CN112282933B - Vehicle fuel oil sulfur content monitoring method, device, equipment and storage medium - Google Patents

Vehicle fuel oil sulfur content monitoring method, device, equipment and storage medium Download PDF

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Publication number
CN112282933B
CN112282933B CN202011063587.2A CN202011063587A CN112282933B CN 112282933 B CN112282933 B CN 112282933B CN 202011063587 A CN202011063587 A CN 202011063587A CN 112282933 B CN112282933 B CN 112282933B
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urea
vehicle
temperature
selective catalytic
oxidation catalyst
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CN112282933A (en
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路大昆
张栓录
谢波
潘佳
权鑫
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Beiqi Foton Motor Co Ltd
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Beiqi Foton Motor Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/08—Safety, indicating, or supervising devices
    • 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
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
    • 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
    • F01N2900/1602—Temperature of exhaust gas apparatus
    • 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
    • F01N2900/18—Parameters used for exhaust control or diagnosing said parameters being related to the system for adding a substance into the exhaust
    • F01N2900/1806—Properties of reducing agent or dosing system
    • 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
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

The embodiment of the application discloses a method, a device, equipment and a storage medium for monitoring the sulfur content of vehicle fuel, aiming at ensuring that the nitrogen oxide conversion efficiency of a vehicle post-treatment system is not influenced by the sulfur content of newly added fuel. The method comprises the following steps: when the fact that a vehicle adds new fuel is monitored, wading time of the vehicle between last refueling and current refueling is detected; when the wading time length is less than the preset maximum wading time length, detecting the current nitrogen oxide conversion rate of the vehicle, the state of urea stored in a urea tank, the temperature of a selective catalytic reduction device and the temperature difference between the inlet of an oxidation catalyst and the outlet of the oxidation catalyst; and determining whether the sulfur content of the fuel oil of the vehicle exceeds the standard or not according to the detected current nitrogen oxide conversion rate of the vehicle, the state of the urea stored in a urea tank, the temperature of the selective catalytic reduction device and the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst.

Description

Vehicle fuel oil sulfur content monitoring method, device, equipment and storage medium
Technical Field
The embodiment of the application relates to the technical field of diesel engine tail gas treatment, in particular to a method, a device, equipment and a storage medium for monitoring the sulfur content of vehicle fuel.
Background
With the continuous upgrading of automobile emission regulations, diesel engine aftertreatment systems for diesel engine exhaust gas treatment play an increasingly important role. The existing diesel engine aftertreatment system generally includes an oxidation catalytic reduction Device (DOC), a particulate trap (DPF), and a selective catalytic reduction device (SCR), in which a catalyst, a copper-based molecular sieve, is coated in the selective catalytic reduction device, and the catalyst is a catalyst in which ammonia gas generated after pyrolysis and hydrolysis of a vehicle urea solution and automobile exhaust gas undergo a reduction reaction in the selective catalytic reduction device, and is used to convert nitrogen oxides (NOx) in the automobile exhaust gas into nitrogen gas (N2).
The existing problem is that when diesel oil with over-standard sulfur content (the sulfur content is more than or equal to 50ppm) (ppm is a concentration unit and means a concentration of parts per million) is used for a long time, irreversible damage can be caused to a catalyst coated in a selective catalytic reduction device, so that nitrogen oxides in automobile exhaust cannot be treated, the emission amount exceeds the standard, and an OBD system for monitoring the automobile exhaust emission can perform fault alarm. And no method or device for monitoring the sulfur content in the vehicle fuel exists in the prior art.
Disclosure of Invention
The embodiment of the application provides a method, a device, equipment and a storage medium for monitoring the sulfur content of vehicle fuel, and aims to monitor the sulfur content of the vehicle fuel, give an alarm when the sulfur content of newly added vehicle fuel exceeds a standard, remind a driver to replace the fuel with qualified sulfur content, and ensure that the conversion rate of nitrogen oxides of a vehicle volume post-treatment system is qualified.
In a first aspect, an embodiment of the present application provides a method for monitoring a sulfur content of a vehicle fuel, where the method includes:
when the fact that a vehicle adds new fuel is monitored, wading time of the vehicle between last refueling and current refueling is detected;
when the wading time length is less than the preset maximum wading time length, detecting the current nitrogen oxide conversion rate of the vehicle, the state of urea stored in a urea tank, the temperature of a selective catalytic reduction device and the temperature difference between the inlet of an oxidation catalyst and the outlet of the oxidation catalyst;
and determining whether the sulfur content of the fuel oil of the vehicle exceeds the standard or not according to the detected current nitrogen oxide conversion rate of the vehicle, the state of the urea stored in a urea tank, the temperature of the selective catalytic reduction device and the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst.
Optionally, determining whether the vehicle fuel sulfur content is out of compliance based on the vehicle's current nitrogen oxide conversion, a state of urea stored in a urea tank, and a temperature difference between an inlet of an oxidation catalyst and an outlet of the oxidation catalyst, comprises:
when detecting that the nitrogen oxide conversion efficiency is smaller than the nitrogen oxide conversion rate before the current moment, detecting the state of urea stored in a urea tank, wherein the state of the urea at least comprises the quality of the urea, the injection quantity of a urea nozzle and the urea supply quantity of a urea pump;
detecting the temperature of the selective catalytic reducer when the urea state is detected to be a normal state;
detecting a temperature difference between an inlet of an oxidation catalyst and an outlet of the oxidation catalyst when the temperature of the selective catalytic reducer is within a preset selective catalytic reducer temperature interval;
and when the temperature difference is within a preset temperature difference range, determining that the sulfur content of the vehicle fuel exceeds the standard.
Optionally, the method further comprises:
when the wading time length is detected to exceed the preset maximum wading time length, fault error reporting of the selective catalytic reduction device is carried out;
after the selective catalytic reducer fault is monitored to be repaired, detecting whether the wading time after the selective catalytic reducer fault is repaired exceeds the preset maximum wading time;
if not, detecting the conversion rate of the nitrogen oxides.
Optionally, the method further comprises:
and when the nitrogen oxide conversion efficiency is detected to be larger than or equal to the nitrogen oxide conversion rate before the current moment, ending the detection of the sulfur content in the fuel oil of the vehicle.
Optionally, the method further comprises:
determining that the state of the urea is an abnormal state when any one of the quality of the urea, the injection quantity of a urea nozzle and the urea supply quantity of a urea pump does not meet a preset condition;
when the state of the urea is abnormal, carrying out corresponding fault reporting;
after the corresponding fault is monitored to be repaired, executing all the previous detection steps, and detecting whether the urea state after the corresponding fault is repaired is normal or not when the detection results in all the previous detection steps meet the continuous detection condition;
and if so, detecting the temperature of the selective catalytic reducer.
Optionally, the method further comprises:
when the temperature of the selective catalytic reducer is detected to be not within the preset temperature interval of the selective catalytic reducer, detecting whether the vehicle particulate filter is in a regeneration mode or not;
if the vehicle particulate trap is detected to be in the regeneration mode, ending the detection of the sulfur content of the vehicle fuel;
after the regeneration mode is monitored to be finished, executing all previous detection steps, and detecting whether the temperature of the selective catalytic reducer after the regeneration mode of the vehicle particulate filter is finished is within the preset selective catalytic reducer temperature interval or not when the detection results in all the previous detection steps meet the continuous detection condition;
if not, carrying out fault error reporting on the particle trap;
when the fault repair of the particle trap is monitored, executing all the previous detection steps, and detecting whether the temperature of the selective catalytic reducer is within the preset selective catalytic reducer temperature interval or not when the detection results in all the previous detection steps meet the continuous detection condition;
if so, a temperature difference between an inlet of the oxidation catalyst and an outlet of the oxidation catalyst is detected.
Optionally, the method further comprises:
when the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst is detected to be not within the preset temperature difference interval, carrying out fault reporting on the oxidation catalyst;
when the fault repair of the oxidation catalyst is detected, all previous detection steps are executed, and when the detection results in all previous detection steps meet the continuous detection condition, the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst is detected.
And when the temperature difference is within a preset temperature difference range, determining that the sulfur content of the vehicle fuel exceeds the standard.
Optionally, after determining that the sulfur content of the vehicle fuel exceeds the standard, the method further comprises:
generating a corresponding error reporting fault code, and lighting a fault lamp of the vehicle;
and displaying the error reporting fault code on a display screen of the vehicle.
A second aspect of the embodiments of the present application provides a vehicle fuel monitoring apparatus, including:
the first wading time detection module is used for detecting the wading time of the vehicle between the last refueling and the current refueling when the fact that the vehicle is added with new fuel is monitored;
the post-processing system parameter detection module is used for detecting the current nitrogen oxide conversion rate of the vehicle, the state of urea stored in a urea tank, the temperature of the selective catalytic reduction device and the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst when the wading time length is less than the preset maximum wading time length;
and the sulfur content exceeding diagnosis module is used for determining whether the sulfur content of the fuel oil of the vehicle exceeds the standard or not according to the detected current nitrogen oxide conversion rate of the vehicle, the state of the urea stored in the urea tank, the temperature of the selective catalytic reduction device and the temperature difference between the inlet of the oxidation catalytic converter and the outlet of the oxidation catalytic converter.
Optionally, the sulfur content overproof diagnosis module comprises:
the first nitrogen oxide conversion rate detection submodule is used for detecting the state of the urea stored in the urea box when the nitrogen oxide conversion rate is detected to be smaller than the nitrogen oxide conversion rate before the current moment, and the state of the urea at least comprises the quality of the urea, the injection quantity of a urea nozzle and the urea supply quantity of a urea pump;
the first urea state detection submodule is used for detecting the temperature of the selective catalytic reducer when the urea state is detected to be a normal state;
the first selective catalytic reduction device temperature detection submodule is used for detecting the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst when the temperature of the selective catalytic reduction device is within a preset selective catalytic reduction device temperature interval;
and the first temperature difference interval detection submodule is used for determining that the sulfur content of the vehicle fuel exceeds the standard when the temperature difference is within a preset temperature difference interval.
Optionally, the apparatus further comprises:
the selective catalytic reduction device fault reporting module is used for carrying out fault reporting on the selective catalytic reduction device when the wading time length is detected to exceed the preset maximum wading time length;
the second wading time length detection module is used for detecting whether the wading time length after the selective catalytic reducer fault is repaired exceeds the preset maximum wading time length after the selective catalytic reducer fault is repaired after the selective catalytic reducer fault is monitored;
and the wading judgment module is used for detecting the conversion rate of the nitrogen oxides if the conversion rate of the nitrogen oxides is not the same as the conversion rate of the nitrogen oxides.
Optionally, the sulfur content overproof diagnosis module further comprises:
and the first sulfur content detection termination submodule is used for terminating the detection of the sulfur content of the fuel oil of the vehicle when the nitrogen oxide conversion efficiency is detected to be larger than or equal to the nitrogen oxide conversion efficiency before the current moment.
Optionally, the sulfur content overproof diagnosis module further comprises:
a urea state determination submodule for determining that the state of the urea is abnormal when any one of the quality of the urea, the injection amount of the urea nozzle, and the urea supply amount of the urea pump does not meet a preset condition;
the urea state error reporting submodule is used for carrying out corresponding fault error reporting when the urea state is abnormal;
the second urea state detection submodule is used for executing all the previous detection steps after the corresponding fault is monitored to be repaired, and detecting whether the urea state after the corresponding fault is repaired is normal or not when the detection results in all the previous detection steps meet the continuous detection condition;
and the urea state judgment submodule is used for detecting the temperature of the selective catalytic reducer if the urea state judgment submodule is used for detecting the temperature of the selective catalytic reducer.
Optionally, the sulfur content overproof diagnosis module further comprises:
a regeneration mode determination submodule for detecting whether the vehicle particulate trap is in a regeneration mode when it is detected that the SCR temperature is not within the preset SCR temperature interval;
a second end sulfur content detection submodule for ending detection of the sulfur content of the vehicle fuel if it is detected that the vehicle particulate trap is in the regeneration mode;
the second selective catalytic reducer temperature detection submodule is used for executing all the previous detection steps after the regeneration mode is monitored to be finished, and detecting whether the temperature of the selective catalytic reducer after the regeneration mode of the vehicle particulate filter is finished is within the preset selective catalytic reducer temperature interval or not when the detection results in all the previous detection steps meet the continuous detection condition;
the particle trap fault error reporting submodule is used for carrying out fault error reporting on the particle trap if the fault error reporting module does not exist;
the third selective catalytic reduction device temperature detection submodule is used for executing all the previous detection steps when the fault repair of the particle trap is monitored, and detecting whether the temperature of the selective catalytic reduction device is within the preset selective catalytic reduction device temperature interval or not when the detection results in all the previous detection steps meet the continuous detection condition;
and the selective catalytic reducer temperature judgment submodule is used for detecting the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst if the temperature difference is positive.
Optionally, the sulfur content overproof diagnosis module further comprises:
the catalytic oxidation device fault reporting sub-module is used for reporting fault of the oxidation catalytic device when detecting that the temperature difference between the inlet of the oxidation catalytic device and the outlet of the oxidation catalytic device is not within the preset temperature difference interval;
and the second temperature difference interval detection submodule is used for executing all the previous detection steps when the fault restoration of the oxidation catalyst is detected, and detecting the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst when the detection results in all the previous detection steps meet the continuous detection condition.
And the second content exceeding determination submodule is used for determining that the sulfur content of the vehicle fuel exceeds the standard when the temperature difference is within the preset temperature difference range.
A third aspect of embodiments of the present application provides a readable storage medium, on which a computer program is stored, which, when executed by a processor, implements the steps in the method according to the first aspect of the present application.
A fourth aspect of the embodiments of the present application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, where the processor executes the computer program to implement the steps of the method according to the first aspect of the present application.
By adopting the method for monitoring the sulfur content of the vehicle fuel, when the vehicle is monitored to be added with new fuel, the wading time of the vehicle between the last time of refueling and the current time of refueling is detected, the current nitrogen oxide conversion rate of the vehicle, the state of urea stored in a urea box, the temperature of a selective catalytic reducer and the temperature difference between the inlet of an oxidation catalyst and the outlet of the oxidation catalyst are detected when the wading time is less than the preset maximum wading time, and whether the sulfur content of the vehicle fuel exceeds the standard or not is determined according to the detected current nitrogen oxide conversion rate of the vehicle, the state of the urea stored in the urea box, the temperature of the selective catalytic reducer and the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst. The method for detecting the sulfur content of the fuel oil of the vehicle is invented according to the possible problems of the after-treatment system of the vehicle when the conversion efficiency of the selective oxidation catalytic reduction device is low, the components in the after-treatment system which are possible to cause the problems are detected, wherein the components comprise the wading time of the vehicle, the urea state, the temperature of the selective catalytic reduction device and the temperature difference between the inlet of the oxidation catalytic reduction device and the outlet of the oxidation catalytic reduction device, whether the sulfur content of the fuel oil of the vehicle exceeds the standard or not is determined through a set of complete diagnosis logics, an alarm is given when the sulfur content of the fuel oil of the vehicle exceeds the standard, the fuel oil with the sulfur content meeting the standard is reminded to be replaced, and the conversion efficiency of the after-treatment system of the vehicle to the nitrogen oxide is effectively ensured.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the description of the embodiments of the present application will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art that other drawings can be obtained according to these drawings without inventive exercise.
FIG. 1 is a flow chart of a method for monitoring the sulfur content of a vehicle fuel according to an embodiment of the present application;
FIG. 2 is a block diagram of a diesel vehicle aftertreatment system in accordance with an embodiment of the present application;
FIG. 3 is a flow chart of a method for detecting sulfur content in a vehicle fuel according to an embodiment of the present disclosure;
FIG. 4 is a logic diagram for diagnosing sulfur content of a vehicle fuel according to an embodiment of the present application;
fig. 5 is a schematic diagram of a device for monitoring the sulfur content of vehicle fuel according to an embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some, but not all, embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
The method has the advantages that a vehicle-mounted diagnosis system for detecting whether the sulfur content of the fuel oil is qualified is not provided in the prior art, detection and troubleshooting are carried out according to the possible reasons for the reduction of the conversion rate of the nitrogen oxide in the post-treatment system, whether the sulfur content of the fuel oil is qualified is determined after other factors influencing the conversion rate of the nitrogen oxide are eliminated, and a fault alarm is carried out when the sulfur content of the fuel oil of the vehicle is detected to be unqualified, so that a corresponding fault code is generated.
Referring to fig. 1, fig. 1 is a flowchart of a method for monitoring a sulfur content in a vehicle fuel according to an embodiment of the present application. As shown in fig. 1, the method comprises the steps of:
the method for monitoring the sulfur content of the vehicle fuel oil provided by the embodiment of the invention is based on a diesel engine automobile aftertreatment system, as shown in fig. 2, fig. 2 is a structural diagram of the diesel engine automobile aftertreatment system provided by the embodiment of the application, and a temperature sensor with the number 1 being T4 in the diagram is used for detecting the temperature at an inlet of a oxidation catalytic reduction (DOC). No. 2 is a nitrogen-oxygen sensor for detecting the content of nitrogen oxides in automobile exhaust at an inlet. And a No. 3T 5 temperature sensor for detecting the temperature at the outlet of the oxidation-catalytic-reduction device. No. 4 is a urea nozzle, and urea in the urea box is sprayed into the exhaust pipe through the urea nozzle. No. 5 is a urea pump for pumping the urea solution in the urea tank. A number 6T 6 temperature sensor for detecting the temperature of a selective oxidation catalytic reduction (SCR). And the No. 7 temperature sensor is T7 and is used for detecting the temperature of the finally discharged tail gas. No. 8 is a nitrogen-oxygen sensor used for detecting the content of nitrogen oxides at the outlet of the exhaust port. No. 9 is wading sensor for detecting wading duration of car. Wherein the DOC is an oxidation catalytic reduction device and is used for converting Nitric Oxide (NO) in the tail gas into nitrogen dioxide (NO2), when the temperature of the exhaust gas is higher than 300 ℃, NO2 can regenerate particles captured by the DPF, and NO2 can also accelerate the conversion efficiency and the conversion capacity of the SCR. The DPF is a particulate trap for trapping particulate matter in the exhaust gas and regenerating the particulate matter. SCR is a selective oxidation catalytic reducer used to reduce NOx in exhaust gases to N2 and H2O. The urea box is used for storing urea solution. An ECU is an electronic control unit, also referred to as an on-board computer, for controlling various functions of the vehicle. The fault indicator lamp is used for lightening an alarm, and the fault indicator lamp of the corresponding component is lightened when the automobile breaks down.
S11: when the fact that the vehicle is added with new fuel oil is monitored, the wading time of the vehicle between the last time of refueling and the current time of refueling is detected.
In this embodiment, when new fuel is added to the fuel tank, the fuel level sensor mounted on the fuel tank monitors that new fuel is added, and when the fuel is added, the fuel level sensor monitors that the liquid level of the fuel tank rises and stops, and transmits a signal to the ECU, and the ECU starts to execute a fuel sulfur content detection process.
In the embodiment, the wading time of the vehicle between the last time of refueling and the current time of refueling is firstly detected, namely whether the vehicle wades for a long time or not is detected through the wading sensor, the detection method is that whether the ECU receives a signal from the wading sensor for a long time or not between the two times of refueling is judged, the preset maximum value of the wading time is 60 seconds, namely whether the single wading time of the vehicle between the two times of refueling exceeds 60 seconds or not is detected by the ECU.
When a vehicle wades for a long time, a catalyst, namely a copper-based molecular sieve coated in the SCR can fall off and run away, and ammonia gas generated after pyrolysis and hydrolysis of urea solution in the SCR and tail gas are subjected to reduction reaction and need to be catalyzed by the copper-based molecular sieve. If the catalyst is lost, the reaction cannot be carried out, and the content of the nitrogen oxide in the tail gas is directly over standard. And when the wading time length is detected to be less than the maximum preset wading time length, carrying out the next detection.
When the other condition exists, when the fact that the single wading time length of the vehicle exceeds the maximum preset wading time length is detected, the processing steps are as follows:
s11-1: and when the wading time length is detected to exceed the preset maximum wading time length, fault reporting of the selective catalytic reducer is carried out so as to light a lamp corresponding to the fault of the selective catalytic reducer.
In the embodiment, if the ECU detects that the single wading time of the wading sensor received in the two oiling periods exceeds 60 seconds, a corresponding fault code is generated, and an SCR fault alarm lamp on an instrument panel is lightened.
S11-2: and after the selective catalytic reducer fault is monitored to be repaired, detecting whether the wading time after the selective catalytic reducer fault is repaired exceeds the preset maximum wading time.
In the embodiment, after the ECU performs SCR fault alarm, the SCR can be replaced, after a new SCR is replaced, the vehicle wading time length is detected, and the detection method is the same as that before.
S11-3: if not, detecting the conversion rate of the nitrogen oxides.
In this embodiment, when the SCR is replaced and it is detected that the wading time between two refuels is shorter than the preset wading time, the nitrogen oxide conversion rate is continuously detected.
In this embodiment, the detection of the wading time duration of the vehicle is performed by a wading sensor installed at the lower end of the SCR in fig. 2, the lower end of the wading sensor is provided with a floater, the vehicle can float upwards when wading, and when the floater contacts the upper wall of the sensor, a wading signal is continuously sent to the ECU.
S12: and when the wading time length is less than the preset maximum wading time length, detecting the current nitrogen oxide conversion rate of the vehicle, the state of urea stored in a urea box, the temperature of the selective catalytic reduction device and the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst.
In the embodiment, when the ECU detects that the single wading time length of the automobile does not exceed the maximum preset wading time length in two oiling processes, the ECU starts to prepare for subsequent detection. The vehicle has consumed the fuel of newly-added, when having tail gas to discharge, the nitrogen oxide content information that the nitrogen oxide sensor of vehicle exhaust gas monitoring system (OBD) received the inlet of aftertreatment system and exit but oxygen sensor sent, and then calculated the NOx conversion of whole NOx conversion model. The urea state stored in the urea box comprises urea quality, urea nozzle injection quantity and urea pump supply quantity, and is detected by a urea quality sensor, a urea nozzle injection quantity and a urea supply quantity detection system. The selective catalytic reduction temperature is detected by a temperature sensor mounted on the SCR. The temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst is measured by temperature sensors mounted at the inlet and outlet of the DOC.
S13: and determining whether the sulfur content of the fuel oil of the vehicle exceeds the standard or not according to the detected current nitrogen oxide conversion rate of the vehicle, the state of the urea stored in a urea tank, the temperature of the selective catalytic reduction device and the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst.
In this embodiment, the step of determining whether the sulfur content of the vehicle fuel exceeds the standard according to the detected current nox conversion rate of the vehicle, the state of the urea stored in the urea tank, the temperature of the selective catalytic reduction device, and the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst includes:
s13-1: when it is detected that the nitrogen oxide conversion efficiency is lower than the nitrogen oxide conversion efficiency before the present time, the state of the urea stored in the urea tank is detected, and the state of the urea at least includes the quality of the urea, the injection amount of the urea nozzle, and the urea supply amount of the urea pump.
In this embodiment, the OBD system monitors NOx in the NOx model in real time, and if it is detected that the current NOx conversion rate is lower than the previous NOx conversion rate, the next detection is required to determine the specific reason for the reduction in the NOx conversion rate. Generally, the OBD alarm is not triggered when the NOx conversion rate is slightly reduced, but the next detection is continued as long as the reduction of the NOx conversion rate is detected, so that the hidden trouble can be eliminated at the initial stage of using the fuel with the sulfur content exceeding the standard. If the NOx content in the tail gas at the exhaust outlet exceeds the national standard, the OBD gives an alarm, an alarm signal is sent to the ECU, and the ECU controls an OBD system alarm lamp on an instrument panel to give an alarm.
In another case, when the nitrogen oxide conversion efficiency is detected to be greater than or equal to the nitrogen oxide conversion efficiency before the current time, the detection of the sulfur content in the vehicle fuel is finished.
When the NOx conversion rate is detected to be normal, the performance of the whole NOx conversion model is normal, namely the performance of an automobile aftertreatment system is normal, the NOx content in automobile exhaust meets the national standard, and the detection of the fuel oil sulfur content is not required to be carried out continuously.
S13-2: and detecting the temperature of the selective catalytic reducer when the urea state is detected to be a normal state.
In this embodiment, the urea state includes at least the urea quality, the urea nozzle injection amount, and the urea pump supply amount. The urea quality sensor can detect the concentration of urea, the temperature of urea and the liquid level of urea, and the urea nozzle injection quantity detection system and the urea pump supply quantity detection system can detect the urea nozzle injection quantity and the urea pump supply quantity. If any of the urea conditions are abnormal, the NH3 content in the urea injection system can be too high or too low, and the reduction reaction in the SCR can not be performed normally, so that the SCR is out of service, and the NOx conversion rate of the system is reduced.
Urea concentration between 27.5% and 32.5% was considered acceptable. Vehicles with different urea injection quantities and different discharge capacities have different requirements, and if the standard injection quantity is C, the detected injection quantity is between 0.8C and 1.2C and is regarded as qualified. The vehicle self requirements of the urea pump supply amount at different discharge capacities are different, and if the standard urea pump supply amount is B, the urea pump supply amount between 0.8B and 1.2B is detected to be qualified. When the quality of the urea, the injection quantity of the urea nozzle and the supply quantity of the urea pump are all qualified, the NOx conversion rate of the system is proved not to be reduced due to abnormal urea state, and the detection of the temperature of the selective catalytic reduction device is continued.
In another case, when it is detected that the state of urea is not a normal state, the processing steps are:
s13-201: and determining that the state of the urea is abnormal when any one of the quality of the urea, the injection quantity of the urea nozzle and the urea supply quantity of the urea pump does not meet a preset condition.
In this example, the acceptance criteria of the urea quality, the urea nozzle injection amount, and the urea pump urea supply amount are described in S13-2. If any one of the conditions is detected to be not in accordance with the standard, the ECU determines that the urea condition is abnormal.
And S13-202, when the state of the urea is abnormal, carrying out corresponding fault reporting.
In this embodiment, when the quality of urea, the injection amount of the urea nozzle, and the urea supply amount of the urea pump do not meet the standards, the ECU generates a corresponding trouble code and turns on a corresponding trouble lamp.
S13-203: and after the corresponding fault is repaired, executing all the previous detection steps, and detecting whether the urea state after the corresponding fault is repaired is normal or not when the detection results in all the previous detection steps meet the continuous detection condition.
In this embodiment, when the quality of the urea is detected to be unqualified, the urea in the urea tank can be replaced, and corresponding parts can be replaced when the injection amount of the urea nozzle and the supply amount of the urea pump are detected to be unqualified. When the fault resolution is detected, the alarm lamp is turned off. And the ECU starts to perform detection again from the first part, and performs urea state detection when detecting that the single wading time is less than the preset maximum wading time and the NOx conversion rate of the aftertreatment system is reduced, wherein the detection method is the same as before.
S13-204: and if so, detecting the temperature of the selective catalytic reducer.
In this embodiment, when it is detected that the urea state after the failure is repaired is normal, the temperature of the SCR is continuously detected.
S13-3: and when the temperature of the selective catalytic reducer is within a preset selective catalytic reducer temperature interval, detecting the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst.
In this embodiment, the temperature interval of the SCR is set to 200 ℃ to 450 ℃, the preset temperature interval is the catalytic optimum temperature of the catalyst in the SCR, the catalyst can make the tail gas in the SCR and the ammonia gas (NH3) after urea pyrolysis fully react at the optimum catalytic temperature, so as to convert NOx in the tail gas, and if the SCR is not in the preset temperature interval, the NOx conversion rate of the aftertreatment system is reduced.
In this embodiment, the SCR temperature is measured by a temperature sensor mounted on the SCR, and when it is detected that the SCR temperature is normal, which indicates that the decrease in the NOx conversion rate in the system is not caused by the abnormality in the SCR temperature, the next detection is continued, and the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst is detected.
In another case, the processing step of detecting that the SCR temperature is not within the preset SCR temperature interval includes:
s13-301: and when the selective catalytic reducer temperature is detected not to be within the preset selective catalytic reducer temperature interval, detecting whether the vehicle particulate filter is in a regeneration mode.
In this embodiment, the temperature of the SCR is not within the predetermined SCR temperature range, and the DPF may be in a regeneration mode in which the temperature in the DPF is raised by ECU control to burn the particulates trapped in the DOF and convert the particulates into CO2 to be discharged. Since the DPF is installed before the SCR, in the regeneration mode, the temperature of the SCR may not be within the preset SCR temperature interval due to the influence of the DPF combustion condition. When the DPF is in the regeneration mode, the ECU controls the DOF indicator lamp to be turned on, and when the regeneration mode is finished, the ECU turns off.
S13-302: and if the vehicle particulate trap is detected to be in the regeneration mode, ending the detection of the sulfur content of the vehicle fuel.
In this embodiment, if it is detected that DOF is in the regeneration mode, the SCR temperature is not within the preset interval, which may be due to the DPF being in the regeneration mode, so it cannot be determined whether the decrease in the system NOx conversion rate is affected by the regeneration mode, and at this time, the detection of the vehicle fuel sulfur content needs to be finished, and the DPF regeneration mode generally lasts for about 20 minutes, waiting for the end of the DPF regeneration mode.
S13-303: and after monitoring that the regeneration mode is ended, executing all previous detection steps, and detecting whether the temperature of the selective catalytic reducer after the regeneration mode of the vehicle particulate filter is ended is within the preset selective catalytic reducer temperature interval or not when the detection results in all the previous detection steps meet the continuous detection condition.
In the embodiment, when the DPF regeneration mode is finished, the ECU monitors that the DPF regeneration mode is finished, and then the detection is started from the beginning, the wading time is detected to be less than the preset maximum wading time, the NOx conversion rate of the aftertreatment system is reduced, and when the urea state is normal, whether the SCR temperature is within the preset SCR temperature range is detected.
S13-304: if not, the fault report of the particle trap is carried out.
In this embodiment, if it is detected that the SCR temperature is still not within the preset SCR temperature range after the regeneration mode is ended, it indicates that the DPF is not burning normally, and at this time, the ECU generates a corresponding fault error reporting code and lights a DPF fault error reporting lamp.
S13-305: and when the fault repair of the particulate trap is monitored, executing all the previous detection steps, and detecting whether the temperature of the selective catalytic reducer is within the preset selective catalytic reducer temperature interval or not when the detection results in all the previous detection steps meet the continuous detection condition.
In the embodiment, the DPF can be replaced to solve the DPF fault, the ECU restarts fault detection after monitoring fault repair, when the detected single wading time is shorter than the preset maximum wading time, the NOx conversion rate of the system is reduced, and when the urea state is normal, whether the SCR temperature is within the preset SCR temperature range is detected.
S13-306: if so, a temperature difference between an inlet of the oxidation catalyst and an outlet of the oxidation catalyst is detected.
In this embodiment, after the SCR temperature is detected within the preset SCR temperature interval, the decrease in the NOx conversion rate of the system caused by the SCR temperature not meeting the temperature interval requirement is excluded, and the detection of the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst is continued.
S13-4: and when the temperature difference is within a preset temperature difference range, determining that the sulfur content of the vehicle fuel exceeds the standard.
In this embodiment, the DOC temperature is detected by the temperature sensors installed at the DOC tail gas inlet and outlet. And the ECU receives temperature signals transmitted by the two sensors and calculates the temperature difference between the inlet and the outlet of the DOC. The oxidative combustion condition within the DOC is determined by the temperature difference. If the temperature difference is within the preset temperature difference range, the DOC oxidation combustion is proved to be normal. The preset temperature difference values of DOCs are different in vehicles with different displacements, and when the preset temperature is Y, the temperature difference X is within the preset temperature difference range from 0.8Y to 1.2Y. When the temperature difference of the DOC is detected to be within the preset temperature difference interval, the oxidation combustion in the DOC is normal, and the condition that excessive Hydrocarbon (HC) enters the SCR due to abnormal oxidation combustion and occupies hole positions on the copper-based molecular sieve to cause the reduction of the NOx conversion rate of the system is eliminated.
The factors that reduction reaction is influenced by excessive or insufficient NH3 caused by abnormal urea quality, the catalyst in SCR is not in an optimal conversion temperature range, excessive HC is not treated and enters the SCR to occupy hole positions on a catalyst copper-based molecular sieve due to DOC failure, and the NOx conversion rate in SCR is reduced are eliminated, and the fact that fuel oil with high sulfur content forms sulfate radicals (SO) through combustion is determined that the NOx conversion efficiency is low3 2-,SO4 2-) And the catalyst is adsorbed on the catalyst in the SCR and occupies the hole sites on the statistical molecular sieve, which is the catalyst. This form of failure is irreversible and, in severe cases, only the SCR can be replaced.
After the sulfur content of the fuel oil of the vehicle is determined to be excessive, the steps further comprise:
s13-401: and generating a corresponding error reporting fault code, and lighting a fault lamp of the vehicle.
In the embodiment, when the NOx conversion rate is reduced due to the fact that the sulfur content of the fuel oil exceeds the standard, the ECU generates a corresponding fault error reporting code and lights a corresponding fault lamp with the exceeding sulfur content of the fuel oil.
S13-402: and displaying the error reporting fault code on a display screen of the vehicle.
In this embodiment, the ECU displays the corresponding fault reporting code on the vehicle-mounted display screen, so that the worker can perform fault removal according to the corresponding fault reporting code.
The method of S11-S13 in this embodiment may be represented by fig. 3, as shown in fig. 3, where fig. 3 is a flow chart for detecting the sulfur content in the vehicle fuel. After the vehicle is added with new fuel, triggering detection in a memorial manner, firstly detecting whether the vehicle has a long-time wading condition, if so, replacing a new SCR, and then restarting the detection. And then the OBD diagnosis system monitors whether the NOx conversion efficiency is reduced or not through a nitrogen oxygen sensor, if the NOx conversion efficiency is not reduced, the fuel content is qualified, the detection is finished, if the NOx conversion efficiency is reduced, the urea state is detected, the urea state comprises the injection quantity of a urea nozzle, the urea quality and the supply quantity of a urea pump, if the three items are normal, the detection is continued, if any item is abnormal, a new urea injection system is replaced, the detection is resumed after the replacement is finished, after the urea injection system is normal, whether the SCR temperature interval is in a normal range is continuously detected, if the SCR temperature interval is in the normal range, the detection is continued, if the SCR temperature interval is not in the normal range, whether the DPF is in a regeneration mode is checked, if the DOF is in the regeneration mode, the detection is resumed after the regeneration mode is waited, if the DPF is not in the regeneration mode, the combustion of the DPF is in a problem, and the detection is resumed after the new DPF is replaced. And when the SCR temperature interval is detected to be normal, whether the temperature rise from T4 to T5 is normal is checked, if so, the sulfur content of the fuel exceeds the standard, a fault code with the exceeding sulfur content is generated, if not, the problem of oxidation combustion is indicated, a new DOC is required to be replaced, the detection is performed again, if the temperature rise from T4 to T5 after the detection is normal, the sulfur content of the fuel exceeds the standard, a fault code with the exceeding sulfur content is generated, and the alarm with the exceeding sulfur content is performed. The diagnostic process is a closed loop process, and considers all possible reasons causing the reduction of the NOx conversion efficiency, and confirms whether the sulfur content exceeds the standard or not by eliminating the possible reasons. The method is beneficial to troubleshooting at the early stage when the fuel with the over-standard sulfur content is used, and the irreversible damage to the SCR is avoided.
As shown in fig. 4, fig. 4 is a logic diagram for diagnosing the sulfur content of the vehicle fuel according to the embodiment.
The method comprises the following steps of firstly, adding a urea injection quantity, a sensor temperature value T1, a sensor temperature value T2, a sensor temperature value A, a sensor temperature value T2, a sensor temperature value T6 and an ECU (electronic control unit) into a vehicle, wherein T1 is the longest wading time length between two times of refueling, T2 is the preset maximum wading time length, N1 is the NOx conversion efficiency value at the previous moment, N2 is the NOx conversion efficiency value at the current moment, C is the preset urea injection quantity value, R is the urea quality value, A is the urea supply quantity value, B is the standard urea supply quantity value, T4, T5 and T6 are T4, T5 and T6, and the ECU is a vehicle-mounted control system.
When all the inputs to α in the logic diagram are true, α outputs a true value, and the ECU will not illuminate the fault lamp until it receives this true value. Wherein! Is not, indicating that the DPF is not in regeneration mode. | X | is an absolute value of the input. The condition in the dashed box is satisfied before a true value is output.
Based on the same inventive concept, the embodiment of the application provides a device for monitoring the sulfur content of vehicle fuel. Referring to fig. 5, fig. 5 is a schematic diagram of an apparatus for controlling sulfur content of vehicle fuel according to an embodiment of the present application. As shown in fig. 5, the apparatus includes:
the first wading time detection module is used for detecting the wading time of the vehicle between the last refueling and the current refueling when the fact that the vehicle is added with new fuel is monitored;
the post-processing system parameter detection module is used for detecting the current nitrogen oxide conversion rate of the vehicle, the state of urea stored in a urea tank, the temperature of the selective catalytic reduction device and the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst when the wading time length is less than the preset maximum wading time length;
and the sulfur content exceeding diagnosis module is used for determining whether the sulfur content of the fuel oil of the vehicle exceeds the standard or not according to the detected current nitrogen oxide conversion rate of the vehicle, the state of the urea stored in the urea tank, the temperature of the selective catalytic reduction device and the temperature difference between the inlet of the oxidation catalytic converter and the outlet of the oxidation catalytic converter.
Optionally, the sulfur content overproof diagnosis module comprises:
the first nitrogen oxide conversion rate detection submodule is used for detecting the state of the urea stored in the urea box when the nitrogen oxide conversion rate is detected to be smaller than the nitrogen oxide conversion rate before the current moment, and the state of the urea at least comprises the quality of the urea, the injection quantity of a urea nozzle and the urea supply quantity of a urea pump;
the first urea state detection submodule is used for detecting the temperature of the selective catalytic reducer when the urea state is detected to be a normal state;
the first selective catalytic reduction device temperature detection submodule is used for detecting the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst when the temperature of the selective catalytic reduction device is within a preset selective catalytic reduction device temperature interval;
and the first temperature difference interval detection submodule is used for determining that the sulfur content of the vehicle fuel exceeds the standard when the temperature difference is within a preset temperature difference interval.
Optionally, the apparatus further comprises:
the selective catalytic reduction device fault reporting module is used for carrying out fault reporting on the selective catalytic reduction device when the wading time length is detected to exceed the preset maximum wading time length;
the second wading time length detection module is used for detecting whether the wading time length after the selective catalytic reducer fault is repaired exceeds the preset maximum wading time length after the selective catalytic reducer fault is repaired after the selective catalytic reducer fault is monitored;
and the wading judgment module is used for detecting the conversion rate of the nitrogen oxides if the conversion rate of the nitrogen oxides is not the same as the conversion rate of the nitrogen oxides.
Optionally, the sulfur content overproof diagnosis module further comprises:
and the first sulfur content detection termination submodule is used for terminating the detection of the sulfur content of the fuel oil of the vehicle when the nitrogen oxide conversion efficiency is detected to be larger than or equal to the nitrogen oxide conversion efficiency before the current moment.
Optionally, the sulfur content overproof diagnosis module further comprises:
a urea state determination submodule for determining that the state of the urea is abnormal when any one of the quality of the urea, the injection amount of the urea nozzle, and the urea supply amount of the urea pump does not meet a preset condition;
the urea state error reporting submodule is used for carrying out corresponding fault error reporting when the urea state is abnormal;
the second urea state detection submodule is used for executing all the previous detection steps after the corresponding fault is monitored to be repaired, and detecting whether the urea state after the corresponding fault is repaired is normal or not when the detection results in all the previous detection steps meet the continuous detection condition;
and the urea state judgment submodule is used for detecting the temperature of the selective catalytic reducer if the urea state judgment submodule is used for detecting the temperature of the selective catalytic reducer.
Optionally, the sulfur content overproof diagnosis module further comprises:
a regeneration mode determination submodule for detecting whether the vehicle particulate trap is in a regeneration mode when it is detected that the SCR temperature is not within the preset SCR temperature interval;
a second end sulfur content detection submodule for ending detection of the sulfur content of the vehicle fuel if it is detected that the vehicle particulate trap is in the regeneration mode;
the second selective catalytic reducer temperature detection submodule is used for executing all the previous detection steps after the regeneration mode is monitored to be finished, and detecting whether the temperature of the selective catalytic reducer after the regeneration mode of the vehicle particulate filter is finished is within the preset selective catalytic reducer temperature interval or not when the detection results in all the previous detection steps meet the continuous detection condition;
the particle trap fault error reporting submodule is used for carrying out fault error reporting on the particle trap if the fault error reporting module does not exist;
the third selective catalytic reduction device temperature detection submodule is used for executing all the previous detection steps when the fault repair of the particle trap is monitored, and detecting whether the temperature of the selective catalytic reduction device is within the preset selective catalytic reduction device temperature interval or not when the detection results in all the previous detection steps meet the continuous detection condition;
and the selective catalytic reducer temperature judgment submodule is used for detecting the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst if the temperature difference is positive.
Optionally, the sulfur content overproof diagnosis module further comprises:
the catalytic oxidation device fault reporting sub-module is used for reporting fault of the oxidation catalytic device when detecting that the temperature difference between the inlet of the oxidation catalytic device and the outlet of the oxidation catalytic device is not within the preset temperature difference interval;
and the second temperature difference interval detection submodule is used for executing all the previous detection steps when the fault restoration of the oxidation catalyst is detected, and detecting the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst when the detection results in all the previous detection steps meet the continuous detection condition.
And the second sulfur content exceeding determining submodule is used for determining that the sulfur content of the vehicle fuel exceeds the standard when the temperature difference is within a preset temperature difference range.
Based on the same inventive concept, another embodiment of the present application provides a readable storage medium, on which a computer program is stored, the program, when executed by a processor, implements the steps of the method for monitoring the sulfur content of the fuel oil of a vehicle according to any of the above embodiments of the present application.
Based on the same inventive concept, another embodiment of the present application provides an electronic device, which includes a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor implements the steps of the method for monitoring the sulfur content in the fuel of the vehicle according to any of the above embodiments of the present application when executing the computer program.
For the device embodiment, since it is basically similar to the method embodiment, the description is simple, and for the relevant points, refer to the partial description of the method embodiment.
The embodiments in the present specification are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
As will be appreciated by one of skill in the art, embodiments of the present application may be provided as a method, apparatus, or computer program product. Accordingly, embodiments of the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, embodiments of the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
Embodiments of the present application are described with reference to flowchart illustrations and/or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing terminal to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing terminal to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing terminal to cause a series of operational steps to be performed on the computer or other programmable terminal to produce a computer implemented process such that the instructions which execute on the computer or other programmable terminal provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While preferred embodiments of the present application have been described, additional variations and modifications of these embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including the preferred embodiment and all such alterations and modifications as fall within the true scope of the embodiments of the application.
Finally, it should also be noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or terminal 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 terminal. 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 terminal that comprises the element.
The method, the device, the equipment and the storage medium for monitoring the sulfur content of the vehicle fuel provided by the application are introduced in detail, specific examples are applied in the description to explain the principle and the implementation mode of the application, and the description of the examples is only used for helping to understand the method and the core idea of the application; meanwhile, for a person skilled in the art, according to the idea of the present application, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present application.

Claims (10)

1. A method for monitoring the sulfur content of a vehicle fuel, the method comprising:
when the fact that a vehicle adds new fuel is monitored, wading time of the vehicle between last refueling and current refueling is detected;
when the wading time length is less than the preset maximum wading time length, detecting the current nitrogen oxide conversion rate of the vehicle, the state of urea stored in a urea tank, the temperature of a selective catalytic reduction device and the temperature difference between the inlet of an oxidation catalyst and the outlet of the oxidation catalyst;
determining whether the sulfur content of the fuel oil of the vehicle exceeds the standard or not according to the detected current nitrogen oxide conversion rate of the vehicle, the state of the urea stored in a urea tank, the temperature of a selective catalytic reduction device and the temperature difference between the inlet of an oxidation catalyst and the outlet of the oxidation catalyst;
when the nitrogen oxide conversion efficiency is detected to be lower than the nitrogen oxide conversion rate before the current moment, detecting the state of the urea stored in a urea box, wherein the state of the urea at least comprises the quality of the urea, the injection quantity of a urea nozzle and the urea supply quantity of a urea pump;
detecting the temperature of the selective catalytic reducer when the urea state is detected to be a normal state;
detecting a temperature difference between an inlet of an oxidation catalyst and an outlet of the oxidation catalyst when the temperature of the selective catalytic reducer is within a preset selective catalytic reducer temperature interval;
and when the temperature difference is within a preset temperature difference range, determining that the sulfur content of the vehicle fuel exceeds the standard.
2. The method of claim 1, further comprising:
when the wading time length is detected to exceed the preset maximum wading time length, fault error reporting of the selective catalytic reduction device is carried out;
after the selective catalytic reducer fault is monitored to be repaired, detecting whether the wading time after the selective catalytic reducer fault is repaired exceeds the preset maximum wading time;
if not, detecting the conversion rate of the nitrogen oxides.
3. The method of claim 1, further comprising:
and when the nitrogen oxide conversion efficiency is detected to be larger than or equal to the nitrogen oxide conversion rate before the current moment, ending the detection of the sulfur content in the fuel oil of the vehicle.
4. The method of claim 1, further comprising:
determining that the state of the urea is an abnormal state when any one of the quality of the urea, the injection quantity of a urea nozzle and the urea supply quantity of a urea pump does not meet a preset condition;
when the state of the urea is abnormal, carrying out corresponding fault reporting;
after the corresponding fault is monitored to be repaired, executing all the previous detection steps, and detecting whether the urea state after the corresponding fault is repaired is normal or not when the detection results in all the previous detection steps meet the continuous detection condition;
and if so, detecting the temperature of the selective catalytic reducer.
5. The method of claim 1, further comprising:
when the temperature of the selective catalytic reducer is detected to be not within the preset temperature interval of the selective catalytic reducer, detecting whether the vehicle particulate filter is in a regeneration mode or not;
if the vehicle particulate trap is detected to be in the regeneration mode, ending the detection of the sulfur content of the vehicle fuel;
after the regeneration mode is monitored to be finished, executing all previous detection steps, and detecting whether the temperature of the selective catalytic reducer after the regeneration mode of the vehicle particulate filter is finished is within the preset selective catalytic reducer temperature interval or not when the detection results in all the previous detection steps meet the continuous detection condition;
if not, carrying out fault error reporting on the particle trap;
when the fault repair of the particle trap is monitored, executing all the previous detection steps, and detecting whether the temperature of the selective catalytic reducer is within the preset selective catalytic reducer temperature interval or not when the detection results in all the previous detection steps meet the continuous detection condition;
if so, a temperature difference between an inlet of the oxidation catalyst and an outlet of the oxidation catalyst is detected.
6. The method of claim 1, further comprising:
when the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst is detected to be not within the preset temperature difference interval, carrying out fault reporting on the oxidation catalyst;
when the fault restoration of the oxidation catalyst is detected, executing all previous detection steps, and detecting the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst when the detection results in all the previous detection steps meet the continuous detection condition;
and when the temperature difference is within a preset temperature difference range, determining that the sulfur content of the vehicle fuel exceeds the standard.
7. The method of claim 6, wherein after determining that the vehicle fuel is out of compliance, further comprising:
generating a corresponding error reporting fault code, and lighting a fault lamp of the vehicle;
and displaying the error reporting fault code on a display screen of the vehicle.
8. A vehicle fuel sulfur content detection device, characterized in that the device comprises:
the first wading time detection module is used for detecting the wading time of the vehicle between the last refueling and the current refueling when the fact that the vehicle is added with new fuel is monitored;
the post-processing system parameter detection module is used for detecting the current nitrogen oxide conversion rate of the vehicle, the state of urea stored in a urea tank, the temperature of the selective catalytic reduction device and the temperature difference between the inlet of the oxidation catalyst and the outlet of the oxidation catalyst when the wading time length is less than the preset maximum wading time length;
the sulfur content exceeding diagnosis module is used for determining whether the sulfur content of the fuel oil of the vehicle exceeds the standard or not according to the detected current nitrogen oxide conversion rate of the vehicle, the state of the urea stored in the urea tank, the temperature of the selective catalytic reduction device and the temperature difference between the inlet of the oxidation catalytic converter and the outlet of the oxidation catalytic converter;
when the nitrogen oxide conversion efficiency is detected to be lower than the nitrogen oxide conversion rate before the current moment, detecting the state of the urea stored in a urea box, wherein the state of the urea at least comprises the quality of the urea, the injection quantity of a urea nozzle and the urea supply quantity of a urea pump;
detecting the temperature of the selective catalytic reducer when the urea state is detected to be a normal state;
detecting a temperature difference between an inlet of an oxidation catalyst and an outlet of the oxidation catalyst when the temperature of the selective catalytic reducer is within a preset selective catalytic reducer temperature interval;
and when the temperature difference is within a preset temperature difference range, determining that the sulfur content of the vehicle fuel exceeds the standard.
9. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the method according to any one of claims 1 to 7.
10. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the steps of the method according to any of claims 1 to 7 are implemented when the computer program is executed by the processor.
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