CN110259552B

CN110259552B - Method and device for detecting vehicle exhaust treatment result

Info

Publication number: CN110259552B
Application number: CN201910579089.4A
Authority: CN
Inventors: 张军; 张竞菲; 王国栋; 咸梦蝶
Original assignee: Weichai Power Co Ltd
Current assignee: Weichai Power Co Ltd
Priority date: 2019-06-28
Filing date: 2019-06-28
Publication date: 2020-09-29
Anticipated expiration: 2039-06-28
Also published as: CN110259552A

Abstract

The method comprises the steps of starting a current time window, periodically executing the following first detection step in the current time window, obtaining tail gas conversion efficiency deviation according to the execution result of the first detection step, judging whether the tail gas conversion efficiency deviation reaches a preset deviation threshold value, and if so, generating a first fault result, wherein the first fault result indicates that the vehicle tail gas treatment result does not reach the standard; if not, executing a first detection step of a next period in the current time window; and when the detection condition meets the preset ending requirement, ending the first detection step in the current time window and starting the next time window. The method can calculate the conversion efficiency deviation of the nitrogen oxide, and judges whether the vehicle tail gas treatment result reaches the standard or not based on the conversion efficiency deviation.

Description

Method and device for detecting vehicle exhaust treatment result

Technical Field

The application relates to the technical field of tail gas detection, in particular to a method and a device for detecting a vehicle tail gas treatment result.

Background

The exhaust gas discharged from vehicles contains nitrogen oxides, which are major factors causing environmental pollution. In order to meet the requirement of protecting the air environment, an exhaust gas treatment device is generally installed in the vehicle for treating the exhaust gas generated by the vehicle to reduce the content of nitrogen oxides in the discharged exhaust gas. For example, there is an SCR (Selective catalytic reduction) system for reducing nitrogen oxides emitted from an engine by a urea injection system.

Currently, a technical solution is needed for determining the treatment effect of vehicle exhaust.

Disclosure of Invention

In view of this, the present application provides a method for detecting a vehicle exhaust treatment result, which is used to detect whether the vehicle exhaust treatment result meets the standard. In addition, the application also provides a detection device for the vehicle tail gas treatment result, so as to ensure the application and implementation of the method in practice.

In order to achieve the purpose, the technical scheme provided by the application is as follows:

in a first aspect, the present application provides a method for detecting a vehicle exhaust treatment result, including:

opening a current time window, and periodically executing the following first detection steps in the current time window:

obtaining the engine power in the current period, and accumulating the engine power in the current period and the accumulated engine power obtained in the previous period to obtain the accumulated engine power in the current period; acquiring a first mass flow of nitrogen oxides in the primary exhaust tail gas acquired by a first sensor in the current period, and accumulating the first mass flow of the current period and a first accumulated mass flow obtained in the previous period to obtain a first accumulated mass flow of the current period; dividing the first accumulated mass flow of the current period by the accumulated power of the engine of the current period to obtain a first ratio emission of the current period; accumulating the first ratio emission of the current period and the first accumulation ratio emission obtained in the previous period to obtain the first accumulation ratio emission of the current period;

acquiring a second mass flow of nitrogen oxides in the treated tail gas acquired by a second sensor in the current period, and accumulating the second mass flow of the current period and a second accumulated mass flow obtained in the previous period to obtain a second accumulated mass flow of the current period; dividing the second accumulated mass flow of the current period by the accumulated power of the engine of the current period to obtain the second specific emission of the current period; accumulating the second ratio emission of the current period and the second accumulation ratio emission obtained in the previous period to obtain the second accumulation ratio emission of the current period;

acquiring a third mass flow of the nitrogen oxide calculated by the nitrogen oxide processing module in the current period, and accumulating the third mass flow of the current period and a third accumulated mass flow obtained in the previous period to obtain a third accumulated mass flow of the current period; dividing the third accumulated mass flow of the current period by the accumulated power of the engine of the current period to obtain a third specific emission of the current period; accumulating the third ratio emission of the current period and the third accumulation ratio emission obtained in the previous period to obtain the third accumulation ratio emission of the current period;

subtracting the second accumulation ratio emission of the current period from the third accumulation ratio emission of the current period to obtain an accumulation ratio emission difference value of the current period; dividing the accumulated ratio emission difference value of the current period by the first accumulated ratio emission of the current period to obtain the tail gas conversion efficiency deviation;

judging whether the deviation of the tail gas conversion efficiency reaches a preset deviation threshold value or not; if so, generating a first fault result, wherein the first fault result indicates that the vehicle tail gas treatment result does not reach the standard; if not, executing a first detection step of a next period in the current time window;

and when the detection condition meets the preset ending requirement, ending the first detection step in the current time window and starting the next time window.

In a second aspect, the present application provides a device for detecting a vehicle exhaust treatment result, comprising:

the first detection module is used for starting a current time window and periodically executing the following first detection steps in the current time window; the first detecting step includes:

and obtaining the engine power in the current period, and accumulating the engine power in the current period and the accumulated engine power obtained in the previous period to obtain the accumulated engine power in the current period.

Acquiring a first mass flow of nitrogen oxides in the primary exhaust tail gas acquired by a first sensor in the current period, and accumulating the first mass flow of the current period and a first accumulated mass flow obtained in the previous period to obtain a first accumulated mass flow of the current period; dividing the first accumulated mass flow of the current period by the accumulated power of the engine of the current period to obtain a first ratio emission of the current period; and accumulating the first ratio emission of the current period and the first accumulation ratio emission obtained in the previous period to obtain the first accumulation ratio emission of the current period.

Acquiring a second mass flow of nitrogen oxides in the treated tail gas acquired by a second sensor in the current period, and accumulating the second mass flow of the current period and a second accumulated mass flow obtained in the previous period to obtain a second accumulated mass flow of the current period; dividing the second accumulated mass flow of the current period by the accumulated power of the engine of the current period to obtain the second specific emission of the current period; and accumulating the second ratio emission of the current period and the second accumulation ratio emission obtained in the previous period to obtain the second accumulation ratio emission of the current period.

and the first detection ending module is used for ending the first detection step in the current time window and starting the next time window when the detection condition meets the preset ending requirement.

According to the technical scheme, the application provides a method for detecting a vehicle exhaust treatment result, the method executes a first detection step by starting a time window, and the detection step comprises the following steps: acquiring the engine power in the current period, the first mass flow of the nitrogen oxide in the original exhaust gas collected by a first sensor in the current period, the second mass flow of the nitrogen oxide in the treated exhaust gas collected by a second sensor in the current period and the third mass flow of the nitrogen oxide calculated by a nitrogen oxide treatment module in the current period; subtracting the second accumulation ratio emission of the current period from the third accumulation ratio emission of the current period to obtain an accumulation ratio emission difference value of the current period; dividing the accumulated ratio emission difference value of the current period by the third accumulated ratio emission of the current period to obtain the tail gas conversion efficiency deviation; judging whether the deviation of the tail gas conversion efficiency reaches a preset deviation threshold value or not; if so, generating a first fault result, wherein the first fault result indicates that the vehicle tail gas treatment result does not reach the standard; if not, executing a first detection step of a next period in the current time window, and when the detection condition meets a preset end requirement, ending the first detection step in the current time window and opening the next time window. The method can calculate the conversion efficiency deviation of the nitrogen oxide, and judges whether the vehicle tail gas treatment result reaches the standard or not based on the conversion efficiency deviation.

Drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, it is obvious that the drawings in the following description are only embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.

FIG. 1 is a schematic diagram of the structure of the tail gas treatment provided herein;

FIG. 2 is a flow chart of a method for detecting a vehicle exhaust treatment result provided herein;

FIG. 3 is a flow chart of a first detection step provided herein;

fig. 4 is a schematic structural diagram illustrating an integration method for accumulating data in a first detection step provided in the present application;

FIG. 5 is a flow chart of a second detection step provided herein;

FIG. 6 is a schematic diagram of a second detection step executed according to the present application;

fig. 7 is a schematic structural diagram of a detection device for a vehicle exhaust treatment result provided by the present application.

Detailed Description

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. 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.

In order to monitor the emission of nitrogen oxides in the exhaust gases of vehicles, certain standards may be established to limit the relevant indices of nitrogen oxides in the exhaust gases. For example, as the national standards of six are pursued, many vehicles are updated according to the requirements set by national standards of six, particularly the exhaust gas treatment part of the vehicle.

The treatment of the vehicle tail gas requires real-time parameters collected by a sensor as a tail gas treatment basis.

In the SCR system, there are a plurality of sensors with different functions, each sensor transmits the acquired parameters to an ECU (electronic control Unit) of the vehicle in a CAN (Controller Area Network) bus manner, and the ECU executes related operations according to the parameters fed back by each sensor.

The technical scheme that this application provided is used for detecting the specific emission of vehicle nitrogen oxide. Mainly detects the conversion efficiency deviation of the nitrogen oxides, and judges the vehicle exhaust treatment result according to the conversion efficiency deviation of the nitrogen oxides. Therefore, referring to fig. 1, in the technical solution provided by the present application, a first sensor is first arranged at the exhaust gas of the original exhaust to collect the mass flow of the nitrogen oxides in the exhaust gas of the original exhaust; and after the raw tail gas is treated by the SCR system, the treated tail gas is obtained, and a second sensor is arranged at the treated tail gas and is used for collecting the mass flow of the treated nitrogen oxide.

The embodiment of the application provides a method for detecting a vehicle exhaust treatment result, which is applied to an ECU (electronic control Unit), and the method specifically comprises steps S201-S202.

S201: and opening a current time window, and periodically executing the following first detection step in the current time window.

Specifically, the time window may also be referred to as an integration window, when the time window is started, a first detection step is started, and the first detection step determines whether the vehicle exhaust treatment result in a certain time window reaches the standard, which specifically refers to the following:

referring to fig. 3, the first detection step includes S301 to S306:

it should be noted that one or more first detection step execution periods may be included in one time window.

S301: and obtaining the engine power in the current period, and accumulating the engine power in the current period and the accumulated engine power obtained in the previous period to obtain the accumulated engine power in the current period.

Specifically, the engine power of the current period is the real-time power of the current engine operation; the accumulated power of the engine obtained in the previous period refers to the accumulation of the real-time power of the engine in the previous period of the current period. And in the time window, the ECU accumulates the obtained engine power of the current period and the engine accumulated power obtained by the previous period to obtain the engine accumulated power of the current period, and the obtained engine accumulated power of the current period is used as the engine accumulated power obtained by the previous period of the next period of the current period, so that the power of the engine is accumulated all the time. It should be noted that the engine power may be obtained by collecting relevant data by a sensor and calculating the data by an ECU in the vehicle, or may be obtained in other manners, which are not specifically described herein.

S302: acquiring a first mass flow of nitrogen oxides in the primary exhaust tail gas acquired by a first sensor in the current period, and accumulating the first mass flow of the current period and a first accumulated mass flow obtained in the previous period to obtain a first accumulated mass flow of the current period; dividing the first accumulated mass flow of the current period by the accumulated power of the engine of the current period to obtain a first ratio emission of the current period; and accumulating the first ratio emission of the current period and the first accumulation ratio emission obtained in the previous period to obtain the first accumulation ratio emission of the current period.

Specifically, the first sensor may be a nitrogen oxide sensor, and is configured to collect a mass flow rate of nitrogen oxide in the raw exhaust gas, that is, a first mass flow rate, and the first sensor sends the collected first mass flow rate to the ECU. And in the time window, the ECU accumulates the first mass flow acquired in the current period and the first accumulated mass flow acquired in the previous period to acquire the first accumulated mass flow of the current period. In order to obtain the specific emission of the nitrogen oxides in the original exhaust gas, the accumulated first accumulated mass flow of the current period is divided by the accumulated power of the engine of the current period, which is accumulated in the step S301, so as to obtain the specific emission of the nitrogen oxides in the original exhaust gas of the current period, that is, the first specific emission of the current period. And in the time window, the ECU accumulates the first cumulative ratio emission of the current period and the first cumulative ratio emission obtained in the last period to obtain the first cumulative ratio emission of the current period, and the obtained first cumulative ratio emission of the current period is used as the first cumulative ratio emission obtained in the last period of the next period of the current period, so that the first cumulative ratio emission is always accumulated.

The unit of mass flow rate is g/h (g/hour), the unit of power is kW, and the unit of specific emission is g/kW · h. The specific emissions can be obtained by dividing the mass flow by the power.

S303: acquiring a second mass flow of nitrogen oxides in the treated tail gas acquired by a second sensor in the current period, and accumulating the second mass flow of the current period and a second accumulated mass flow obtained in the previous period to obtain a second accumulated mass flow of the current period; dividing the second accumulated mass flow of the current period by the accumulated power of the engine of the current period to obtain the second specific emission of the current period; and accumulating the second ratio emission of the current period and the second accumulation ratio emission obtained in the previous period to obtain the second accumulation ratio emission of the current period.

Specifically, the second sensor may be a sensor of the same type as the first sensor, or may be another type, which is not specifically described herein. The second sensor is used for collecting the mass flow of the nitrogen oxides in the treated tail gas, namely the second mass flow, and the second sensor sends the collected second mass flow to the ECU. And in the time window, the ECU accumulates the second mass flow acquired in the current period and the second accumulated mass flow acquired in the previous period to acquire the second accumulated mass flow of the current period. In order to obtain the specific emission of nitrogen oxides in the treated exhaust, the accumulated second accumulated mass flow of the current period is divided by the accumulated power of the engine of the current period, which is accumulated in step S301, so as to obtain the specific emission of nitrogen oxides in the treated exhaust of the current period, that is, the second specific emission of the current period. And in the time window, the ECU accumulates the second cumulative ratio emission of the current period and the second cumulative ratio emission obtained in the previous period to obtain the second cumulative ratio emission of the current period, and the obtained second cumulative ratio emission of the current period is used as the second cumulative ratio emission obtained in the previous period of the next period of the current period, so that the second cumulative ratio emission is always accumulated.

S304: obtaining a third mass flow of the nitrogen oxide calculated by the nitrogen oxide treatment model in the current period, and accumulating the third mass flow of the current period and a third accumulated mass flow obtained in the previous period to obtain a third accumulated mass flow of the current period; dividing the third accumulated mass flow of the current period by the accumulated power of the engine of the current period to obtain a third specific emission of the current period; and in the time window, the ECU accumulates the third-ratio emission of the current period and the third accumulation-ratio emission obtained in the previous period to obtain the third accumulation-ratio emission of the current period.

Specifically, the third mass flow is calculated by a nox treatment model, and the third accumulated mass flow obtained in the previous cycle is calculated by the nox treatment model in the previous cycle. The nitrogen oxide treatment model sends the calculated third mass flow to the ECU. And in the time window, the ECU accumulates the third mass flow of the current period sent by the model and the third accumulated mass flow obtained in the previous period to obtain the third accumulated mass flow of the current period, and in order to obtain a reference value of the second ratio emission, the third accumulated mass flow of the current period needs to be divided by the engine accumulated power of the current period to obtain the third ratio emission of the current period. And accumulating the third ratio discharge of the current period and the third accumulation ratio discharge obtained in the previous period to obtain the third accumulation ratio discharge of the current period, and taking the obtained third accumulation ratio discharge of the current period as the third accumulation ratio discharge obtained in the previous period of the next period of the current period, so that the third accumulation ratio discharge is accumulated all the time.

It should be noted that the data obtained by the nox treatment model is used as a reference value of the actual data, so as to determine the deviation between the actual data and the data output by the model, which will be described in detail below.

In steps S301 to S304, the data accumulation mode may be implemented by an integration mode, as shown in fig. 4, the first integration module is configured to integrate the first mass flow to obtain a first accumulated mass flow; the second integration module is used for integrating the second mass flow to obtain a second accumulated mass flow; the third integration module is used for integrating the third mass flow to obtain a third accumulated mass flow; the fourth integration module is used for integrating the power of the engine to obtain the accumulated power of the engine; dividing the first accumulated mass flow, the second accumulated mass flow and the third accumulated mass flow by the accumulated power of the engine respectively to obtain a first ratio emission, a second ratio emission and a third ratio emission; the fifth integration module is used for integrating the first ratio emission to obtain first accumulation ratio emission; a sixth integration module for integrating the second ratio discharge to obtain a second accumulation ratio discharge; and the seventh integration module is used for integrating the third ratio emission to obtain third accumulation ratio emission.

S305: subtracting the second accumulation ratio emission of the current period from the third accumulation ratio emission of the current period to obtain an accumulation ratio emission difference value of the current period; and dividing the accumulated ratio emission difference value of the current period by the first accumulated ratio emission of the current period to obtain the tail gas conversion efficiency deviation.

Specifically, the third cumulative specific emissions is a cumulative specific emissions calculated from data provided by the NOx treatment model, the cumulative specific emissions serving as a reference for the second cumulative specific emissions. And subtracting the second accumulation ratio emission obtained by accumulation with the third accumulation ratio emission of the current period to obtain the deviation between the reference values of the actual accumulation ratio emission and the accumulation ratio emission, wherein if the deviation is 0, the deviation indicates that the reference values of the actual accumulation ratio emission and the accumulation ratio emission do not have the deviation. And dividing the obtained deviation by the first accumulation ratio to obtain the deviation of the tail gas conversion efficiency.

Obtaining the deviation of the tail gas conversion efficiency can be realized in another mode, specifically, the ECU divides the third accumulation ratio emission by the first accumulation ratio emission to obtain a reference conversion efficiency; and dividing the second cumulative ratio emission by the first cumulative ratio emission to obtain actual conversion efficiency, and subtracting the reference conversion efficiency from the actual conversion efficiency to obtain the tail gas conversion efficiency deviation.

It should be noted that the deviation of the exhaust conversion efficiency is another reference parameter for detecting whether the vehicle exhaust treatment result meets the standard.

S306: judging whether the deviation of the tail gas conversion efficiency reaches a preset deviation threshold value or not; if so, generating a first fault result, wherein the first fault result indicates that the vehicle tail gas treatment result does not reach the standard; if not, executing the first detection step of the next period in the current time window.

Specifically, the preset deviation threshold means that the preset deviation threshold is set at the ECU according to an emission standard (e.g., 1.2g/kW · h) of specific emission of nitrogen oxides. For example, when the deviation of the tail gas conversion efficiency is greater than a preset deviation threshold value, the specific emission of nitrogen oxides of the vehicle is greater than 1.2 g/kW.h, and the tail gas treatment result of the vehicle is not up to the standard.

For this purpose, the deviation of the exhaust conversion efficiency calculated in step S305 is compared with a preset deviation threshold, and if the deviation of the exhaust conversion efficiency is greater than the preset deviation threshold, the ECU generates a first fault result. If the ECU sets a deviation threshold in advance, for example, 8%, the data provided by the nox treatment model is calculated to obtain a conversion efficiency of 95% (formula: third cumulative-ratio emission/first cumulative-ratio emission ═ reference conversion efficiency), and the actual data is calculated to obtain a conversion efficiency of 86% (formula: second cumulative-ratio emission/first cumulative-ratio emission ═ actual conversion efficiency), the reference conversion efficiency and the actual conversion efficiency are subtracted to obtain a deviation value of 9%, which is greater than the deviation threshold, thereby generating a first failure result.

The first fault result can be generated in the form of fault codes, each fault code corresponds to one piece of information, and if the fault code is 001, the vehicle exhaust treatment result does not reach the standard.

If the deviation of the conversion efficiency of the tail gas is smaller than the preset deviation threshold value, the specific emission of the nitrogen oxides emitted by the vehicle is up to the standard in the condition. The ECU continues to perform the first detection step of the next cycle.

S202: and when the detection condition meets the preset ending requirement, ending the first detection step in the current time window and starting the next time window.

It should be noted that the detecting that the condition meets the preset ending requirement includes: and the accumulated power of the engine in the current period reaches a preset power threshold.

Specifically, after the ECU starts the time window, it starts to accumulate the power of the engine, and when the power of the engine reaches the preset power threshold, the ECU ends the current time window, starts a new time window, and continues to execute steps S301-S306.

In addition, when the detection condition meets the preset ending requirement, the method further comprises the following steps: and recording the tail gas conversion efficiency deviation of the last period, and setting the engine accumulated power, the first accumulated mass flow, the first accumulated ratio emission, the second accumulated mass flow, the second accumulated ratio emission, the third accumulated mass flow and the third accumulated ratio emission of the last period to be 0.

Specifically, when the detection condition satisfies the preset end requirement, which means that the currently accumulated engine power has reached the preset power threshold, the ECU receives the current time window and starts the next time window. Before entering the next time window, the ECU records the deviation of the tail gas conversion efficiency of the last period, and the accumulated power, the first accumulated mass flow, the first accumulated ratio emission, the second accumulated mass flow, the second accumulated ratio emission, the third accumulated mass flow and the third accumulated ratio emission of the engine of the last period are all set to be 0, and after the next time window is opened, the accumulated power, the first accumulated mass flow, the first accumulated ratio emission, the second accumulated mass flow, the second accumulated ratio emission, the third accumulated mass flow and the third accumulated ratio emission of the engine are all accumulated from 0.

In one example, the method for detecting the result of the vehicle exhaust treatment may further include the following steps:

determining an integration enabling condition; detecting whether the integral enabling condition meets the preset enabling requirement or not in real time; if the integral enabling condition is not met, starting from a period in which the integral enabling condition does not meet the preset enabling requirement, maintaining the accumulated power, the first accumulated mass flow, the first accumulated ratio discharge, the second accumulated mass flow, the second accumulated ratio discharge, the third accumulated mass flow and the third accumulated ratio discharge of the engine unchanged until the integral enabling condition meets the preset enabling requirement.

Note that the integration enabling conditions include: the method comprises the following steps of (1) acquiring the engine speed, the engine fuel injection quantity, the acquisition state of a first sensor, the acquisition state of a second sensor, the engine running mode and the state of the environment where a vehicle is located; accordingly, the integral enabling condition meets the preset enabling requirement, and comprises the following steps:

the rotating speed of the engine is in a preset rotating speed range; the fuel injection quantity of the engine is in a preset fuel injection quantity range; the acquisition state of the first sensor is a release state; the acquisition state of the second sensor is a release state; the engine running mode is a normal mode; and the state of the environment where the vehicle is located is a preset environment state.

Specifically, the integration enabling condition may be a data parameter that various sensors provided in the vehicle transmit to the ECU. The ECU monitors various data parameters in the vehicle in real time through the data parameters, such as the rotating speed of the engine, a sensor for collecting the rotating speed of the engine is arranged in the engine, the ECU can know the real-time rotating speed of the engine through the collected data returned by the sensor, and other data parameters, such as the fuel injection quantity of the engine, the collecting state of the first sensor, the collecting state of the second sensor, the running mode of the engine, the state of the environment where the vehicle is located and the like, can also send the collected data to the ECU according to the mode.

The above data parameter obtaining manner may also be other implementation manners, and is not specifically described here.

And the ECU sets a preset enabling condition for the data parameters, and executes a first detection step when the data parameters are all in the range of the preset enabling condition, and if the engine speed is in the range of the preset speed, the fuel injection quantity of the engine is in the range of the preset fuel injection quantity, the acquisition state of the first sensor is a release state, the acquisition state of the second sensor is a release state, the engine running mode is a normal mode, and the state of the environment where the vehicle is located is a preset environment state, wherein the data parameters meet the preset enabling condition, namely the integral enabling condition meets the preset enabling condition.

When one or more data parameters do not meet the preset enabling condition in the data parameters, the integral enabling condition is represented to not meet the preset enabling condition, and in this case, all data calculated by the first detection step executed in the current period are maintained, namely the data are frozen; and when the data parameters meet the preset enabling conditions again, continuing to execute the first detection step from the data during freezing.

For example: the accumulation result of the first accumulated mass flow in the current period is 0.6g/h, at this time, if one or more data parameters in the data parameters do not meet the preset enabling condition, the first accumulated mass flow obtained by the current accumulation is frozen, namely the value of 0.6g/h is kept all the time, and the first accumulated mass flow is continuously accumulated when the data parameters meet the preset enabling condition again. The remaining parameters such as the engine cumulative power, the first cumulative specific emissions, the second cumulative mass flow, the second cumulative specific emissions, the third cumulative mass flow, and the third cumulative specific emissions are performed in accordance with the steps performed for the first cumulative mass.

In the above embodiment, the deviation of the conversion efficiency of the exhaust gas can be obtained through the first detection step, however, in the process of obtaining the deviation of the conversion efficiency of the exhaust gas, there may be some unreasonable values, and in order to ensure that the deviation of the conversion efficiency of the exhaust gas obtained can be used as a basis for judging that the treatment result of the exhaust gas of the vehicle reaches the standard, the following steps need to be performed on the conversion efficiency of the exhaust gas.

In one example, the determining whether the deviation of the exhaust conversion efficiency reaches a preset deviation threshold specifically includes the following steps:

obtaining a deviation in the conversion efficiency of the tail gas for the last period of the last one or more time windows; calculating an average value of the deviation of the conversion efficiency of the tail gas and the deviation of the conversion efficiency of the tail gas of the last period of the last one or more time windows; and judging whether the average deviation value of the tail gas conversion efficiency reaches a preset deviation threshold value.

Specifically, in step S202, the deviation of the exhaust conversion efficiency of the last period of the last one or more time windows is recorded, and there may be one or more unreasonable values in the recorded deviation of the exhaust conversion efficiency, for this reason, the deviation of the exhaust conversion efficiency of the last period of the last one or more time windows is calculated to obtain an average value of the deviation of the exhaust conversion efficiency, and then the calculated average value of the deviation of the exhaust conversion efficiency is compared with a preset deviation threshold, and when the average value of the deviation of the exhaust conversion efficiency is greater than the preset deviation threshold, it indicates that the nox specific emission of the vehicle is greater than the preset threshold, such as 1.2g/kW · h, and further indicates that the vehicle exhaust treatment result does not reach the standard. And if the average deviation value of the tail gas conversion efficiency is smaller than the preset deviation threshold value, the specific emission of the nitrogen oxides emitted by the vehicle is up to the standard.

In order to improve the accuracy of judging the vehicle exhaust treatment result, a second detection step can be executed on the basis of the first detection step.

Referring to fig. 5, in an example, the method for detecting the vehicle exhaust treatment result may further include the following steps:

s501: periodically performing the following second detection step within the current time window: acquiring a second mass flow of nitrogen oxides in the treated tail gas acquired by a second sensor in the current period, and accumulating the second mass flow of the current period and a second accumulated mass flow obtained in the previous period to obtain a second accumulated mass flow of the current period; dividing the second accumulated mass flow of the current period by the accumulated power of the engine of the current period to obtain the second specific emission of the current period; judging whether the second ratio emission of the current period reaches a preset ratio emission threshold value or not; if so, generating a second fault result, wherein the second fault result indicates that the vehicle tail gas treatment result does not reach the standard; if not, executing a second detection step of the next period in the current time window.

Specifically, after a second mass flow of nitrogen oxide is collected by a second sensor arranged at an exhaust port of the SCR system, referring to fig. 6, a second integration module integrates the second mass flow to obtain a second accumulated mass flow, and a fourth integration module integrates the engine power to obtain the engine accumulated power; the second accumulated mass flow is divided by the accumulated engine power to obtain a second ratio of emissions. And comparing the calculated second specific emission with a preset specific emission threshold, if the second specific emission is greater than the preset specific emission threshold, generating a second fault result, wherein the second fault result can be returned to the ECU in the form of a fault code, and the ECU generates a result that the vehicle tail gas treatment result does not reach the standard according to information corresponding to the fault code. And if the second specific emission is less than or equal to the preset specific emission threshold, the vehicle tail gas treatment result reaches the standard, and the second detection result of the next week is continuously executed.

It should be noted that, in the process of obtaining the second-ratio emission, there may be some unreasonable values, and in order to ensure that the obtained second-ratio emission can be used as a basis for judging that the vehicle exhaust treatment result meets the standard, the following steps need to be performed on the second-ratio emission.

Calculating the calculated second ratio emission and the second ratio emission of the last one or more time windows to obtain a second ratio emission average value, and then comparing the second ratio emission average value with a preset ratio emission threshold value; and if the second ratio emission average value is larger than the preset ratio emission threshold value, generating a second fault result, which indicates that the vehicle tail gas treatment result does not reach the standard. And if the second specific emission average value is less than or equal to the preset specific emission threshold value, the vehicle tail gas treatment result reaches the standard, and the second detection result of the next week is continuously executed.

S502: and if the first fault result and the second fault result exist in the current period of the current time window, generating a target fault result, wherein the target fault result indicates that the vehicle tail gas treatment result does not reach the standard.

Specifically, if a certain vehicle executes the first detection step, a first fault result is generated; and in the second detection step, generating a second fault result, and determining a target fault result, wherein the target fault result is used for indicating that the vehicle tail gas treatment result does not reach the standard.

In addition, referring to fig. 7, an embodiment of the present application provides a device for detecting a vehicle exhaust treatment result, which specifically includes: a first detection module 701 and a first detection end module 702.

Wherein: the first detecting module 701 is configured to start a current time window and periodically perform a first detecting step described below in the current time window.

A first detection step comprising:

obtaining the engine power in the current period, and accumulating the engine power in the current period and the accumulated engine power obtained in the previous period to obtain the accumulated engine power in the current period; acquiring a first mass flow of nitrogen oxides in the primary exhaust tail gas acquired by a first sensor in the current period, and accumulating the first mass flow of the current period and a first accumulated mass flow obtained in the previous period to obtain a first accumulated mass flow of the current period; dividing the first accumulated mass flow of the current period by the accumulated power of the engine of the current period to obtain a first ratio emission of the current period; accumulating the first ratio emission of the current period and the first accumulation ratio emission obtained in the previous period to obtain the first accumulation ratio emission of the current period; acquiring a second mass flow of nitrogen oxides in the treated tail gas acquired by a second sensor in the current period, and accumulating the second mass flow of the current period and a second accumulated mass flow obtained in the previous period to obtain a second accumulated mass flow of the current period; dividing the second accumulated mass flow of the current period by the accumulated power of the engine of the current period to obtain the second specific emission of the current period; accumulating the second ratio emission of the current period and the second accumulation ratio emission obtained in the previous period to obtain the second accumulation ratio emission of the current period; acquiring a third mass flow of the nitrogen oxide calculated by the nitrogen oxide processing module in the current period, and accumulating the third mass flow of the current period and a third accumulated mass flow obtained in the previous period to obtain a third accumulated mass flow of the current period; dividing the third accumulated mass flow of the current period by the accumulated power of the engine of the current period to obtain a third specific emission of the current period; accumulating the third ratio emission of the current period and the third accumulation ratio emission obtained in the previous period to obtain the third accumulation ratio emission of the current period; subtracting the second accumulation ratio emission of the current period from the third accumulation ratio emission of the current period to obtain an accumulation ratio emission difference value of the current period; dividing the accumulated ratio emission difference value of the current period by the first accumulated ratio emission of the current period to obtain the tail gas conversion efficiency deviation; judging whether the deviation of the tail gas conversion efficiency reaches a preset deviation threshold value or not; if so, generating a first fault result, wherein the first fault result indicates that the vehicle tail gas treatment result does not reach the standard; if not, executing the first detection step of the next period in the current time window.

A first detection ending module 702, configured to end the first detection step in the current time window and start the next time window when the detection condition meets a preset ending requirement.

According to the technical scheme, the application provides a detection device for a vehicle exhaust treatment result, the device executes a first detection step by starting a time window, and the detection step comprises the following steps: acquiring the engine power in the current period, the first mass flow of the nitrogen oxide in the original exhaust gas collected by a first sensor in the current period, the second mass flow of the nitrogen oxide in the treated exhaust gas collected by a second sensor in the current period and the third mass flow of the nitrogen oxide calculated by a nitrogen oxide treatment module in the current period; subtracting the second accumulation ratio emission of the current period from the third accumulation ratio emission of the current period to obtain an accumulation ratio emission difference value of the current period; dividing the accumulated ratio emission difference value of the current period by the third accumulated ratio emission of the current period to obtain the tail gas conversion efficiency deviation; judging whether the deviation of the tail gas conversion efficiency reaches a preset deviation threshold value or not; if so, generating a first fault result, wherein the first fault result indicates that the vehicle tail gas treatment result does not reach the standard; if not, executing a first detection step of a next period in the current time window, and when the detection condition meets a preset end requirement, ending the first detection step in the current time window and opening the next time window. The device can calculate the conversion efficiency deviation of obtaining nitrogen oxide, judges whether vehicle exhaust treatment results reach standard based on the conversion efficiency deviation.

In one example, the device for detecting the result of the vehicle exhaust treatment may further include: the device comprises an integration enabling condition determining module, an enabling condition judging module and an integration enabling condition freezing module.

The integration enabling condition determining module is used for determining an integration enabling condition.

And the enabling condition judging module is used for detecting whether the integral enabling condition meets the preset enabling requirement in real time.

And the integral enabling condition freezing module is used for keeping the accumulated power, the first accumulated mass flow, the first accumulated ratio emission, the second accumulated mass flow, the second accumulated ratio emission, the third accumulated mass flow and the third accumulated ratio emission of the engine unchanged from the period that the integral enabling condition does not meet the preset enabling requirement until the integral enabling condition meets the preset enabling requirement.

In one example, the integration enable condition includes: the method comprises the following steps of (1) acquiring the engine speed, the engine fuel injection quantity, the acquisition state of a first sensor, the acquisition state of a second sensor, the engine running mode and the state of the environment where a vehicle is located; the preset enabling configuration module is used for enabling the rotating speed of the engine to be within a preset rotating speed range; the fuel injection quantity of the engine is in a preset fuel injection quantity range; the acquisition state of the first sensor is a release state; the acquisition state of the second sensor is a release state.

Accordingly, the integral enabling condition meets the preset enabling requirement, and comprises the following steps:

the rotating speed of the engine is in a preset rotating speed range; the fuel injection quantity of the engine is in a preset fuel injection quantity range; the acquisition state of the first sensor is a release state; the acquisition state of the second sensor is a release state; the engine running mode is a normal mode; and the state of the environment where the vehicle is located is a preset environment state. In one example, a first end of detection module includes: a detection end configuration submodule: the accumulated engine power for the current cycle reaches a preset power threshold.

In one example, detecting that the condition satisfies the preset end requirement includes: and the accumulated power of the engine in the current period reaches a preset power threshold.

In one example, the first detection module is configured to determine whether the deviation of the exhaust conversion efficiency reaches a preset deviation threshold, and specifically configured to:

In one example, the device for detecting the result of the vehicle exhaust treatment may further include: a second detection module and a target fault result generation module.

Wherein:

and the second detection module is used for periodically executing the following second detection step in the current time window. A second detecting step comprising:

acquiring a second mass flow of nitrogen oxides in the treated tail gas acquired by a second sensor in the current period, and accumulating the second mass flow of the current period and a second accumulated mass flow obtained in the previous period to obtain a second accumulated mass flow of the current period; dividing the second accumulated mass flow of the current period by the accumulated power of the engine of the current period to obtain the second specific emission of the current period; judging whether the second ratio emission of the current period reaches a preset ratio emission threshold value or not; if so, generating a second fault result, wherein the second fault result indicates that the vehicle tail gas treatment result does not reach the standard; if not, executing a second detection step of the next period in the current time window.

And the target fault result generation module is used for generating a target fault result if the first fault result and the second fault result exist in the current period of the current time window, and the target fault result indicates that the vehicle tail gas treatment result does not reach the standard.

It should be noted that, in the present specification, the embodiments are all described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments may be referred to each other.

It is further noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the same element.

The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for detecting a vehicle exhaust treatment result is characterized by comprising the following steps:

obtaining the engine power in the current period, and accumulating the engine power in the current period and the accumulated engine power obtained in the previous period to obtain the accumulated engine power in the current period;

acquiring a first mass flow of nitrogen oxides in the primary exhaust tail gas acquired by a first sensor in the current period, and accumulating the first mass flow of the current period and a first accumulated mass flow obtained in the previous period to obtain a first accumulated mass flow of the current period; dividing the first accumulated mass flow of the current period by the accumulated power of the engine of the current period to obtain a first ratio emission of the current period; accumulating the first ratio emission of the current period and the first accumulation ratio emission obtained in the previous period to obtain the first accumulation ratio emission of the current period;

2. The method for detecting the result of the vehicle exhaust treatment according to claim 1, wherein before the first detecting step, the method further comprises:

determining an integration enabling condition;

detecting whether the integral enabling condition meets the preset enabling requirement or not in real time;

if the integral enabling condition is not met, starting from a period in which the integral enabling condition does not meet the preset enabling requirement, maintaining the accumulated power, the first accumulated mass flow, the first accumulated ratio emission, the second accumulated mass flow, the second accumulated ratio emission, the third accumulated mass flow and the third accumulated ratio emission of the engine unchanged until the integral enabling condition meets the preset enabling requirement, and executing a first detection step.

3. The method of detecting results of vehicle exhaust treatment according to claim 2, wherein the integration enabling condition includes: the method comprises the following steps of (1) acquiring the engine speed, the engine fuel injection quantity, the acquisition state of a first sensor, the acquisition state of a second sensor, the engine running mode and the state of the environment where a vehicle is located;

the rotating speed of the engine is in a preset rotating speed range;

the fuel injection quantity of the engine is in a preset fuel injection quantity range;

the acquisition state of the first sensor is a release state;

the acquisition state of the second sensor is a release state;

the engine running mode is a normal mode; and

the state of the environment where the vehicle is located is a preset environment state.

4. The method for detecting the vehicle exhaust treatment result according to claim 1, wherein the detection condition meeting a preset end requirement includes: and the accumulated power of the engine in the current period reaches a preset power threshold.

5. The method for detecting the vehicle exhaust treatment result according to claim 1, wherein the determining whether the exhaust conversion efficiency deviation reaches a preset deviation threshold value comprises:

obtaining a deviation in the conversion efficiency of the tail gas for the last period of the last one or more time windows;

calculating an average value of the deviation of the conversion efficiency of the tail gas from the deviation of the conversion efficiency of the tail gas of the last period of the last one or more time windows;

and judging whether the average deviation value of the tail gas conversion efficiency reaches a preset deviation threshold value.

6. The method for detecting the result of the treatment of the exhaust gas from the vehicle according to claim 1, further comprising:

periodically performing the following second detection step within the current time window:

acquiring a second mass flow of nitrogen oxides in the treated tail gas acquired by a second sensor in the current period, and accumulating the second mass flow of the current period and a second accumulated mass flow obtained in the previous period to obtain a second accumulated mass flow of the current period; dividing the second accumulated mass flow of the current period by the accumulated power of the engine of the current period to obtain the second specific emission of the current period;

judging whether the second ratio emission of the current period reaches a preset ratio emission threshold value or not; if so, generating a second fault result, wherein the second fault result indicates that the vehicle tail gas treatment result does not reach the standard; if not, executing a second detection step of the next period in the current time window;

and if the first fault result and the second fault result exist in the current period of the current time window, generating a target fault result, wherein the target fault result indicates that the vehicle tail gas treatment result does not reach the standard.

7. A detection device for a vehicle exhaust treatment result, characterized by comprising:

8. The apparatus for detecting a vehicle exhaust treatment result according to claim 7, further comprising:

an integration enabling condition determining module for determining an integration enabling condition before the first detecting module performs the first detecting step;

the enabling condition judging module is used for detecting whether the integral enabling condition meets the preset enabling requirement in real time;

and the integral enabling condition freezing module is used for keeping the accumulated power, the first accumulated mass flow, the first accumulated ratio emission, the second accumulated mass flow, the second accumulated ratio emission, the third accumulated mass flow and the third accumulated ratio emission of the engine unchanged from a period in which the integral enabling condition does not meet the preset enabling requirement if the integral enabling condition is not met, and the first detection module executes the first detection step until the integral enabling condition meets the preset enabling requirement.

9. The apparatus for detecting the result of vehicular exhaust treatment according to claim 8, wherein the integration enabling condition determined by the integration enabling condition determining module includes: the method comprises the following steps of (1) acquiring the engine speed, the engine fuel injection quantity, the acquisition state of a first sensor, the acquisition state of a second sensor, the engine running mode and the state of the environment where a vehicle is located;

the rotating speed of the engine is in a preset rotating speed range;

the acquisition state of the first sensor is a release state;

the acquisition state of the second sensor is a release state;

the engine running mode is a normal mode; and

10. The apparatus for detecting a vehicle exhaust gas treatment result according to claim 7, wherein the detection condition satisfying a preset end requirement includes: and the accumulated power of the engine in the current period reaches a preset power threshold.

11. The device for detecting the vehicle exhaust gas treatment result according to claim 7, wherein the first detecting module is configured to determine whether the deviation of the exhaust gas conversion efficiency reaches a preset deviation threshold, and includes:

the first detection module is specifically used for obtaining the tail gas conversion efficiency deviation of the last period of the last one or more time windows; calculating an average value of the deviation of the conversion efficiency of the tail gas from the deviation of the conversion efficiency of the tail gas of the last period of the last one or more time windows; and judging whether the average deviation value of the tail gas conversion efficiency reaches a preset deviation threshold value.

12. The apparatus for detecting a vehicle exhaust treatment result according to claim 7, further comprising:

the second detection module is used for periodically executing the following second detection step in the current time window; the second detecting step includes: