CN117552859A - DPF fault diagnosis method, device, equipment and storage medium - Google Patents
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Abstract
The application discloses a diagnosis method, a device, equipment and a storage medium for DPF faults, and relates to the technical field of vehicles, wherein the method comprises the steps of obtaining inlet measurement temperature, outlet measurement temperature, pipe wall temperature, exhaust mass flow, inner diameter and shunt pipe length of a shunt pipe of a DPF; calculating the outlet simulation temperature of the shunt pipe through a formula, and calculating a temperature difference value between the outlet measurement temperature and the outlet simulation temperature; and if the temperature differences corresponding to a plurality of continuous calculation periods are all larger than a first preset difference threshold value, determining that the DPF has faults. The method can improve the accuracy and efficiency of DPF fault diagnosis.
Description
Technical Field
The present disclosure relates to the field of computer technologies, and in particular, to a method, an apparatus, a device, and a storage medium for diagnosing a DPF failure.
Background
Diesel particulate traps (DPFs) are a technology that can effectively reduce PM emissions from diesel vehicles. Because of uncertain factors in aspects such as fuel quality, lubricating oil quality, road condition and the like, in the actual process, a DPF system can be influenced by aspects such as the working condition of a diesel engine, the ambient temperature, the physicochemical properties of a carrier and the like, so that DPF faults are caused and a plurality of problems are brought.
At present, a large number of test experiments are needed for DPF fault diagnosis, and a DPF failure performance calibration model is established through a manual calibration method. This approach is not only inefficient, but also less accurate.
Disclosure of Invention
The application provides a DPF fault diagnosis method, a device, equipment and a storage medium, which can improve the accuracy and efficiency of DPF fault diagnosis.
In order to achieve the above purpose, the present application adopts the following technical scheme:
in a first aspect, the present application provides a method for diagnosing a DPF failure, comprising:
acquiring an inlet measurement temperature, an outlet measurement temperature, a pipe wall temperature, an exhaust mass flow, an inner diameter and a shunt pipe length of a shunt pipe of the DPF;
the outlet simulated temperature of the shunt is calculated by the following formula:
wherein,simulating a temperature for said outlet,/->Measuring the temperature for said inlet,/->For the tube wall temperature, +.>Is the derivative of the exhaust mass flow with respect to time, d is the inner diameter, k is the convective heat transfer coefficient, c p The specific heat is constant pressure, x is the length of the shunt tube;
calculating a temperature difference between the outlet measured temperature and the outlet simulated temperature;
and if the temperature differences corresponding to a plurality of continuous calculation periods are all larger than a first preset difference threshold value, determining that the DPF has faults.
In some possible implementations, the method further includes:
acquiring a first carbon loading of a DPF, an environmental parameter of a vehicle and a working condition parameter of the vehicle;
the calculating the outlet simulated temperature of the shunt tube comprises the following steps:
and calculating the outlet simulation temperature of the shunt pipe under the condition that the first carbon loading of the DPF meets a first condition, the environmental parameter meets a second condition and the working condition parameter meets a third condition.
In some possible implementations, the first carbon loading of the DPF satisfies a first condition comprising:
the first carbon loading of the DPF is lower than a preset carbon loading threshold value, and the change rate of the first carbon loading of the DPF is lower than a preset carbon loading change rate threshold value;
the environmental parameters include ambient temperature and atmospheric pressure; the environmental parameter satisfying a second condition, comprising:
the ambient temperature is in a first temperature interval, the change rate of the ambient temperature is lower than a preset ambient temperature change rate threshold value, the atmospheric pressure is in a first pressure interval, and the change rate of the atmospheric pressure is lower than a preset atmospheric pressure change rate threshold value;
the operating condition parameters include the exhaust gas mass flow and the inlet measured temperature; the working condition parameter satisfies a third condition, including:
the exhaust gas mass flow is greater than a preset exhaust gas mass flow threshold, the inlet measured temperature is in a second temperature interval, and the rate of increase of the inlet measured temperature is greater than a preset rate of increase threshold.
In some possible implementations, the method further includes:
obtaining a second carbon loading deposited in a shunt tube PM catcher, wherein the shunt tube PM catcher is positioned at the upstream of the shunt tube;
and if the difference value between the second carbon loading and the preset value is larger than a second preset difference value, prompting to remove carbon deposit of the shunt tube PM catcher.
In some possible implementations, the method further includes:
and determining the severity corresponding to the temperature difference according to the preset corresponding relation between the reference temperature difference and the reference severity.
In a second aspect, the present application provides a diagnostic device for DPF failure, comprising:
the acquisition module is used for acquiring the inlet measurement temperature, the outlet measurement temperature, the pipe wall temperature, the exhaust mass flow, the inner diameter and the shunt pipe length of the shunt pipe of the DPF;
the calculation module is used for calculating the outlet simulation temperature of the shunt pipe through the following formula:
wherein,simulating a temperature for said outlet,/->Measuring the temperature for said inlet,/->For the tube wall temperature, +.>Is the derivative of the exhaust mass flow with respect to time, d is the inner diameter, k is the convective heat transfer coefficient, c p The specific heat is constant pressure, x is the length of the shunt tube; calculating a temperature difference between the outlet measured temperature and the outlet simulated temperature;
and the diagnosis module is used for determining that the DPF has faults if the temperature differences corresponding to a plurality of continuous calculation periods are all larger than a first preset difference threshold value.
In some possible implementations, the obtaining module is further configured to obtain a first carbon loading of the DPF, an environmental parameter in which the vehicle is located, and a working condition parameter of the vehicle; the calculation module is specifically configured to calculate an outlet simulated temperature of the shunt tube when the first carbon loading of the DPF satisfies a first condition, the environmental parameter satisfies a second condition, and the working condition parameter satisfies a third condition.
In some possible implementations, the first carbon loading of the DPF satisfies a first condition comprising: the first carbon loading of the DPF is lower than a preset carbon loading threshold value, and the change rate of the first carbon loading of the DPF is lower than a preset carbon loading change rate threshold value; the environmental parameters include ambient temperature and atmospheric pressure; the environmental parameter satisfying a second condition, comprising: the ambient temperature is in a first temperature interval, the change rate of the ambient temperature is lower than a preset ambient temperature change rate threshold value, the atmospheric pressure is in a first pressure interval, and the change rate of the atmospheric pressure is lower than a preset atmospheric pressure change rate threshold value; the operating condition parameters include the exhaust gas mass flow and the inlet measured temperature; the working condition parameter satisfies a third condition, including: the exhaust gas mass flow is greater than a preset exhaust gas mass flow threshold, the inlet measured temperature is in a second temperature interval, and the rate of increase of the inlet measured temperature is greater than a preset rate of increase threshold.
In some possible implementations, the apparatus further includes a prompt module; the acquisition module is further used for acquiring a second carbon load deposited in a shunt tube PM catcher, and the shunt tube PM catcher is positioned at the upstream of the shunt tube; and the prompting module is used for prompting the removal of carbon deposit of the PM catcher of the shunt tube if the difference value between the second carbon load and the preset value is larger than a second preset difference value.
In some possible implementations, the apparatus further includes a determining module, where the determining module is configured to determine a severity corresponding to the temperature difference according to a preset correspondence between a reference temperature difference and a reference severity.
In a third aspect, the present application provides a computing device comprising a memory and a processor;
wherein one or more computer programs are stored in the memory, the one or more computer programs comprising instructions; the instructions, when executed by the processor, cause the computing device to perform the method of any of the first aspects.
In a fourth aspect, the present application provides a computer readable storage medium for storing a computer program for performing the method of any one of the first aspects.
According to the technical scheme, the application has at least the following beneficial effects:
the application provides a diagnosis method of DPF faults, which comprises the steps of firstly obtaining inlet measured temperature, outlet measured temperature, pipe wall temperature, exhaust mass flow, inner diameter and shunt pipe length of a shunt pipe of the DPF, and then calculating outlet simulated temperature of the shunt pipe through the following formula:
wherein,simulating a temperature for said outlet,/->Measuring the temperature for said inlet,/->For the tube wall temperature, +.>Is the derivative of the exhaust mass flow with respect to time, d is the inner diameter, k is the convective heat transfer coefficient, c p The specific heat is constant pressure, x is the length of the shunt tube;
and then, calculating the temperature difference between the outlet measured temperature and the outlet simulated temperature, and if the temperature differences corresponding to a plurality of continuous calculation periods are all larger than a first preset difference threshold value, determining that the DPF has faults. According to the method, fault diagnosis is carried out by comparing the simulated temperature and the actually measured temperature of the shunt tube outlet, so that the diagnosis efficiency can be improved; according to the method, the fault tolerance rate of diagnosis can be improved through multiple times of diagnosis judgment that the temperature difference value is larger than the first preset difference value threshold value, and the accuracy of diagnosis is further improved.
It should be appreciated that the description of technical features, aspects, benefits or similar language in this application does not imply that all of the features and advantages may be realized with any single embodiment. Conversely, it should be understood that the description of features or advantages is intended to include, in at least one embodiment, the particular features, aspects, or advantages. Therefore, the description of technical features, technical solutions or advantageous effects in this specification does not necessarily refer to the same embodiment. Furthermore, the technical features, technical solutions and advantageous effects described in the present embodiment may also be combined in any appropriate manner. Those of skill in the art will appreciate that an embodiment may be implemented without one or more particular features, aspects, or benefits of a particular embodiment. In other embodiments, additional features and advantages may be recognized in certain embodiments that may not be present in all embodiments.
Drawings
FIG. 1 is a flow chart of a method for diagnosing DPF failure provided in an embodiment of the present application;
FIG. 2 is a schematic diagram of a DPF system provided in an embodiment of the present application;
FIG. 3 is a schematic diagram of a DPF fault diagnosis apparatus provided in an embodiment of the present application;
fig. 4 is a schematic diagram of a computing device according to an embodiment of the present application.
Detailed Description
The terms "first," "second," and "third," and the like, in the description and in the drawings, are used for distinguishing between different objects and not necessarily for describing a sequential or chronological order.
In the embodiments of the present application, words such as "exemplary" or "such as" are used to mean serving as examples, illustrations, or descriptions. Any embodiment or design described herein as "exemplary" or "for example" should not be construed as preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "such as" is intended to present related concepts in a concrete fashion.
With the progress of the air pollution control work, the requirements for automobile exhaust gas treatment are increasing. At present, the holding amount of the diesel vehicle accounts for 10%, but the Particulate Matter (PM) emission of the diesel vehicle accounts for more than 99% of the total automobile emission, and the diesel vehicle has become a movable PM emission source.
Diesel particulate traps (DPFs) are a key technology that can effectively reduce PM emissions from diesel vehicles. Because of the uncertain factors such as fuel quality, lubricating oil quality, road condition and the like, in the process of actually applying the DPF, a DPF system can be influenced by the working condition of a diesel engine, the environmental temperature, the physicochemical property of a carrier and the like, so that the DPF system can cause the malfunction of the DPF and bring about various problems such as the deterioration of the dynamic property and the economical efficiency of an engine, the melting and the rupture of the DPF, the reduction of the trapping efficiency of the DPF and the like.
At present, a large number of tests are needed for fault diagnosis of the DPF, and a DPF failure performance calibration model is established through a manual calibration method. The method has the defects that complicated electronic equipment is needed, the workload of a calibration link is large, when a calibration engineer fits a performance model, a plurality of fixed models are adopted, the problems of large dependence on pressure drop, multiple influence variables of DPF performance, nonlinearity, uncertainty characteristic and the like cannot be solved, the prediction precision of a failure performance calibration model is poor, the fault diagnosis result is inaccurate, and particularly, a good diagnosis effect cannot be achieved under transient working conditions. It can be seen that this diagnostic approach is not only inefficient, but also less accurate.
In view of this, the present embodiments provide a method of diagnosing a DPF failure, which may be performed by a vehicle, a controller in the vehicle, or a diagnostic device. The execution subject of the diagnostic method is not particularly limited in this application. Specifically, the method comprises the following steps:
acquiring an inlet measurement temperature, an outlet measurement temperature, a pipe wall temperature, an exhaust mass flow, an inner diameter and a shunt pipe length of a shunt pipe of the DPF; calculating the outlet simulation temperature of the shunt tube by a formula:
wherein,simulating a temperature for said outlet,/->Measuring the temperature for said inlet,/->For the tube wall temperature, +.>Is the derivative of the exhaust mass flow with respect to time, d is the inner diameter, k is the convective heat transfer coefficient, c p The specific heat is constant pressure, x is the length of the shunt tube; and calculating the temperature difference between the measured temperature of the outlet and the simulated temperature of the outlet, and if the temperature differences corresponding to a plurality of continuous calculation periods are all larger than a first prediction difference threshold value, determining that the DPF has faults.
According to the method, fault diagnosis is carried out by comparing the simulated temperature and the actually measured temperature of the shunt tube outlet, so that the diagnosis efficiency can be improved; according to the method, the fault tolerance rate of diagnosis can be improved through multiple times of diagnosis judgment that the temperature difference value is larger than the first preset difference value threshold value, and the accuracy of diagnosis is further improved.
In order to make the technical scheme of the application clearer and easier to understand, the DPF fault diagnosis method provided by the application is described below with reference to the accompanying drawings. As shown in fig. 1, the fig. is a flowchart of a method for diagnosing a DPF failure according to an embodiment of the present application, where the method includes:
s101, acquiring inlet measured temperature, outlet measured temperature, pipe wall temperature, exhaust mass flow, inner diameter and shunt pipe length of a shunt pipe of the DPF.
As shown in fig. 2, the fig. is a schematic diagram of a DPF system according to an embodiment of the present application. The system includes a first pressure sensor 201, a first differential pressure sensor 202, a first temperature sensor 203, a shunt tube 204, a shunt tube PM catcher 205, a main exhaust pipe 206, a second pressure sensor 207, and a second temperature sensor 208.
Wherein, a first pressure sensor 201 is used for measuring the inlet pressure of the DPF, a first pressure difference sensor 202 is used for measuring the pressure difference between the outlet and the inlet of the DPF, a first temperature sensor 203 is used for measuring the inlet measuring temperature of the shunt tube 204, a second pressure sensor 207 is used for measuring the outlet pressure of the shunt tube, and a second temperature sensor 208 is used for measuring the outlet measuring temperature of the shunt tube. For the tube wall temperature, it may be obtained by other temperature sensors, for example, a temperature sensor located at the tube wall.
The exhaust gas mass flow can be calculated by the following formula:
wherein,for the derivative of the exhaust mass flow with respect to time, and (2)>The exhaust volume flow of the shunt tube, ρ is the exhaust density, d is the inner diameter, +.>Is the exhaust flow rate of the shunt tube.
In other embodiments, the above data may be obtained in other ways, the above being merely exemplary.
S102, calculating the outlet simulation temperature of the shunt pipe through a formula.
The formula is specifically as follows:
wherein,simulating a temperature for said outlet,/->Measuring the temperature for said inlet,/->For the tube wall temperature, +.>Is the derivative of the exhaust mass flow with respect to time, d is the inner diameter, k is the convective heat transfer coefficient, c p For a constant pressure specific heat, x is the shunt length.
In some embodiments, the vehicle needs to pre-determine whether the diagnostic conditions for performing DPF diagnostics are met, and then perform the steps of calculating the outlet simulated temperature of the shunt and performing subsequent diagnostics, so as to avoid performing a false diagnosis if the diagnostic conditions are not met, thereby improving the accuracy of the diagnostic results.
Specifically, a first carbon loading amount of the DPF, an environmental parameter of the vehicle and a working condition parameter of the vehicle are obtained, and then an outlet simulated temperature of the shunt tube is calculated under the condition that the first carbon loading amount of the DPF meets a first condition, the environmental parameter meets a second condition and the working condition parameter meets a third condition.
Illustratively, the first carbon loading of the DPF meeting the first condition includes the first carbon loading of the DPF being below a preset carbon loading threshold (e.g., 4 g/L), the rate of change of the first carbon loading of the DPF being below a preset carbon loading rate threshold (e.g., 0.01 g/(L·s)).
The environmental parameter includes an ambient temperature and an atmospheric pressure, and the environmental parameter satisfying the second condition includes the ambient temperature being in a first temperature interval, a rate of change of the ambient temperature being below a preset ambient temperature rate of change threshold, the atmospheric pressure being in a first pressure interval, the rate of change of the atmospheric pressure being below a preset atmospheric pressure rate of change threshold.
The operating parameters include exhaust mass flow and inlet measured temperature, and the operating parameters satisfying the third condition include exhaust mass flow greater than a preset exhaust mass flow threshold, inlet measured temperature being in a second temperature interval (e.g., 150-380 ℃) and inlet measured temperature increasing rate greater than a preset increasing rate threshold (e.g., 0.5 ℃/s).
Under the condition that the condition is met, the conditions of misdiagnosis and misinformation can be further reduced, and further the accuracy of DPF diagnosis can be improved.
In some embodiments, a second carbon loading deposited within the shunt tube PM trapper upstream of the shunt tube may also be obtained prior to calculating the outlet simulated temperature, and if the second carbon loading differs from the preset value by more than a second preset difference, the shunt tube PM trapper is prompted to purge carbon deposits. Thereby reducing the influence of the second carbon load deposited in the shunt tube PM catcher on the subsequent temperature calculation, further reducing the diagnosis error and further improving the accuracy of the diagnosis result.
In some embodiments, measurements of the engine's raw PM emission, the front end exhaust flow of the DPF may be collected, and from this, calculated predictions of the exhaust mass flow of the downstream shunt of the DPF and the raw PM emission may be obtained. The ratio of the split pipe exhaust mass flow to the main pipe exhaust mass flow is the ratio of the split pipe to the main pipe PM emission. And multiplying the ratio by the PM raw emission predicted value to obtain the carbon loading deposited in the shunt pipe PM catcher. Wherein, PM raw emission can be determined by the following formula:
is the predicted value of PM original row, +.>、/>、/>Is a coefficient of->Correction factor for engine operation at low exhaust flow, +.>P is the engine power or a physical quantity linearly related to the engine power, which is a correction factor when the engine is operated at a low air-fuel ratio. By->The influence of the instantaneous acceleration of the engine on the PM emission at low exhaust flow is considered; by->The effect of load transient acceleration on PM emissions is suddenly increased when the engine is operated at a low air-fuel ratio. Both factors are used to correct the effect of transient conditions on PM emissions, resulting from look-up tables for air-fuel ratio and for power, respectively. The index c is used to represent the non-linear relationship of PM emissions and engine power ramp-up rate (time derivative of power).
Typically, the shunt tube PM trap carbon loading should be close to 0, and by analyzing the carbon loading deposited within the shunt tube PM trap, an initial shunt tube PM trap loading state reference can be provided. The shunt tube PM catcher must be kept clean before diagnosis, and if the shunt tube PM catcher with carbon deposit is used as the clean shunt tube PM catcher by mistake, errors generated in calculation of the flow of the shunt tube in the previous steps will bring misjudgment of diagnosis. The qualitative carbon loading model can prompt staff that the initial carbon loading of the shunt tube exists before diagnosis, and carbon deposition needs to be removed first to ensure the reliability of diagnosis.
S103, calculating a temperature difference value between the outlet measured temperature and the outlet simulated temperature.
After the outlet simulated temperature of the shunt tube is obtained, a temperature difference between the outlet measured temperature and the outlet simulated temperature may be calculated.
In some examples, the outlet measured temperature and the corresponding outlet simulated temperature may be obtained at a plurality of time points within a cycle, then the temperature difference for each time point is calculated, and then the temperature differences for each time point are summed and averaged to obtain the final temperature difference. Specifically, the temperature difference may be calculated by the following formula:
wherein,for the final temperature difference, +.>Is +.>Outlet simulated temperature at each time point, +.>Is +.>Outlet measured temperature at each time point, +.>For the number of time points of one cycle, exemplary, +.>The first point in time may be represented.
It should be noted that the embodiment of the present application is not limited to the above-mentioned method for calculating the temperature difference, and may also use other methods for calculating the temperature difference, for example, a method for calculating the temperature difference by weighted average, etc.
S104, if the temperature differences corresponding to a plurality of continuous calculation periods are all larger than a first preset difference threshold value, determining that the DPF has faults.
In some embodiments, the multiple consecutive calculation periods may be 2 consecutive calculation periods, or may refer to more consecutive calculation periods, for example, 4, but should be lower than a certain value, for example, less than or equal to 5, so as to ensure that if a DPF is found to have a fault, the fault can be reported in time.
Taking 2 continuous calculation periods as an example, the temperature difference value corresponding to the first calculation period is larger than a first preset difference value threshold value, and the temperature difference value corresponding to the second calculation period is also larger than the first threshold value difference value threshold value, so that the DPF can be determined to have faults, wherein the first calculation period and the second calculation period are adjacent calculation periods. In other embodiments, the number of times the temperature difference is greater than the first preset difference threshold may also be counted, and if both of the two consecutive calculation periods are greater, then it is determined that the DPF has a failure.
In some embodiments, after the temperature difference is obtained, the severity corresponding to the temperature difference may be determined according to a preset correspondence between the reference temperature difference and the reference severity. The corresponding relation between the reference temperature difference and the reference severity can be obtained through fitting a history test sample. For example, when the DPF is determined to be faulty in advance, a two-dimensional map is obtained with the horizontal axis of a plurality of temperature difference intervals set and the vertical axis of the frequency with which the average temperature difference falls in the temperature difference interval set. And fitting a curve according to the marked points on the two-dimensional graph, and calculating the curve to obtain a probability density function of the DPF breakage degree. The severity of the breakage can then be determined based on the probability density function of the degree of breakage of the DPF and the temperature difference, thereby enabling the user to be informed of the treatment of the failed DPF as soon as possible.
Based on the above, the present application provides a method for diagnosing a DPF fault, which includes obtaining an inlet measurement temperature, an outlet measurement temperature, a pipe wall temperature, an exhaust mass flow, an inner diameter, and a shunt length of a shunt of a DPF, and then calculating an outlet simulation temperature of the shunt by the following formula:
wherein,simulating a temperature for said outlet,/->Measuring the temperature for said inlet,/->For the tube wall temperature, +.>Is the derivative of the exhaust mass flow with respect to time, d is the inner diameter, k is the convective heat transfer coefficient, c p The specific heat is constant pressure, x is the length of the shunt tube;
and then, calculating the temperature difference between the outlet measured temperature and the outlet simulated temperature, and if the temperature differences corresponding to a plurality of continuous calculation periods are all larger than a first preset difference threshold value, determining that the DPF has faults. According to the method, fault diagnosis is carried out by comparing the simulated temperature and the actually measured temperature of the shunt tube outlet, so that the diagnosis efficiency can be improved; according to the method, the fault tolerance rate of diagnosis can be improved through multiple times of diagnosis judgment that the temperature difference value is larger than the first preset difference value threshold value, and the accuracy of diagnosis is further improved.
The method for diagnosing the DPF fault provided in the embodiment of the present application is described in detail above with reference to fig. 1 to 2, and the apparatus and the device provided in the embodiment of the present application will be described below with reference to the accompanying drawings.
As shown in fig. 3, the fig. is a schematic diagram of a DPF fault diagnosis device according to an embodiment of the present application, where the device includes:
an acquisition module 301, configured to acquire an inlet measurement temperature, an outlet measurement temperature, a pipe wall temperature, an exhaust mass flow, an inner diameter, and a shunt pipe length of a shunt pipe of the DPF;
a calculation module 302, configured to calculate an outlet simulated temperature of the shunt tube by the following formula:
wherein,simulating a temperature for said outlet,/->Measuring the temperature for said inlet,/->For the tube wall temperature, +.>Is the derivative of the exhaust mass flow with respect to time, d is the inner diameter, k is the convective heat transfer coefficient, c p The specific heat is constant pressure, x is the length of the shunt tube; calculating a temperature difference between the outlet measured temperature and the outlet simulated temperature;
the diagnosing module 303 is configured to determine that the DPF has a fault if there are a plurality of temperature differences corresponding to consecutive calculation periods that are all greater than a first preset difference threshold.
In some possible implementations, the obtaining module 301 is further configured to obtain a first carbon loading of the DPF, an environmental parameter in which the vehicle is located, and a working condition parameter of the vehicle; the calculation module is specifically configured to calculate an outlet simulated temperature of the shunt tube when the first carbon loading of the DPF satisfies a first condition, the environmental parameter satisfies a second condition, and the working condition parameter satisfies a third condition.
In some possible implementations, the first carbon loading of the DPF satisfies a first condition comprising: the first carbon loading of the DPF is lower than a preset carbon loading threshold value, and the change rate of the first carbon loading of the DPF is lower than a preset carbon loading change rate threshold value; the environmental parameters include ambient temperature and atmospheric pressure; the environmental parameter satisfying a second condition, comprising: the ambient temperature is in a first temperature interval, the change rate of the ambient temperature is lower than a preset ambient temperature change rate threshold value, the atmospheric pressure is in a first pressure interval, and the change rate of the atmospheric pressure is lower than a preset atmospheric pressure change rate threshold value; the operating condition parameters include the exhaust gas mass flow and the inlet measured temperature; the working condition parameter satisfies a third condition, including: the exhaust gas mass flow is greater than a preset exhaust gas mass flow threshold, the inlet measured temperature is in a second temperature interval, and the rate of increase of the inlet measured temperature is greater than a preset rate of increase threshold.
In some possible implementations, the apparatus further includes a prompt module; the acquisition module is further used for acquiring a second carbon load deposited in a shunt tube PM catcher, and the shunt tube PM catcher is positioned at the upstream of the shunt tube; and the prompting module is used for prompting the removal of carbon deposit of the PM catcher of the shunt tube if the difference value between the second carbon load and the preset value is larger than a second preset difference value.
In some possible implementations, the apparatus further includes a determining module, where the determining module is configured to determine a severity corresponding to the temperature difference according to a preset correspondence between a reference temperature difference and a reference severity.
The diagnosing apparatus for DPF failure according to the embodiment of the present application may correspond to performing the method described in the embodiment of the present application, and the above and other operations and/or functions of each module/unit of the diagnosing apparatus for DPF failure are respectively for implementing the corresponding flow of each method in the embodiment shown in fig. 1, and are not repeated herein for brevity.
The present embodiment also provides a computing device, as shown in fig. 4, which is a schematic diagram of a computing device provided in the present embodiment, as shown in fig. 4, where computing device 400 includes a bus 401, a processor 402, a communication interface 403, and a memory 404. Communication between processor 402, memory 404 and communication interface 403 is via bus 401.
Bus 401 may be a peripheral component interconnect standard (peripheral component interconnect, PCI) bus, or an extended industry standard architecture (extended industry standard architecture, EISA) bus, among others. The buses may be divided into address buses, data buses, control buses, etc. For ease of illustration, only one thick line is shown in fig. 4, but not only one bus or one type of bus.
The processor 402 may be any one or more of a central processing unit (central processing unit, CPU), a graphics processor (graphics processing unit, GPU), a Microprocessor (MP), or a digital signal processor (digital signal processor, DSP).
The communication interface 403 is used for communication with the outside.
The memory 404 may include volatile memory (RAM), such as random access memory (random access memory). The memory 404 may also include non-volatile memory (ROM), such as read-only memory (ROM), flash memory, hard Disk Drive (HDD), or solid state drive (solid state drive, SSD).
The memory 404 has stored therein executable code that the processor 402 executes to perform the aforementioned diagnostic method of DPF failure.
Specifically, in the case where the embodiment shown in fig. 3 is implemented, and each module or unit of the DPF failure diagnosis apparatus described in the embodiment of fig. 3 is implemented by software, software or program codes necessary for performing the functions of each module/unit in fig. 3 may be partially or entirely stored in the memory 404. The processor 402 executes program codes corresponding to the respective units stored in the memory 404, and executes the above-described DPF failure diagnosis method.
Embodiments of the present application also provide a computer-readable storage medium. The computer readable storage medium may be any available medium that can be stored by a computing device or a data storage device such as a data center containing one or more available media. The usable medium may be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid state disk), etc. The computer-readable storage medium includes instructions that instruct a computing device to perform the above-described method of diagnosing a DPF failure applied to a diagnosing apparatus of a DPF failure.
Embodiments of the present application also provide a computer program product comprising one or more computer instructions. When the computer instructions are loaded and executed on a computing device, the processes or functions described in accordance with the embodiments of the present application are produced in whole or in part.
The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium, for example, the computer instructions may be transmitted from one website, computer, or data center to another website, computer, or data center by a wired (e.g., coaxial cable, fiber optic, digital Subscriber Line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.).
The computer program product, when executed by a computer, performs any of the methods of diagnosing a DPF failure described above. The computer program product may be a software installation package which may be downloaded and executed on a computer in case any one of the aforementioned methods of diagnosing DPF failure is required.
The descriptions of the processes or structures corresponding to the drawings have emphasis, and the descriptions of other processes or structures may be referred to for the parts of a certain process or structure that are not described in detail.
The foregoing is merely a specific embodiment of the present application, but the protection scope of the present application is not limited thereto, and any changes or substitutions within the technical scope of the present disclosure should be covered in the protection scope of the present application.
Claims (10)
1. A method for diagnosing a DPF failure, comprising:
acquiring an inlet measurement temperature, an outlet measurement temperature, a pipe wall temperature, an exhaust mass flow, an inner diameter and a shunt pipe length of a shunt pipe of the DPF;
the outlet simulated temperature of the shunt is calculated by the following formula:
wherein,simulating a temperature for said outlet,/->Measuring the temperature for said inlet,/->For the temperature of the tube wall in question,is the derivative of the exhaust mass flow with respect to time, d is the inner diameter, k is the convective heat transfer coefficient, c p The specific heat is constant pressure, x is the length of the shunt tube;
calculating a temperature difference between the outlet measured temperature and the outlet simulated temperature;
and if the temperature differences corresponding to a plurality of continuous calculation periods are all larger than a first preset difference threshold value, determining that the DPF has faults.
2. The method according to claim 1, wherein the method further comprises:
acquiring a first carbon loading of a DPF, an environmental parameter of a vehicle and a working condition parameter of the vehicle;
the calculating the outlet simulated temperature of the shunt tube comprises the following steps:
and calculating the outlet simulation temperature of the shunt pipe under the condition that the first carbon loading of the DPF meets a first condition, the environmental parameter meets a second condition and the working condition parameter meets a third condition.
3. The method of claim 2, wherein the first carbon loading of the DPF satisfies a first condition comprising:
the first carbon loading of the DPF is lower than a preset carbon loading threshold value, and the change rate of the first carbon loading of the DPF is lower than a preset carbon loading change rate threshold value;
the environmental parameters include ambient temperature and atmospheric pressure; the environmental parameter satisfying a second condition, comprising:
the ambient temperature is in a first temperature interval, the change rate of the ambient temperature is lower than a preset ambient temperature change rate threshold value, the atmospheric pressure is in a first pressure interval, and the change rate of the atmospheric pressure is lower than a preset atmospheric pressure change rate threshold value;
the operating condition parameters include the exhaust gas mass flow and the inlet measured temperature; the working condition parameter satisfies a third condition, including:
the exhaust gas mass flow is greater than a preset exhaust gas mass flow threshold, the inlet measured temperature is in a second temperature interval, and the rate of increase of the inlet measured temperature is greater than a preset rate of increase threshold.
4. The method according to claim 1, wherein the method further comprises:
obtaining a second carbon loading deposited in a shunt tube PM catcher, wherein the shunt tube PM catcher is positioned at the upstream of the shunt tube;
and if the difference value between the second carbon loading and the preset value is larger than a second preset difference value, prompting to remove carbon deposit of the shunt tube PM catcher.
5. The method according to any one of claims 1-4, further comprising:
and determining the severity corresponding to the temperature difference according to the preset corresponding relation between the reference temperature difference and the reference severity.
6. A DPF failure diagnosis apparatus, comprising:
the acquisition module is used for acquiring the inlet measurement temperature, the outlet measurement temperature, the pipe wall temperature, the exhaust mass flow, the inner diameter and the shunt pipe length of the shunt pipe of the DPF;
the calculation module is used for calculating the outlet simulation temperature of the shunt pipe through the following formula:
wherein,simulating a temperature for said outlet,/->Measuring the temperature for said inlet,/->For the temperature of the tube wall in question,is the derivative of the exhaust mass flow with respect to time, d is the inner diameter, k is the convective heat transfer coefficient, c p The specific heat is constant pressure, x is the length of the shunt tube; calculating a temperature difference between the outlet measured temperature and the outlet simulated temperature;
and the diagnosis module is used for determining that the DPF has faults if the temperature differences corresponding to a plurality of continuous calculation periods are all larger than a first preset difference threshold value.
7. The apparatus of claim 6, wherein the acquisition module is further configured to acquire a first carbon loading of the DPF, an environmental parameter in which the vehicle is located, and a condition parameter of the vehicle;
the calculation module is specifically configured to calculate an outlet simulated temperature of the shunt tube when the first carbon loading of the DPF satisfies a first condition, the environmental parameter satisfies a second condition, and the working condition parameter satisfies a third condition.
8. The apparatus of claim 7, wherein the first carbon loading of the DPF satisfies a first condition comprising:
the first carbon loading of the DPF is lower than a preset carbon loading threshold value, and the change rate of the first carbon loading of the DPF is lower than a preset carbon loading change rate threshold value;
the environmental parameters include ambient temperature and atmospheric pressure; the environmental parameter satisfying a second condition, comprising:
the ambient temperature is in a first temperature interval, the change rate of the ambient temperature is lower than a preset ambient temperature change rate threshold value, the atmospheric pressure is in a first pressure interval, and the change rate of the atmospheric pressure is lower than a preset atmospheric pressure change rate threshold value;
the operating condition parameters include the exhaust gas mass flow and the inlet measured temperature; the working condition parameter satisfies a third condition, including:
the exhaust gas mass flow is greater than a preset exhaust gas mass flow threshold, the inlet measured temperature is in a second temperature interval, and the rate of increase of the inlet measured temperature is greater than a preset rate of increase threshold.
9. A computing device comprising a memory and a processor;
wherein one or more computer programs are stored in the memory, the one or more computer programs comprising instructions; the instructions, when executed by the processor, cause the computing device to perform the method of any of claims 1 to 5.
10. A computer readable storage medium for storing a computer program for performing the method of any one of claims 1 to 5.
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| CN202311509283.8A CN117552859A (en) | 2023-11-14 | 2023-11-14 | DPF fault diagnosis method, device, equipment and storage medium |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202311509283.8A CN117552859A (en) | 2023-11-14 | 2023-11-14 | DPF fault diagnosis method, device, equipment and storage medium |
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