represents a third differential pressure value, and K represents a difference between the third differential pressure value and the fourth differential pressure value and a ratio of the second ash content to the third ash content.

Alternatively, the first and second electrodes may be,

m＝m₃-(M₄-M₁)*K；

wherein m represents the first ash content, m₃Represents a third ash content, M, corresponding to the fourth differential pressure value₁Denotes a first differential pressure value, M₄Represents a fourth differential pressure value, and K represents a ratio of a difference between the third differential pressure value and the fourth differential pressure value to the second ash content and the third ash content.

For example, the first obtained pressure difference value is 2.5kPa, but there is no ash content value corresponding to 2.5kPa in the correspondence relationship between ash content and pressure difference value, and the two pressure difference values closest to 2.5kPa included in the correspondence relationship between ash content and pressure difference value are 2kPa and 3kPa, and the corresponding ash contents are 5g/L and 6g/L, respectively. The difference between 2 and 3 is 1, and the difference between 5 and 6 is 1, and the proportional relationship between the difference between the two differential pressure values and the difference between the ash contents corresponding to the two differential pressure values is 1/1-1, then the corresponding ash content is 5g/L + 0.5-1-5.5 g/L, because 2.5-2-0.5, or 6 g/L-0.5-1-5.5 g/L, because 3-2.5-0.5.

Based on the scheme, the ash content can be accurately measured in the cooling stage of parking regeneration of the vehicle, and after the corresponding relation between the ash content and the differential pressure value is obtained, the corresponding ash content can be obtained according to the differential pressure value measured by the differential pressure sensor when the vehicle runs to the parking regeneration cooling stage every time.

S303, the system acquires a first carbon loading of the vehicle, wherein the first carbon loading is the carbon loading of the vehicle at the current moment.

If the second differential pressure value can be obtained through the DPF differential pressure sensor at the current moment, the system can determine the first carbon loading amount according to the corresponding relation between the differential pressure value and the carbon loading amount. And if the second differential pressure value cannot be acquired through the DPF differential pressure sensor at the current moment, the system acquires the torque and the rotating speed of the vehicle at the current moment, and then determines the carbon loading capacity at the current moment as the first carbon loading capacity according to the corresponding relation of the torque, the rotating speed and the carbon loading capacity.

The differential pressure value can be generally obtained when the engine load is larger during the running of the vehicle, such as the working condition of a large accelerator ascending slope.

The corresponding relation between the differential pressure value and the carbon loading capacity and the corresponding relation between the torque, the rotating speed and the carbon loading capacity are obtained through a bench calibration test and are prestored in the system.

S304, the system determines a second carbon load based on the first ash content and the first carbon load.

The system may correct the first carbon load based on the first ash content to obtain a second carbon load. For example, the system may subtract the first ash content from the first carbon loading to obtain a second carbon loading, i.e., the amount of ash material removed from the particulates captured by the DPF. Specifically, the system may derive a first ash content M from S302 and a first carbon loading M from S303_xAnd determining the second carbon loading M at the current moment, wherein the second carbon loading M meets the following formula.

M＝M_x-m

Alternatively, the ash content of the DPF may gradually increase during operation of the system, and thus the system may determine the fourth ash content based on the first ash content and a preset ratio. And subtracting the fourth ash content from the first carbon loading to obtain a second carbon loading. The preset ratio may be determined according to an empirical value, such as 105%, 95%, or 150%, and the application is not particularly limited.

Based on the scheme, the obtained second carbon loading capacity is the accurate numerical value of the carbon loading capacity at the current moment, whether the vehicle carries out active regeneration or not can be judged by judging whether the second carbon loading capacity exceeds the threshold value, the carbon loading capacity is more accurately calculated, the opportunity of carrying out active regeneration is more accurate, unnecessary active regeneration can be avoided, the oil consumption is reduced, and the vehicle operation efficiency is improved.

Based on the same concept of the above method, referring to fig. 4, a carbon load determination apparatus 400 is provided for an embodiment of the present application. The apparatus 400 is capable of performing the various steps of the above-described method, and will not be described in detail herein to avoid repetition. The apparatus 400 comprises a storage unit 401 and a processing unit 402.

In one scenario:

the storage unit 401 is used to store computer programs or instructions;

a processing unit 402 for executing the computer program or instructions in the storage unit and performing the following processes: acquiring a first differential pressure value of a vehicle; the first differential pressure value is a differential pressure value of the vehicle in a cooling phase of parking regeneration; determining a first ash content corresponding to the first differential pressure value according to a corresponding relation between a prestored ash content and the differential pressure value; obtaining a first carbon load of the vehicle; the first carbon load is a carbon load of the vehicle at a current time; determining a second carbon load based on the first ash content and the first carbon load.

In one possible implementation manner, before the processing unit 402 obtains the first differential pressure value of the vehicle, the processing unit is further configured to: determining a cooling phase of the vehicle during parking regeneration; determining that a third carbon load of the vehicle is less than or equal to a first threshold; the third carbon load is a carbon load of the vehicle at a current time.

In a possible implementation manner, the processing unit 402 obtains a first carbon loading of the vehicle, and is specifically configured to: obtaining a second differential pressure value of the vehicle; the second differential pressure value is a differential pressure value at a current time of the vehicle; and determining the carbon loading capacity corresponding to the second differential pressure value as the first carbon loading capacity according to the corresponding relation between the differential pressure value and the carbon loading capacity.

In a possible implementation manner, the processing unit 402 obtains a first carbon loading of the vehicle, and is specifically configured to: acquiring the torque and the rotating speed of the vehicle; and determining the carbon loading capacity corresponding to the torque and the rotating speed of the vehicle as the first carbon loading capacity according to the corresponding relation of the torque, the rotating speed and the carbon loading capacity.

In a possible implementation manner, the processing unit 402 determines, according to a pre-stored correspondence between ash content and pressure difference value, a first ash content corresponding to the first pressure difference value, and is specifically configured to: in the corresponding relation between the pre-stored ash content and the pressure difference value, when the first ash content corresponding to the first pressure difference value does not exist, acquiring a second ash content corresponding to a third pressure difference value and a third ash content corresponding to a fourth pressure difference value; the third differential pressure value is smaller than the first differential pressure value, the third differential pressure value being closest to the first differential pressure value among the differential pressure values smaller than the first differential pressure value; the fourth differential pressure value is greater than the first differential pressure value, the fourth differential pressure value being closest to the first differential pressure value among the differential pressure values greater than the first differential pressure value; calculating a difference between the second ash content and the third ash content, and a difference between the third pressure differential value and the fourth pressure differential value; and determining the first ash content corresponding to the first differential pressure value according to the ratio of the difference value between the second ash content and the third ash content to the difference value between the third differential pressure value and the fourth differential pressure value.

In one possible implementation, the correspondence between the pre-stored ash content and the differential pressure value is obtained according to the following way: controlling the vehicle to run to a parking regeneration cooling stage; and measuring the first differential pressure value and the ash content, and returning to the step of executing a cooling stage for controlling the vehicle to run to parking regeneration until N first differential pressure values and the ash content are obtained, wherein N is an integer greater than 1.

Based on the same concept of the above method, referring to fig. 5, an embodiment of the present application further provides an electronic device, which includes a processor 501 and a memory 502. The memory 502 is used for storing computer-executable instructions, and the processor 501 executes the computer-executable instructions in the memory to perform the operation steps of the method in any one of the possible implementations of the method described above by using hardware resources in the controller. The processor 501 may be used to perform the operations of the processing unit 402 and the memory 502 may be used to perform the operations of the storage unit 401.

Embodiments of the present application also provide a computer-readable medium, on which a computer program is stored, where the computer program is executed by a processor or a controller to implement the steps of any of the methods as described above.

Those of ordinary skill in the art will understand that: all or a portion of the steps of implementing the above-described method embodiments may be performed by hardware associated with program instructions. The program may be stored in a computer-readable storage medium. When executed, the program performs steps comprising the method embodiments described above; and the aforementioned storage medium includes: various media that can store program codes, such as ROM, RAM, magnetic or optical disks.

While specific embodiments of the present application have been described above, it will be appreciated by those skilled in the art that these are by way of example only, and that the scope of the present application is defined by the appended claims. Various changes and modifications to these embodiments may be made by those skilled in the art without departing from the spirit and principles of this application, and these changes and modifications are intended to be included within the scope of this application. While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.