Engine original exhaust treatment method, device, and electronic device

Abstract

The application relates to an engine original exhaust treatment method and device, electronic equipment, a storage medium and a computer program product. The method comprises the following steps: acquiring scene information of a vehicle during operation, and determining an original exhaust control target of an engine of the vehicle according to the scene information; if the original exhaust control target is to achieve original exhaust instantaneous optimization, a first target expression is solved to determine a first target original exhaust value achieving the original exhaust instantaneous optimization; the first target expression is an expression related to an original exhaust parameter and an ammonia load parameter; if the original exhaust control target is to achieve original exhaust scene optimization, a second target expression is solved to determine a second target original exhaust value achieving the original exhaust scene optimization; the second target expression is an expression related to a tail exhaust parameter of the engine and an injection angle variable. The method can accurately plan the original exhaust of the engine.

Description

Technical Field

[0001] This application relates to the field of automotive engine calibration technology, and in particular to an engine exhaust treatment method, apparatus, electronic equipment, storage medium, and computer program product. Background Technology

[0002] With the development of the automotive engine market, on the one hand, the pursuit of extreme fuel efficiency has greatly increased the pressure on car manufacturers; on the other hand, due to the improvement of processor performance, the application of advanced control algorithms in the automotive field has become more and more mature, and a large amount of calibration work can be completed in the vehicle controller through model-based or adaptive methods.

[0003] Among them, limiting engine nitrogen oxides (such as diesel engine nitrogen oxides) has always been a key emission indicator. SCR (catalytic reduction system) can effectively eliminate the original nitrogen oxides emitted by the engine, thereby achieving qualified emissions for the original emissions of automobiles. The current common method of nitrogen oxide control is to inject urea corresponding to the original nitrogen oxide emissions of the engine to eliminate nitrogen oxides. However, this method makes the nitrogen oxide removal efficiency of SCR low, which may lead to the original emissions of the engine exceeding the emission standards. Summary of the Invention

[0004] Therefore, it is necessary to provide an engine exhaust treatment method, apparatus, electronic device, computer-readable storage medium, and computer program product that can prevent engine exhaust from exceeding emission standards, in order to address the aforementioned technical problems.

[0005] Firstly, this method provides a method for treating engine exhaust gases, the method comprising:

[0006] Acquire scene information during vehicle operation, and determine the original exhaust control target of the vehicle's engine based on the scene information;

[0007] If the original discharge control objective is to achieve the instantaneous optimum of the original discharge, then the pre-constructed first objective expression is solved to determine the first objective original discharge value that achieves the instantaneous optimum of the original discharge; the first objective expression is an expression related to the original discharge parameters and the ammonia loading parameters;

[0008] If the original exhaust control objective is to achieve the optimal original exhaust scenario, then the pre-constructed second objective expression is solved to determine the second objective original exhaust value that achieves the optimal original exhaust scenario; the second objective expression is an expression related to the exhaust parameters and injection angle variables of the engine.

[0009] In one embodiment, the first target expression includes at least one of an ammonia loading target expression and an original discharge target expression; the ammonia loading target expression is determined based on the ammonia loading target maintenance weight, the target ammonia loading, and the current ammonia loading; the original discharge target expression is determined based on the original discharge target achievement weight, the set target original discharge value, and the current original discharge value; the current ammonia loading is determined by the ammonia consumption ratio, the ammonia adsorption rate, the calculation step size, and the actual ammonia loading.

[0010] Solving the pre-constructed first objective expression to determine the first objective original row value that achieves the instantaneous optimum of the original row includes:

[0011] If the first target expression includes the ammonia loading target expression, then the ammonia loading target expression is solved with the constraint that the error between the target ammonia loading and the current ammonia loading is minimized, to obtain the first calculated value of the ammonia loading.

[0012] The first target original discharge value is determined based on the first calculated value of the ammonia load;

[0013] If the first target expression includes the original discharge target expression, then the original discharge target expression is solved with the constraint that the error between the set target original discharge value and the current original discharge value is minimized, to obtain the second calculated value of ammonia load.

[0014] The first target original discharge value is determined based on the second calculated value of the ammonia load;

[0015] If the first target expression includes the ammonia load target expression and the original discharge target expression, then the first target original discharge value is determined based on the first calculated value and the second calculated value.

[0016] In one embodiment, the ammonia loading target expression is constructed by means of:

[0017] Based on the target ammonia load maintaining weight and the difference between the target ammonia load and the current ammonia load, the target ammonia load expression is constructed.

[0018] In one embodiment, the original sort target expression is constructed in the following way:

[0019] Based on the original target achievement weight and the difference between the original target value and the current original target value, the original target expression is constructed.

[0020] In one embodiment, the second target expression includes an exhaust gas target expression and an injection angle torque expression; the exhaust gas target expression is determined based on a first exhaust gas average and the current exhaust gas expected value, wherein the first exhaust gas average is the exhaust gas average of the previous time; the exhaust gas expected value is determined based on catalytic reduction efficiency and injection angle variables; the injection angle torque expression is determined based on torque and injection angle variables.

[0021] Solving the pre-constructed second objective expression to determine the second objective original row value that achieves the optimal original row scenario includes:

[0022] While controlling the value of the tail exhaust target expression to be less than the preset tail exhaust limit, determine the target injection angle within the preset injection angle range when the torque of the injection angle torque expression reaches the torque limit;

[0023] Based on the target injection angle, the tail exhaust target expression is solved to obtain the second target original exhaust value.

[0024] In one embodiment, the tail-end target expression is constructed in the following manner:

[0025] Based on the expected value of the last row and the average value of the first last row, determine the difference between the expected value of the last row and the average value of the first last row;

[0026] The target expression for the tail row is constructed based on the mean of the first tail row, the difference between the tail rows, and the time parameter.

[0027] In one embodiment, the method further includes:

[0028] Based on the first target original row value or the second target original row value, linear interpolation is performed among a variety of preset reference original row values ​​to determine the reference original row value weight of each reference original row value;

[0029] Obtain the engine control parameters corresponding to each of the aforementioned reference original values;

[0030] The weights of each reference original value are multiplied by the corresponding engine control parameters to determine the corresponding reference engine control parameters.

[0031] The target engine control parameters are determined based on the sum of the reference engine control parameters.

[0032] Control the engine to operate with the target engine control parameters.

[0033] Secondly, this method also provides an engine exhaust treatment device, the device comprising:

[0034] The information acquisition module is used to acquire scene information of the vehicle during operation and determine the original exhaust control target of the vehicle's engine based on the scene information.

[0035] The first data processing module is used to determine the first target original row value that achieves the instantaneous optimum of the original row by solving a pre-constructed first target expression if the original row control target is to achieve the instantaneous optimum of the original row; the first target expression is an expression related to the original row parameters;

[0036] The second data processing module is used to solve the pre-constructed second objective expression to determine the second objective original emission value that achieves the optimal original emission scenario if the original emission control objective is to achieve the optimal original emission scenario. The second objective expression is an expression related to the exhaust parameters and injection angle variables of the engine.

[0037] Thirdly, this application also provides an electronic device. The electronic device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the steps of the above-described engine exhaust treatment method.

[0038] Fourthly, this application also provides a computer-readable storage medium. The computer-readable storage medium stores a computer program thereon, which, when executed by a processor, implements the steps of the above-described engine exhaust treatment method.

[0039] Fifthly, this application also provides a computer program product. The computer program product includes a computer program that, when executed by a processor, implements the steps of the above-described engine exhaust treatment method.

[0040] The aforementioned engine exhaust treatment method, device, electronic equipment, storage medium, and computer program product acquire scenario information during vehicle operation and determine the engine exhaust control target based on this information. If the exhaust control target is to achieve instantaneous exhaust optimization, a pre-constructed first objective expression is solved to determine the first target exhaust value that achieves instantaneous exhaust optimization. The first objective expression is an expression related to exhaust parameters. If the exhaust control target is to achieve scenario optimization, a pre-constructed second objective expression is solved to determine the second target exhaust value that achieves scenario optimization. The second objective expression is an expression related to engine exhaust parameters and injection angle variables. By combining the actual scenario during vehicle operation, the exhaust control target for the current scenario is determined. Finally, the corresponding objective expression is selected and solved based on the exhaust control target to obtain the final target exhaust value. This method ensures that the engine exhaust remains within a acceptable range under different operating scenarios. Attached Figure Description

[0041] Figure 1 This is a flowchart illustrating an engine exhaust treatment method in one embodiment;

[0042] Figure 2 This is a flowchart illustrating an engine exhaust treatment method in one embodiment;

[0043] Figure 3 This is a flowchart illustrating the engine exhaust treatment steps in one embodiment;

[0044] Figure 4 This is a flowchart illustrating the engine exhaust treatment method in another embodiment;

[0045] Figure 5 This is a flowchart illustrating the engine exhaust treatment method in another embodiment;

[0046] Figure 6 This is a structural block diagram of the engine exhaust treatment device in one embodiment;

[0047] Figure 7 This is a diagram of the internal structure of an electronic device in one embodiment. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0049] The engine exhaust processing method provided in this application can be applied to electronic devices. These electronic devices can be vehicle controllers installed inside a vehicle. The vehicle controller can obtain the target expression corresponding to the exhaust control target based on scenario information and exhaust control objectives during vehicle operation. By solving the target expression, the target exhaust value of the engine that achieves the exhaust control target can be determined. The vehicle controller can be a control motherboard, which can be equipped with a CPU (Central Processing Unit) and an MCU (Microcontroller Unit).

[0050] In the process of processing the engine exhaust by the vehicle controller, the engine involved can be a gasoline engine, a natural gas engine, or a diesel engine, etc. In the embodiments of this application, a diesel engine is used as an example for detailed description.

[0051] In one embodiment, the vehicle controller acquires scene information during vehicle operation and determines the original exhaust control target of the vehicle's engine based on the scene information. If the original exhaust control target is to achieve the instantaneous optimum of the original exhaust, the controller solves the pre-constructed first target expression to determine the first target original exhaust value that achieves the instantaneous optimum of the original exhaust. The first target expression is an expression related to the original exhaust parameters. If the original exhaust control target is to achieve the scenario optimum of the original exhaust, the controller solves the pre-constructed second target expression to determine the second target original exhaust value that achieves the scenario optimum of the original exhaust. The second target expression is an expression related to the exhaust parameters of the engine and the injection angle variable.

[0052] In one embodiment, such as Figure 1 As shown, an engine exhaust treatment method is provided. Taking the application of this method to a vehicle controller as an example, the method includes the following steps:

[0053] Step S102: Obtain scene information of the vehicle during operation, and determine the original exhaust control target of the vehicle's engine based on the scene information.

[0054] Scenario information can be used to characterize road conditions, weather, and other information during vehicle operation. For example, based on scenario information, the vehicle controller can determine whether the vehicle is operating in high-altitude, cold-weather, highway, or national road conditions. It can also determine whether the vehicle remains in the same scenario for a period of time (e.g., the vehicle is in a high-altitude area for an entire hour) or has switched from one scenario to another (e.g., the vehicle involves two scenarios (highway and national road) over two hours). The original emission control target refers to the control target set for the engine's original emissions, which can be determined by combining scenario information.

[0055] In one embodiment, when determining scene information, the vehicle controller can first acquire vehicle information over a period of time. The vehicle information may include various information such as vehicle speed, acceleration, slope, and torque. Then, the vehicle information is input into a pre-established scene recognition model, so that the scene information of the vehicle during operation can be determined based on the scene recognition model.

[0056] Step S104: If the original discharge control objective is to achieve the instantaneous optimum of the original discharge, then solve the pre-constructed first objective expression to determine the first objective original discharge value that achieves the instantaneous optimum of the original discharge; the first objective expression is an expression related to the original discharge parameters and ammonia loading parameters.

[0057] Among them, the instantaneous optimal emission level refers to the fact that during vehicle operation, the emission level at the current moment is always within the set acceptable range, and when the emission level is acceptable, the fuel consumption is also optimal. The first objective expression is an expression related to the emission level parameters. The emission level parameters can refer to parameters related to the emission level of the car engine. The ammonia load parameters can include parameters such as the urea injected by the SCR (catalytic reduction) system to eliminate nitrogen oxides in the emission level, the ammonia load stored in the SCR system, and the ammonia load adsorption efficiency.

[0058] In one embodiment, if the vehicle's operating scenario changes within a certain period of time (e.g., switching from one scenario to another within an hour), the vehicle controller can determine that the original row control target is the instantaneous optimum of the original row. Then, the vehicle controller can call the first target expression to determine the first target original row value that achieves the instantaneous optimum of the original row.

[0059] Step S106: If the original exhaust control objective is to achieve the optimal original exhaust scenario, then solve the pre-constructed second objective expression to determine the second objective original exhaust value that achieves the optimal original exhaust scenario; the second objective expression is an expression related to the engine exhaust parameters and injection angle variables.

[0060] Among them, the optimal original exhaust scenario can refer to the situation where the average original exhaust value at various times under the same scenario is qualified during vehicle operation. The second objective expression is an expression related to the exhaust parameters and injection angle variables of the engine. The exhaust parameters can include the average exhaust value and exhaust limit of the car engine.

[0061] In one embodiment, if the vehicle's operating scenario remains unchanged for a certain period of time (e.g., the vehicle maintains high-speed operation for an hour), the vehicle controller can determine that the original row control target is the optimal original row scenario. Then, the vehicle controller can call the second target expression to determine the second target original row value that achieves the optimal original row scenario.

[0062] In the above-described engine exhaust processing method, scenario information during vehicle operation is acquired, and the engine exhaust control target is determined based on this information. If the exhaust control target is to achieve instantaneous exhaust optimization, a pre-constructed first objective expression is solved to determine the first target exhaust value that achieves instantaneous exhaust optimization. The first objective expression is an expression related to exhaust parameters. If the exhaust control target is to achieve scenario optimization, a pre-constructed second objective expression is solved to determine the second target exhaust value that achieves scenario optimization. The second objective expression is an expression related to engine exhaust parameters and injection angle variables. By combining the actual scenario during vehicle operation, the exhaust control target for the vehicle in the current scenario is determined. Finally, the corresponding objective expression is selected and solved based on the exhaust control target to obtain the final target exhaust value. Through this method, the engine exhaust can always be kept within a qualified range under different operating scenarios.

[0063] In one embodiment, the first target expression includes at least one of an ammonia load target expression and an original discharge target expression; the ammonia load target expression is determined based on the ammonia load target maintenance weight, the target ammonia load, and the current ammonia load; the original discharge target expression is determined based on the original discharge target achievement weight, the set target original discharge value, and the current original discharge value; the current ammonia load is determined by the ammonia consumption ratio, the ammonia adsorption rate, the calculation step size, and the actual ammonia load.

[0064] The first target expression includes at least one of the ammonia loading target expression and the original discharge target expression. That is, the first target expression may include only the ammonia loading target expression, or only the original discharge target expression, or both the ammonia loading target expression and the original discharge target expression.

[0065] On the one hand, the ammonia load target expression is determined based on the ammonia load target maintenance weight, the target ammonia load, and the current ammonia load. The ammonia load target maintenance weight can be a calibration value. By setting the ammonia load target weight, the target ammonia load and the current ammonia load can be made as close as possible. The ammonia load target maintenance weight can be adjusted adaptively according to the actual situation. The target ammonia load can refer to the optimal storage amount of ammonia in the SCR system. The current ammonia load refers to the ammonia load currently stored in the SCR system. The actual ammonia load refers to the ammonia load actually generated by the decomposition of the injected urea. The ammonia load target expression can be determined by the ammonia load target maintenance weight, the target ammonia load, and the current ammonia load.

[0066] On the other hand, the original exhaust target expression is determined based on the original exhaust target achievement weight, the set target original exhaust value, and the current original exhaust value. The original exhaust target achievement weight can be a calibration value. By setting the original exhaust target achievement weight, the set target original exhaust value and the current original exhaust value can be made as close as possible. The set target original exhaust value can refer to the set optimal original exhaust value of the engine during the current operation of the vehicle. The current original exhaust value refers to the current actual original exhaust value of the engine. The current original exhaust value can be determined by the ammonia consumption ratio, ammonia adsorption rate, calculation step size, and actual ammonia load.

[0067] In one embodiment, such as Figure 2 As shown, this embodiment involves an optional process of determining the first target original row value that achieves the instantaneous optimum of the original row by solving the first target expression, including the following steps:

[0068] Step S202: If the first target expression includes the ammonia loading target expression, then the ammonia loading target expression is solved with the constraint of minimizing the error between the target ammonia loading and the current ammonia loading, to obtain the first calculated value of the ammonia loading.

[0069] The first calculated value of ammonia loading refers to the ammonia loading value obtained after solving the target expression for ammonia loading. When solving the target expression for ammonia loading, minimizing the error between the target ammonia loading and the current ammonia loading can be a constraint condition set when solving the target expression for ammonia loading. Specifically, the calculation principle of the second norm can be used to minimize the error between the target ammonia loading and the current ammonia loading as a constraint condition to solve the target expression for ammonia loading.

[0070] Step S204: Determine the first target original discharge value based on the first calculated value of ammonia load.

[0071] After obtaining the first calculated value of ammonia load, the first calculated value can be processed. For example, by multiplying the first calculated value by the ammonia consumption ratio and the molar ratio of nitrogen oxides to ammonia reaction, the first target original emission value can be determined.

[0072] Step S206: If the first target expression includes the original discharge target expression, then the original discharge target expression is solved with the constraint that the error between the set target original discharge value and the current original discharge value is minimized, to obtain the second calculated value of ammonia load.

[0073] The second calculated value of ammonia load refers to the ammonia load value obtained after solving the original emission target expression. When solving the original emission target expression, the minimum error between the set target original emission value and the current original emission value can be the constraint condition set when solving the original emission target expression. Specifically, the calculation principle of the second norm can be used to solve the original emission target expression with the minimum error between the set target original emission value and the current original emission value as the constraint condition.

[0074] Step S208: Determine the first target original discharge value based on the second calculated value of ammonia load.

[0075] Once the second calculated value of ammonia load is determined, it can be processed. For example, by multiplying the second calculated value by the ammonia consumption ratio and the molar ratio of nitrogen oxides to ammonia, the first target original emission value can be determined.

[0076] Step S210: If the first target expression includes the ammonia load target expression and the original discharge target expression, then the first target original discharge value is determined based on the first calculated value and the second calculated value.

[0077] When the first target expression includes both the ammonia load target expression and the original emission target expression, the first calculated value and the second calculated value can be calculated. When both the first calculated value and the second calculated value exist, the average of the two can be taken as the target calculated value, or one of them can be selected as the target calculated value, or a value close to either of the two can be selected as the target calculated value. Then, the target calculated value is multiplied by the ammonia consumption ratio and the molar ratio of nitrogen oxides to ammonia to determine the first target original emission value.

[0078] In the above embodiments, by setting corresponding constraints for the ammonia loading target expression and the original discharge target expression, the ammonia loading target expression and the original discharge target expression are solved, thereby determining the corresponding first calculated value of ammonia loading and the second calculated value of ammonia loading. Finally, based on the first calculated value of ammonia loading and the second calculated value of ammonia loading, the first target original discharge value is determined. By constructing the first target expression, the correlation between the parameters in the original discharge parameters and the ammonia loading parameters is fully considered, thereby accurately determining the first target original discharge value.

[0079] In one embodiment, the ammonia load target expression is constructed by: constructing the ammonia load target expression based on the ammonia load target maintenance weight and the difference between the target ammonia load and the current ammonia load.

[0080] The following formula represents the target expression for ammonia loading:

[0081]

[0082] Where wg1 can represent the weighting of the ammonia loading target. The actual ammonia load is represented by x, which is the current circulating ammonia consumption ratio (the ammonia consumption ratio can be set within a certain range, such as between 0 and 0.5), and ΔT is the calculation step size. For adsorption efficiency, where, This can represent the current ammonia load. By maintaining the weight of the ammonia load target and the difference between the target ammonia load and the current ammonia load, the ammonia load target expression can be constructed.

[0083] In the above embodiments, by establishing the target ammonia load weight and the relationship between the target ammonia load and the current ammonia load, an optimization calculation module is constructed. Thus, through the optimization calculation module, the instantaneous optimal target can be achieved.

[0084] In one embodiment, the original sorting target expression is constructed as follows:

[0085] Based on the original target achievement weight and the difference between the original target value and the current original target value, construct the original target expression.

[0086] The original target expression is shown in the following formula:

[0087]

[0088] Where wg2 can represent the original target achievement weight, This indicates setting the target original row value. The actual ammonia loading is represented by x, which is the ammonia consumption ratio (the ammonia consumption ratio can be set within a certain range, such as between 0 and 0.5), and γ represents the molar ratio of nitrogen oxides to ammonia in the reaction. This can represent the current original ranking value. The weight is achieved through the original ranking target, and the difference between the target original ranking value and the current original ranking value can be set to construct the original ranking target expression.

[0089] In one embodiment, when determining the target original emission value, the ammonia adsorption rate can be calculated based on the current SCR temperature, exhaust flow rate, and ammonia load during vehicle operation. The ammonia load replenishment rate can be calculated based on the ammonia adsorption rate and urea injection rate. The efficiency of SCR in removing nitrogen oxides can be calculated based on the current SCR temperature and exhaust flow rate. The maximum allowable nitrogen oxide (NOx) emission is obtained by dividing the maximum allowable NOx emission by the SCR efficiency. Then, the maximum allowable original emission is compared with the NOx original emission under the pre-calibrated optimal fuel consumption, and the minimum value is taken as the target original emission value.

[0090] In the above embodiments, by establishing the target achievement weight of the original ranking and setting the relationship between the target original ranking value and the current original ranking value, an optimization calculation module is constructed. Thus, through the optimization calculation module, the instantaneous optimal target can be achieved.

[0091] In one embodiment, the second target expression includes an exhaust target expression and an injection angle torque expression; the exhaust target expression is determined based on the first exhaust mean and the exhaust expectation value at the current moment, the first exhaust mean being the exhaust mean of the previous moment at the current moment; the exhaust expectation value is determined based on the catalytic reduction efficiency and the injection angle variable; the injection angle torque expression is determined based on the torque and the injection angle variable.

[0092] Solving the pre-constructed second objective expression to determine the optimal second objective original row value for the original row scenario includes:

[0093] Under the condition that the value of the tail exhaust target expression is less than the preset tail exhaust limit, the target injection angle is determined within the preset injection angle range so that the torque of the injection angle torque expression reaches the torque limit.

[0094] Based on the target injection angle, the tail exhaust target expression is solved to obtain the second target original exhaust value.

[0095] The second target expression includes an exhaust target expression and an injection angle torque expression. The exhaust target expression is constructed based on the first exhaust average and the expected exhaust value at the current moment. The first exhaust average is the exhaust average of the previous moment. The injection angle torque expression is determined based on torque and injection angle variables. The exhaust average can refer to the average exhaust value of the engine in each time period over a certain period. The expected exhaust value refers to the expected exhaust target value at the current moment. Catalytic reduction efficiency refers to the efficiency of the SCR system in removing nitrogen oxides. The injection angle variable can refer to the engine's main injection advance angle.

[0096] Among them, the preset exhaust limit refers to the maximum value that the exhaust can reach in a certain scenario, set according to the actual exhaust situation. The preset exhaust limit can be adaptively adjusted according to the actual operating conditions of the vehicle. The preset injection angle range refers to the range calibrated according to the vehicle's operating scenario. Specifically, when determining the preset injection angle range, the injection angle can be looked up in a table according to the vehicle's speed and injection quantity, so as to determine an injection angle range according to different speeds and injection angles. The injection angle range can be the maximum injection angle that the injection angle variable can reach, as well as the minimum value of the injection angle variable.

[0097] In one embodiment, when solving the tail exhaust target expression, the target injection angle can be determined within the preset injection angle range, such that the torque of the injection angle torque expression reaches the torque limit, i.e., the injection angle when the torque reaches the maximum, while controlling the value of the tail exhaust target expression to be less than the preset tail exhaust limit.

[0098] In one embodiment, taking a car running in a fixed scenario (such as driving on a highway) for a period of time (such as one hour) as an example, one hour can be divided into multiple time periods. For example, one hour can be divided into 6 time periods (first time period, second time period, third time period, fourth time period, fifth time period, and sixth time period) with a step size of 10 minutes. If the car has been running on the highway for 40 minutes, then the current time period is the fourth time period, and the average value of the last row of the first time period is the average value of the last row of the third time period.

[0099] In the above embodiments, when solving the tail exhaust target expression, on the one hand, by using the preset injection angle range, the maximum torque of the injection angle torque expression, and the value of the tail exhaust target expression being less than the preset tail exhaust limit as constraints, the second target original exhaust value can be calculated, thereby achieving the target of the optimal original exhaust scenario.

[0100] In one embodiment, the tail-end target expression is constructed as follows:

[0101] Based on the expected value of the last row and the mean of the first last row, determine the difference between the expected value of the last row and the mean of the first last row.

[0102] Based on the mean of the first row, the difference between the last rows, and the time parameter, construct the target expression for the last row.

[0103] The following formula represents the target expression for the tail row:

[0104]

[0105] X n = (J*Adv+c)*(1-eff)

[0106] Among them, A n-1 X is the mean of the last row. n Let X be the expected value of the last row. n -A n-1 is the difference between the expected value and the mean value of the tail exhaust, n is the time parameter, Adv is the injection angle variable, eff is the SCR efficiency, and J and c are constants.

[0107] In the above embodiments, by establishing the relationship between the expected value of the last row, the average value of the first last row, and the time parameter, an optimization calculation module is constructed. Thus, by optimizing the calculation module, the goal of achieving the optimal original row scenario can be achieved.

[0108] In one embodiment, the injection angle torque is expressed as shown in the following formula:

[0109] Max(K*Adv+b)

[0110] Where MAX can represent the maximum torque value, Adv is the injection angle variable, and K and b are set constants. Thus, by establishing the correspondence between the injection angle and the torque, the target injection angle at which the torque reaches the torque limit can be determined when the injection angle variable changes within the injection angle range.

[0111] In one embodiment, the method further includes:

[0112] Based on the first target original row value or the second target original row value, linear interpolation is performed among a variety of preset reference original row values ​​to determine the reference original row value weight of each reference original row value;

[0113] Obtain the engine control parameters corresponding to each reference original output value;

[0114] The weights of each reference original value are multiplied by the corresponding engine control parameters to determine the corresponding reference engine control parameters;

[0115] The target engine control parameters are determined based on the sum of the control parameters of each reference engine.

[0116] Control the engine to operate with the target engine control parameters.

[0117] The reference emission value can refer to the emission value determined based on a pre-established diesel engine emission model. Specifically, the diesel engine emission model can be configured with various tables. By looking up these tables, multiple reference emission values ​​can be obtained. These tables can include a NOx emission table that takes engine speed and actual single-cylinder injection quantity as input and a basic NOx emission value as output; a deviation table that takes the deviation between actual intake manifold oxygen concentration and target intake manifold oxygen concentration as input and a NOx emission deviation correction value as output; and an environmental table that takes ambient temperature and ambient pressure as input and ambient temperature and ambient pressure correction values ​​as output. Therefore, by using engine speed, actual single-cylinder injection quantity, the deviation between actual intake manifold oxygen concentration and target intake manifold oxygen concentration, ambient temperature, and ambient pressure as inputs to the corresponding tables, multiple different reference emission values ​​can be determined. These reference emission values ​​can include one or more of the following: reference emission values ​​for high NOx emissions, reference emission values ​​for medium NOx emissions, and reference emission values ​​for low NOx emissions.

[0118] Engine control parameters refer to the indicators that the engine needs to achieve when it is working. Specifically, engine control parameters may include parameters such as rail pressure, advance angle, and intake manifold pressure. The engine control parameters may be different for different reference exhaust values. For example, the rail pressure, advance angle, and intake manifold pressure corresponding to the reference exhaust value for high NOx are different from those for low NOx.

[0119] In one embodiment, after determining the first target original emission value or the second target original emission value, linear interpolation can be performed between each reference original emission value using the first target original emission value or the second target original emission value. Then, the weight of each reference original emission value is determined. For example, if the calculated first target original emission value is between the reference original emission value for high NOx and the reference original emission value for medium NOx, and is closer to the reference original emission value for high NOx, then the reference original emission value weight for high NOx can be higher than the reference original emission value weight for medium NOx. After determining the weight, each determined reference original emission value weight can be multiplied by the corresponding engine control parameter to determine the corresponding reference engine control parameter. Finally, the target engine control parameter is determined based on the sum of each reference engine control parameter.

[0120] In the above embodiments, the vehicle controller determines the target engine control parameters by using linear interpolation and combining weights, thereby enabling the engine to be controlled precisely to achieve the calculated target emission values.

[0121] In one embodiment, such as Figure 3The diagram shown is a flowchart illustrating an engine exhaust treatment method in one embodiment:

[0122] in, Figure 3 This involves a flowchart illustrating the process of calculating the target exhaust value for the vehicle controller. Specifically, when determining the target exhaust value, the vehicle controller can first obtain the SCR carrier temperature, air velocity (exhaust flow rate), and ammonia load, and then calculate the ammonia adsorption rate based on the SCR carrier temperature, air velocity (exhaust flow rate), and ammonia load.

[0123] After obtaining the ammonia adsorption rate, the vehicle controller can obtain the urea injection quantity and calculate the ammonia replenishment rate based on the ammonia adsorption rate and the urea injection quantity.

[0124] On the other hand, the vehicle controller calculates the NO removal efficiency of SCR based on the SCR carrier temperature and air velocity. X The efficiency can also be improved by setting NO in the upstream and downstream. X Sensor measurements show that SCR removes NO. X Furthermore, to improve efficiency, the vehicle controller removes NOx by dividing the maximum permissible NOx emission level by the SCR. X The efficiency can be used to obtain the maximum permissible emission. Finally, the vehicle controller compares the maximum permissible emission with the pre-calibrated NOx emission under the optimal fuel consumption, and takes the minimum value as the set target emission value.

[0125] In one embodiment, such as Figure 4 The diagram shown is a flowchart illustrating the process of determining the target control parameters of the engine in one embodiment of the engine exhaust treatment method:

[0126] This embodiment illustrates the flowchart of how the vehicle controller determines the target control parameters of the engine. Specifically, the vehicle controller can determine the corresponding reference exhaust value (i.e., the high NO in the figure) based on a pre-established diesel engine exhaust model. X Original emissions, NO X Original emissions and low NO X The input to the original emission model of a diesel engine can include parameters such as water temperature, ambient pressure, and temperature, as well as parameters such as manifold oxygen concentration deviation and air-fuel ratio deviation.

[0127] Once the target original emission value is calculated, linear interpolation can be performed between the target original emission value and each reference original emission value to determine the weight of each reference original emission value. Since each reference original emission value corresponds to a specific engine control parameter, i.e., the high NO value shown in the figure... X Corresponding target quantity, medium NO X Corresponding target quantity and low NO XFor the target quantity, after determining the weights, the weights of each determined reference original displacement value can be multiplied by the corresponding engine control parameters to determine the corresponding reference engine control parameters; finally, the target engine control parameters are determined based on the sum of the reference engine control parameters.

[0128] In one embodiment, such as Figure 5 The diagram shown is a flowchart illustrating the engine exhaust treatment method in a specific embodiment:

[0129] This embodiment involves several modules, including a scene recognition model, a diesel engine original exhaust model, establishing a scene recognition model, determining the target original exhaust value based on the instantaneous optimal original exhaust value, determining the target original exhaust value based on the instantaneous optimal original exhaust value, and determining the engine target control parameters based on the target original exhaust value and the diesel engine original exhaust model.

[0130] First, regarding the scene recognition model module, the scene recognition model can be a pre-built model that can be used to determine the current scene of the running vehicle. By inputting information such as vehicle speed, acceleration, slope, and torque over a period of time into the scene recognition model, the scene information of the vehicle during operation can be obtained. Generally, there are dozens of scenes. For example, if the vehicle speed is between 90 and 120 km / h, the scene recognition model can determine that the vehicle is in a high-speed operating condition scene, while for a continuous slope, the scene recognition model can determine that the vehicle is in an uphill or downhill scene.

[0131] To address this, a diesel engine exhaust model can be established. This model can be pre-built and used to determine reference exhaust values. Specifically, the diesel engine exhaust model can be configured with various tables. By looking up these tables, multiple reference exhaust values ​​can be obtained. These tables can include a NOx exhaust value table that takes engine speed and actual single-cylinder injection quantity as input and a base NOx exhaust value as output; a deviation table that takes the deviation between actual intake manifold oxygen concentration and target intake manifold oxygen concentration as input and a NOx emission deviation correction value as output; and an environmental table that takes ambient temperature and ambient pressure as input and ambient temperature and ambient pressure correction values ​​as output. Therefore, by using engine speed, actual single-cylinder injection quantity, the deviation between actual and target intake manifold oxygen concentration, ambient temperature, and ambient pressure as inputs to the corresponding tables, multiple different reference exhaust values ​​can be determined.

[0132] When calculating the target original displacement value, depending on the target to be achieved, it can be calculated in the following two ways. Specifically, for the target where the original displacement at the current moment is always within the set acceptable range during vehicle operation, the target original displacement value can be determined in the following way:

[0133] The vehicle controller can first obtain the SCR carrier temperature, air velocity (exhaust flow rate), and ammonia load, and then calculate the ammonia adsorption rate based on the SCR carrier temperature, air velocity (exhaust flow rate), and ammonia load.

[0134] After obtaining the ammonia adsorption rate, the vehicle controller can obtain the urea injection quantity and calculate the ammonia replenishment rate based on the ammonia adsorption rate and the urea injection quantity.

[0135] On the other hand, the vehicle controller calculates the NO removal efficiency of SCR based on the SCR carrier temperature and air velocity. X The efficiency can also be improved by setting NO in the upstream and downstream. X Sensor measurements show that SCR removes NO. X Furthermore, to improve efficiency, the vehicle controller removes NOx by dividing the maximum permissible NOx emission level by the SCR. X The efficiency can be used to obtain the maximum permissible emission. Finally, the vehicle controller compares the maximum permissible emission with the pre-calibrated NOx emission under the optimal fuel consumption, and takes the minimum value as the set target emission value.

[0136] After calculating the target primary emission value, the ammonia adsorption rate and the target primary emission value can be input into a pre-established optimization calculation model for calculation, which will then yield the target primary emission value. The optimization calculation module can be composed of the following expression:

[0137]

[0138] 0 <x<0.5

[0139] Where wg1 can represent the weighting of the ammonia loading target. The actual ammonia load is represented by x, which is the current circulating ammonia consumption ratio (the ammonia consumption ratio can be set within a certain range, such as between 0 and 0.5), and ΔT is the calculation step size. For adsorption efficiency, where, Then it can represent the current ammonia load, and wg2 can represent the original target achievement weight. This indicates setting the target original row value. The actual ammonia loading is represented by x, which is the ammonia consumption ratio (the ammonia consumption ratio can be set within a certain range, such as between 0 and 0.5), and γ represents the molar ratio of nitrogen oxides to ammonia in the reaction. This can represent the current original ranking value. By implementing the weight through the original ranking target, and by setting the difference between the target original ranking value and the current original ranking value, the original ranking target expression can be constructed. This is the target original row value.

[0140] To ensure that the average original displacement value is acceptable at various times within the same scenario during vehicle operation, the target original displacement value can be determined using the following expression:

[0141] Max(K*Adv+b)

[0142]

[0143] X n = (J*Adv+c)*(1-eff)

[0144] Advmin <Adv<Advmax

[0145] Where MAX represents the maximum torque value, Adv is the injection angle variable, K and b are set constants, and A n-1 X is the mean of the last row. n Let X be the expected value of the last row. n -A n-1 is the difference between the expected value and the mean value of the tail exhaust, n is the time parameter, Adv is the injection angle variable, eff is the SCR efficiency, and J and c are constants.

[0146] During actual vehicle operation, An changes continuously with the characteristics of the operating conditions. If the emissions are very low under the current operating conditions, even with optimal torque, the emissions will still be low, thus providing ample room for subsequent optimization. Within a given time parameter, it is possible to achieve both high torque and high emissions. However, if the emissions were high under previous operating conditions, or if the torque was increased slightly but the emissions increased significantly, there would be no room for further torque increases. Therefore, by setting the range of Adv, the maximum torque that can be achieved is determined. Adv represents the upper limit of torque that can be increased by the injection advance angle. Specifically, the range of Adv can be limited by the engine speed and the injection quantity, namely Advmin and Advmax. Advmax represents the maximum injection angle that Adv can achieve, and Advmin represents the minimum value of Adv.

[0147] Once the target original emission value is calculated, linear interpolation can be performed between the target original emission value and each reference original emission value. Then, the weights of each reference original emission value are determined. Since each reference original emission value corresponds to a specific engine control parameter, i.e., the high NO value shown in the figure... X Corresponding target quantity, medium NO X Corresponding target quantity and low NO X For the target quantity, after determining the weights, the weights of each determined reference original displacement value can be multiplied by the corresponding engine control parameters to determine the corresponding reference engine control parameters; finally, the target engine control parameters are determined based on the sum of the reference engine control parameters.

[0148] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0149] Based on the same inventive concept, this application also provides an engine exhaust treatment apparatus for implementing the engine exhaust treatment method described above. The solution provided by this apparatus is similar to the solution described in the above method; therefore, the specific limitations of one or more engine exhaust treatment apparatus embodiments provided below can be found in the limitations of the engine exhaust treatment method described above, and will not be repeated here.

[0150] In one embodiment, such as Figure 6 As shown, an engine exhaust treatment device is provided, comprising: an information acquisition module, a first data processing module, and a second data processing module, wherein:

[0151] The information acquisition module 602 is used to acquire scene information of the vehicle during operation and determine the original exhaust control target of the vehicle's engine based on the scene information.

[0152] The first data processing module 604 is used to determine the first target original row value that achieves the instantaneous optimum of the original row by solving the pre-constructed first target expression if the original row control target is to achieve the instantaneous optimum of the original row; the first target expression is an expression related to the original row parameters;

[0153] The second data processing module 606 is used to solve the pre-constructed second objective expression to determine the second objective original emission value that achieves the optimal original emission scenario if the original emission control objective is to achieve the optimal original emission scenario. The second objective expression is an expression related to the exhaust parameters and injection angle variables of the engine.

[0154] In one embodiment, the first target expression includes at least one of an ammonia loading target expression and an original discharge target expression; the ammonia loading target expression is determined based on the ammonia loading target maintenance weight, the target ammonia loading, and the current ammonia loading; the original discharge target expression is determined based on the original discharge target achievement weight, the set target original discharge value, and the current original discharge value; the current ammonia loading is determined by the ammonia consumption ratio, the ammonia adsorption rate, the calculation step size, and the actual ammonia loading; the first data processing module is further configured to, if the first target expression includes the ammonia loading target expression, take the smallest error between the target ammonia loading and the current ammonia loading as the minimum. The constraints are applied to solve the target expression for ammonia loading, yielding a first calculated value for ammonia loading. Based on this first calculated value, a first target original discharge value is determined. If the first target expression includes the original discharge target expression, the original discharge target expression is solved with the constraint of minimizing the error between the set target original discharge value and the current original discharge value, yielding a second calculated value for ammonia loading. Based on this second calculated value, the first target original discharge value is determined. If the first target expression includes both the ammonia loading target expression and the original discharge target expression, the first target original discharge value is determined based on both the first and second calculated values.

[0155] In one embodiment, the first data processing module includes a first expression construction module;

[0156] The first expression construction module is used to construct an ammonia load target expression based on the ammonia load target maintaining weight and the difference between the target ammonia load and the current ammonia load.

[0157] The first expression construction module is also used to construct the original ranking target expression based on the weights of the original ranking target and the difference between the original ranking value and the current original ranking value.

[0158] In one embodiment, the second target expression includes an exhaust target expression and an injection angle torque expression; the exhaust target expression is determined based on the first exhaust mean and the exhaust expectation value at the current moment, the first exhaust mean being the exhaust mean of the previous moment at the current moment; the exhaust expectation value is determined based on the catalytic reduction efficiency and the injection angle variable; the injection angle torque expression is determined based on the torque and the injection angle variable.

[0159] The second data processing module is also used to determine the target injection angle within the preset injection angle range when the torque of the injection angle torque expression reaches the torque limit, provided that the value of the control tail exhaust target expression is less than the preset tail exhaust limit; and to solve the tail exhaust target expression based on the target injection angle to obtain the second target tail exhaust value.

[0160] In one embodiment, the second data processing module includes a second expression construction module;

[0161] The second expression construction module is used to determine the tail-end difference between the tail-end expected value and the first tail-end mean, based on the tail-end expected value and the first tail-end mean; and to construct the tail-end target expression based on the first tail-end mean, the tail-end difference, and the time parameter.

[0162] In one embodiment, the device further includes an engine control module;

[0163] The engine control module is used to perform linear interpolation among a variety of preset reference source exhaust values ​​based on a first target source exhaust value or a second target source exhaust value to determine the reference source exhaust value weight of each reference source exhaust value; obtain the engine control parameters corresponding to each reference source exhaust value; multiply each reference source exhaust value weight by the corresponding engine control parameter to determine the corresponding reference engine control parameter; determine the target engine control parameter based on the sum of each reference engine control parameter; and control the engine to operate according to the target engine control parameter.

[0164] Each module in the aforementioned engine exhaust treatment device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor within the electronic device, or stored in the memory of the electronic device as software, so that the processor can call and execute the corresponding operations of each module.

[0165] In one embodiment, an electronic device is provided, which may be an in-vehicle terminal, and its internal structure diagram may be as shown in Figure 7. The electronic device includes a processor, a memory, a communication interface, a display screen, and an input device connected via a system bus. The processor provides computing and control capabilities and includes a vehicle controller. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The communication interface of the electronic device is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, NFC (Near Field Communication), or other technologies. When the computer program is executed by the processor, it implements an engine exhaust treatment method.

[0166] Those skilled in the art will understand that Figure 7 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the electronic device to which the present application is applied. The specific electronic device may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements.

[0167] In one embodiment, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the above-described engine exhaust treatment method.

[0168] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps of the above-described engine exhaust treatment method.

[0169] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps of an engine exhaust treatment method.

[0170] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0171] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0172] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. An engine raw exhaust treatment method, characterized by, The method comprises: acquiring scene information of a vehicle during operation, and determining an original emission control target of an engine of the vehicle according to the scene information; if the original emission control target is to achieve original emission instantaneous optimization, solving a first target expression constructed in advance to determine a first target original emission value achieving the original emission instantaneous optimization; the first target expression is an expression related to an original emission parameter and an ammonia load parameter; if the original emission control target is to achieve original emission scene optimization, solving a second target expression constructed in advance to determine a second target original emission value achieving the original emission scene optimization; the second target expression is an expression related to a tail emission parameter of the engine and an injection angle variable; the first target expression comprises at least one of an ammonia load target expression and an original emission target expression; the ammonia load target expression is determined based on an ammonia load target maintaining weight, a target ammonia load and a current ammonia load; the original emission target expression is determined based on an original emission target achieving weight, a set target original emission value and a current original emission value; the current ammonia load is determined by an ammonia consumption ratio, an ammonia adsorption rate, a calculation step and an actual ammonia load; the solving of the first target expression constructed in advance to determine the first target original emission value achieving the original emission instantaneous optimization comprises: if the first target expression comprises the ammonia load target expression, solving the ammonia load target expression to obtain a first calculation value of ammonia load with the error between the target ammonia load and the current ammonia load as a constraint condition; determining the first target original emission value according to the first calculation value of ammonia load; if the first target expression comprises the original emission target expression, solving the original emission target expression to obtain a second calculation value of ammonia load with the error between the set target original emission value and the current original emission value as a constraint condition; determining the first target original emission value according to the second calculation value of ammonia load; if the first target expression comprises the ammonia load target expression and the original emission target expression, determining the first target original emission value according to the first calculation value and the second calculation value.

2. The method of claim 1, wherein, the construction manner of the ammonia load target expression comprises: constructing the ammonia load target expression based on the ammonia load target maintaining weight and the difference between the target ammonia load and the current ammonia load.

3. The method of claim 1, wherein, the construction manner of the original emission target expression comprises: constructing the original emission target expression based on the original emission target achieving weight and the difference between the set target original emission value and the current original emission value.

4. The method of claim 1, wherein, the second target expression comprises a tail emission target expression and an injection angle torque expression; the tail emission target expression is determined based on a first tail emission average value and a tail emission expected value at a current time; the first tail emission average value is a tail emission average value at a previous time of the current time; the tail emission expected value is determined according to a catalytic reduction efficiency and an injection angle variable; the injection angle torque expression is determined based on a torque and an injection angle variable; the solving of the second target expression constructed in advance to determine the second target original emission value achieving the original emission scene optimization comprises: In a case that the value of the tail emission target expression is controlled to be less than a preset tail emission limit value, a target injection angle is determined within a preset injection angle range, so that a torque of the injection angle torque expression reaches a torque limit value; According to the target injection angle, the tail emission target expression is solved to obtain a second target raw emission value.

5. The method of claim 4, wherein, The tail emission target expression is constructed in a manner including: Based on the tail emission expectation value and the first tail emission average value, a tail emission difference between the tail emission expectation value and the first tail emission average value is determined; According to the first tail emission average value, the tail emission difference, and a time parameter, the tail emission target expression is constructed.

6. The method of claim 1, wherein, The method further includes: According to the first target raw emission value or the second target raw emission value, linear interpolation is performed between a plurality of preset reference raw emission values to determine a reference raw emission value weight of each reference raw emission value; An engine control parameter corresponding to each reference raw emission value is obtained; Each reference raw emission value weight is multiplied by a corresponding engine control parameter to determine a corresponding reference engine control parameter; A target engine control parameter is determined based on a sum of the reference engine control parameters; The engine is controlled to work with the target engine control parameter.

7. An engine primary treatment device characterized by comprising: The device includes: An information acquisition module is configured to acquire scene information of a vehicle during operation, and determine a raw emission control target of an engine of the vehicle according to the scene information; A first data processing module is configured to, if the raw emission control target is to achieve raw emission instantaneous optimization, determine a first target raw emission value achieving the raw emission instantaneous optimization based on solving a first target expression constructed in advance; the first target expression is an expression related to a raw emission parameter; A second data processing module is configured to, if the raw emission control target is to achieve raw emission scene optimization, solve a second target expression constructed in advance to determine a second target raw emission value achieving the raw emission scene optimization; the second target expression is an expression related to a tail emission parameter of the engine and an injection angle variable; The first target expression includes at least one of an ammonia loading target expression and a raw emission target expression; the ammonia loading target expression is determined based on an ammonia loading target holding weight, a target ammonia loading, and a current ammonia loading; the raw emission target expression is determined based on a raw emission target implementation weight, a set target raw emission value, and a current raw emission value; the current ammonia loading is determined by an ammonia consumption ratio, an ammonia adsorption rate, a calculation step, and an actual ammonia loading. The first data processing module is further configured to, if the first target expression comprises the ammonia loading target expression, solve the ammonia loading target expression with the minimum error between the target ammonia loading and the current ammonia loading as a constraint condition to obtain a first calculated value of ammonia loading; determine the first target raw discharge value according to the first calculated value of ammonia loading; if the first target expression comprises a raw discharge target expression, solve the raw discharge target expression with the minimum error between the set target raw discharge value and the current raw discharge value as a constraint condition to obtain a second calculated value of ammonia loading; determine the first target raw discharge value according to the second calculated value of ammonia loading; and if the first target expression comprises the ammonia loading target expression and the raw discharge target expression, determine the first target raw discharge value according to the first calculated value and the second calculated value. 8.An electronic device comprising a memory and a processor, the memory storing a computer program, wherein, The computer program, when executed by the processor, implements the steps of the method of any one of claims 1 to 6.

9. A computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program, when executed by the processor, implements the steps of the method of any one of claims 1 to 6.

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