CN110259552B - Method and device for detecting vehicle exhaust treatment result - Google Patents

Abstract

The present application provides a method for detecting the result of vehicle exhaust gas treatment. The method starts the current time window, periodically executes the following first detection step within the current time window, and obtains the exhaust gas conversion efficiency according to the execution result of the first detection step. If the deviation of the exhaust gas conversion efficiency reaches the preset deviation threshold, the first fault result is generated, and the first fault result indicates that the exhaust gas treatment result of the vehicle does not meet the standard; if not, the next cycle is executed within the current time window. When the detection condition meets the preset end requirement, the first detection step in the current time window is ended, and the next time window is opened. The method can calculate the conversion efficiency deviation of nitrogen oxides, and judge whether the vehicle exhaust gas treatment result meets the standard based on the conversion efficiency deviation.

Description

Method and device for detecting vehicle exhaust gas treatment results

technical field

The present application relates to the technical field of exhaust gas detection, and more particularly, to a method and device for detecting the results of vehicle exhaust gas treatment.

Background technique

The exhaust gas emitted by vehicles contains nitrogen oxides, which are the main factors causing environmental pollution. In order to meet the requirement of protecting the air environment, an exhaust gas treatment device is usually installed in the vehicle to treat the exhaust gas generated by the vehicle, so as to reduce the content of nitrogen oxides in the exhaust gas discharged. For example, there is an SCR (Selective Catalytic Reduction, Selective Catalytic Reduction) system, which is used to reduce the nitrogen oxides emitted by the engine through a urea injection system.

At present, there is a need for a technical solution for judging the treatment effect of vehicle exhaust.

SUMMARY OF THE INVENTION

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

To achieve the purpose, the technical solutions provided by the application are as follows:

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

Open the current time window, and periodically perform the following first detection steps within the current time window:

Obtain the engine power in the current cycle, and add the engine power of the current cycle and the accumulated engine power obtained in the previous cycle to obtain the accumulated engine power of the current cycle; obtain the nitrogen oxides in the original exhaust gas collected by the first sensor in the current cycle the first mass flow of the current cycle and the first cumulative mass flow obtained in the previous cycle are accumulated to obtain the first cumulative mass flow of the current cycle; divide the first cumulative mass flow of the current cycle by the current The accumulated power of the engine in the cycle is obtained to obtain the first specific emission of the current cycle; the first specific emission of the current cycle is accumulated with the first accumulated specific emission obtained in the previous cycle to obtain the first accumulated specific emission of the current cycle;

Obtain the second mass flow of nitrogen oxides in the treated exhaust gas collected by the second sensor in the current cycle, and accumulate the second mass flow of the current cycle and the second accumulated mass flow obtained in the previous cycle to obtain the first mass flow of the current cycle. 2. Accumulated mass flow; divide the second accumulated mass flow of the current cycle by the accumulated engine power of the current cycle to obtain the second ratio emission of the current cycle; divide the second ratio emission of the current cycle with the second cumulative ratio obtained in the previous cycle The emissions are accumulated to obtain the second accumulated emission ratio of the current cycle;

Obtain the third mass flow of nitrogen oxides calculated by the nitrogen oxide processing module in the current cycle, and accumulate the third mass flow of the current cycle and the third cumulative mass flow obtained in the previous cycle to obtain the third cumulative mass flow of the current cycle Mass flow; divide the third cumulative mass flow of the current cycle by the cumulative engine power of the current cycle to obtain the third ratio emission of the current cycle; compare the third ratio emission of the current cycle with the third cumulative ratio emission obtained in the previous cycle. Accumulate to get the third accumulation ratio emission of the current cycle;

Subtract the second cumulative ratio emission of the current cycle and the third cumulative ratio emission of the current cycle to obtain the cumulative ratio emission difference of the current cycle; divide the cumulative ratio emission difference of the current cycle by the first cumulative ratio of the current cycle Emission, get the deviation of exhaust gas conversion efficiency;

Determine whether the deviation of the exhaust gas conversion efficiency reaches a preset deviation threshold; if so, generate a first fault result, and the first fault result indicates that the vehicle exhaust gas treatment result does not meet the standard; if not, execute the next cycle within the current time window the first detection step;

When the detection condition meets the preset end requirement, the first detection step in the current time window is ended, and the next time window is opened.

In a second aspect, the present application provides a detection device for a vehicle exhaust gas treatment result, including:

The first detection module is used to open the current time window, and periodically execute the following first detection step within the current time window; the first detection step includes:

The engine power in the current cycle is obtained, and the engine power of the current cycle is accumulated with the accumulated engine power obtained in the previous cycle to obtain the accumulated engine power of the current cycle.

Obtain the first mass flow of nitrogen oxides in the original exhaust gas collected by the first sensor in the current cycle, and accumulate the first mass flow of the current cycle and the first accumulated mass flow obtained in the previous cycle to obtain the first mass flow of the current cycle. Accumulated mass flow; divide the first accumulated mass flow of the current cycle by the accumulated engine power of the current cycle to obtain the first specific emission of the current cycle; divide the first specific emission of the current cycle with the first accumulated specific emission of the previous cycle Accumulation is performed to obtain the first accumulation ratio emission of the current cycle.

Obtain the second mass flow of nitrogen oxides in the treated exhaust gas collected by the second sensor in the current cycle, and accumulate the second mass flow of the current cycle and the second accumulated mass flow obtained in the previous cycle to obtain the first mass flow of the current cycle. 2. Accumulated mass flow; divide the second accumulated mass flow of the current cycle by the accumulated engine power of the current cycle to obtain the second ratio emission of the current cycle; divide the second ratio emission of the current cycle with the second cumulative ratio obtained in the previous cycle The emissions are accumulated to obtain the second accumulated emission ratio of the current cycle.

Obtain the third mass flow of nitrogen oxides calculated by the nitrogen oxide processing module in the current cycle, and accumulate the third mass flow of the current cycle and the third cumulative mass flow obtained in the previous cycle to obtain the third cumulative mass flow of the current cycle Mass flow; divide the third cumulative mass flow of the current cycle by the cumulative engine power of the current cycle to obtain the third ratio emission of the current cycle; compare the third ratio emission of the current cycle with the third cumulative ratio emission obtained in the previous cycle. Accumulate to get the third accumulation ratio emission of the current cycle;

Subtract the second cumulative ratio emission of the current cycle and the third cumulative ratio emission of the current cycle to obtain the cumulative ratio emission difference of the current cycle; divide the cumulative ratio emission difference of the current cycle by the first cumulative ratio of the current cycle Emission, get the deviation of exhaust gas conversion efficiency;

Determine whether the deviation of the exhaust gas conversion efficiency reaches a preset deviation threshold; if so, generate a first fault result, and the first fault result indicates that the vehicle exhaust gas treatment result does not meet the standard; if not, execute the next cycle within the current time window the first detection step;

The first detection end module is configured to end the first detection step in the current time window and open the next time window when the detection condition meets the preset end requirement.

As can be seen from the above technical solutions, the present application provides a method for detecting the result of vehicle exhaust gas treatment. The method executes the first detection step by starting a time window, and the detection step includes: acquiring the engine power in the current cycle, the The first mass flow rate of nitrogen oxides in the original exhaust gas collected by the first sensor, the second mass flow rate of nitrogen oxides in the processed exhaust gas collected by the second sensor in the current period, and the nitrogen oxide processing module in the current period are calculated. the third mass flow of nitrogen oxides; subtract the second cumulative ratio emission of the current cycle and the third cumulative ratio emission of the current cycle to obtain the cumulative ratio emission difference of the current cycle; subtract the cumulative ratio emission difference of the current cycle The value of the current cycle is divided by the third cumulative ratio emission of the current cycle to obtain the deviation of the exhaust gas conversion efficiency; it is judged whether the deviation of the exhaust gas conversion efficiency reaches the preset deviation threshold; The processing result is not up to standard; if not, execute the first detection step of the next cycle within the current time window, when the detection conditions meet the preset end requirements, end the first detection step within the current time window, and start the next time window window. The method can calculate the conversion efficiency deviation of nitrogen oxides, and judge whether the vehicle exhaust gas treatment result meets the standard based on the conversion efficiency deviation.

Description of drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the accompanying drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only It is an embodiment of the present application. For those of ordinary skill in the art, other drawings can also be obtained according to the provided drawings without any creative effort.

Fig. 1 is the structural representation of the tail gas treatment provided by this application;

2 is a flowchart of a method for detecting a vehicle exhaust gas treatment result provided by the application;

Fig. 3 is the flow chart of the first detection step that this application provides;

4 is a schematic structural diagram of accumulating data by means of integration in the first detection step provided by the present application;

Fig. 5 is the flow chart of the second detection step that this application provides;

6 is a schematic structural diagram of the execution of the second detection step provided by the present application;

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

Detailed ways

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. Obviously, the described embodiments are only a part of the embodiments of the present application, but not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

In order to monitor the emission of nitrogen oxides in vehicle exhaust, certain standards can be formulated to limit the relevant indicators of nitrogen oxides in exhaust. For example, with the implementation of the National VI standard, many vehicles have been updated in accordance with the requirements set by the National VI, especially the exhaust gas treatment part of the vehicle.

The treatment of vehicle exhaust requires real-time parameters collected by sensors as the basis for exhaust treatment.

In the SCR system, there are multiple sensors with different functions, and each sensor transmits the collected parameters to the ECU (Electronic Control Unit) of the vehicle through the CAN (Controller Area Network) bus. , and the ECU performs related operations according to the parameters fed back by each sensor.

The technical solution provided in this application is used to detect the specific emission of nitrogen oxides of a vehicle. It mainly detects the deviation of the conversion efficiency of nitrogen oxides, and judges the result of vehicle exhaust treatment by the deviation of the conversion efficiency of nitrogen oxides. Therefore, referring to FIG. 1 , in the technical solution provided by the present application, a first sensor is set at the original exhaust gas to collect the mass flow of nitrogen oxides in the original exhaust gas; after the original exhaust gas is processed by the SCR system, the For the treated exhaust gas, a second sensor is arranged at the treated exhaust gas for collecting the mass flow of the treated nitrogen oxides.

An embodiment of the present application provides a method for detecting a vehicle exhaust gas treatment result, which is applied to an ECU, and the method specifically includes steps S201-S202.

S201: Open the current time window, and periodically execute the following first detection step within the current time window.

Specifically, the time window can also be called the integration window. When the time window starts, the first detection step is started, and the first detection step determines whether the vehicle exhaust gas treatment result in a certain time window meets the standard. For details, please refer to the following :

Referring to FIG. 3, the first detection step includes S301-S306:

It should be noted that, one time window may include one or more execution cycles of the first detection step.

S301: Obtain the engine power in the current cycle, and accumulate the engine power in the current cycle and the accumulated engine power obtained in the previous cycle to obtain the accumulated engine power in the current cycle.

Specifically, the engine power of the current cycle is the real-time power of the current engine operation; the accumulated engine power obtained in the previous cycle refers to the accumulation of the real-time power of the engine in the previous cycle of the current cycle. Within the time window, the ECU accumulates the obtained engine power of the current cycle and the accumulated engine power obtained in the previous cycle to obtain the accumulated engine power of the current cycle, and the obtained accumulated engine power of the current cycle is used as the next cycle of the current cycle. The accumulated engine power obtained in the previous cycle of the cycle is always accumulated in this way. It should be noted that the engine power can be obtained by collecting relevant data from sensors and then calculated by the ECU in the vehicle, or can be obtained in other ways, which will not be described in detail here.

S302: Obtain the first mass flow of nitrogen oxides in the original exhaust gas collected by the first sensor in the current cycle, and accumulate the first mass flow of the current cycle and the first accumulated mass flow obtained in the previous cycle to obtain the current cycle The first cumulative mass flow; divide the first cumulative mass flow of the current cycle by the cumulative engine power of the current cycle to obtain the first specific emission of the current cycle; the first specific emission of the current cycle and the first cumulative obtained in the previous cycle are obtained. The specific emissions are accumulated to obtain the first accumulated specific emissions of the current cycle.

Specifically, the first sensor may be a nitrogen oxide sensor, which is used to collect the mass flow of nitrogen oxides in the original exhaust gas, that is, the first mass flow, and the first sensor sends the collected first mass flow to the ECU. Within the time window, the ECU accumulates the first mass flow rate collected in the current period and the first accumulated mass flow rate obtained in the previous period to obtain the first accumulated mass flow rate of the current period. In order to obtain the specific emission of nitrogen oxides in the original exhaust gas, it is necessary to divide the accumulated first accumulated mass flow of the current cycle by the accumulated engine power of the current cycle accumulated in the step S301, so as to obtain the nitrogen in the original exhaust gas of the current cycle. The specific emission of oxides, that is, the first specific emission of the current cycle. Within the time window, the ECU accumulates the first cumulative ratio emissions of the current cycle and the first cumulative ratio emissions obtained in the previous cycle to obtain the first cumulative ratio emissions of the current cycle, and the obtained first cumulative ratio emissions of the current cycle are used as The first cumulative ratio emission obtained in the previous cycle of the next cycle of the current cycle is always accumulated in this way.

It should be noted that the unit of mass flow is g/h (grams/hour), the unit of power is kW, and the unit of specific emission is g/kW·h. Divide mass flow by power to get specific emissions.

S303: Obtain the second mass flow of nitrogen oxides in the processed exhaust gas collected by the second sensor in the current cycle, and accumulate the second mass flow of the current cycle and the second accumulated mass flow obtained in the previous cycle to obtain the current cycle The second accumulated mass flow rate of The cumulative specific discharge is accumulated to obtain the second cumulative specific discharge of the current cycle.

Specifically, the second sensor may be a sensor of the same model as the first sensor, or may be of another model, which will not be described in detail here. The second sensor is used to collect the mass flow of nitrogen oxides in the treated exhaust gas, that is, the second mass flow, and the second sensor sends the collected second mass flow to the ECU. Within the time window, the ECU accumulates the second mass flow rate collected in the current period and the second accumulated mass flow rate obtained in the previous period to obtain the second accumulated mass flow rate of the current period. In order to obtain the specific emission of nitrogen oxides in the treated exhaust gas, it is necessary to divide the second accumulated mass flow of the current cycle obtained by the accumulation by the accumulated engine power of the current cycle obtained in the step S301, so as to obtain the treated exhaust gas of the current cycle. The specific emission of nitrogen oxides in the current cycle, that is, the second specific emission of the current cycle. Within the time window, the ECU accumulates the second cumulative ratio emissions of the current cycle and the second cumulative ratio emissions obtained in the previous cycle to obtain the second cumulative ratio emissions of the current cycle, and the obtained second cumulative ratio emissions of the current cycle is used as The second cumulative ratio discharge obtained in the previous cycle of the next cycle of the current cycle is always accumulated in this way.

S304: Obtain the third mass flow of nitrogen oxides calculated by the nitrogen oxide treatment model in the current cycle, and accumulate the third mass flow of the current cycle and the third accumulated mass flow obtained in the previous cycle to obtain the third mass flow of the current cycle. Three cumulative mass flow; divide the third cumulative mass flow of the current cycle by the cumulative engine power of the current cycle to obtain the third specific emission of the current cycle; within the time window, the ECU compares the third specific emission of the current cycle with the previous cycle The obtained third cumulative ratio discharge is accumulated to obtain the third cumulative ratio discharge of the current cycle.

Specifically, the third mass flow rate is calculated by the nitrogen oxide treatment model, and the third accumulated mass flow rate obtained in the previous cycle is calculated by the nitrogen oxide treatment model in the previous cycle. The NOx handling model sends the calculated third mass flow to the ECU. Within the time window, the ECU accumulates the third mass flow of the current cycle sent by the model and the third cumulative mass flow obtained in the previous cycle to obtain the third cumulative mass flow of the current cycle, which is a reference for obtaining the second ratio emission value, it is necessary to divide the third accumulated mass flow of the current cycle by the accumulated engine power of the current cycle to obtain the third specific emission of the current cycle. The third cumulative ratio emission of the current cycle is accumulated with the third cumulative ratio emission obtained in the previous cycle to obtain the third cumulative ratio emission of the current cycle, and the obtained third cumulative ratio emission of the current cycle is used as the next The third cumulative ratio discharge obtained in the previous cycle of the cycle is always accumulated in this way.

It should be noted that the data obtained by the nitrogen oxide treatment model is used as a reference value for the actual data, so as to determine the deviation between the actual data and the data output by the model, see the following for details.

In steps S301-S304, the way of accumulating data can be realized by means of integration. As shown in FIG. 4, the first integration module is used to integrate the first mass flow to obtain the first accumulated mass flow; The integration module is used to integrate the second mass flow to obtain the second cumulative mass flow; the third integration module is used to integrate the third mass flow to obtain the third cumulative mass flow; the fourth integration module is used To integrate the engine power to obtain the accumulated power of the engine; divide the first accumulated mass flow, the second accumulated mass flow and the third accumulated mass flow by the accumulated engine power respectively to obtain the first specific emission and the second specific emission. and the third specific emission; the fifth integration module is used to integrate the first specific emission to obtain the first cumulative specific emission; the sixth integration module is used to integrate the second specific emission to obtain the second cumulative ratio Emission; the seventh integration module is used to integrate the third specific emission to obtain the third cumulative specific emission.

S305: Subtract the second cumulative ratio emission of the current cycle and the third cumulative ratio emission of the current cycle to obtain the cumulative ratio emission difference of the current cycle; divide the cumulative ratio emission difference of the current cycle by the first cumulative ratio emission difference of the current cycle Accumulate the specific emissions to obtain the deviation of the exhaust gas conversion efficiency.

Specifically, the third cumulative specific emission is the cumulative specific emission calculated from the data provided by the nitrogen oxide treatment model, and the cumulative specific emission is used as a reference value of the second cumulative specific emission. Subtract the second cumulative ratio emission obtained by accumulation and the third cumulative ratio emission of the current cycle to obtain the deviation between the actual cumulative ratio emission and the reference value of the cumulative ratio emission. If the deviation is 0, it means the actual cumulative ratio Emissions do not deviate from the reference value of cumulative specific emissions. Divide the resulting deviation by the first cumulative specific emissions to obtain the tail gas conversion efficiency deviation.

There may also be another way to achieve the deviation of the exhaust gas conversion efficiency. Specifically, the ECU divides the emission of the third cumulative ratio by the emission of the first cumulative ratio to obtain the reference conversion efficiency; divides the emission of the second cumulative ratio by the first cumulative ratio Emission to obtain the actual conversion efficiency, and subtract the reference conversion efficiency from the actual conversion efficiency to obtain the deviation of the exhaust gas conversion efficiency.

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

S306: Determine whether the deviation of the exhaust gas conversion efficiency reaches a preset deviation threshold; if so, generate a first fault result, and the first fault result indicates that the vehicle exhaust gas treatment result does not meet the standard; if not, execute the next step within the current time window The first detection step of a cycle.

Specifically, the preset deviation threshold means that the preset deviation threshold is set in the ECU according to the emission standard of nitrogen oxide emission ratio (for example, 1.2 g/kW·h). For example, when the deviation of the exhaust gas conversion efficiency is greater than the preset deviation threshold, it means that the specific emission of nitrogen oxides of the vehicle is greater than 1.2g/kW·h, indicating that the exhaust gas treatment result of the vehicle does not meet the standard.

To this end, the deviation of the exhaust gas conversion efficiency calculated in step S305 is compared with a preset deviation threshold, and if the deviation of the exhaust gas conversion efficiency is greater than the preset deviation threshold, the ECU will generate a first fault result. If the ECU presets a deviation threshold, such as 8%, the conversion efficiency calculated from the data provided by the nitrogen oxide treatment model is 95% (formula: third cumulative specific emission/first cumulative specific emission=reference conversion efficiency), and The conversion efficiency calculated from the actual data is 86% (formula: second cumulative ratio discharge/first cumulative ratio discharge=actual conversion efficiency). Subtract the reference conversion efficiency from the actual conversion efficiency to obtain a deviation value of 9%. This value is greater than the deviation threshold, thereby generating a first fault result.

The first fault result may be generated in the form of fault codes, and each fault code corresponds to a piece of information. For example, when the fault code is 001, it means that the vehicle exhaust gas treatment result fails to meet the standard.

If the deviation of the exhaust gas conversion efficiency is less than the preset deviation threshold, in this case, it means that the specific emission of nitrogen oxides emitted by the vehicle meets the standard. The ECU will continue to perform the first detection step of the next cycle.

S202: When the detection condition meets the preset end requirement, end the first detection step in the current time window, and open the next time window.

It should be noted that the detection condition satisfying the preset end requirement includes: the accumulated engine power of the current cycle reaches the preset power threshold.

Specifically, after starting the time window, the ECU starts accumulating the power of the engine. When the engine power 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 end requirement, the method further includes: recording the deviation of the exhaust gas conversion efficiency in the last cycle, and recording the accumulated engine power, the first accumulated mass flow, the first accumulated specific emission, and the second accumulated engine power of the last period. The mass flow, the second cumulative ratio discharge, the third cumulative mass flow, and the third cumulative ratio discharge are all set to zero.

Specifically, when the detection condition meets the preset end requirement, it means that the current accumulated engine power has reached the preset power threshold, and the ECU will receive the current time window and open the next time window. Before entering the next time window, the ECU will record the exhaust gas conversion efficiency deviation of the last cycle, as well as the engine cumulative power, first cumulative mass flow, first cumulative specific emission, second cumulative mass flow, and second cumulative engine power of the last cycle. The specific emission, the third cumulative mass flow, and the third cumulative specific emission are all set to 0. After the next time window is opened, the engine cumulative power, the first cumulative mass flow, the first cumulative specific emission, and the second cumulative mass flow in the above , the second cumulative ratio discharge, the third cumulative mass flow rate, and the third cumulative ratio discharge are all accumulated from 0.

As can be seen from the above technical solutions, the present application provides a method for detecting the result of vehicle exhaust gas treatment. The method executes the first detection step by starting a time window, and the detection step includes: acquiring the engine power in the current cycle, the The first mass flow rate of nitrogen oxides in the original exhaust gas collected by the first sensor, the second mass flow rate of nitrogen oxides in the processed exhaust gas collected by the second sensor in the current period, and the nitrogen oxide processing module in the current period are calculated. the third mass flow of nitrogen oxides; subtract the second cumulative ratio emission of the current cycle and the third cumulative ratio emission of the current cycle to obtain the cumulative ratio emission difference of the current cycle; subtract the cumulative ratio emission difference of the current cycle The value of the current cycle is divided by the third cumulative ratio emission of the current cycle to obtain the deviation of the exhaust gas conversion efficiency; it is judged whether the deviation of the exhaust gas conversion efficiency reaches the preset deviation threshold; The processing result is not up to standard; if not, execute the first detection step of the next cycle within the current time window, when the detection conditions meet the preset end requirements, end the first detection step within the current time window, and start the next time window window. The method can calculate the conversion efficiency deviation of nitrogen oxides, and judge whether the vehicle exhaust gas treatment result meets the standard based on the conversion efficiency deviation.

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

Determine the integral enable condition; check in real time whether the integral enable condition meets the preset enable requirement; if not, maintain the engine accumulated power and the first accumulated mass from the period when the integral enable condition fails to meet the preset enable requirement The flow rate, the first cumulative ratio discharge, the second cumulative mass flow, the second cumulative ratio discharge, the third cumulative mass flow, and the third cumulative ratio discharge remain unchanged until the integral enabling condition meets the preset enabling requirement.

It should be noted that the integration enabling conditions include: engine speed, engine fuel injection amount, the acquisition state of the first sensor, the acquisition state of the second sensor, the engine operating mode and the state of the environment where the vehicle is located; correspondingly, the integration enabling Conditions that meet preset enable requirements include:

The engine speed is within the preset speed range; the engine fuel injection amount is within the preset fuel injection amount 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 operating 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 sent to the ECU by each sensor provided in the vehicle. Through these data parameters, the ECU monitors various data parameters in the vehicle in real time, such as the speed of the engine. A sensor is set inside the engine to collect the speed of the engine. The ECU can know the real-time speed of the engine through the collected data returned by the sensor. The data parameters, such as the fuel injection amount of the engine, the collection state of the first sensor, the collection state of the second sensor, the engine operating mode, and the state of the environment where the vehicle is located, etc., can also send the collected data to the ECU in this way.

Wherein, the acquisition manner of the above-mentioned data parameters may also be other implementation manners, which will not be described in detail here.

The ECU sets a preset enabling condition for the above data parameters. When the above data parameters are all within the range of the preset enabling conditions, for example, the engine speed is within the preset speed range, and the engine fuel injection quantity is within the preset fuel injection quantity range. Internally, when the collection state of the first sensor is the release state, the collection state of the second sensor is the release state, the engine operating mode is the normal mode, and the state of the environment where the vehicle is located is the preset environment state, it means that the above data parameters meet the preset conditions. The enabling condition, that is, the integration enabling condition satisfies the preset enabling condition, in this case, the first detection step is performed.

When one or more of the above data parameters do not meet the preset enabling conditions, it means that the integration enabling conditions do not meet the preset enabling conditions. In this case, the first detection performed in the current cycle is maintained. All data calculated in the step is data freezing; when the above data parameters meet the preset enabling conditions again, the first detection step is continued from the data at the time of freezing.

For example: the accumulated result of the first accumulated mass flow in the current cycle is 0.6g/h. At this time, if one or more of the above data parameters do not meet the preset enabling conditions, the current accumulated first accumulated mass The flow rate will be frozen, that is, the value of 0.6g/h will always be maintained, and the first accumulated mass flow rate will continue to be accumulated when the above data parameters meet the preset enabling conditions again. The remaining parameters such as the engine accumulated power, the first accumulated specific emission, the second accumulated mass flow, the second accumulated specific emission, the third accumulated mass flow and the third accumulated specific emission are all performed according to the steps performed by the first accumulated mass.

In the above embodiment, the deviation of the exhaust gas conversion efficiency can be obtained through the first detection step. However, in the process of obtaining the deviation of the exhaust gas conversion efficiency, there may be some unreasonable values. In order to ensure that the obtained deviation of the exhaust gas conversion efficiency can be used as the judgment result of the exhaust gas treatment of the vehicle The basis for reaching the standard requires the following steps to be performed on the exhaust gas conversion efficiency.

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

Obtain the tail gas conversion efficiency deviation of the last cycle of the last one or more time windows; calculate the average value of the tail gas conversion efficiency deviation between the tail gas conversion efficiency deviation and the last cycle of the last one or more time windows; It is judged whether the average deviation of the exhaust gas conversion efficiency reaches a preset deviation threshold.

Specifically, in step S202, the tail gas conversion efficiency deviation of the last cycle of the last one or more time windows is recorded, and there may be one or more unreasonable values in the recorded tail gas conversion efficiency deviation. Calculate the deviation of the exhaust gas conversion efficiency in the last cycle of one or more time windows to obtain the average value of the deviation of the exhaust gas conversion efficiency, and then compare the calculated average deviation of the exhaust gas conversion efficiency with the preset deviation threshold. When the average value of the efficiency deviation is greater than the preset deviation threshold, it means that the specific emission of nitrogen oxides of the vehicle is greater than the preset threshold such as 1.2g/kW·h, which in turn means that the exhaust gas treatment result of the vehicle fails to meet the standard. If the average deviation of the exhaust gas conversion efficiency is smaller than the preset deviation threshold, it means that the specific emission of nitrogen oxides emitted by the vehicle meets the standard.

In order to improve the judging accuracy of the vehicle exhaust gas treatment result, on the basis of the first detection step, the second detection step may also be performed.

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

S501: Periodically execute the following second detection step within the current time window: obtain the second mass flow rate of nitrogen oxides in the processed exhaust gas collected by the second sensor in the current period, and compare the second mass flow rate of the current period with the previous The second accumulated mass flow obtained in the period is accumulated to obtain the second accumulated mass flow of the current period; the second accumulated mass flow of the current period is divided by the accumulated engine power of the current period to obtain the second specific emission of the current period; Whether the second specific emission of the cycle reaches the preset specific emission threshold; if so, a second fault result is generated, and the second fault result indicates that the vehicle exhaust gas treatment result does not meet the standard; if not, execute the next cycle within the current time window. Two detection steps.

Specifically, after the second sensor disposed at the exhaust port of the SCR system collects the second mass flow of nitrogen oxides, referring to FIG. 6 , the second integration module integrates the second mass flow to obtain a second accumulation Mass flow, the fourth integration module integrates the engine power to obtain the accumulated engine power; divides the second accumulated mass flow by the accumulated engine power to obtain the second specific emission. Comparing the calculated second specific emission with the preset specific emission threshold, if the second specific emission is greater than the preset specific emission threshold, a second fault result is generated, and the second fault result can be returned to the ECU in the form of a fault code , the ECU generates a vehicle exhaust gas treatment result that does not meet the standard according to the information corresponding to the fault code. If the second specific emission is less than or equal to the preset specific emission threshold, it means that the vehicle exhaust gas treatment result meets the standard, and the second detection result for the next week is continued.

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

calculating the calculated second specific emission with the second specific emission of the previous one or more time windows to obtain a second specific emission average value, and then comparing the second specific specific emission average value with a preset specific specific emission threshold ; If the average value of the second specific emission is greater than the preset specific emission threshold, a second fault result is generated, indicating that the vehicle exhaust gas treatment result does not meet the standard. If the average value of the second specific emission is less than or equal to the preset specific emission threshold, it means that the vehicle exhaust gas treatment result meets the standard, and the second detection result for the next week is continued.

S502: If there are the first fault result and the second fault result in the current period of the current time window, generate a target fault result, and the target fault result indicates that the vehicle exhaust gas treatment result does not meet the standard.

Specifically, if a vehicle generates a first fault result in the execution of the first detection step; and generates a second fault result in the execution of the second detection step, a target fault result is determined, and the target fault result is used to represent the exhaust gas treatment of the vehicle. The result was not met.

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

Wherein: the first detection module 701 is configured to open the current time window, and periodically execute the following first detection steps within the current time window.

The first detection step includes:

Obtain the engine power in the current cycle, and add the engine power of the current cycle and the accumulated engine power obtained in the previous cycle to obtain the accumulated engine power of the current cycle; obtain the nitrogen oxides in the original exhaust gas collected by the first sensor in the current cycle the first mass flow of the current cycle and the first cumulative mass flow obtained in the previous cycle are accumulated to obtain the first cumulative mass flow of the current cycle; divide the first cumulative mass flow of the current cycle by the current The engine accumulative power of the cycle is obtained to obtain the first specific emission of the current cycle; the first specific emission of the current cycle is accumulated with the first cumulative specific emission obtained in the previous cycle to obtain the first cumulative specific emission of the current cycle; the current cycle is obtained The second mass flow rate of nitrogen oxides in the treated exhaust gas collected by the second sensor in the interior is accumulated, and the second mass flow rate of the current period is accumulated with the second accumulated mass flow rate obtained in the previous period to obtain the second accumulated mass flow rate of the current period. flow; divide the second cumulative mass flow rate of the current cycle by the cumulative engine power of the current cycle to obtain the second specific emission of the current cycle; accumulate the second specific emission of the current cycle and the second cumulative specific emission obtained in the previous cycle , obtain the second cumulative ratio discharge of the current cycle; obtain the third mass flow of nitrogen oxides calculated by the nitrogen oxides processing module in the current cycle, and compare the third mass flow of the current cycle with the third cumulative mass flow obtained in the previous cycle Accumulate the flow to obtain the third cumulative mass flow of the current cycle; divide the third cumulative mass flow of the current cycle by the cumulative engine power of the current cycle to obtain the third specific emission of the current cycle; The third cumulative ratio emission obtained in the previous cycle is accumulated to obtain the third cumulative ratio emission of the current cycle; the second cumulative ratio emission of the current cycle is subtracted from the third cumulative ratio emission of the current cycle to obtain the cumulative ratio emission of the current cycle. Calculate the difference of the exhaust gas conversion efficiency; divide the cumulative specific emission difference of the current cycle by the first cumulative specific emission of the current cycle to obtain the deviation of the exhaust gas conversion efficiency; judge whether the deviation of the exhaust gas conversion efficiency reaches the preset deviation threshold; if so, generate the first fault As a result, the first fault result indicates that the vehicle exhaust gas treatment result fails to meet the standard; if not, the first detection step of the next cycle is performed within the current time window.

The first detection end module 702 is configured to end the first detection step in the current time window and open the next time window when the detection condition meets the preset end requirement.

As can be seen from the above technical solutions, the present application provides a detection device for vehicle exhaust gas treatment results, the device performs a first detection step by starting a time window, and the detection step includes: acquiring the engine power in the current cycle, the current cycle The first mass flow rate of nitrogen oxides in the original exhaust gas collected by the first sensor, the second mass flow rate of nitrogen oxides in the processed exhaust gas collected by the second sensor in the current period, and the nitrogen oxide processing module in the current period are calculated. the third mass flow of nitrogen oxides; subtract the second cumulative ratio emission of the current cycle and the third cumulative ratio emission of the current cycle to obtain the cumulative ratio emission difference of the current cycle; subtract the cumulative ratio emission difference of the current cycle The value is divided by the third cumulative ratio emission of the current cycle to obtain the deviation of the exhaust gas conversion efficiency; it is judged whether the deviation of the exhaust gas conversion efficiency reaches the preset deviation threshold; ; if not, execute the first detection step of the next cycle in the current time window, when the detection condition meets the preset end requirement, end the first detection step in the current time window, and open the next time window. The device can calculate the conversion efficiency deviation of nitrogen oxides, and judge whether the vehicle exhaust gas treatment result meets the standard based on the conversion efficiency deviation.

In an example, the apparatus for detecting the result of vehicle exhaust gas treatment may further include: a module for determining an integral enabling condition, a module for judging an enabling condition, and a module for freezing an integral enabling condition.

Wherein, the integral enable condition determination module is used to determine the integral enable condition.

The enabling condition judging module is used to detect in real time whether the integral enabling condition meets the preset enabling requirement.

The integral enabling condition freezing module is used to maintain the accumulated engine power, the first accumulated mass flow, the first accumulated ratio emission and the second accumulated starting from the period in which the integral enabling condition does not meet the preset enabling requirements if not met. The mass flow, the second cumulative ratio discharge, the third cumulative mass flow, and the third cumulative ratio discharge remain unchanged until the integral enabling condition meets the preset enabling requirement.

In one example, the integral enabling conditions include: engine speed, engine fuel injection amount, acquisition status of the first sensor, acquisition status of the second sensor, engine operation mode, and status of the environment in which the vehicle is located; the preset enabling configuration module , when the engine speed is within the preset speed range; the engine fuel injection quantity is within the preset fuel injection quantity range; the collection state of the first sensor is the release state; the collection state of the second sensor is the release state.

Correspondingly, the integral enable conditions meet the preset enable requirements, including:

The engine speed is within the preset speed range; the engine fuel injection amount is within the preset fuel injection amount 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 operating mode is a normal mode; and The state of the environment where the vehicle is located is a preset environment state. In one example, the first detection end module includes: a detection end configuration sub-module: the accumulated engine power for the current cycle reaches a preset power threshold.

In one example, the detection condition satisfying the preset end requirement includes: the accumulated power of the engine in the current cycle reaches a preset power threshold.

In an example, the first detection module is used to determine whether the deviation of the exhaust gas conversion efficiency reaches a preset deviation threshold, and is specifically used for:

Obtain the tail gas conversion efficiency deviation of the last cycle of the last one or more time windows; calculate the average value of the tail gas conversion efficiency deviation between the tail gas conversion efficiency deviation and the last cycle of the last one or more time windows; It is judged whether the average deviation of the exhaust gas conversion efficiency reaches a preset deviation threshold.

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

in:

The second detection module is configured to periodically execute the following second detection step within the current time window. The second detection step includes:

Obtain the second mass flow of nitrogen oxides in the treated exhaust gas collected by the second sensor in the current cycle, and accumulate the second mass flow of the current cycle and the second accumulated mass flow obtained in the previous cycle to obtain the first mass flow of the current cycle. 2. Accumulated mass flow; divide the second accumulated mass flow of the current period by the accumulated engine power of the current period to obtain the second specific emission of the current period; determine whether the second specific emission of the current period has reached the preset specific emission threshold; if so, A second fault result is generated, and the second fault result indicates that the vehicle exhaust gas treatment result fails to meet the standard; if not, the second detection step of the next cycle is performed within the current time window.

The target failure result generating module generates a target failure result if the first failure result and the second failure result exist within the current period of the current time window, and the target failure result indicates that the vehicle exhaust treatment result fails to meet the standard.

It should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. For the same and similar parts among the various embodiments, refer to each other Can.

It should also be noted that in this document, relational terms such as first and second are used only to distinguish one entity or operation from another, and do not necessarily require or imply those entities or operations There is no such actual relationship or order between them. Moreover, the terms "comprising", "comprising" or any other variation thereof are intended to encompass a non-exclusive inclusion such that a process, method, article or device that includes a list of elements includes not only those elements, but also includes not explicitly listed or other elements inherent to such a process, method, article or apparatus. Without further limitation, an element qualified by the phrase "comprising a..." does not preclude the presence of additional identical elements in a process, method, article or apparatus that includes the above-described element.

The above description of the disclosed embodiments enables 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 implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, this 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 (12)

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

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.

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;

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.

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:

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:

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 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.

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;

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.

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:

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.

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