CN110886641A - Method for correcting differential pressure value, terminal device and storage medium - Google Patents
Method for correcting differential pressure value, terminal device and storage medium Download PDFInfo
- Publication number
- CN110886641A CN110886641A CN201911217208.8A CN201911217208A CN110886641A CN 110886641 A CN110886641 A CN 110886641A CN 201911217208 A CN201911217208 A CN 201911217208A CN 110886641 A CN110886641 A CN 110886641A
- Authority
- CN
- China
- Prior art keywords
- differential pressure
- pressure value
- working condition
- engine
- corrected
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N9/00—Electrical control of exhaust gas treating apparatus
- F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/08—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a pressure sensor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/0601—Parameters used for exhaust control or diagnosing being estimated
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/08—Parameters used for exhaust control or diagnosing said parameters being related to the engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
- F01N2900/1606—Particle filter loading or soot amount
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Processes For Solid Components From Exhaust (AREA)
Abstract
The invention discloses a method for correcting a differential pressure value, which comprises the following steps: obtaining a test differential pressure value measured by differential pressure sensors at two ends of the particle trap; when the measured differential pressure value is greater than or equal to a critical differential pressure value, acquiring a corrected differential pressure value according to the test differential pressure value, the total accumulated operation time of the engine, the accumulated operation time of each working condition and the correction coefficient of each working condition; controlling the engine to operate at a preset operating parameter to clear carbon particles from the particulate trap when the corrected differential pressure value is greater than or equal to a threshold differential pressure value; and clearing the total accumulated operation time length and the accumulated operation time length of each working condition. The invention also discloses a terminal device and a storage medium. The invention controls the engine to ignite the carbon particles in the particle catcher by comparing the corrected pressure difference value and the critical pressure difference value, so that the particle catcher is regenerated when really needing regeneration, and the service life of the particle catcher can be effectively prolonged.
Description
Technical Field
The present invention relates to the field of automotive technologies, and in particular, to a method for correcting a differential pressure value, a terminal device, and a storage medium.
Background
A particulate trap is a ceramic filter installed in the exhaust system of a gasoline or diesel engine to trap carbon particles and thereby reduce the emission of atmospheric pollution particles. The mass of carbon particles in the particulate trap is carbon load, and when the carbon load reaches a certain critical value, the carbon particles in the particulate trap need to be removed by means of combustion, and the process is a regeneration process of the particulate trap.
Currently, it is generally determined whether to initiate a regeneration process of the particulate trap by a pressure differential across the particulate trap, and when the pressure differential reaches a critical pressure differential, the regeneration process is initiated. Because the distribution form of the carbon particles in the particle catcher can be influenced by the engine under different operating conditions, and the test result of the differential pressure value can be influenced by different distribution forms, the problem of misjudgment exists in the process of directly starting the regeneration of the carbon particles in the particle catcher according to the measured differential pressure value.
The above is only for the purpose of assisting understanding of the technical aspects of the present invention, and does not represent an admission that the above is prior art.
Disclosure of Invention
An embodiment of the present invention provides a method for correcting a pressure difference value, and aims to solve the technical problem in the prior art that a misjudgment is caused when a regeneration process of carbon particles in a particulate trap is directly started according to a measured pressure difference value.
In order to solve the above problem, an embodiment of the present invention provides a method for correcting a differential pressure value, including:
obtaining a test differential pressure value measured by differential pressure sensors at two ends of the particle trap;
when the measured differential pressure value is greater than or equal to a critical differential pressure value, acquiring a corrected differential pressure value according to the test differential pressure value, the total accumulated operation time of the engine, the accumulated operation time of each working condition and the correction coefficient of each working condition;
controlling the engine to operate at a preset operating parameter to clear carbon particles from the particulate trap when the corrected differential pressure value is greater than or equal to a threshold differential pressure value;
and clearing the total accumulated operation time length and the accumulated operation time length of each working condition.
Optionally, the step of obtaining a corrected differential pressure value according to the test differential pressure value, the total accumulated operating time of the engine, the accumulated operating time of each operating condition, and the correction coefficient of each operating condition includes:
acquiring the accumulated operation duration of each working condition and the correction coefficient of each working condition;
determining the time length ratio corresponding to each working condition according to the accumulated running time length of each working condition and the total accumulated running time length of the engine;
and determining the corrected pressure difference value according to the duration ratio of each working condition, the correction coefficient of each working condition and the test pressure difference value.
Optionally, the step of determining the corrected differential pressure value according to the duty ratio of the operating conditions, the correction coefficient of the operating conditions, and the test differential pressure value includes:
obtaining a correction value of each working condition according to the duration ratio of each working condition and the correction coefficient of each working condition;
and summing the correction values of the working conditions to obtain a corrected total value, and correcting the test differential pressure value by using the corrected total value to obtain the corrected differential pressure value.
Optionally, the correction coefficient of each of the operating conditions is obtained by a ratio of a measured carbon loading to an actual carbon loading under each of the operating conditions.
Optionally, the measured carbon loading of each of the operating conditions is obtained according to a mapping relationship between the test differential pressure value and the carbon loading of each of the operating conditions, and the actual carbon loading of each of the operating conditions is obtained by a difference between the quality of the particulate trap before and after the test.
Optionally, each of the operating conditions is determined based on a load and a speed of the engine.
In addition, in order to solve the above problem, an embodiment of the present invention further provides a terminal device, where the terminal device includes a processor, a memory, and a program for correcting a differential pressure value, which is stored in the memory and is executable on the processor, and the program for correcting a differential pressure value, when executed by the processor, implements the steps of the method for correcting a differential pressure value as described above.
An embodiment of the present invention further provides a computer-readable storage medium, where a program for correcting a differential pressure value is stored, and when the program for correcting a differential pressure value is executed by a processor, the steps of the method for correcting a differential pressure value as described above are implemented.
According to the method for correcting the pressure difference value, provided by the embodiment of the invention, the corrected pressure difference value capable of truly reflecting the carbon particles in the particle trap is obtained by correcting the test pressure difference value, the carbon particles in the particle trap are controlled to be ignited by the engine by comparing the corrected pressure difference value with the critical pressure difference value, and the one-time regeneration process of the carbon particles in the particle trap is completed, so that the particle trap is regenerated when regeneration is really needed, and the service life of the particle trap can be effectively prolonged.
Drawings
Fig. 1 is a schematic terminal structure diagram of a hardware operating environment according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart illustrating a method for calibrating a differential pressure value according to a first embodiment of the present invention;
FIG. 3 is a schematic flow chart illustrating a method for calibrating a differential pressure value according to a second embodiment of the present invention;
fig. 4 is a flowchart illustrating a method for correcting a differential pressure value according to a third embodiment of the present invention.
The implementation, functional features and advantages of the objects of the present invention will be further explained with reference to the accompanying drawings.
Detailed Description
It should be understood that the detailed description and specific examples, while indicating the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.
The main solution of the embodiment of the invention is as follows: obtaining a test differential pressure value measured by differential pressure sensors at two ends of the particle trap; when the measured differential pressure value is greater than or equal to a critical differential pressure value, acquiring a corrected differential pressure value according to the test differential pressure value, the total accumulated operation time of the engine, the accumulated operation time of each working condition and the correction coefficient of each working condition; controlling the engine to operate at a preset operating parameter to clear carbon particles from the particulate trap when the corrected differential pressure value is greater than or equal to a threshold differential pressure value; and clearing the total accumulated operation time length and the accumulated operation time length of each working condition.
The technical problem of misjudgment exists in the prior art because the regeneration process of the carbon particles in the particle catcher is directly started according to the measured differential pressure value.
The embodiment of the invention provides a solution, a corrected differential pressure value capable of truly reflecting carbon particles in a particle trap is obtained by correcting a test differential pressure value, an engine is controlled to ignite the carbon particles in the particle trap by comparing the corrected differential pressure value with a critical differential pressure value, and a primary regeneration process of the carbon particles in the particle trap is completed, so that the particle trap is regenerated when regeneration is really needed, and the service life of the particle trap can be effectively prolonged.
As shown in fig. 1, fig. 1 is a schematic terminal structure diagram of a hardware operating environment according to an embodiment of the present invention.
The execution main body of the embodiment of the invention can be a machine which is powered by engine fuel, such as an automobile, an excavator, a diesel vehicle and the like.
As shown in fig. 1, the terminal device may include: a processor 1001, such as a CPU, a communication bus 1002, and a memory 1003. The communication bus 1002 is used for realizing connection communication among the components. The memory 1003 may be a high-speed RAM memory or a non-volatile memory (e.g., a magnetic disk memory). The memory 1003 may alternatively be a storage device separate from the processor 1001.
Those skilled in the art will appreciate that the configuration of the terminal device shown in fig. 1 does not constitute a limitation of the terminal, and may include more or fewer components than those shown, or some components may be combined, or a different arrangement of components.
As shown in fig. 1, the memory 1003, which is a kind of computer storage medium, may include an operating system and a program for correcting a differential pressure value, and the processor 1001 may be configured to call the program for correcting a differential pressure value stored in the memory 1003, and perform the following steps:
obtaining a test differential pressure value measured by differential pressure sensors at two ends of the particle trap;
when the measured differential pressure value is greater than or equal to a critical differential pressure value, acquiring a corrected differential pressure value according to the test differential pressure value, the total accumulated operation time of the engine, the accumulated operation time of each working condition and the correction coefficient of each working condition;
controlling the engine to operate at a preset operating parameter to clear carbon particles from the particulate trap when the corrected differential pressure value is greater than or equal to a threshold differential pressure value;
and clearing the total accumulated operation time length and the accumulated operation time length of each working condition.
Further, the processor 1001 may be configured to call a correction program of the differential pressure value stored in the memory 1003, and perform the following steps:
acquiring the accumulated operation duration of each working condition and the correction coefficient of each working condition;
determining the time length ratio corresponding to each working condition according to the accumulated running time length of each working condition and the total accumulated running time length of the engine;
and determining the corrected pressure difference value according to the duration ratio of each working condition, the correction coefficient of each working condition and the test pressure difference value.
Further, the processor 1001 may be configured to call a correction program of the differential pressure value stored in the memory 1003, and perform the following steps:
obtaining a correction value of each working condition according to the duration ratio of each working condition and the correction coefficient of each working condition;
and summing the correction values of the working conditions to obtain a corrected total value, and correcting the test differential pressure value by using the corrected total value to obtain the corrected differential pressure value.
Further, the processor 1001 may be configured to call a correction program of the differential pressure value stored in the memory 1003, and perform the following steps:
and executing the step that the correction coefficient of each working condition is obtained by the ratio of the measured carbon capacity to the actual carbon capacity under each working condition.
Further, the processor 1001 may be configured to call a correction program of the differential pressure value stored in the memory 1003, and perform the following steps:
and executing the step that the measured carbon loading of each working condition is obtained according to the mapping relation between the test differential pressure value and the carbon loading of each working condition, and the actual carbon loading of each working condition is obtained through the quality difference of the particulate trap before and after the test.
Further, the processor 1001 may be configured to call a correction program of the differential pressure value stored in the memory 1003, and perform the following steps:
and executing the step of determining each working condition according to the load and the rotating speed of the engine.
Based on the structure of the terminal, a first embodiment of the present invention is provided, and referring to fig. 2, fig. 2 is a schematic flow chart of a first embodiment of a method for correcting a differential pressure value according to the present invention, where the method for correcting a differential pressure value includes the following steps:
step S100, obtaining a test pressure difference value measured by pressure difference sensors at two ends of a particle trap;
in this embodiment, the particulate trap is connected to the engine via an exhaust pipe for collecting unburned carbon particles during start-up or operation of the engine to reduce the emission of solid particles and thereby achieve national emission standards. Optionally, the carbon particles also pass through a three-way catalyst before entering the particulate trap through the exhaust pipe. The particle catcher is connected with the engine through an air inlet and is connected with the silencer through an air outlet.
The terminal can be provided with probes of a pressure difference sensor at the air inlet and the air outlet of the particle catcher so as to detect the test differential pressure value at two ends of the particle catcher, wherein the test differential pressure value refers to the difference between the pressures at two ends of the particle catcher.
The present embodiment is applicable to not only an engine using gasoline as a fuel but also an engine using diesel as a fuel, and is not limited thereto.
The build-up of carbon particles within the particulate trap results in a pressure differential across the particulate trap. The test pressure differential value may reflect the carbon loading within the particulate trap, where carbon loading refers to the mass of carbon particles within the trap.
Step S200, when the measured differential pressure value is greater than or equal to a critical differential pressure value, acquiring a corrected differential pressure value according to the measured differential pressure value, the total accumulated running time of the engine, the accumulated running time of each working condition and the correction coefficient of each working condition;
the critical pressure difference value includes a pressure difference value in the particulate trap reaching a minimum pressure value for the particulate trap to perform a regeneration process, i.e., a pressure value above the critical pressure difference value, which requires the particulate trap to be regenerated. The regeneration process is a process in which the temperature of the air flow is increased by the engine, and the carbon particles in the particulate trap reach the ignition temperature and are combusted. The carbon particles trapped by the particle trap can be effectively removed through the regeneration process, so that the particle trap can effectively trap the carbon particles generated by the engine, and the requirement of environmental protection is met.
Optionally, the terminal further includes an ECU (Electronic Control Unit) for recording the accumulated operating time of the engine and the accumulated operating time of each operating condition.
The accumulated operating time period of the engine includes an operating time period of the engine between the end time of the last regeneration process and the test time of the test differential pressure value. It will be appreciated that the cumulative operating period of the engine and the operating periods for each operating condition include only the period during which the engine is on, and the period during which it is not operating is not accounted for, since no carbon particles are produced by the engine when it is not on.
Alternatively, various operating conditions are determined based on engine load and speed. Wherein, the load can be set into n (n is a positive integer) intervals, such as three intervals or levels of large, medium and small according to the load size; the rotating speed can be set in an m (m is a positive integer) interval, such as high speed, medium speed and low speed according to the rotating speed. Then, the n load intervals and the m rotation speed intervals may correspond to n × m working conditions, for example, 3 load intervals and 3 rotation speed intervals correspond to 9 working conditions, such as a high working condition, a medium working condition, a high working condition, a low working condition, a medium working condition, a low working condition, a medium working condition, and a low working condition. Therefore, the number of the load zones or the number of the grade zones can be set according to actual requirements without limitation.
The accumulated working time length of each working condition comprises the accumulated running time length of each working condition of the engine between the ending moment of the last regeneration process and the testing moment of the testing differential pressure value.
The correction coefficient comprises correction of the running state of each working condition on the test differential pressure value, is related to the running load and the running speed of the engine corresponding to the working condition, and is unrelated to the running duration of the working condition. It will be appreciated that the operating load of the engine affects the amount of carbon particles generated, while the operating speed of the engine affects the distribution of carbon particles in the particulate trap, and thus, the load and speed are key factors that affect the correction factor.
Further, the correction coefficient of each working condition is obtained by the ratio of the test carbon loading capacity and the actual carbon loading capacity under each working condition. Carbon loading refers to the mass of carbon particles in a particulate trap. The test carbon loading is obtained according to a test differential pressure value measured under each working condition, and the test differential pressure value cannot replace an actual differential pressure value (a corrected differential pressure value) to a certain extent, so that the test carbon loading cannot reflect the actual carbon loading and is larger than or equal to the actual carbon loading.
The correction coefficient of each working condition is equal to the ratio of the actual carbon loading capacity of each working condition to the corresponding test carbon loading capacity, is related to the running load and the running speed of the engine corresponding to the working condition and is unrelated to the running duration of the working condition.
Further, the measured carbon capacity of each working condition is obtained according to the mapping relation between the test differential pressure value and the carbon capacity of each working condition. It can be understood that there is a mapping correspondence table relationship between the test differential pressure value and the carbon loading, and the corresponding test carbon loading value can be found by testing the differential pressure value. The relationship between the test differential pressure value and the test carbon loading may be pre-stored on the terminal.
Further, the actual carbon loading for each condition is obtained by testing the difference in mass of the particulate trap before and after testing. It should be noted that when the correction coefficients corresponding to the respective operating conditions are obtained, it is necessary to ensure that the engine operates under the operating conditions. Before starting, the mass of the particle catcher can be weighed by an electronic balance or an electronic scale, and after the particle catcher operates for a preset time (such as 3 hours) under the working condition, the operating mass of the particle catcher is weighed after the temperature of the particle catcher is recovered to the normal temperature. And calculating the mass of the particle catcher after the operation under the working condition and subtracting the mass of the particle catcher before the operation under the working condition to obtain the actual carbon loading.
It will be appreciated that the actual carbon loading is directly available, whereas the corrected differential pressure value, which truly reflects the carbon loading, cannot be directly obtained by means of the differential pressure sensor, and therefore the correction factor needs to be obtained with the aid of the actual carbon loading.
And calculating a corrected differential pressure value through the test differential pressure value, the accumulated running time of the engine, the accumulated running time of each working condition and the correction coefficient of each working condition.
Step S300, when the corrected differential pressure value is larger than or equal to a critical differential pressure value, controlling the engine to operate at a preset operation parameter so as to remove carbon particles in the particle trap;
the preset operating parameters include any operating condition of the engine that causes carbon particles in the particulate trap to reach a light-off temperature.
When the corrected differential pressure value is greater than or equal to the critical differential pressure value, which indicates that the carbon particles in the particulate trap reach the minimum pressure value in the regeneration process, the carbon particles in the particulate trap need to be cleaned, otherwise, the effect of the particulate trap on trapping the carbon particles generated by the engine is affected.
And when the corrected differential pressure value is larger than or equal to the critical differential pressure value, controlling the engine to combust the carbon particles in the particle catcher so as to remove the carbon particles in the particle catcher. It will be appreciated that the carbon particulate regeneration in a particulate trap may increase in temperature when initiating a regeneration process, and that the increase in temperature may affect the useful life of the particulate trap, and thus, controlling the carbon particulate regeneration in a particulate trap by correcting the pressure differential value may increase the useful life of the particulate trap over controlling the carbon particulate regeneration in a particulate trap by testing the pressure differential value.
Alternatively, in some situations, such as where the engine is unable to ignite the carbon particulates, a passive regeneration process may be performed on the carbon particulates in the particulate trap to clean the particulate trap of carbon particulates.
And S400, clearing the total accumulated operation time length and the accumulated operation time lengths of all the working conditions.
After carbon particles in the particle catcher are cleaned, the terminal controls the ECU to reset the recorded total accumulated running time of the engine and the accumulated running time of each working condition for the convenience of the next test. In the next stage, the total accumulated running time of the engine and the accumulated running time of each working condition are recorded again.
In the embodiment, the test differential pressure value is corrected to obtain a corrected differential pressure value which can truly reflect carbon particles in the particle trap, the engine is controlled to ignite the carbon particles in the particle trap by comparing the corrected differential pressure value with the critical differential pressure value, and a primary regeneration process of the carbon particles in the particle trap is completed, so that the particle trap is regenerated when regeneration is really needed, and the service life of the particle trap can be effectively prolonged.
Referring to fig. 3, fig. 3 is a schematic flow chart of a method for correcting a differential pressure value according to a second embodiment of the present invention, and based on the first embodiment, after step S200, the method further includes:
step S310, acquiring the accumulated running time of each working condition and the correction coefficient of each working condition;
step S320, determining the time length ratio corresponding to each working condition according to the accumulated running time length of each working condition and the total accumulated running time length of the engine;
the terminal can acquire the accumulated running time of the engine and the accumulated running time of each working condition through the ECU. The terminal can pre-store correction coefficients corresponding to various working conditions and directly call the correction coefficients when the correction coefficients are needed to be used.
And the terminal can calculate and obtain the duration ratio corresponding to each working condition according to the accumulated running duration of each working condition and the accumulated running duration of the engine, namely the ratio of the accumulated running duration of the working condition to the accumulated running duration of the engine.
And step S330, determining the corrected differential pressure value according to the duration ratio of each working condition, the correction coefficient of each working condition and the test differential pressure value.
And obtaining a corrected differential pressure value through the duration ratio of each working condition, the correction coefficient of each working condition and the test differential pressure value.
In the embodiment, the corrected differential pressure value is obtained according to the duration ratio of each working condition, the correction coefficient of each working condition and the test differential pressure value, so that the method is simple and direct, has high accuracy, and can truly reflect the influence of the running state of each working condition on the corrected differential pressure value.
Referring to fig. 4, fig. 4 is a flowchart illustrating a third embodiment of the method for correcting a differential pressure value according to the present invention, and based on the second embodiment, after step S310, the method further includes:
step S321, obtaining a correction value of each working condition according to the duration ratio of each working condition and the correction coefficient of each working condition;
and after the terminal obtains the duration ratio of each working condition and the correction coefficient of each working condition, calculating a correction value corresponding to each working condition, wherein the correction value is equal to the product of the duration ratio of the corresponding working condition, the correction coefficient of the corresponding working condition and the test differential pressure value. It will be appreciated that the correction value reflects the effect of the corresponding operating condition on the distribution and accumulation of carbon particles in the particulate trap, including the operating load, speed and cumulative operating duration of the engine under that operating condition.
Step S322, summing the correction values of the working conditions to obtain a corrected total value, and correcting the test differential pressure value by using the corrected total value to obtain the corrected differential pressure value.
And after the correction values of all the working conditions are obtained, summing the correction values of all the working conditions to obtain a corrected total value. Wherein, the corrected total value reflects the influence of all working conditions on the distribution and the accumulation state of carbon particles in the particle catcher. And then, correcting the test differential pressure value through the corrected total value to obtain a corrected differential pressure value, namely, obtaining a corrected differential pressure value by the product of the corrected sum and the test differential pressure value.
In the embodiment, the correction value of each working condition is obtained by multiplying the duration of each working condition and the correction coefficient of each working condition, the correction value of each working condition is summed to obtain the corrected total value, the test pressure difference value is corrected through the corrected total value to obtain the corrected pressure difference value, the overall influence of each working condition of the engine on carbon particles in the particle trap is reflected, the overall influence comprises the distribution and accumulation state of the carbon particles, and the like, so that the corrected pressure difference value truly and accurately reflects the state of the carbon particles in the particle trap.
In addition, an embodiment of the present invention further provides a terminal device, where the terminal device includes a processor, a memory, and a program for correcting a differential pressure value, which is stored in the memory and is executable on the processor, and when the program for correcting a differential pressure value is executed by the processor, the contents of the embodiment of the method for correcting a differential pressure value as described above are implemented.
An embodiment of the present invention further provides a computer-readable storage medium, where a program for correcting a differential pressure value is stored on the computer-readable storage medium, and when the program for correcting a differential pressure value is executed by a processor, the content of the embodiment of the method for correcting a differential pressure value described above is implemented.
The above-mentioned serial numbers of the embodiments of the present invention are merely for description and do not represent the merits of the embodiments.
It should be noted that, in this document, 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 element.
Through the above description of the embodiments, those skilled in the art will clearly understand that the method of the above embodiments can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware, but in many cases, the former is a better implementation manner. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a computer-readable storage medium (such as ROM/RAM, magnetic disk, optical disk) as described above, and includes several instructions for enabling a terminal device (such as a mobile phone, a computer, a server, an air conditioner, or a network device) to execute the method according to the embodiments of the present invention.
The above description is only a preferred embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications of equivalent structures and equivalent processes, which are made by using the contents of the present specification and the accompanying drawings, or directly or indirectly applied to other related technical fields, are included in the scope of the present invention.
Claims (8)
1. A method for correcting a differential pressure value, wherein the method is applied to a particulate trap connected to an engine for collecting carbon particles produced by the engine, the method comprising the steps of:
obtaining a test differential pressure value measured by differential pressure sensors at two ends of the particle trap;
when the measured differential pressure value is greater than or equal to a critical differential pressure value, acquiring a corrected differential pressure value according to the test differential pressure value, the total accumulated operation time of the engine, the accumulated operation time of each working condition and the correction coefficient of each working condition;
controlling the engine to operate at a preset operating parameter to clear carbon particles from the particulate trap when the corrected differential pressure value is greater than or equal to a threshold differential pressure value;
and clearing the total accumulated operation time length and the accumulated operation time length of each working condition.
2. The method for correcting a differential pressure value according to claim 1, wherein the step of obtaining a corrected differential pressure value based on the test differential pressure value, the total accumulated operating period of the engine, the accumulated operating period of each operating condition, and the correction coefficient for each operating condition comprises:
acquiring the accumulated operation duration of each working condition and the correction coefficient of each working condition;
determining the time length ratio corresponding to each working condition according to the accumulated running time length of each working condition and the total accumulated running time length of the engine;
and determining the corrected pressure difference value according to the duration ratio of each working condition, the correction coefficient of each working condition and the test pressure difference value.
3. The method for correcting for differential pressure values according to claim 2, wherein the step of determining the corrected differential pressure value based on the time duration ratio for each of the operating conditions, the correction factor for each of the operating conditions, and the test differential pressure value comprises:
obtaining a correction value of each working condition according to the duration ratio of each working condition and the correction coefficient of each working condition;
and summing the correction values of the working conditions to obtain a corrected total value, and correcting the test differential pressure value by using the corrected total value to obtain the corrected differential pressure value.
4. The method of correcting for a differential pressure value of claim 1, wherein the correction factor for each of the operating conditions is derived from a ratio of a measured carbon load to an actual carbon load for each of the operating conditions.
5. The method of claim 4, wherein the measured carbon loading for each of the operating conditions is obtained from a mapping of a test pressure difference value for each of the operating conditions to the carbon loading, and wherein the actual carbon loading for each of the operating conditions is obtained from a difference in mass of the particulate trap before and after testing.
6. The method of correcting for a differential pressure value according to claim 1, wherein each of the operating conditions is determined based on a load and a rotational speed of the engine.
7. A terminal device characterized in that it comprises a processor, a memory and a program for correcting a differential pressure value stored on said memory and executable on said processor, said program for correcting a differential pressure value being executed by said processor implementing the steps of the method for correcting a differential pressure value according to any one of claims 1 to 6.
8. A computer-readable storage medium, characterized in that the computer-readable storage medium has stored thereon a correction program of differential pressure values, which when executed by a processor implements the steps of the correction method of differential pressure values according to any one of claims 1 to 6.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911217208.8A CN110886641A (en) | 2019-11-28 | 2019-11-28 | Method for correcting differential pressure value, terminal device and storage medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911217208.8A CN110886641A (en) | 2019-11-28 | 2019-11-28 | Method for correcting differential pressure value, terminal device and storage medium |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN110886641A true CN110886641A (en) | 2020-03-17 |
Family
ID=69750039
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911217208.8A Pending CN110886641A (en) | 2019-11-28 | 2019-11-28 | Method for correcting differential pressure value, terminal device and storage medium |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN110886641A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112648057A (en) * | 2020-12-22 | 2021-04-13 | 潍柴动力股份有限公司 | Carbon load detection method of particulate matter catcher, related equipment and storage medium |
| CN112686397A (en) * | 2020-12-18 | 2021-04-20 | 广东机电职业技术学院 | Air conditioner fault rate calculation method and device, computer equipment and storage medium |
| CN114876618A (en) * | 2022-05-25 | 2022-08-09 | 潍柴动力股份有限公司 | Method and device for correcting DPF differential pressure sensor measured value and storage medium |
| CN114991923A (en) * | 2022-08-03 | 2022-09-02 | 潍柴动力股份有限公司 | Particle catcher differential pressure determination method, device, equipment and medium |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4574589A (en) * | 1982-12-24 | 1986-03-11 | Nissan Motor Company, Limited | Exhaust particle removing system for an internal combustion engine |
| CN1916378A (en) * | 2005-06-30 | 2007-02-21 | 卡特彼勒公司 | Particulate trap regeneration system and control strategy |
| CN101142382A (en) * | 2005-02-28 | 2008-03-12 | 三菱扶桑卡客车株式会社 | Exhaust gas purifier of internal combustion engine |
| US20110209460A1 (en) * | 2010-02-26 | 2011-09-01 | Suhao He | Systems And Methods For Determining A Particulate Load In A Particulate Filter |
| CN102312713A (en) * | 2010-07-02 | 2012-01-11 | 通用汽车环球科技运作有限责任公司 | Monitoring coal smoke method for quality and monitoring system thereof in particulate filter with the inefficient correction of initiative regeneration |
| CN103511043A (en) * | 2013-09-22 | 2014-01-15 | 潍柴动力股份有限公司 | Active regeneration control method and device for particulate trap |
| CN110400125A (en) * | 2019-07-26 | 2019-11-01 | 珠海格力电器股份有限公司 | Clarifier filter screen based reminding method, computer installation and computer readable storage medium |
-
2019
- 2019-11-28 CN CN201911217208.8A patent/CN110886641A/en active Pending
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4574589A (en) * | 1982-12-24 | 1986-03-11 | Nissan Motor Company, Limited | Exhaust particle removing system for an internal combustion engine |
| CN101142382A (en) * | 2005-02-28 | 2008-03-12 | 三菱扶桑卡客车株式会社 | Exhaust gas purifier of internal combustion engine |
| CN1916378A (en) * | 2005-06-30 | 2007-02-21 | 卡特彼勒公司 | Particulate trap regeneration system and control strategy |
| US20110209460A1 (en) * | 2010-02-26 | 2011-09-01 | Suhao He | Systems And Methods For Determining A Particulate Load In A Particulate Filter |
| CN102312713A (en) * | 2010-07-02 | 2012-01-11 | 通用汽车环球科技运作有限责任公司 | Monitoring coal smoke method for quality and monitoring system thereof in particulate filter with the inefficient correction of initiative regeneration |
| CN103511043A (en) * | 2013-09-22 | 2014-01-15 | 潍柴动力股份有限公司 | Active regeneration control method and device for particulate trap |
| CN110400125A (en) * | 2019-07-26 | 2019-11-01 | 珠海格力电器股份有限公司 | Clarifier filter screen based reminding method, computer installation and computer readable storage medium |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112686397A (en) * | 2020-12-18 | 2021-04-20 | 广东机电职业技术学院 | Air conditioner fault rate calculation method and device, computer equipment and storage medium |
| CN112648057A (en) * | 2020-12-22 | 2021-04-13 | 潍柴动力股份有限公司 | Carbon load detection method of particulate matter catcher, related equipment and storage medium |
| CN112648057B (en) * | 2020-12-22 | 2022-04-05 | 潍柴动力股份有限公司 | Carbon load detection method of particulate matter catcher, related equipment and storage medium |
| CN114876618A (en) * | 2022-05-25 | 2022-08-09 | 潍柴动力股份有限公司 | Method and device for correcting DPF differential pressure sensor measured value and storage medium |
| CN114876618B (en) * | 2022-05-25 | 2023-08-18 | 潍柴动力股份有限公司 | Method and device for correcting measured value of DPF differential pressure sensor and storage medium |
| CN114991923A (en) * | 2022-08-03 | 2022-09-02 | 潍柴动力股份有限公司 | Particle catcher differential pressure determination method, device, equipment and medium |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110886641A (en) | Method for correcting differential pressure value, terminal device and storage medium | |
| CN106257007B (en) | Dual rate diesel particulate filter leak monitor | |
| CN107208512B (en) | Internal combustion engine and method for estimating amount of component of exhaust gas | |
| US8131495B2 (en) | Particulate matter sensor calibration | |
| US20070144151A1 (en) | Procedure and device to monitor an exhaust gas after-treatment system | |
| KR20200049617A (en) | Method and control device for monitoring the function of a particulate filter | |
| US9181840B2 (en) | Method to operate a diesel particulate filter | |
| CN108223060B (en) | Particulate matter trap monitoring system and method | |
| US20130192214A1 (en) | Soot sensor monitoring | |
| KR102354297B1 (en) | Method and device for diagnosis of a particle filter arranged in the exhaust gas system of a petrol-operated internal combustion engine | |
| CN112282905B (en) | DPF carbon loading capacity estimation method and device | |
| US7370472B2 (en) | Method and apparatus for determining loading of an emissions trap by use of transfer function analysis | |
| CN113074035B (en) | DPF carbon loading capacity estimation method, device and system | |
| CN101321937A (en) | Control system for internal combustion engine, and control method for internal combustion engine | |
| CN113047971B (en) | Method and device for preventing engine particle number from exceeding standard | |
| CN110578576A (en) | Remedial measures for ineffective particulate filter soot | |
| EP1834074B1 (en) | Protecting an oxidation catalyst upstream of a particulate filter for a diesel engine by limitation of injected fuel | |
| CN113513389A (en) | Engine regeneration control method, engine regeneration control device, storage medium and electronic equipment | |
| CN114882959A (en) | Carbon quantity regeneration monitoring method, device, equipment and storage medium | |
| CN112555001A (en) | Diesel vehicle, fault determination method thereof, and computer-readable storage medium | |
| KR102324288B1 (en) | Method and device for diagnosis of a particle filter arranged in the exhaust gas system of a petrol-operated internal combustion engine | |
| CN110714822B (en) | Control method and control system for DPF regeneration | |
| KR102417363B1 (en) | Exhaust gas post processing system and control method thereof | |
| CN117569905B (en) | DPF fault monitoring method, device and system | |
| CN113719366B (en) | DPF parking regeneration control method and device for vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20200317 |