A method and related device for controlling particles in vehicle exhaust

Abstract

An embodiment of the present application provides a method and related device for controlling particles in vehicle exhaust. The method includes: obtaining current operating condition data of a target vehicle; determining a corresponding particle control strategy according to the current operating condition data; controlling the opening and closing degrees of a first control valve and a second control valve according to the particle control strategy. The first control valve is used to control the opening and closing of a first exhaust pipe after the TWC of the target vehicle, and the second control valve is used to control the opening and closing of a second exhaust pipe after the TWC. A GPF is installed in the second exhaust pipe, and the GPF is used for particle trapping. Through the above solution, it is possible to effectively control the particle number of vehicle exhaust under various operating conditions.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and particularly to a method for controlling particles in vehicle exhaust and related devices. Background Art

[0002] In order to protect the environment, in the related art, a three-way catalytic converter (TWC) is usually provided behind the engine of a vehicle. The TWC can convert the exhaust gas (carbon monoxide CO, nitrogen oxides NOx, hydrocarbons HC, etc.) that causes air pollution generated by fuel combustion during the operation of the vehicle engine into harmless gases.

[0003] Although the TWC can oxidize some particles while converting harmful gases in vehicle exhaust into harmless gases, the operating conditions of the engine during the actual driving process of the vehicle are complex and changeable. In most operating conditions, the number of particulate matters in vehicle exhaust is large, and the TWC cannot effectively capture a large number of particulate matters. Therefore, only setting the TWC behind the vehicle engine will still result in a high risk of exceeding the standard for the number of particulate matter emissions in vehicle exhaust. Summary of the Invention

[0004] The embodiments of the present application provide a method for controlling particles in vehicle exhaust and related devices, which can effectively control the number of particulate matters in vehicle exhaust under various operating conditions.

[0005] In view of this, the first aspect of the embodiments of the present application provides a method for controlling particles in vehicle exhaust, including:

[0006] Obtaining the current operating condition data of the target vehicle;

[0007] Determining a corresponding particulate matter control strategy according to the current operating condition data;

[0008] Controlling the opening and closing degrees of a first control valve and a second control valve according to the particulate matter control strategy. The first control valve is used to control the opening and closing of a first exhaust pipe after the three-way catalytic converter (TWC) of the target vehicle, and the second control valve is used to control the opening and closing of a second exhaust pipe after the TWC. A gasoline particulate filter (GPF) is installed in the second exhaust pipe, and the GPF is used for particulate matter capture.

[0009] The second aspect of the embodiments of the present application provides a device for controlling particles in vehicle exhaust, including:

[0010] An obtaining unit, configured to obtain the current operating condition data of the target vehicle;

[0011] A determining unit, configured to determine a corresponding particulate matter control strategy according to the current operating condition data;

[0012] A control unit, configured to control the opening and closing degrees of a first control valve and a second control valve according to the particulate matter control strategy, where the first control valve is used to control the opening and closing of a first exhaust pipe after a three-way catalytic converter (TWC) of the target vehicle, and the second control valve is used to control the opening and closing of a second exhaust pipe after the TWC. A gasoline particulate filter (GPF) is installed in the second exhaust pipe, and the GPF is used for particulate matter trapping.

[0013] A third aspect of an embodiment of the present application provides an electronic device, including:

[0014] A memory, configured to store executable instructions;

[0015] A processor, configured to implement the particulate matter control method for vehicle exhaust provided in the embodiment of the present application when executing the executable instructions stored in the memory.

[0016] A fourth aspect of an embodiment of the present application provides a computer-readable medium, storing executable instructions, configured to implement the particulate matter control method for vehicle exhaust provided in the embodiment of the present application when being executed by a processor.

[0017] An embodiment of the present application provides a particulate matter control method for vehicle exhaust. The method includes: obtaining current operating condition data of a target vehicle; determining a corresponding particulate matter control strategy according to the current operating condition data; controlling the opening and closing degrees of a first control valve and a second control valve according to the particulate matter control strategy. The first control valve is used to control the opening and closing of a first exhaust pipe after the TWC of the target vehicle, and the second control valve is used to control the opening and closing of a second exhaust pipe after the TWC. A GPF is installed in the second exhaust pipe, and the GPF is used for particulate matter trapping. Through the above solution, effective control of the particulate matter quantity in vehicle exhaust can be achieved under various operating conditions. Description of the Drawings

[0018] To more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only the embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained according to the provided drawings without creative efforts.

[0019] Figure 1 It is a flowchart of a particulate matter control method for vehicle exhaust provided in an embodiment of the present application;

[0020] Figure 2 It is a schematic diagram of a TWC arranged with a GPF provided in an embodiment of the present application;

[0021] Figure 3The valve opening factor correspondence diagram provided by the embodiment of the present application based on the engine water temperature;

[0022] Figure 4 The valve opening factor correspondence diagram provided by the embodiment of the present application based on the accelerator pedal change rate;

[0023] Figure 5 The valve opening factor correspondence diagram provided by the embodiment of the present application based on the accelerator pedal change rate and the engine water temperature;

[0024] Figure 6 The schematic diagram of a particulate control device for vehicle exhaust gas provided by the embodiment of the present application. Detailed implementation manners

[0025] In order to enable those skilled in the art to better understand the solution of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0026] The terms "first", "second", "third", "fourth", etc. (if any) in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and do not have to be used to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present application described herein can be implemented in an order different from those illustrated or described herein. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device comprising a series of steps or units does not have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0027] In the related art, there is usually only one TWC behind the engine of a vehicle. Although the TWC can convert the exhaust gas that causes air pollution generated by the fuel combustion during the operation of the vehicle's engine into harmless gases, the operating conditions of the engine are complex and variable during the actual driving process of the vehicle. Especially in the cold start condition or the condition of accelerating again after idling, the emission of particulate matter will increase significantly, which will significantly increase the overall emission of particulate matter. At this time, relying solely on one TWC may not be able to effectively capture a large amount of particulate matter in the vehicle exhaust. Therefore, there is still a great risk of exceeding the standard of particulate matter emission in vehicles equipped with TWC.

[0028] In view of this, the present application provides a method and related device for controlling particulate matter in vehicle exhaust, which can effectively control the particulate matter quantity in vehicle exhaust under various working conditions.

[0029] The following uses method embodiments to illustrate a method for controlling particulate matter in vehicle exhaust provided by the present application. As Figure 1 shown, Figure 1 is a flowchart of a method for controlling particulate matter in vehicle exhaust provided by an embodiment of the present application. The method includes:

[0030] S101. Obtain the current operating condition data of the target vehicle.

[0031] During the actual operation of the vehicle, the particulate matter emission quantity under different working conditions is different. The particulate matter emission quantity is less under some working conditions and more under some working conditions. In order to effectively control particulate matter under different working conditions, first obtain the current operating condition data of the target vehicle. The current operating condition data includes various operating condition data during vehicle operation, for example, the operating condition data of various devices on the vehicle such as the engine, accelerator, and brake.

[0032] S102. Determine the corresponding particulate matter control strategy according to the current operating condition data.

[0033] After obtaining the current operating condition data of the target vehicle in S101, since the particulate matter emission quantity is different under different working conditions, the corresponding particulate matter control strategy can be determined according to the current condition data.

[0034] S103. According to the particulate matter control strategy, control the opening and closing degrees of the first control valve and the second control valve. The first control valve is used to control the opening and closing of the first exhaust pipe after the TWC of the target vehicle, and the second control valve is used to control the opening and closing of the second exhaust pipe after the TWC. A GPF is installed in the second exhaust pipe, and the GPF is used for particulate matter trapping.

[0035] As Figure 2 shown, Figure 2 In 201 is the engine of the vehicle, 202 is the TWC of the vehicle, 203 is the GPF of the vehicle, 204 is the first control valve, and 205 is the second control valve. The particulate matter control strategy in the present application is used to control the opening and closing degrees of the first control valve and the second control valve. Among them, the first control valve is used to control the first exhaust pipe after the TWC, and the second control valve is used to control the second exhaust pipe after the TWC. A particulate trap (Gasoline Particulate Filter, GPF) is installed in the second exhaust pipe, and the GPF is used for particulate matter collection to form a bypass pipeline.

[0036] In the related art, only a TWC is installed after the engine. Since the oxidation effect of the TWC on particulate matter is limited, in this application, a GPF is introduced, and the GPF can effectively collect particulate matter. Among them, since the GPF is not a directly conductive device, if the GPF is directly installed after the TWC, although the number of particulate matter in the vehicle exhaust can be controlled, because the GPF is not a completely conductive device, this will cause a relatively large back pressure on the vehicle. Therefore, this application provides a second exhaust pipe with a GPF installed and a first exhaust pipe directly connected to the TWC, and controls the opening and closing degrees of the first control valve and the second control valve according to the particulate matter control strategy, so as to effectively control the number of particulate matter in the vehicle exhaust under various working conditions.

[0037] In some embodiments, the current operating condition data includes the current engine water temperature. In determining the corresponding particulate matter control strategy according to the current operating condition data, the method includes:

[0038] When the current engine water temperature is less than the water temperature threshold, determine the particulate matter control strategy as controlling the first control valve to be fully closed and controlling the second control valve to be fully opened;

[0039] When the current engine water temperature is greater than or equal to the water temperature threshold, obtain the current idle time of the target vehicle, and determine the particulate matter control strategy according to the current idle time.

[0040] Specifically, during the actual driving of the vehicle, when the engine is in a cold start condition, there will be more particulate matter in the vehicle exhaust. In this regard, the current operating condition data can include the current engine water temperature, and the engine water temperature is used to determine whether the engine is in a cold start condition.

[0041] When the current engine water temperature is less than the water temperature threshold, it means that the engine is in a cold start condition at this time, and the number of particulate matter in the vehicle exhaust is relatively large. Therefore, the particulate matter control strategy can be determined as controlling the first control valve to be fully closed and controlling the second control valve to be fully opened, that is, according to this particulate matter control strategy, the vehicle exhaust after the TWC can all pass through the GPF, and the GPF can capture the particulate matter in the cold start exhaust, so as to achieve the purpose of controlling the particulate matter quantity emission of the vehicle exhaust in the cold start condition.

[0042] When the current engine water temperature is greater than or equal to the water temperature threshold, it means that the engine is not in a cold start condition at this time. Since the number of particulate matter in the vehicle exhaust may also be relatively large when the vehicle is in other conditions, the current idle time of the target vehicle can be obtained, and the corresponding particulate matter control strategy can be determined according to the current idle time.

[0043] In some embodiments, in determining the particulate matter control strategy according to the current idle time, the method includes:

[0044] When the current idle time is less than the time threshold, determine that the particulate control strategy is to control the opening degree of the second control valve based on the first valve opening factor k1 of the engine water temperature;

[0045] When the current idle time is greater than or equal to the time threshold, obtain the current throttle pedal change rate of the target vehicle, and determine the particulate control strategy according to the current throttle pedal change rate.

[0046] Specifically, when the vehicle is not in the cold start condition but in the idle condition, the vehicle may generate more particulate matter due to the acceleration after idling. Therefore, after analyzing the current engine water temperature of the target vehicle, the corresponding particulate control strategy can be determined according to the current idle time, and the current idle time is used to represent the time when the target vehicle starts again after stopping.

[0047] When the current idle time is less than the time threshold, it means that the target vehicle is not in the idle condition at this time. Although it is neither in the cold start condition nor in the idle condition at this time, since the number of particulate matter in the vehicle exhaust is closely related to the engine temperature, the particulate control strategy can be determined to control the opening degree of the second control valve based on the first valve opening factor k1 of the current engine water temperature. Among them, the corresponding relationship between the engine water temperature and the valve opening factor is as Figure 3 shown, that is, the corresponding first valve opening factor k1 can be determined according to the current engine water temperature and the corresponding relationship between the engine water temperature and the valve opening factor. By controlling the opening degree of the second control valve, the exhaust gas volume passing through the GPF can be reasonably distributed, so that different exhaust gas volumes can be filtered by the GPF at different engine water temperatures, effectively reducing the number of particles in the vehicle exhaust gas.

[0048] When the current idle time is greater than or equal to the time threshold, it means that the target vehicle is in the idle condition, and the number of particulate matter in the vehicle exhaust may increase. In this regard, the current throttle pedal change rate of the target vehicle can be obtained, and the corresponding particulate control strategy can be determined according to the current throttle pedal change rate.

[0049] In some embodiments, in terms of determining the particulate control strategy according to the current throttle pedal change rate, the method includes:

[0050] When the current throttle pedal change rate is greater than or equal to the change rate threshold, determine that the particulate control strategy is to control the opening degree of the second control valve based on the second valve opening factor k2 of the current throttle pedal change rate;

[0051] When the current throttle pedal change rate is less than the change rate threshold, determine that the particulate control strategy is to control the opening degree of the second control valve based on the engine water temperature and the current throttle pedal change rate of the third valve opening factor k3.

[0052] Specifically, when the vehicle is in the idle condition, if the vehicle suddenly accelerates, it will cause an increase in the number of particulate matters in the vehicle exhaust. Therefore, when the current accelerator pedal change rate is greater than or equal to the change rate threshold, it indicates that the target vehicle is in the sudden acceleration condition. At this time, the number of particulate matters in the vehicle exhaust is closely related to the accelerator pedal change rate. Therefore, it can be determined that the particulate matter control strategy is to control the opening degree of the second control valve based on the second valve opening factor k2 of the current accelerator pedal change rate. Among them, the corresponding relationship between the accelerator pedal change rate and the valve opening factor is as Figure 4 shown, that is, the corresponding second valve opening factor k2 can be determined according to the current accelerator pedal change rate and the corresponding relationship between the accelerator pedal change rate and the valve opening factor. By controlling the opening degree of the second control valve, the exhaust gas volume passing through the GPF can be reasonably distributed, and the GPF filtration of different exhaust gas volumes can be realized under sudden acceleration after idling, effectively reducing the number of particles in the vehicle exhaust gas.

[0053] When the current accelerator pedal change rate is less than the change rate threshold, it indicates that although the engine is in the idle condition at this time, there is no sudden acceleration. Therefore, the influence of the engine water temperature and the accelerator pedal change rate on the number of particulate matters in the vehicle exhaust can be comprehensively analyzed, and it can be determined that the particulate matter control strategy is to control the opening degree of the second control valve based on the third valve opening factor k3 of the engine water temperature and the current accelerator pedal change rate, so as to realize the GPF filtration of different exhaust gas volumes under slow acceleration after idling and effectively reduce the number of particles in the vehicle exhaust gas.

[0054] In some embodiments, in order to comprehensively consider the influence of the engine water temperature and the accelerator pedal change rate on the number of particulate matters in the vehicle exhaust, in terms of controlling the opening degree of the second control valve based on the third valve opening factor k3 of the current accelerator pedal change rate and the engine water temperature, the method includes:

[0055] Determine the first valve opening factor k1 based on the current engine water temperature;

[0056] Determine the second valve opening factor k2 based on the current accelerator pedal change rate;

[0057] Multiply the first valve opening factor k1 and the second valve opening factor k2 to obtain the third valve opening factor k3;

[0058] Control the opening degree of the second control valve based on the third valve opening factor k3.

[0059] As Figure 5 shown, the corresponding first valve opening factor k1 and second valve opening factor k2 can be determined respectively according to the current engine water temperature and the current accelerator pedal change rate, and then the first valve opening factor k1 and the second valve opening factor k2 are multiplied to accurately obtain the third valve opening factor k3, and then the opening degree of the second control valve is controlled based on the third valve opening factor k3.

[0060] In some embodiments, in order to achieve a reasonable distribution of the exhaust gas after the TWC, the closing degree of the first control valve is equivalent to the opening degree of the second control valve. For example, when the opening degree of the second control valve is 80%, the closing degree of the first control valve is also 80%.

[0061] In some embodiments, in order to achieve unidirectional flow of the gas in the second exhaust pipe, that is, to prevent the gas in the second exhaust pipe from flowing back, a check valve can be installed in the second exhaust pipe, as Figure 2 shown Figure 2 where 206 is the check valve

[0062] In summary, the embodiments of the present application provide a method for controlling particles in vehicle exhaust gas, and the method includes: obtaining the current operating condition data of the target vehicle; determining the corresponding particle control strategy according to the current operating condition data; controlling the opening and closing degrees of the first control valve and the second control valve according to the particle control strategy, where the first control valve is used to control the opening and closing of the first exhaust pipe after the three-way catalytic converter (TWC) of the target vehicle, and the second control valve is used to control the opening and closing of the second exhaust pipe after the TWC. A gasoline particulate filter (GPF) is installed in the second exhaust pipe, and the GPF is used for particle trapping. Through the above solution, effective control of the particle number of vehicle exhaust gas can be achieved under various working conditions.

[0063] Further, this method enables the second exhaust pipe with a GPF installed during cold start or after-idle acceleration conditions, and controls the opening degree of the second control valve according to the magnitudes of the engine water temperature and the accelerator pedal change rate. Through the GPF in the second exhaust pipe, effective control of the particle number of vehicle exhaust gas can be achieved and the system back pressure can be optimized by reasonably controlling the exhaust gas volume in the second exhaust pipe.

[0064] The following will illustrate a particle control device for vehicle exhaust gas provided by the present application through device embodiments, as Figure 6 shown Figure 6 is a schematic diagram of a particle control device for vehicle exhaust gas provided by an embodiment of the present application. The device includes:

[0065] An acquisition unit 601, configured to obtain the current operating condition data of the target vehicle;

[0066] A determination unit 602, configured to determine the corresponding particle control strategy according to the current operating condition data;

[0067] A control unit 603, configured to control the opening and closing degrees of a first control valve and a second control valve according to a particulate matter control strategy. The first control valve is used to control the opening and closing of a first exhaust pipeline after a three-way catalytic converter (TWC) of the target vehicle, and the second control valve is used to control the opening and closing of a second exhaust pipeline after the TWC. A gasoline particulate filter (GPF) is installed in the second exhaust pipeline, and the GPF is used for particulate matter trapping.

[0068] In some embodiments, the current operating condition data includes the current engine water temperature. In terms of determining the corresponding particulate matter control strategy according to the current operating condition data, the determining unit 602 is specifically configured to:

[0069] When the current engine water temperature is lower than a water temperature threshold, determine the particulate matter control strategy as controlling the first control valve to be fully closed and the second control valve to be fully opened;

[0070] When the current engine water temperature is greater than or equal to the water temperature threshold, obtain the current idle time of the target vehicle, and determine the particulate matter control strategy according to the current idle time.

[0071] In some embodiments, in terms of determining the particulate matter control strategy according to the current idle time, the determining unit 602 is specifically configured to:

[0072] When the current idle time is less than a time threshold, determine the particulate matter control strategy as controlling the opening degree of the second control valve based on a first valve opening factor k1 of the engine water temperature;

[0073] When the current idle time is greater than or equal to the time threshold, obtain the current accelerator pedal change rate of the target vehicle, and determine the particulate matter control strategy according to the current accelerator pedal change rate.

[0074] In some embodiments, in terms of determining the particulate matter control strategy according to the current accelerator pedal change rate, the determining unit 602 is specifically configured to:

[0075] When the current accelerator pedal change rate is greater than or equal to a change rate threshold, determine the particulate matter control strategy as controlling the opening degree of the second control valve based on a second valve opening factor k2 of the current accelerator pedal change rate;

[0076] When the current accelerator pedal change rate is less than the change rate threshold, determine the particulate matter control strategy as controlling the opening degree of the second control valve based on a third valve opening factor k3 of the engine water temperature and the current accelerator pedal change rate.

[0077] In some embodiments, in terms of controlling the opening degree of the second control valve based on the third valve opening factor k3 of the current accelerator pedal change rate and the engine water temperature, the determining unit 602 is specifically configured to:

[0078] Determine a first valve opening factor k1 based on the current engine water temperature;

[0079] Determine a second valve opening factor k2 based on the current throttle pedal change rate;

[0080] Multiply the first valve opening factor k1 and the second valve opening factor k2 to obtain a third valve opening factor k3;

[0081] Control the opening degree of the second control valve based on the third valve opening factor k3.

[0082] In some embodiments, the closing degree of the first control valve is equivalent to the opening degree of the second control valve.

[0083] It should be noted that the specific working processes of the various modules provided in the above embodiments of the present application can be correspondingly referred to the corresponding implementation manners in the above method embodiments, and will not be elaborated herein.

[0084] Another embodiment of the present application provides an electronic device, including:

[0085] A memory for storing executable instructions;

[0086] A processor for implementing the method in the above method embodiments of the present application when executing the executable instructions stored in the memory.

[0087] Another embodiment of the present application provides a computer-readable storage medium storing executable instructions for implementing the method in the above method embodiments of the present application when being executed by a processor.

[0088] Those skilled in the art can further realize that the units and algorithm steps of the examples described in combination with the embodiments disclosed herein can be implemented by electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the examples have been generally described according to functions in the above description. Whether these functions are executed in a hardware or software manner depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present application.

[0089] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for controlling particles in vehicle exhaust gas, characterized in that, The method includes: Obtaining the current operating condition data of the target vehicle, where the current operating condition data includes the current engine water temperature, the current idle time, and the current accelerator pedal change rate; Determining a corresponding particulate control strategy according to the current operating condition data; Controlling the opening and closing degrees of a first control valve and a second control valve according to the particulate control strategy. The first control valve is used to control the opening and closing of a first exhaust pipe after a three-way catalytic converter (TWC) of the target vehicle, and the second control valve is used to control the opening and closing of a second exhaust pipe after the TWC. The closing degree of the first control valve is equivalent to the opening degree of the second control valve. A gasoline particulate filter (GPF) is installed in the second exhaust pipe, and the GPF is used for particulate trapping; The determining a corresponding particulate control strategy according to the current operating condition data includes: When the current engine water temperature is less than the water temperature threshold, determining the particulate control strategy as controlling the first control valve to be fully closed and controlling the second control valve to be fully opened; When the current engine water temperature is greater than or equal to the water temperature threshold, obtaining the current idle time of the target vehicle, and determining the particulate control strategy according to the current idle time to control the opening degree of the second control valve. The opening degree of the second control valve is controlled by a valve opening factor, and the valve opening factor is based on the current engine water temperature and / or the current accelerator pedal change rate.

2. The method according to claim 1, characterized in that, The determining the particulate control strategy according to the current idle time includes: When the current idle time is less than the time threshold, determining the particulate control strategy as controlling the opening degree of the second control valve based on a first valve opening factor k1 of the current engine water temperature; When the current idle time is greater than or equal to the time threshold, obtaining the current accelerator pedal change rate of the target vehicle, and determining the particulate control strategy according to the current accelerator pedal change rate.

3. The method according to claim 2, wherein The determining the particulate control strategy according to the current accelerator pedal change rate includes: When the current accelerator pedal change rate is greater than or equal to the change rate threshold, determining the particulate control strategy as controlling the opening degree of the second control valve based on a second valve opening factor k2 of the current accelerator pedal change rate; When the current accelerator pedal change rate is less than the change rate threshold, determining the particulate control strategy as controlling the opening degree of the second control valve based on a third valve opening factor k3 of the current engine water temperature and the current accelerator pedal change rate.

4. The method according to claim 3, wherein The controlling the opening degree of the second control valve based on the third valve opening factor k3 of the current engine water temperature and the current accelerator pedal change rate includes: Determining a first valve opening factor k1 based on the current engine water temperature; Determining a second valve opening factor k2 based on the current accelerator pedal change rate; Multiplying the first valve opening factor k1 and the second valve opening factor k2 to obtain the third valve opening factor k3; Controlling the opening degree of the second control valve based on the third valve opening factor k3.

5. A particulate control device for vehicle exhaust gas, wherein the device is controlled by using the method according to any one of the preceding claims 1-4, characterized in that, The device includes: An acquisition unit for acquiring the current operating condition data of a target vehicle; A determination unit for determining a corresponding particulate control strategy according to the current operating condition data; A control unit for controlling the opening and closing degrees of a first control valve and a second control valve according to the particulate control strategy, where the first control valve is used to control the opening and closing of a first exhaust pipe after a three-way catalytic converter (TWC) of the target vehicle, and the second control valve is used to control the opening and closing of a second exhaust pipe after the TWC. A gasoline particulate filter (GPF) is installed in the second exhaust pipe, and the GPF is used for particulate trapping.

6. An electronic device, characterized in that, Comprising: A memory for storing executable instructions; A processor for implementing the particulate control method for vehicle exhaust gas according to any one of claims 1 to 4 when executing the executable instructions stored in the memory.

7. A computer-readable storage medium, characterized in that, Stored with executable instructions for implementing the particulate control method for vehicle exhaust gas according to any one of claims 1 to 4 when being executed by a processor.

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