WO2024251024A1 - Catalyst heating control method and apparatus, and vehicle and storage medium - Google Patents

Abstract

A catalyst heating control method and apparatus, and a vehicle and a storage medium. The catalyst heating control method comprises: when a vehicle is in a stable working condition, activating an oxygen storage capacity calculation function, acquiring an initial oxygen storage capacity calculated in each historical driving cycle of the vehicle, and according to the initial oxygen storage capacity and a travel mileage of the vehicle, determining an effective oxygen storage capacity of the vehicle; storing the effective oxygen storage capacity in a controller storage unit, and after the vehicle is started in the current driving cycle, activating a catalyst heating function, and calling the effective oxygen storage capacity from the controller storage unit; and according to the effective oxygen storage capacity, determining a target idle speed, an idle heating ignition angle, a travel heating ignition angle and a target air-fuel ratio that are required for catalyst heating, and controlling the catalyst heating on the basis of the target idle speed, the idle heating ignition angle, the travel heating ignition angle and the target air-fuel ratio.

Description

Catalyst heating control method, device, vehicle and storage medium

This application claims the priority of the Chinese patent application filed with the China Patent Office on June 9, 2023, with application number 202310678407.9, the entire contents of which are incorporated by reference into this application.

Technical Field

The present application relates to the technical field of catalyst control, for example, to a catalyst heating control method, device, vehicle and storage medium.

Background Art

As emission regulations continue to tighten, vehicle emission control measures are becoming more and more complex. Three-way catalytic converter technology is a technology that uses oxidation and reduction reactions to simultaneously convert carbon monoxide, hydrocarbons, and nitrogen oxides in automobile exhaust into harmless carbon dioxide, nitrogen, and water. Under complete ignition conditions, the catalytic converter can achieve a conversion efficiency of more than 95% for CO, HC, and NOx emitted by gasoline vehicles. However, after long-term use, the performance of the catalyst deteriorates, resulting in decreased activity or selectivity and reduced conversion rate. The oxygen storage capacity of the catalyst is an important indicator for measuring performance. According to national standards, it must meet emission targets for at least 200,000 kilometers. How to ensure that the catalyst still meets national regulations within 200,000 kilometers or that emissions remain at a low level throughout its life cycle is an urgent problem that OEMs need to solve.

In order to ensure that the emission results after catalyst aging meet the regulations, a rapid aging method for catalyst is generally adopted. By controlling the high temperature and air-fuel ratio of the catalyst inlet, the 200,000-kilometer endurance aging of the actual vehicle is simulated, and the whole vehicle is matched and calibrated based on fresh and rapidly aged catalyst samples. The calibrated version of the data needs to cover the entire endurance process, and the catalyst heating control, that is, no matter how the catalyst ages, the catalyst heating strategy and calibration are consistent, and adaptive control cannot be achieved.

Summary of the invention

The present application provides a catalyst heating control method, device, vehicle and storage medium to solve the problem that catalyst heating control cannot be flexibly adjusted and cannot meet the actual vehicle emission targets.

According to one aspect of the present application, a catalyst heating control method is provided, the catalyst heating control method comprising:

When the vehicle is in a stable operating condition, an oxygen storage calculation function is activated to obtain an initial oxygen storage calculated for each historical driving cycle of the vehicle, and an effective oxygen storage of the vehicle is determined based on the initial oxygen storage and the mileage of the vehicle; the effective oxygen storage is stored in a controller storage unit, and after the vehicle is started in the current driving cycle, a catalyst heating function is activated to store the effective oxygen storage in the controller storage unit. Calling the effective oxygen storage amount; determining the target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio required for catalyst heating according to the effective oxygen storage amount, and controlling the catalyst heating based on the target idle speed, the idle heating ignition angle, the driving heating ignition angle and the target air-fuel ratio.

In one embodiment, obtaining the initial oxygen storage amount calculated for each historical driving cycle of the vehicle includes:

In each historical driving cycle of the vehicle, after performing mixture enrichment and dilution operations on the catalyst respectively, a first oxygen storage amount, a second oxygen storage amount and a third oxygen storage amount corresponding to each historical driving cycle are obtained; and an initial oxygen storage amount corresponding to each historical driving cycle is calculated based on the first oxygen storage amount, the second oxygen storage amount and the third oxygen storage amount.

In one embodiment, determining the effective oxygen storage capacity of the vehicle according to the initial oxygen storage capacity and the mileage of the vehicle includes:

The number of oxygen storage outputs is determined based on the mileage of the vehicle, and the effective oxygen storage capacity of the vehicle is determined according to the number of oxygen storage outputs and the initial oxygen storage capacity corresponding to each oxygen storage output.

In one embodiment, the step of determining the target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio required for catalyst heating according to the effective oxygen storage amount includes:

The catalyst state is judged according to the oxygen storage calibration range in which the effective oxygen storage capacity is located, and the catalyst state includes a fresh state, a slightly aged state, a standard aged state and a transitional aged state; based on the target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio corresponding to the fresh state, the slightly aged state, the standard aged state and the transitional aged state, the target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio required for catalyst heating are determined.

In one embodiment, the catalyst heating control method further includes:

After determining that the catalyst state is in a transitional aging state according to the oxygen storage capacity calibration range in which the effective oxygen storage capacity is located, the transmission shift mode of the vehicle is controlled to switch from a normal mode to a catalyst heating mode.

In one embodiment, the conditions for activating the oxygen storage calculation function include a first vehicle layer condition and a first engine layer condition; the first vehicle layer condition includes that the first vehicle speed is within a first vehicle speed trigger range, the vehicle is in a set gear, and the ambient temperature at the location of the vehicle is within a set ambient temperature range; the first engine layer condition includes that the coolant temperature is greater than a set coolant temperature threshold, the air-fuel ratio closed-loop feedback value change value is less than a calibrated change threshold, the engine speed is within a set speed range, the engine load is within a set load range and the load change rate is less than a set change rate threshold, and the engine exhaust temperature is within a set exhaust temperature range; the conditions for activating the catalyst heating function include a second vehicle layer condition, a second engine layer condition, and a transmission layer condition; the second vehicle layer condition includes determining that the effective oxygen storage capacity is assigned to the current driving cycle, adaptively adjusting the calibration strategy, and activating the initial catalyst heating function; the second engine layer The conditions include that the engine water temperature is within the set water temperature range and the altitude coefficient of the vehicle is greater than the set altitude threshold; the transmission layer conditions include that the second vehicle speed is less than or equal to the second vehicle speed threshold, and that a catalyst heating request is received from the engine control unit and the shifting schedule is adjusted.

In one embodiment, the catalyst heating control method further includes:

The theoretical exhaust temperature is determined based on the idle heating ignition angle, the driving heating ignition angle and the target air-fuel ratio; the current exhaust temperature during catalyst heating is obtained, and whether to exit catalyst heating control is determined based on the theoretical exhaust temperature and the current exhaust temperature.

According to another aspect of the present application, a catalyst heating control device is provided, the catalyst heating control device comprising:

An effective oxygen storage determination module is configured to execute, when the vehicle is in a stable operating condition, an activation of an oxygen storage calculation function, obtain an initial oxygen storage calculated for each historical driving cycle of the vehicle, and determine the effective oxygen storage of the vehicle based on a plurality of the initial oxygen storages and the mileage of the vehicle; an effective oxygen storage acquisition module is configured to execute storage of the effective oxygen storage in a controller storage unit, and after starting the vehicle in the current driving cycle, activate a catalyst heating function, and call the effective oxygen storage from the controller storage unit; a catalyst heating control module is configured to execute determination of a target idle speed, an idle heating ignition angle, a driving heating ignition angle, and a target air-fuel ratio required for catalyst heating based on the effective oxygen storage, and control catalyst heating based on the target idle speed, the idle heating ignition angle, the driving heating ignition angle, and the target air-fuel ratio.

According to another aspect of the present application, a vehicle is provided, the vehicle comprising:

At least one processor; and a memory in communication with the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor so that the at least one processor can perform the above-mentioned catalyst heating control method.

According to another aspect of the present application, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to implement the above-mentioned catalyst heating control method when executed by a processor.

The technical solution of the embodiment of the present application is to activate the oxygen storage calculation function when the vehicle is in a stable operating condition, obtain the initial oxygen storage calculated for each historical driving cycle of the vehicle, and determine the effective oxygen storage of the vehicle according to the initial oxygen storage and the mileage of the vehicle; store the effective oxygen storage in a controller storage unit, and activate the catalyst heating function after starting the vehicle in the current driving cycle, and call the effective oxygen storage from the controller storage unit; determine the target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio required for catalyst heating according to the effective oxygen storage, and based on the target idle speed, the idle heating ignition angle, the driving heating ignition angle and the Target air-fuel ratio controls catalyst heating. This application solves the problem that catalyst heating control cannot be flexibly adjusted and cannot meet the actual vehicle emission target. It ensures the accuracy and real-time performance of oxygen storage calculation, and can adaptively adjust catalyst heating control. At the same time, it ensures the optimal emission control of the catalyst throughout its life cycle.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a schematic diagram showing the comparison of the light-off characteristics of fresh and aged catalysts;

FIG2 is a flow chart of a catalyst heating control method provided in Example 1 of the present application;

FIG3 is a schematic diagram showing the relationship between the oxygen storage capacity of the catalyst and the emission level;

FIG4 is a schematic diagram showing the relationship between the oxygen storage level of the catalyst and the endurance mileage;

FIG5 is a schematic diagram showing the effect of the heating ignition angle delay angle on the increase in engine exhaust temperature;

FIG6 is a schematic diagram showing the effect of target idle speed on the increase in engine exhaust temperature;

FIG7 is a schematic diagram showing a comparison of the idle stability of a fresh catalyst and catalysts in different aging states;

FIG8 is a flow chart of a catalyst heating control method provided in Example 2 of the present application;

9 is a schematic diagram showing the relationship between the cumulative mileage of a vehicle and the cumulative number of calculations of oxygen storage capacity;

FIG10 is a flow chart of a catalyst heating control method provided in Example 3 of the present application;

FIG11 is a flow chart of a catalyst heating control method provided in Example 4 of the present application;

FIG12 is a schematic structural diagram of a catalyst heating control device provided in Example 5 of the present application;

FIG. 13 is a schematic diagram of the structure of a vehicle that implements the catalyst heating control method according to an embodiment of the present application.

DETAILED DESCRIPTION

The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application. The described embodiments are only embodiments of a part of the present application.

The terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

Catalyst aging is a slow physical and chemical change process. With the increase of time and mileage, the catalyst is in a high exhaust temperature environment for a long time. The main reason is that the oxygen storage substance cerium reacts chemically with the precious metal rhodium to form a stable compound, which leads to a decrease in the oxygen storage capacity of the catalyst. The porous coating substrate component alumina set to fix the precious metal also reacts chemically with rhodium, which leads to a decrease in the specific surface area of the porous coating substrate set as the contact surface of the catalytic emission, and the probability of the emission contacting the precious metal decreases. At the same time, the destructive effects of other aging forms (chemical poisoning, coking and mechanical damage, etc.) on the catalyst gradually accumulate, eventually leading to the aging of the three-way catalytic converter. The conversion efficiency of the aged catalyst will be greatly reduced during the cold start stage. In order to measure the ignition characteristics of the catalyst, there are two evaluation methods. One is the ignition time, which is the time _t50 corresponding to the 50% conversion efficiency of the catalyst after the engine is cold started; the other is the ignition temperature, that is, the inlet temperature _T50 when the catalyst conversion efficiency reaches 50%. As shown in Figure 1, the ignition temperature of the catalyst will increase by about 100°C after aging, which means that the ignition speed of the aged catalyst will decrease by more than 20%, resulting in a significant increase in emissions during the cold start phase.

According to research, the vehicle emissions account for more than 80% during the cold start phase. At this time, the catalyst has not reached the ignition temperature (above 350°C), and the catalyst conversion efficiency will be greatly reduced. In order to reduce emissions during this phase and speed up the catalyst ignition, the catalyst inlet temperature (or exhaust temperature) must be increased. In addition to the catalyst tight coupling arrangement, the catalyst OEM also uses calibration methods to delay the ignition angle, increase the intake volume, etc., thereby increasing the exhaust temperature. This calibration method is called catalyst heating control. From the software and calibration strategy, calibration is based on the bench rapid aging samples. One version of calibration data needs to cover fresh catalysts and aged catalysts. In the actual vehicle emission calibration, it is often necessary to replace two catalysts and adjust the data repeatedly. At the same time, during the use of the actual vehicle, the user will also have different aging performances due to different geographical environments, driving behaviors, engine oil/gasoline products, etc., which will cause the actual vehicle aging performance to vary greatly, and the emission results will vary. It is impossible to achieve catalyst heating adaptation to ensure optimal emissions.

Based on the above problems, the present application provides a catalyst heating control method, device, vehicle and storage medium to solve them.

Embodiment 1

FIG2 is a flow chart of a catalyst heating control method provided in the first embodiment of the present application. The present embodiment is applicable to the case where the control of catalyst heating is adaptively adjusted. The catalyst heating control method can be executed by a catalyst heating control device. The catalyst heating control device can be implemented in the form of hardware and/or software. The catalyst heating control device can be configured in a variety of vehicles with catalysts. As shown in FIG2, the catalyst heating control method includes:

S110. When the vehicle is in a stable operating condition, activate the oxygen storage capacity calculation function, obtain the initial oxygen storage capacity calculated for each historical driving cycle of the vehicle, and determine the effective oxygen storage capacity of the vehicle based on the initial oxygen storage capacity and the mileage of the vehicle.

The catalyst has the property of storing oxygen. Cerium oxide is added as an auxiliary in the coating design of the catalyst. Agent, Ce (cerium) will interact with precious metals in the design of the coating, and has the function of absorbing and releasing oxygen under specific conditions, which is equivalent to an oxygen storage, which can improve the conversion efficiency of the catalyst. The relationship between the oxygen storage capacity of the catalyst and the emission level is shown in Figure 3. It can be seen from Figure 3 that the oxygen storage capacity of the catalyst and the emission level or conversion efficiency are in a certain proportional relationship. However, as the vehicle mileage increases (i.e., the endurance mileage increases), the catalyst ages, and the oxygen storage capacity gradually decreases (i.e., the oxygen storage level decreases), refer to Figure 4, the ignition and conversion efficiency of the aged catalyst are lower than those of the fresh catalyst.

Based on the above problems, establishing an oxygen storage and catalyst heating model during the catalyst heating stage is an important means to solve the problem of rapid catalyst ignition and reduce cold start emissions, ensuring that the catalyst can be in good ignition performance throughout its life cycle. At the same time, it can also cover the problem of emission deterioration caused by differences in vehicle catalyst aging due to use by different users.

In this embodiment, in order to ensure the accuracy of the oxygen storage calculation, the oxygen storage calculation needs to be performed when the vehicle is in a relatively stable operating condition. Therefore, it is first necessary to determine that the vehicle is in a stable operating condition, and then activate the oxygen storage calculation function. After activating the oxygen storage calculation function, a corresponding initial oxygen storage is calculated in each historical driving cycle of the vehicle.

Corresponding conditions need to be met to activate the oxygen storage calculation function. The conditions for activating the oxygen storage calculation function include the first vehicle layer condition and the first engine layer condition; the first vehicle layer condition includes the first vehicle speed being within the first vehicle speed trigger range, the vehicle being in the set gear, and the ambient temperature at the vehicle's location being within the set ambient temperature range; the first engine layer condition includes the coolant temperature being greater than the set coolant temperature threshold, the air-fuel ratio closed-loop feedback value change being less than the calibrated change threshold, the engine speed being within the set speed range, the engine load being within the set load range and the load change rate being less than the set change rate threshold, and the engine exhaust temperature being within the set exhaust temperature range.

The first vehicle speed may be a real-time vehicle speed obtained through feedback from the vehicle controller, and the first vehicle speed trigger range may be obtained based on the statistical analysis of the vehicle big data. For example, based on the fact that the vehicle speed used by users is generally below 60km/h, the median value is between 20km/h and 40km/h, and the first vehicle speed trigger range is set to between 20km/h and 40km/h. In this embodiment, if the first vehicle speed is between 20km/h and 40km/h, it is considered that the conditions for activating the oxygen storage capacity calculation function are met.

The set gear of the vehicle can be selected and set according to the actual gear situation of the vehicle, and this embodiment does not impose any restrictions on this. The set gear is any one of the 3rd gear, 4th gear and higher gears of the straight gear. In this embodiment, if the vehicle is in any one of the 3rd gear, 4th gear and higher gears of the straight gear, it is considered that the activation oxygen storage capacity calculation function condition is met.

The ambient temperature of the vehicle location can be detected by a temperature sensor installed in the vehicle. The ambient temperature range can be set according to the ambient temperature of the vehicle. This embodiment does not impose any restrictions on this. The ambient temperature range is set to between -40°C and 40°C to cover the vehicle. In this embodiment, if the ambient temperature of the vehicle is between -40°C and 40°C, it is considered that the condition for activating the oxygen storage capacity calculation function is met.

The first vehicle layer conditions include the vehicle speed, the vehicle gear position and the ambient temperature at the vehicle's location. When the vehicle speed, the vehicle gear position and the ambient temperature at the vehicle's location all meet the set conditions, it is considered that the conditions for activating the oxygen storage calculation function are met, and the oxygen storage calculation function is activated.

The coolant temperature is the current coolant temperature of the vehicle. The coolant temperature threshold can be set according to the vehicle conditions, and this embodiment does not impose any restrictions on this. The coolant temperature threshold is set to 80°C. In this embodiment, if the coolant temperature is greater than 80°C, it is considered that the condition for activating the oxygen storage capacity calculation function is met.

Since the air-fuel ratio is very sensitive to the calculation of the oxygen storage capacity, it is necessary to ensure that the air-fuel ratio fluctuates slightly. In this embodiment, the stability of the air-fuel ratio feedback value is determined under steady-state conditions, that is, when the change value of the air-fuel ratio closed-loop feedback value is less than the calibration change threshold, it is considered that the conditions for activating the oxygen storage capacity calculation function are met, and the oxygen sensor closed loop is realized. Among them, the calibration change threshold can be selected and set according to the vehicle situation, and this embodiment does not impose any restrictions on this.

The engine speed is the speed of the vehicle in the current state. The set speed range can be determined based on the statistical analysis of the vehicle big data. For example, based on the fact that the user generally uses the vehicle at a speed below 2000r/min, the set speed range is set to between 1000r/min and 2000r/min. If the engine speed is between 1000r/min and 2000r/min, it is considered that the conditions for activating the oxygen storage calculation function are met.

The engine load is the load of the vehicle in the current state. To ensure stable operation of the engine, the set load range and the set change rate threshold can be adaptively set according to the stable operation state of the engine. This embodiment does not impose any restrictions on this. Exemplarily, the set load range is between 30% and 150%, the engine load is between 30% and 150% and the load change rate is less than the set change rate threshold, then it is considered that the conditions for activating the oxygen storage capacity calculation function are met.

The engine exhaust temperature is the exhaust temperature of the vehicle in the current state. Since the oxygen sensor has the best working characteristics under a certain exhaust temperature, the exhaust temperature range can be set according to the vehicle conditions, and this embodiment does not impose any restrictions on this. The exhaust temperature range is set between 500°C and 850°C to avoid the risk of overheating of components such as the oxygen sensor. In this embodiment, if the engine exhaust temperature is between 500°C and 850°C, it is considered that the conditions for activating the oxygen storage calculation function are met.

The first engine layer conditions include coolant temperature, air-fuel ratio closed-loop feedback value change, engine speed, engine load and engine exhaust temperature. If all of them meet the set conditions, it is considered that the conditions for activating the oxygen storage calculation function are met, and the oxygen storage calculation function is activated.

The driving cycle is when the vehicle is ignited, running (if there is a fault in the vehicle, it should be detected) and The complete process of flameout, the historical driving cycle is the complete process of the vehicle completing ignition, operation (if there is a fault in the vehicle, it should be detected) and flameout in the existing travel records.

Based on vehicle after-sales big data statistics, it can be known that vehicle users complete multiple driving cycles on average every day. The number of driving cycles is determined by the usage of the vehicle users. This embodiment does not impose any restrictions on the number of historical driving cycles.

Since catalyst aging is an extremely slow process, in order to reduce the number of calculation examples and ensure the accuracy of oxygen storage calculation, the initial oxygen storage calculated by multiple historical driving cycles is called based on the vehicle's mileage, and then the effective oxygen storage of the vehicle is determined based on the initial oxygen storage corresponding to multiple historical driving cycles.

S120: Storing the effective oxygen storage amount in a controller storage unit, and after starting the vehicle in the current driving cycle, activating a catalyst heating function, and calling the effective oxygen storage amount from the controller storage unit.

The current driving cycle is the complete process of the vehicle starting, running (if there is a fault in the vehicle, it should be detected) and shutting down during the current trip.

The effective oxygen storage amount is stored in the controller storage unit, and when the catalyst heating function is activated, the effective oxygen storage amount can be called up from the controller storage unit.

Activating the catalyst heating function requires meeting corresponding conditions, which include second vehicle layer conditions, second engine layer conditions and transmission layer conditions; the second vehicle layer conditions include determining the effective oxygen storage capacity assigned to the current driving cycle, adaptive adjustment of the calibration strategy and initial activation of the catalyst heating function; the second engine layer conditions include the engine water temperature being within the set water temperature range and the vehicle's altitude coefficient being greater than the set altitude threshold; the transmission layer conditions include the second vehicle speed being less than or equal to the second speed threshold, and receiving a catalyst heating request from the engine control unit and adjusting the shifting schedule.

Determining the assignment of the effective oxygen storage capacity to the current driving cycle means that after the vehicle is powered on, it is necessary to ensure that the effective oxygen storage capacity can be assigned to the current driving cycle, that is, the effective oxygen storage capacity can be called from the controller storage unit, then it is considered that the conditions for activating the catalyst heating function are met.

The calibration strategy is adaptively adjusted to select different catalyst heating strategies according to the vehicle's cumulative mileage or the range of effective oxygen storage, and it is considered that the conditions for activating the catalyst heating function are met.

The initial catalytic converter heating function activation means that the traditional catalytic converter heating function of the vehicle itself has been activated. The present embodiment does not impose any restrictions on the activation method and implementation means of the initial catalytic converter heating function. In the present embodiment, it is only necessary to ensure that the initial catalytic converter heating function is activated, and then it is considered that the conditions for activating the catalytic converter heating function are met.

The engine water temperature is the warm water in the current state of the vehicle. The water temperature range can be set according to the actual vehicle emissions. The water temperature range is set to be between 15° C. and 80° C. In this embodiment, when the engine water temperature is between 15° C. and 80° C., it is considered that the catalyst heating function activation condition is met.

The altitude coefficient of the vehicle is a coefficient corresponding to the altitude of the vehicle. The altitude threshold can be set according to the vehicle situation, and this embodiment does not impose any restrictions on this. The altitude threshold is set to 0.7. In this embodiment, when the altitude coefficient of the vehicle is greater than 0.7, it is considered that the conditions for activating the catalyst heating function are met.

The second vehicle speed is the speed of the vehicle in the current driving cycle. The second vehicle speed threshold can be set according to the actual vehicle emission conditions and the catalyst ignition requirements. This embodiment does not impose any restrictions on this. The second vehicle speed threshold is 45km/h. In this embodiment, if the second vehicle speed is less than or equal to 45km/h, it is considered that the catalyst heating function activation condition is met.

Receiving a catalyst heating request from the engine control unit and adjusting the shift schedule means that the transmission control unit receives the above information, and it is considered that the conditions for activating the catalyst heating function are met.

If the second vehicle layer conditions, the second engine layer conditions and the transmission layer conditions included in the activation of the catalyst heating function all meet the set conditions, it is considered that the conditions for activating the catalyst heating function are met and the catalyst heating function is activated.

S130, determining a target idle speed, an idle heating ignition angle, a driving heating ignition angle, and a target air-fuel ratio required for catalyst heating according to the effective oxygen storage amount, and controlling catalyst heating based on the target idle speed, the idle heating ignition angle, the driving heating ignition angle, and the target air-fuel ratio.

Emission calibration is carried out according to the standard light-duty vehicle pollutant emission limits and measurement methods, with a focus on optimizing the catalyst ignition characteristics. In this application, Figure 5 is a schematic diagram of the effect of the delayed angle of the heating ignition angle on the increase in engine exhaust temperature, and Figure 6 is a schematic diagram of the effect of the target idle speed (speed) on the increase in engine exhaust temperature. Referring to Figures 5 and 6, the ignition angle and target idle speed have great benefits in improving the exhaust temperature. For every 2° delay in the ignition angle, the exhaust temperature will increase by 20°C to 30°C, and for every 100r/min increase in the target idle speed, the exhaust temperature will increase by 30°C to 40°C. The simultaneous use of the two measures can speed up ignition. According to the performance of the emissions, the air-fuel ratio is then optimized to meet the emission requirements of different aging schemes.

However, during the catalyst heating process, the ignition angle cannot be delayed indefinitely for rapid ignition and the target idle speed cannot be increased. It is necessary to focus on verifying the idle stability and NVH (Noise, Vibration and Harshness abbreviation, which is a general term for multiple indicators such as automobile noise, vibration and comfort) related indicators to avoid a greater negative impact. During the test, a vibration acceleration sensor is installed at the seat rail. The vibration at the seat rail in the test vehicle can represent the vibration in the vehicle that the human body directly feels. In addition, since the engine speed largely reflects the excitation characteristics of the engine to the entire vehicle, the instantaneous speed of the engine crankshaft is synchronously collected during the test to determine the engine's excitation level.

Using big data analysis and statistical methods, based on the calibration data of the three states of the catalyst (the three states of the catalyst are fresh state of the fresh catalyst, slightly aged state of the slightly aged catalyst, and standard aged state of the standard aged catalyst), the performance of the speed fluctuation amount, the fluctuation amount of more than 98% of the speed points, all meet the development goals, see Figure 7. From the acceleration signal of seat vibration, the corresponding calibration data under the three state schemes of the catalyst all meet the development goals, and the margin is large.

The slight aging state of Scheme 1 and the standard aging state of Scheme 2 can be basically consistent with the emissions of a fresh catalyst during the cold start and warm-up stages by optimizing the catalyst heating target idle speed, heating ignition angle, and target air-fuel ratio.

In order to study the emission level of transitional aged catalyst, scheme 3 aging was trial-produced in which the catalyst was in transitional aged state. Due to severe aging, the oxygen storage capacity reached the lower limit, but by requesting the transmission shift mode, that is, in the catalyst heating stage, the 1-to-2 and 2-to-3 shift points were postponed using conditions such as speed, vehicle speed, and water temperature. The engine speed is increased, the exhaust temperature can be increased, and the ignition speed can be improved, which can basically guarantee the emission level in the cold start and warm-up stages.

In this embodiment, the catalyst state is judged according to the oxygen storage calibration range in which the effective oxygen storage capacity is located, and the catalyst state includes a fresh state, a slightly aged state, a standard aged state and a transitional aged state. Based on the target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio corresponding to the fresh state, the slightly aged state, the standard aged state and the transitional aged state, the target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio required for catalyst heating are determined.

On the basis of the above, after determining that the catalyst state is in a transitional aging state according to the oxygen storage capacity calibration range in which the effective oxygen storage capacity is located, the transmission shifting mode of the vehicle is controlled to switch from a normal mode to a catalyst heating mode.

On the basis of the above embodiment, the theoretical exhaust temperature is determined based on the idle heating ignition angle, the driving heating ignition angle and the target air-fuel ratio, the current exhaust temperature during catalyst heating is obtained, and it is determined whether to exit the catalyst heating control based on the theoretical exhaust temperature and the current exhaust temperature.

The technical solution of the embodiment of the present application is to activate the oxygen storage calculation function when the vehicle is in a stable operating condition, obtain the initial oxygen storage calculated for each historical driving cycle of the vehicle, and determine the effective oxygen storage of the vehicle based on the initial oxygen storage and the mileage of the vehicle; store the effective oxygen storage in a controller storage unit, and after starting the vehicle in the current driving cycle, activate the catalyst heating function and call the effective oxygen storage from the controller storage unit; determine the target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio required for catalyst heating based on the effective oxygen storage, and control the catalyst heating based on the target idle speed, the idle heating ignition angle, the driving heating ignition angle and the target air-fuel ratio. The present application solves the problem that the catalyst heating control cannot be flexibly adjusted and cannot meet the emission targets of the actual vehicle, and realizes the guarantee of oxygen storage calculation. Accuracy and real-time performance, and can adaptively adjust the catalyst heating control, while ensuring optimal emission control throughout the catalyst life cycle.

Embodiment 2

FIG8 is a flow chart of a catalyst heating control method provided in Example 2 of the present application. Based on the above embodiment, this embodiment illustrates the calculation process of the initial oxygen storage capacity and the effective oxygen storage capacity after the oxygen storage capacity calculation function is activated. As shown in FIG8 , the catalyst heating control method includes:

S210: When the vehicle is in a stable operating condition, activate the oxygen storage capacity calculation function.

S220. After performing a mixture enrichment and dilution operation on the catalyst in each historical driving cycle of the vehicle, obtain a first oxygen storage amount, a second oxygen storage amount, and a third oxygen storage amount corresponding to each historical driving cycle.

S230: Calculate an initial oxygen storage amount corresponding to each historical driving cycle according to the first oxygen storage amount, the second oxygen storage amount, and the third oxygen storage amount.

When measuring the oxygen storage capacity, first use a rich mixture to completely empty the residual oxygen in the catalyst. When the rear oxygen indicator is rich, the catalyst is considered to be completely emptied. Then use a lean mixture to fill the catalyst with oxygen (once the rear oxygen indicator is lean, it is considered to be full of oxygen. The calculation formula is as follows:

OSC is the oxygen storage capacity; t1 is the start time of mixture enrichment or dilution; t2 is the end time of mixture enrichment or dilution. The condition for judging the end time of mixture enrichment or dilution is that the post-oxygen voltage is lower than 0.45V; λ is the excess air coefficient of the mixture, that is, the air-fuel ratio; CHF is the engine intake volume; 0.23 is the mass fraction of oxygen in the air.

To ensure the accuracy of oxygen storage calculation, in each driving cycle, the mixture is enriched and diluted three times, wherein the air-fuel ratio of the enriched mixture is 0.95, and the air-fuel ratio of the diluted mixture is 1.05. The oxygen storage is calculated three times, corresponding to the first oxygen storage X1, the second oxygen storage X2 and the third oxygen storage X3 in each historical driving cycle, after the catalyst is enriched and diluted respectively in each historical driving cycle.

A similar moving average method is used to determine the first output oxygen storage capacity as A1=(X1+X2)/2 through the first oxygen storage capacity X1 and the second oxygen storage capacity X2. The moving average is calculated by expanding the time interval to weaken the influence of accidental factors and avoid large deviations in the calculation of a single oxygen storage capacity, which affects the actual aging state of the catalyst. The second output oxygen storage capacity (i.e., the final output oxygen storage capacity) is A2=(A1+X3)/2, see Table 1.

Table 1 Oxygen storage capacity calculation example

The final output oxygen storage capacity is the initial oxygen storage capacity corresponding to a historical driving cycle, and the corresponding initial oxygen storage capacity can be calculated for each historical driving cycle.

S240. Determine the number of oxygen storage outputs based on the mileage of the vehicle, and determine the effective oxygen storage capacity of the vehicle according to the number of oxygen storage outputs and the initial oxygen storage capacity corresponding to each oxygen storage output.

According to the statistical analysis of after-sales big data, users travel an average of 3.6 times a day, each trip is about 10 km, and the aging of the catalyst is an extremely slow process. In order to reduce the number of calculation examples and ensure the accuracy of the oxygen storage calculation, the oxygen storage calculation can be calculated in segments based on the vehicle's mileage.

Exemplarily, if the vehicle has traveled less than 100,000 kilometers, the initial oxygen storage amount is calculated and output once for every cumulative 10,000 kilometers; if the vehicle has traveled between 100,000 and 200,000 kilometers, the initial oxygen storage amount is calculated and output once for every cumulative 5,000 kilometers; if the vehicle has traveled more than 200,000 kilometers, the initial oxygen storage amount is calculated and output once for every cumulative 2,000 kilometers, as shown in FIG. 9 .

The cumulative number of kilometers for outputting the initial oxygen storage amount (i.e., the number of oxygen storage output times) can be selected and set by those skilled in the art according to actual needs. This embodiment is only an example and does not impose any limitation on this.

After the vehicle has cumulatively output multiple initial oxygen storage capacities, that is, output multiple initial oxygen storage capacities based on the vehicle's mileage, select the initial oxygen storage capacities that correspond to the number of oxygen storage capacity output times, that is, if the oxygen storage capacity output times is 2, then select 2 initial oxygen storage capacities, if the oxygen storage capacity output times is 3, then select 3 initial oxygen storage capacities, and so on.

In addition, to ensure the rationality of oxygen storage calculation and avoid abnormal points, an appropriate number of oxygen storage outputs can be selected. For example, taking the oxygen storage output number as 3 times as an example, in this embodiment, the effective oxygen storage of the vehicle is determined by averaging the initial oxygen storage of nearly 3 current driving cycles, and is assigned to the current driving cycle.

S250: Storing the effective oxygen storage amount in a controller storage unit, and after starting the vehicle in the current driving cycle, activating a catalyst heating function, and calling the effective oxygen storage amount from the controller storage unit.

S260, determining the target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio required for catalyst heating according to the effective oxygen storage amount, and controlling catalyst heating based on the target idle speed, the idle heating ignition angle, the driving heating ignition angle and the target air-fuel ratio.

The technical solution of the embodiment of the present application utilizes the oxygen storage calculation conditions and methods in the last three driving cycles, as well as the oxygen storage assignment method for the current driving cycle, to ensure the accuracy and real-time nature of the oxygen storage calculation, and can adaptively adjust the catalyst heating control, while ensuring optimal emission control over the entire life cycle of the catalyst.

Embodiment 3

FIG10 is a flow chart of a catalyst heating control method provided in Example 3 of the present application. Based on the above embodiment, this embodiment illustrates the calculation process of the initial oxygen storage capacity and the effective oxygen storage capacity after activating the oxygen storage capacity calculation function. As shown in FIG10 , the catalyst heating control method includes:

S310. When the vehicle is in a stable operating condition, activate the oxygen storage capacity calculation function, obtain the initial oxygen storage capacity calculated for each historical driving cycle of the vehicle, and determine the effective oxygen storage capacity of the vehicle based on the initial oxygen storage capacity and the mileage of the vehicle.

S320: Storing the effective oxygen storage amount in a controller storage unit, and after starting the vehicle in the current driving cycle, activating a catalyst heating function, and calling the effective oxygen storage amount from the controller storage unit.

S330: Determine a catalyst state according to an oxygen storage capacity calibration range in which the effective oxygen storage capacity is located, wherein the catalyst state includes a fresh state, a slightly aged state, a standard aged state, and a transitional aged state.

The oxygen storage capacity calibration range of the effective oxygen storage capacity corresponds to one of the catalyst states of a fresh state, a slightly aged state, a standard aged state and a transitional aged state, wherein the oxygen storage capacity calibration range of the effective oxygen storage capacity corresponding to the catalyst state of a fresh state is a, the oxygen storage capacity calibration range of the effective oxygen storage capacity corresponding to the catalyst state of a slightly aged state is b, the oxygen storage capacity calibration range of the effective oxygen storage capacity corresponding to the catalyst state of a standard aged state is c, and the oxygen storage capacity calibration range of the effective oxygen storage capacity corresponding to the catalyst state of a transitional aged state is d.

The effective oxygen storage capacity of the catalyst in the fresh state is greater than the effective oxygen storage capacity of the catalyst in the slightly aged state. The effective oxygen storage capacity of the catalyst in the slightly aged state is greater than the effective oxygen storage capacity of the catalyst in the standard aged state. The effective oxygen storage capacity is greater than the effective oxygen storage capacity corresponding to the catalyst state, which is a transitional aging state.

a, b, c and d are the oxygen storage calibration ranges in which the effective oxygen storage capacity is located, that is, a, b, c and d are not specific oxygen storage values, but a range of effective oxygen storage values. There is no intersection between a, b, c and d, and a, b, c and d are combined into the full set of the effective oxygen storage value range.

The correspondence between the oxygen storage calibration range and the catalyst state can be selected and set according to the actual situation of the vehicle catalyst. This embodiment is only for explanation and does not impose any limitation thereto.

S340, determining the target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio required for catalyst heating based on the target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio corresponding to the fresh state, the slightly aged state, the standard aged state and the transitional aged state.

According to different oxygen storage amounts, the target idle speed, idle heating ignition angle, driving heating ignition angle, and target air-fuel ratio control module are input. This ensures that different heating strategies are adopted under different actual vehicle mileages. As the catalyst slowly ages, a progressive catalyst heating adaptive adjustment strategy is adopted. On the one hand, it ensures that the catalyst ignites quickly and improves the conversion efficiency. On the other hand, the catalyst heating adaptive adjustment strategy can greatly improve the fuel consumption, drivability, NVH and other performance of vehicle users.

When the vehicle's cumulative mileage is before 200,000 kilometers, the parameters such as the catalyst heating ignition angle and target idle speed are in good condition, which can reduce user fuel consumption and improve the driving experience. In addition, from the target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio determined according to the catalyst status, both the target idle speed and the heating ignition angle change slowly. Through big data analysis and NVH performance testing, there is no change, which avoids the problem of using aging data (aging data includes target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio) before the catalyst ages, and being unable to distinguish the degree of catalyst aging. As the vehicle's mileage continues to increase, when it reaches 200,000 kilometers, the catalyst heating data will use the calibration data corresponding to the aged catalyst.

In this embodiment, taking the catalyst state as the fresh state, the slightly aged state, the standard aged state and the transition aged state, the process of calibrating the corresponding target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio is taken as an example, the target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio corresponding to the catalyst in different states are determined, which can well control the emission level of the entire aging process, see Table 2.

Table 2 Adaptive control strategy for catalyst heating

In addition, even if the vehicle has traveled more than 200,000 kilometers and the oxygen storage capacity is low, that is, the catalyst is judged to be in a transitional aging state according to the oxygen storage calibration range in which the effective oxygen storage capacity is located, the transmission shift mode can be adjusted to control the vehicle's transmission shift mode to switch from a normal mode to a catalyst heating mode, which can also improve the catalyst ignition and conversion efficiency, reduce emissions, and improve the catalyst utilization rate and its contribution to environmental protection.

Continuing to refer to Table 2, illustratively, when the vehicle's cumulative mileage is within 10,000 kilometers or the effective oxygen storage capacity is in the fresh state, the calibration data A01 is used; when the vehicle's cumulative mileage is between 10,000 and 50,000 kilometers or the effective oxygen storage capacity is in a slightly aged state, the calibration data A02 is used; when the vehicle's cumulative mileage is between 50,000 and 200,000 kilometers or the effective oxygen storage capacity is in the standard aged state, the calibration data A03 is used; when the vehicle's cumulative mileage is more than 200,000 kilometers or the effective oxygen storage capacity is in the transitional aged state, the effective oxygen storage capacity is in the oxygen storage calibration range d, or the current cycle has faults such as the oxygen sensor, intake temperature sensor, intake pressure sensor, vehicle speed, and ambient temperature, the calibration data of the current cycle will use version A04 to ensure a demanding heating mode.

S350, controlling catalyst heating based on the target idle speed, the idle heating ignition angle, the driving heating ignition angle and the target air-fuel ratio.

The catalyst light-off time is generally defined as being determined based on the exhaust heat integral. The catalyst heating exit conditions under different oxygen storage amounts can be determined based on the heat integral, namely:
Q＝C*∫CHF*(TeXh-Tair)*dt

CHF is the engine intake volume, in kg/h, which can be obtained through the data in the engine control unit; Texh is the theoretical exhaust temperature, in °C, which is calibrated based on the idle heating ignition angle, the driving heating ignition angle and the target air-fuel ratio; Tair is the ambient temperature, in °C; C is the air specific heat capacity, in kJ/(kg*K), which is related to the temperature and can be directly obtained by looking up the table; Q is the exhaust heat The amount can be set according to the actual vehicle CO, THC, and NOx emissions, so as to ensure that the catalyst heating time is basically the same under different oxygen storage amounts.

The technical solution of the embodiment of the present application is to use oxygen storage capacity as an adaptive adjustment of the heating ignition angle, target idle speed, air-fuel ratio, and transmission shift mode control. Based on the oxygen storage capacity as an adaptive control strategy for catalyst heating, and based on the heating strategy of the oxygen storage capacity, calibration data optimization and NVH evaluation methods for fresh catalysts and aged catalysts with different aging levels are achieved. At the same time, a solution is provided based on the oxygen storage capacity as an exit condition for the catalytic heating strategy, that is, using heat integral as an exit condition for the catalytic heating strategy, thereby ensuring the accuracy and real-time performance of the oxygen storage capacity calculation and enabling adaptive adjustment of the catalyst heating control.

Embodiment 4

FIG11 is a flow chart of a catalyst heating control method provided in Example 4 of the present application. This embodiment provides an implementation method based on the above embodiment. As shown in FIG11 , the catalyst heating control method includes:

S410: The vehicle is in a stable operating condition.

S411. Determine whether the conditions for activating the oxygen storage capacity calculation function are met. If so, execute step S412; if not, execute step S411.

S412: Obtain an initial oxygen storage amount calculated for each historical driving cycle of the vehicle, and determine an effective oxygen storage amount of the vehicle according to the initial oxygen storage amount and the mileage of the vehicle.

S413, storing the effective oxygen storage capacity in a controller storage unit.

In this embodiment, catalyst heating calibration data based on different effective oxygen storage capacities is stored in a controller storage unit. Each time a different effective oxygen storage capacity is obtained, different catalyst heating calibration data can be adapted to improve catalyst ignition and conversion efficiency.

S414: Start the vehicle in the current driving cycle.

S415: Determine whether the conditions for activating the catalyst heating function are met, if so, execute step S416, if not, execute step S415.

S416: Retrieve the effective oxygen storage capacity from the controller storage unit.

S417, determining whether the oxygen storage capacity calibration range in which the effective oxygen storage capacity is located is a transitional aging state of the catalyst; if so, executing step S418; if not, executing step S419.

S418. Control the transmission shift mode of the vehicle to switch from a normal mode to a catalyst heating mode.

S419, based on the fresh state, the slightly aged state and the standard aged state The target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio required for catalyst heating are determined according to the corresponding target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio.

The technical solution of the embodiment of the present application realizes that the speed and ignition angle of catalyst heating correspond to different catalyst heating calibration data at different aging stages based on two factors: oxygen storage capacity and accumulated mileage, to ensure that the calibration data of a fresh catalyst during the heating stage is not excessive, while also reducing fuel consumption and improving driving quality. As the aging degree of the catalyst increases, the catalyst heating data is adaptively adjusted, gradually delaying the ignition angle, increasing the target speed, or adjusting the shifting mode of the transmission control unit, thereby achieving optimal emission control over the entire life cycle.

Embodiment 5

FIG12 is a schematic diagram of the structure of a catalyst heating control device provided in Example 5 of the present application. As shown in FIG12 , the catalyst heating control device includes:

The effective oxygen storage capacity determination module 510 is configured to execute, when the vehicle is in a stable operating condition, activating the oxygen storage capacity calculation function, obtaining the initial oxygen storage capacity calculated for each historical driving cycle of the vehicle, and determining the effective oxygen storage capacity of the vehicle based on multiple initial oxygen storage capacities and the mileage of the vehicle; the effective oxygen storage capacity acquisition module 520 is configured to execute storing the effective oxygen storage capacity in a controller storage unit, and after starting the vehicle in the current driving cycle, activating the catalyst heating function, and calling the effective oxygen storage capacity from the controller storage unit; the catalyst heating control module 530 is configured to execute determining the target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio required for catalyst heating based on the effective oxygen storage capacity, and controlling catalyst heating based on the target idle speed, the idle heating ignition angle, the driving heating ignition angle and the target air-fuel ratio.

In one embodiment, the initial oxygen storage amount calculated for each historical driving cycle of the vehicle is obtained, and is set to:

In each historical driving cycle of the vehicle, after performing mixture enrichment and dilution operations on the catalyst respectively, a first oxygen storage amount, a second oxygen storage amount and a third oxygen storage amount corresponding to each historical driving cycle are obtained; and an initial oxygen storage amount corresponding to each historical driving cycle is calculated based on the first oxygen storage amount, the second oxygen storage amount and the third oxygen storage amount.

In one embodiment, the effective oxygen storage capacity of the vehicle is determined according to the initial oxygen storage capacity and the mileage of the vehicle, and is set as:

The number of oxygen storage outputs is determined based on the mileage of the vehicle, and the effective oxygen storage capacity of the vehicle is determined according to the number of oxygen storage outputs and the initial oxygen storage capacity corresponding to each oxygen storage output.

In one embodiment, the target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio required for catalyst heating are determined according to the effective oxygen storage amount and are set as:

The catalyst state is judged according to the oxygen storage calibration range in which the effective oxygen storage capacity is located, and the catalyst state includes a fresh state, a slightly aged state, a standard aged state and a transitional aged state; based on the target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio corresponding to the fresh state, the slightly aged state, the standard aged state and the transitional aged state, the target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio required for catalyst heating are determined.

In one embodiment, the catalyst heating control device further includes:

The mode switching module is configured to control the transmission shifting mode of the vehicle to switch from a normal mode to a catalyst heating mode after determining that the catalyst state is a transitional aging state according to the oxygen storage capacity calibration range in which the effective oxygen storage capacity is located.

In one embodiment, the conditions for activating the oxygen storage capacity calculation function include a first vehicle layer condition and a first engine layer condition; the first vehicle layer condition includes that the first vehicle speed is within a first vehicle speed trigger range, the vehicle is in a set gear, and the ambient temperature at the location of the vehicle is within a set ambient temperature range; the first engine layer condition includes that the coolant temperature is greater than a set coolant temperature threshold, the air-fuel ratio closed-loop feedback value change value is less than a calibrated change threshold, the engine speed is within a set speed range, the engine load is within a set load range and the load change rate is less than a set change rate threshold, and the engine exhaust temperature is within a set exhaust temperature range;

The conditions for activating the catalyst heating function include a second vehicle layer condition, a second engine layer condition and a transmission layer condition; the second vehicle layer condition includes determining the effective oxygen storage capacity assigned to the current driving cycle, adaptive adjustment of the calibration strategy and initial activation of the catalyst heating function; the second engine layer condition includes the engine water temperature being within the set water temperature range and the vehicle's altitude coefficient being greater than a set altitude threshold; the transmission layer condition includes the second vehicle speed being less than or equal to a second speed threshold, and receiving a catalyst heating request from the engine control unit and adjusting the shifting schedule.

In one embodiment, the catalyst heating control device further includes:

The theoretical exhaust temperature determination module is configured to determine the theoretical exhaust temperature based on the idle heating ignition angle, the driving heating ignition angle and the target air-fuel ratio; the catalyst heating control exit module is configured to obtain the current exhaust temperature during catalyst heating, and determine whether to exit the catalyst heating control based on the theoretical exhaust temperature and the current exhaust temperature.

The catalyst heating control device provided in the embodiments of the present application can execute the catalyst heating control method provided in any embodiment of the present application, and has the corresponding functional modules and effects for executing the catalyst heating control method.

Embodiment 6

FIG. 13 shows a schematic diagram of a vehicle 610 that can be used to implement an embodiment of the present application. The vehicle is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The vehicle can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present application described and/or required herein.

As shown in FIG. 13 , the vehicle 610 includes at least one processor 611, and a memory connected to the at least one processor 611, such as a read-only memory (ROM) 612, a random access memory (RAM) 613, etc., wherein the memory stores a computer program that can be executed by at least one processor, and the processor 611 can perform a variety of appropriate actions and processes according to the computer program stored in the ROM 612 or the computer program loaded from the storage unit 618 to the RAM 613. In the RAM 613, a variety of programs and data required for the operation of the vehicle 610 can also be stored. The processor 611, the ROM 612, and the RAM 613 are connected to each other through a bus 614. An input/output (I/O) interface 615 is also connected to the bus 614.

A number of components in the vehicle 610 are connected to the I/O interface 615, including: an input unit 616, such as a keyboard, a mouse, etc.; an output unit 617, such as various types of displays, speakers, etc.; a storage unit 618, such as a disk, an optical disk, etc.; and a communication unit 619, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 619 allows the vehicle 610 to exchange information/data with other devices through a computer network such as the Internet and/or various telecommunication networks.

Processor 611 can be a variety of general and/or special processing components with processing and computing capabilities. Some examples of processor 611 include a central processing unit (CPU), a graphics processing unit (GPU), a variety of dedicated artificial intelligence (AI) computing chips, a variety of processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. Processor 611 performs the multiple methods and processes described above, such as a catalyst heating control method.

In some embodiments, the catalyst heating control method may be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as a storage unit 618. In some embodiments, part or all of the computer program may be loaded and/or installed on the vehicle 610 via the ROM 612 and/or the communication unit 619. When the computer program is loaded into the RAM 613 and executed by the processor 611, one or more steps of the catalyst heating control method described above may be performed. Alternatively, in other embodiments, the processor 611 may be configured to perform the catalyst heating control method in any other suitable manner (e.g., by means of firmware).

Various embodiments of the systems and techniques described above herein may be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: being implemented in one or more computer programs that are executable and/or interpreted on a programmable system that includes at least one programmable processor that may be a special purpose or general purpose programmable processor that may receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

The computer programs for implementing the methods of the present application may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that when the computer programs are executed by the processor, the functions/operations specified in the flow charts and/or block diagrams are implemented. The computer programs may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

In the context of the present application, a computer readable storage medium may be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, device, or apparatus. A computer readable storage medium may include an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or device, or any suitable combination of the foregoing. Alternatively, a computer readable storage medium may be a machine readable signal medium. Examples of machine readable storage media may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a RAM, a ROM, an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

To provide interaction with a user, the systems and techniques described herein can be implemented on a vehicle having: a display device (e.g., a cathode ray tube (CRT) or a liquid crystal display (LCD) monitor) configured to display information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the vehicle. Other types of devices can also be configured to provide interaction with a user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

The systems and techniques described herein may be implemented in a computing system that includes backend components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes frontend components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such backend components, middleware components, or frontend components. The components of the system may be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: Local Area Network (LAN), Wide Area Network (WAN), blockchain network, and the Internet.

A computing system may include a client and a server. The client and the server are generally remote from each other and usually interact through a communication network. The client and server relationship is generated by computer programs running on the respective computers and having a client-server relationship with each other. The server may be a cloud server, also known as a cloud computing server or cloud host, which is a host product in the cloud computing service system to solve the defects of difficult management and weak business scalability in traditional physical hosts and virtual private servers (VPS) services.

The various forms of processes shown above can be used to reorder, add or delete steps. For example, the multiple steps recorded in this application can be executed in parallel, sequentially or in different orders, as long as the expected results of the technical solution of this application can be achieved, and this document is not limited here.

Claims (10)

A catalyst heating control method, comprising: When the vehicle is in a stable operating condition, activating an oxygen storage capacity calculation function, obtaining an initial oxygen storage capacity calculated for each historical driving cycle of the vehicle, and determining an effective oxygen storage capacity of the vehicle based on the initial oxygen storage capacity and the mileage of the vehicle; storing the effective oxygen storage amount in a controller storage unit, and activating a catalyst heating function after starting the vehicle in a current driving cycle to call the effective oxygen storage amount from the controller storage unit; The target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio required for the catalyst heating are determined according to the effective oxygen storage amount, and the catalyst heating is controlled based on the target idle speed, the idle heating ignition angle, the driving heating ignition angle and the target air-fuel ratio. The catalyst heating control method according to claim 1, wherein the obtaining the initial oxygen storage amount calculated for each historical driving cycle of the vehicle comprises: In each historical driving cycle of the vehicle, after performing a mixture enrichment and dilution operation on the catalyst, respectively, a first oxygen storage amount, a second oxygen storage amount, and a third oxygen storage amount corresponding to each historical driving cycle are obtained; The initial oxygen storage amount corresponding to each historical driving cycle is calculated according to the first oxygen storage amount, the second oxygen storage amount and the third oxygen storage amount. The catalyst heating control method according to claim 1, wherein the determining the effective oxygen storage capacity of the vehicle according to the initial oxygen storage capacity and the mileage of the vehicle comprises: The number of oxygen storage outputs is determined based on the mileage of the vehicle, and the effective oxygen storage capacity of the vehicle is determined according to the number of oxygen storage outputs and the initial oxygen storage capacity corresponding to each oxygen storage output. The catalyst heating control method according to claim 1, wherein the step of determining the target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio required for the catalyst heating according to the effective oxygen storage amount comprises: Determining a catalyst state according to the oxygen storage capacity calibration range in which the effective oxygen storage capacity is located, wherein the catalyst state includes a fresh state, a slightly aged state, a standard aged state, and a transitional aged state; The target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio required for the catalyst heating are determined based on the target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio corresponding to the fresh state, the slightly aged state, the standard aged state and the transitional aged state. The catalyst heating control method according to claim 4 further comprises: After determining that the catalyst is in a transitional aging state according to the oxygen storage capacity calibration range in which the effective oxygen storage capacity is located, controlling the transmission shift mode of the vehicle to switch from a normal mode to a catalyst aging mode. Thermal mode. The catalyst heating control method according to claim 1, wherein the conditions for activating the oxygen storage calculation function include a first vehicle layer condition and a first engine layer condition; the first vehicle layer condition includes the first vehicle speed being within a first vehicle speed trigger range, the vehicle being in a set gear, and the ambient temperature at the location of the vehicle being within a set ambient temperature range; the first engine layer condition includes the coolant temperature being greater than a set coolant temperature threshold, the air-fuel ratio closed-loop feedback value change value being less than a calibrated change threshold, the engine speed being within a set speed range, the engine load being within a set load range and the load change rate being less than a set change rate threshold, and the engine exhaust temperature being within a set exhaust temperature range; The conditions for activating the catalyst heating function include a second vehicle layer condition, a second engine layer condition and a transmission layer condition; the second vehicle layer condition includes determining the effective oxygen storage capacity assigned to the current driving cycle, adaptive adjustment of the calibration strategy and initial activation of the catalyst heating function; the second engine layer condition includes the engine water temperature being within the set water temperature range and the vehicle's altitude coefficient being greater than a set altitude threshold; the transmission layer condition includes the second vehicle speed being less than or equal to a second speed threshold, and receiving a catalyst heating request from the engine control unit and adjusting the shifting schedule. The catalyst heating control method according to claim 1 further comprising: determining a theoretical exhaust temperature based on the idle heating ignition angle, the driving heating ignition angle and the target air-fuel ratio; The current exhaust temperature during the catalyst heating is acquired, and whether to exit the catalyst heating control is determined according to the theoretical exhaust temperature and the current exhaust temperature. A catalyst heating control device, configured to execute the catalyst heating control method according to any one of claims 1 to 7, comprising: an effective oxygen storage capacity determination module, configured to execute, when the vehicle is in a stable operating condition, activating an oxygen storage capacity calculation function, obtaining an initial oxygen storage capacity calculated for each historical driving cycle of the vehicle, and determining an effective oxygen storage capacity of the vehicle based on a plurality of the initial oxygen storage capacities and the mileage of the vehicle; an effective oxygen storage amount acquisition module, configured to execute storing the effective oxygen storage amount in a controller storage unit, and after starting the vehicle in a current driving cycle, activating a catalyst heating function, and calling the effective oxygen storage amount from the controller storage unit; The catalyst heating control module is configured to determine the target idle speed, idle heating ignition angle, driving heating ignition angle and target air-fuel ratio required for the catalyst heating according to the effective oxygen storage amount, and control the catalyst heating based on the target idle speed, the idle heating ignition angle, the driving heating ignition angle and the target air-fuel ratio. A vehicle comprising: at least one processor; and, a memory communicatively connected to the at least one processor; wherein, The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can perform the catalyst heating control method according to any one of claims 1 to 7. A computer-readable storage medium stores computer instructions, wherein the computer instructions are used to enable a processor to implement the catalyst heating control method according to any one of claims 1 to 7 when executed.