Method, device, and computer device for controlling engine emissions of a vehicle

Abstract

The present application relates to a method, device, computer equipment, computer-readable storage medium, and computer program product for controlling the engine emissions of a vehicle. The method includes: determining an emissions treatment limit value of the aftertreatment system according to the current operating parameters of the aftertreatment system of the vehicle; determining a first fuel injection angle of the engine according to the current operating parameters of the engine of the vehicle, the target emissions, and an engine emissions model, where the engine emissions model is used to represent the corresponding relationship among the operating parameters, emissions, and fuel injection angle of the engine; determining the current emissions of the engine, and determining a second fuel injection angle according to the deviation between the target emissions and the current emissions; determining a target fuel injection angle according to the first fuel injection angle and the second fuel injection angle, and controlling the fuel injection angle of the engine to be the target fuel injection angle. By combining the feedforward adjustment and feedback adjustment of the fuel injection angle of the engine, the fuel injection angle of the engine can be controlled more precisely.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle control, and particularly to a method, device, computer device, computer-readable storage medium, and computer program product for controlling the engine emissions of a vehicle. Background Art

[0002] With the development of the automotive industry and the improvement of environmental protection requirements, the country's requirements for vehicle emissions are getting higher and higher, and the limits on engine emissions are becoming stricter. In order to effectively reduce the pollutants in the exhaust gas emitted by the vehicle, a post-treatment system is usually installed on the vehicle, and the exhaust gas emitted by the engine is purified through the post-treatment system, thereby reducing the pollutants in the exhaust gas emitted by the vehicle. However, the processing efficiency of the post-treatment system is limited. If the engine emissions are too large, the pollutants in the exhaust gas emitted by the vehicle will still exceed the standard. Therefore, how to control the emissions of the vehicle's engine to avoid the pollutants in the exhaust gas emitted by the vehicle from exceeding the standard is a problem that needs to be solved currently. Summary of the Invention

[0003] Based on this, in view of the above technical problems, it is necessary to provide a method, device, computer device, computer-readable storage medium, and computer program product for controlling the engine emissions of a vehicle, which can control the engine emissions of the vehicle.

[0004] A method for controlling the engine emissions of a vehicle includes: determining an emissions processing limit value of the post-treatment system according to the current working parameters of the post-treatment system of the vehicle, where the emissions processing limit value is used as the target emissions of the engine of the vehicle; determining a first injection angle of the engine according to the current operating parameters of the engine of the vehicle, the target emissions, and an engine emissions model, where the engine emissions model is used to represent the corresponding relationship among the operating parameters, emissions, and injection angle of the engine; determining the current emissions of the engine, and determining a second injection angle according to the deviation between the target emissions and the current emissions; determining a target injection angle according to the first injection angle and the second injection angle, and controlling the injection angle of the engine to be the target injection angle.

[0005] In one embodiment, the step of determining the current emissions of the engine and determining a second injection angle according to the deviation between the target emissions and the current emissions includes: obtaining the current injection angle of the engine, determining the current emissions according to the current injection angle, the current operating parameters of the engine, and the engine emissions model; determining an injection angle compensation amount according to the deviation between the current emissions and the target emissions; and determining a second injection angle according to the current injection angle and the injection angle compensation amount.

[0006] In one embodiment, the step of determining a target injection angle according to the first injection angle and the second injection angle includes: determining weight values corresponding to the first injection angle and the second injection angle respectively according to the operating parameters of the engine at the current moment and the average operating parameters of the engine; multiplying the first injection angle and the second injection angle by the weight values corresponding to the first injection angle and the second injection angle respectively and then adding them together to obtain the target injection angle.

[0007] In one embodiment, the step of determining weight values corresponding to the first injection angle and the second injection angle respectively according to the operating parameters of the engine at the current moment and the average operating parameters of the engine includes: determining the average operating parameters of the engine within a set time period before the current moment; determining an operating parameter deviation value according to the operating parameters of the engine at the current moment and the average operating parameters of the engine within a set time period before the current moment; determining weight values corresponding to the first injection angle and the second injection angle respectively according to the operating parameter deviation value, wherein the weight value of the first injection angle is proportional to the operating parameter deviation value, and the sum of the weight value of the second injection angle and the weight value of the first injection angle is one.

[0008] In one embodiment, the method for controlling the engine emissions of a vehicle further includes: determining the average emissions of the engine; when the average emissions exceed a first set threshold, subtracting a first preset angle from the first injection angle to obtain a third injection angle; updating the target injection angle according to the third injection angle and the second injection angle.

[0009] In one embodiment, the method for controlling the engine emissions of a vehicle further includes: when the average emissions exceed a second set threshold, subtracting a second preset angle from the first injection angle to obtain a fourth injection angle, wherein the second set threshold is greater than the first set threshold, and the second preset angle is greater than the first preset angle; updating the target injection angle according to the fourth injection angle.

[0010] An engine emissions control device for a vehicle includes:

[0011] A target emissions determination module, configured to determine an emissions processing limit value of the aftertreatment system according to the current working parameters of the aftertreatment system of the vehicle, wherein the emissions processing limit value is used as the target emissions of the engine of the vehicle;

[0012] A first injection angle determination module, configured to determine a first injection angle of the engine according to the current operating parameters of the engine of the vehicle, the target emissions, and an engine emissions model, wherein the engine emissions model is used to represent the corresponding relationship among the operating parameters, emissions, and injection angle of the engine;

[0013] A second fuel injection angle determination module, configured to determine the current emissions of the engine, and determine the second fuel injection angle according to the deviation between the target emissions and the current emissions;

[0014] A target fuel injection angle determination module, configured to determine the target fuel injection angle according to the first fuel injection angle and the second fuel injection angle, and control the fuel injection angle of the engine to be the target fuel injection angle.

[0015] A computer device, comprising a memory and a processor, where the memory stores a computer program, and when the processor executes the computer program, the engine emissions control method of the foregoing vehicle is implemented.

[0016] A computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the engine emissions control method of the foregoing vehicle is implemented.

[0017] A computer program product, the computer program product includes a computer program, and when the computer program is executed by a processor, the engine emissions control method of the foregoing vehicle is implemented.

[0018] The above-mentioned engine emission control method, device, computer equipment, computer-readable storage medium, and computer program product for a vehicle. The method first determines the emission treatment limit value of the after-treatment system as the target emission of the engine according to the current working parameters of the after-treatment system of the vehicle. Thus, the emission treatment limit value of the vehicle's after-treatment system, that is, the maximum amount of emissions that the after-treatment system can purify, is used as the target emission. Therefore, on the premise of ensuring that the exhaust gas emitted by the vehicle engine can be purified, the emission of the engine is made as large as possible to ensure the performance of the vehicle. Then, according to the current operating parameters of the vehicle's engine, the target emission, and the engine emission model, the first injection angle of the engine is determined. Thus, the first injection angle corresponding to the engine is determined when the vehicle is in the current operating condition to make the emission of the engine reach the target emission, so as to facilitate the subsequent control of the injection angle of the engine and make the emission of the engine reach the target emission, realizing the feedforward adjustment of the injection angle of the engine. Then, the current emission of the engine is determined, and the second injection angle is determined according to the deviation between the target emission and the current emission. Since the second injection angle is determined based on the deviation between the current actual emission and the target emission of the engine, therefore, by using the second injection angle to control the injection angle of the engine, the emission of the engine can reach the target emission, realizing the feedback adjustment of the injection angle of the engine. Finally, according to the first injection angle and the second injection angle, the target injection angle is determined, and the injection angle of the engine is controlled to be the target injection angle. Thus, by combining the feedforward adjustment and the feedback adjustment of the injection angle of the engine, the injection angle of the engine can be controlled more precisely. When the injection angle of the engine is at the target injection angle, the emission of the engine can reach the target emission, thereby realizing the control of the emission of the engine. Description of the Drawings

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application or in 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 some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0020] Figure 1 It is a flowchart of the engine emission control method for a vehicle in an embodiment;

[0021] Figure 2 It is a flowchart of the method for determining the second injection angle in an embodiment;

[0022] Figure 3 It is a flowchart of the method for determining the target injection angle in an embodiment;

[0023] Figure 4Flowchart of a method for determining the fuel injection angle weight in an embodiment;

[0024] Figure 5 Flowchart of an engine emission control method for a vehicle in another embodiment;

[0025] Figure 6 Flowchart of an engine emission control method for a vehicle in yet another embodiment;

[0026] Figure 7 Structural schematic diagram of an engine emission control device for a vehicle in an embodiment;

[0027] Figure 8 Internal structure diagram of a computer device in an embodiment. Detailed implementation manners

[0028] To facilitate the understanding of the present application, the present application will be described more comprehensively below with reference to the relevant drawings. Embodiments of the present application are given in the drawings. However, the present application can be implemented in many different forms and is not limited to the embodiments described herein. On the contrary, these embodiments are provided to make the disclosure of the present application more thorough and comprehensive.

[0029] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which this application belongs. The terms used in the specification of this application herein are only for the purpose of describing specific embodiments and are not intended to limit this application.

[0030] It can be understood that the terms "first", "second", etc. used in this application can be used herein to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish one element from another.

[0031] When used herein, the singular forms "a", "an" and "the" may also include the plural forms unless the context clearly indicates otherwise. It should also be understood that the terms "comprising", "including" or "having", etc. specify the presence of the stated features, wholes, steps, operations, components, parts or combinations thereof, but do not exclude the possibility of the presence or addition of one or more other features, wholes, steps, operations, components, parts or combinations thereof.

[0032] In one embodiment, as Figure 1 shown, a method for controlling the engine emissions of a vehicle is provided, and the method includes:

[0033] Step S100, determining the emission treatment limit value of the aftertreatment system according to the current working parameters of the aftertreatment system of the vehicle.

[0034] Among them, the emission treatment limit is used as the target emission of the vehicle's engine. The vehicle's aftertreatment system may include a Selective Catalytic Reduction (SCR) system. The exhaust gas emitted by the engine usually includes nitrogen oxides. The SCR can inject urea according to the emission amount of nitrogen oxides in the exhaust gas emitted by the engine. The urea reacts with the nitrogen oxides to convert the nitrogen oxides into water and oxygen, thereby achieving the purification effect. However, the efficiency of the SCR in purifying nitrogen oxides is limited. Therefore, it is necessary to determine the maximum emission amount that can be purified according to its current operating parameters, that is, the emission treatment limit, so as to control the engine's emissions with the emission treatment limit as the target emission to reduce the pollutants in the vehicle's emissions. Since the engine's emissions also affect the vehicle's fuel consumption, controlling the engine's emissions at the target emission can achieve the optimal balance of nitrogen oxide emissions and fuel consumption of the vehicle.

[0035] Exemplarily, the conversion efficiency of the SCR system can be determined according to the current temperature and exhaust gas flow rate of the SCR system. Then, according to the conversion efficiency of the SCR system and the emission limit of the SCR, the maximum emission amount of the engine that the SCR system can handle, that is, the emission treatment limit, can be determined. The emission treatment limit can be determined by the following formula:

[0036]

[0037] Where E max is the emission treatment limit, E L is the emission limit downstream of the SCR system, and η is the conversion efficiency of the SCR system.

[0038] Step S110, determine the first injection angle of the engine according to the current operating parameters of the vehicle's engine, the target emission, and the engine emission model.

[0039] Among them, the engine emission model is used to represent the corresponding relationship among the operating parameters, emissions, and injection angle of the engine. Substitute the target emission and the current operating parameters of the engine into the engine emission model, and the first injection angle can be determined. If the value corresponding to the target emission is not recorded in the engine emission model, the first injection angle corresponding to the target emission can be determined by linear interpolation.

[0040] Among them, the operating parameters of the vehicle's engine include the engine speed and the fuel injection amount per cylinder, and also include the oxygen concentration in the intake manifold, the ambient temperature, and the ambient pressure. These parameters will all affect the emissions of the engine. The engine emissions module established in this application takes into account all the above parameters. Based on the engine speed, the fuel injection amount per cylinder, and the fuel injection angle, the basic emission value is first determined, and then the basic emission value is corrected according to the oxygen concentration in the intake manifold, the ambient temperature, and the ambient pressure to obtain the emissions. Thus, the corresponding relationship among the operating parameters, emissions, and fuel injection angle of the engine is established.

[0041] Exemplarily, it can be obtained by calibrating experiments with a large amount of data in advance to get the corresponding relationship among the operating parameters, emissions, and fuel injection angle of the engine, and then an engine emissions model is established based on the corresponding relationship among the operating parameters, emissions, and fuel injection angle of the engine.

[0042] Exemplarily, it can also be the way of the least squares method to determine the corresponding relationship between the emissions and the fuel injection angle under the condition of preset operating parameters. Then repeat this method to determine the corresponding relationship between the emissions and the fuel injection angle under multiple different operating parameters, that is, determine the corresponding relationship among the operating parameters, emissions, and fuel injection angle of the engine, and obtain the engine emissions model. Specifically, it can be when the vehicle's working condition is stable, that is, when the vehicle's operating parameters are fixed, the fuel injection angle of the engine and the actual emissions of the vehicle are collected in real time. Then a plurality of sample data are obtained, and the form of the sample data is (fuel injection angle, emissions). Since a nitrogen oxide sensor is usually used to collect the actual emissions of the engine, but due to the delay of the nitrogen oxide sensor, the sample data of (fuel injection angle, emissions) collected has different delay times, for example, it can be delay T1 - t, delay T1, delay T1 + t. Then the fuel injection angles with delays of T1 - t, T1, and T1 + t are used as a vector respectively, and the corresponding emissions are used as another vector. The method of undetermined coefficients is used to establish the relationship between the fuel injection angle and the emissions as follows:

[0043] θ T [u1 2 3] = [Y1 2Y3]

[0044] Among them, θ T is the undetermined coefficient, that is, the corresponding relationship between the fuel injection angle and the emissions. [u1 2 3] is the fuel injection angle vector, and [Y1 2Y3] is the emissions vector.

[0045] Then, by the method of recursive least squares, the undetermined coefficient θ is solved. T ​, what needs to be noted is that when the system tends to be stable, the values of u1, 2, and 3 are close, and the least squares equation will become unsolvable. This is because the column vectors of [u1, 2, 3] are linearly dependent. Therefore, it is necessary to construct [1, -1, 0; 0, 1, -1][u1, 2, 3] = [0; 0] by accumulation based on [u1, 2, 3] to keep the column vectors of [u1, 2, 3] linearly independent. The calculation formula of the least squares method is as follows:

[0046]

[0047] Among them, θ T is the undetermined coefficient, [u1, 2, 3] is the fuel injection angle vector, and [Y1, 2, Y3] is the emission vector.

[0048] Thus, the corresponding relationship between the emissions and the fuel injection angle under the fixed operating parameters of the vehicle is solved. Repeating this step to determine the corresponding relationship between the emissions and the fuel injection angle under different operating parameters of the vehicle, an engine emissions model can be established.

[0049] Exemplarily, under the condition that other conditions remain unchanged, the more forward the fuel injection angle is, the higher the engine emissions are, and the more backward the fuel injection angle is, the lower the engine emissions are. The fuel injection angle is the fuel injection advance angle, which is the crankshaft angle when the engine injector starts to inject fuel from the top dead center of the piston. Since the fuel needs to be mixed with air before it can burn after being injected into the cylinder, and it takes a certain degree of combustion to reach the maximum explosion pressure, a fuel injection advance angle is required. Generally, the fuel injection advance angle is about 5° - 30° crankshaft angle. If the fuel injection advance angle is too small, the fuel injection is too late, and the fuel injected into the cylinder has no time to burn.

[0050] Step S120, determine the current emissions of the engine, and determine the second fuel injection angle according to the deviation between the target emissions and the current emissions.

[0051] Among them, obtaining the current emissions of the engine, that is, the actual current emissions of the engine, and then comparing it with the target emissions. If it is found that they are inconsistent and there is a deviation, then the second fuel injection angle can be determined according to the deviation. Theoretically, the second fuel injection angle can correct the deviation so that the current emissions reach the target emissions.

[0052] Exemplarily, the second fuel injection angle can be determined by a PID (proportion-Integral-differential) controller. The PID controller can determine the deviation value and the deviation rate according to the deviation between the target emission and the current emission. Since there is a certain relationship between the emission and the fuel injection angle, this relationship is imported into the PID controller, and then the PID algorithm can be used to calculate the fuel injection angle compensation amount according to the deviation value and the deviation rate. That is, by adjusting the current fuel injection angle with this fuel injection angle compensation amount, the current fuel injection angle can reach the second fuel injection angle, and further the current emission can reach the target emission.

[0053] Exemplarily, the PID controller can use the recursive least squares algorithm to determine the second fuel injection angle. After solving the undetermined coefficient θ T then solve the following formula to determine the fuel injection angle compensation amount.

[0054]

[0055] where Δx is the fuel injection angle compensation amount, and the above formula will be repeatedly executed until Y = Y d , θ T is the undetermined coefficient, Y is the current emission, and Y d is the target emission.

[0056] Step S130, determine the target fuel injection angle according to the first fuel injection angle and the second fuel injection angle, and control the fuel injection angle of the engine to be the target fuel injection angle.

[0057] Specifically, the first fuel injection angle is obtained through feedforward calculation, that is, directly determined according to the engine emission model, while the second fuel injection angle is obtained through feedback calculation, that is, calculated according to the current emission and the target emission of the engine, which can better reflect the actual situation of the engine. Therefore, when the engine adopts the first fuel injection angle, theoretically, the emission of the engine can reach the target emission. When the engine adopts the second fuel injection angle, based on the current actual situation of the engine, the emission of the engine can reach the target emission. Since the first fuel injection angle does not consider the actual conditions of the vehicle (such as engineering errors, component wear, etc.), it is not accurate enough to use only the first fuel injection angle as the target fuel injection angle. And when the operating conditions of the vehicle change drastically, the feedback-adjusted second fuel injection angle has a certain delay in determining the current emission, so it is not accurate enough to use only the second fuel injection angle as the target fuel injection angle. Therefore, by combining the first fuel injection angle and the second fuel injection angle to determine the target fuel injection angle, it is possible to combine the first fuel injection angle determined by the feedforward method and the second fuel injection angle determined by the feedback method to achieve more precise adjustment.

[0058] In this embodiment, first, the emission treatment limit value of the aftertreatment system is determined according to the current working parameters of the aftertreatment system of the vehicle as the target emission. Thus, the emission treatment limit value of the vehicle's aftertreatment system, that is, the maximum amount of emissions that the aftertreatment system can purify, is used as the target emission. Therefore, on the premise of ensuring that the exhaust gas emitted by the vehicle engine can be purified, the emission of the engine is made as large as possible to ensure the performance of the vehicle. Then, according to the current operating parameters of the vehicle's engine, the target emission, and the engine emission model, the first injection angle of the engine is determined. Thus, the first injection angle corresponding to the engine is determined when the vehicle is in the current operating condition so that the emission of the engine reaches the target emission, facilitating subsequent control of the injection angle of the engine to make the emission of the engine reach the target emission, realizing the feedforward adjustment of the injection angle of the engine. Then, the current emission of the engine is determined, and the second injection angle is determined according to the deviation between the target emission and the current emission. Since the second injection angle is determined based on the deviation between the current actual emission and the target emission of the engine, therefore, using the second injection angle to control the injection angle of the engine can make the emission of the engine reach the target emission, realizing the feedback adjustment of the injection angle of the engine. Finally, according to the first injection angle and the second injection angle, the target injection angle is determined, and the injection angle of the engine is controlled to be the target injection angle. Thus, by combining the feedforward adjustment and feedback adjustment of the injection angle of the engine, the injection angle of the engine can be controlled more precisely. When the injection angle of the engine is at the target injection angle, the emission of the engine can reach the target emission, thus realizing the control of the emission of the engine.

[0059] In one embodiment, as Figure 2 shown, step S120, determine the current emission of the engine, and determine the second injection angle according to the deviation between the target emission and the current emission. It includes:

[0060] Step S200, obtain the current injection angle of the engine, and determine the current emission according to the current injection angle, the current operating parameters of the engine, and the engine emission model.

[0061] Among them, in the prior art, a nitrogen oxide sensor is usually used to collect the current emission of the engine. However, due to the delay of the nitrogen oxide sensor, the current emission of the engine collected by the nitrogen oxide sensor is inaccurate. Therefore, the current injection angle of the engine is obtained, and the current injection angle and the current operating parameters of the engine are substituted into the engine emission model, and the current emission is determined by calculation, improving the accuracy of the determined current emission.

[0062] Step S210, determine the injection angle compensation amount according to the deviation between the current emission and the target emission.

[0063] Specifically, obtain the current emissions of the engine, that is, the actual current emissions of the engine, and then compare it with the target emissions. If it is found that they are inconsistent and there is a deviation, the fuel injection angle compensation amount can be determined according to the deviation, that is, the amount by which the current fuel injection angle needs to be adjusted.

[0064] Step S220, determine the second fuel injection angle according to the current fuel injection angle and the fuel injection angle compensation amount.

[0065] Specifically, the fuel injection angle compensation amount is used to adjust on the basis of the current fuel injection angle, and the second fuel injection angle can be obtained. The engine using the second fuel injection angle can make the emissions reach the target emissions.

[0066] Exemplarily, the second fuel injection angle can be determined by a PID (proportion-Integral-differential) controller. The PID controller can determine the deviation value and the deviation rate according to the deviation between the target emissions and the current emissions. Since there is a certain relationship between the emissions and the fuel injection angle, this relationship is imported into the PID controller, and then the fuel injection angle compensation amount can be calculated according to the deviation value and the deviation rate by using the PID algorithm, that is, the current fuel injection angle is adjusted by using this fuel injection angle compensation amount, so that the current fuel injection angle can reach the second fuel injection angle, and further the current emissions can reach the target emissions.

[0067] In this embodiment, by obtaining the current emissions of the vehicle's engine, and then determining the second fuel injection angle for adjusting the current fuel injection angle of the engine according to the deviation between the current emissions and the target emissions, the determination of the second fuel injection angle for feedback adjustment of the fuel injection angle is realized.

[0068] In one embodiment, as Figure 3 shown, step S130, determine the target fuel injection angle according to the first fuel injection angle and the second fuel injection angle. It includes:

[0069] Step S300, determine the weight values corresponding to the first fuel injection angle and the second fuel injection angle respectively according to the operating parameters of the engine at the current moment and the average operating parameters of the engine.

[0070] Specifically, the first fuel injection angle is obtained through feedforward calculation, that is, directly determined according to the engine emission model, while the second fuel injection angle is obtained through feedback calculation, that is, calculated based on the current emission and target emission of the engine. Therefore, the first fuel injection angle is not affected by the degree of change of vehicle operating parameters, that is, not affected by the change of vehicle operating conditions. However, the second fuel injection angle needs to be determined based on the current emission of the engine. Since a nitrogen oxide sensor is usually used to collect the current emission of the engine, but due to the delay of the nitrogen oxide sensor, when the degree of change of vehicle operating parameters is relatively large, the current emission of the engine collected by the nitrogen oxide sensor is inaccurate (that is, the current emission received at the current moment is actually the engine emission at the previous moment. Since the operating conditions change drastically, the engine emission at the current moment has changed greatly compared with that at the previous moment, so it is inaccurate). When the vehicle is in a stable operating condition, that is, when the degree of change of vehicle operating parameters is small, the second fuel injection angle is not affected. However, once the vehicle operating condition changes drastically, the second fuel injection angle becomes inaccurate. Therefore, it is necessary to determine the degree of change of vehicle operating conditions based on the operating parameters of the engine at the current moment and the average operating parameters of the engine, and then determine the weight values corresponding to the first fuel injection angle and the second fuel injection angle respectively. The more drastic the change of vehicle operating conditions, the greater the weight corresponding to the first fuel injection angle, and the smaller the weight corresponding to the second fuel injection angle, so as to reduce the influence of operating condition changes on the accuracy of the determined target fuel injection angle and improve the accuracy of determining the target fuel injection angle.

[0071] Exemplarily, the following formula can be used to determine the degree of drastic change of the engine operating parameters:

[0072]

[0073] Wherein, V n is the recursive variance, n is the data volume of the engine operating parameters, X n is the current engine operating parameter, and A n is the recursive mean. The recursive variance can be the engine speed or the fuel injection amount per cylinder of the engine. Then, the weights of the first fuel injection angle and the second fuel injection angle are determined according to the following formula:

[0074] V s = V z * V p

[0075]

[0076] W2 = 1 - W1

[0077] Wherein, V s is the degree of drastic change of vehicle operating conditions, V zis the rotational speed variance of the engine, V p is the variance of the fuel injection quantity per cylinder of the engine, W1 is the weight of the first injection angle, W2 is the weight of the second injection angle, const is a fixed parameter. The smaller const is, the greater the influence of the severity of the vehicle operating condition change on the weight of the first injection angle. The value of const represents the strictness of the definition of the stable operating condition.

[0078] Step S310: Multiply the first injection angle and the second injection angle by the corresponding weight values of the first injection angle and the second injection angle respectively, and then add them to obtain the target injection angle.

[0079] Exemplarily, the target injection angle is determined by the following formula:

[0080] P s = P1 * W1 + P2 * W2

[0081] where, P s is the target injection angle, P1 is the first injection angle, P2 is the second injection angle, W1 is the weight of the first injection angle, and W2 is the weight of the second injection angle.

[0082] In this embodiment, according to the severity of the vehicle operating condition change, the weights corresponding to the first injection angle and the second injection angle are determined, and then according to the first injection angle, the second injection angle, and the weight values corresponding to the first injection angle and the second injection angle respectively, the target injection angle is determined, improving the accuracy of the determined target injection angle.

[0083] In one embodiment, as Figure 4 shown, step S300: Determine the weight values corresponding to the first injection angle and the second injection angle according to the operating parameters of the engine at the current moment and the average operating parameters of the engine. It includes:

[0084] Step S400: Determine the average operating parameters of the engine within a set time period before the current moment.

[0085] Specifically, obtain multiple operating parameters of the engine within a set time period before the current moment, and then take the average value to determine the average operating condition of the engine. And because it is based on the average operating parameters within a set time period before the current moment, the selected average operating parameters are closer to the current operating condition of the vehicle, making the subsequent determined target injection angle more accurate.

[0086] Step S410: Determine the operating parameter deviation value according to the operating parameters of the engine at the current moment and the average operating parameters of the engine within a set time period before the current moment.

[0087] Specifically, by comparing the operating parameters of the engine at the current moment with the average operating parameters of the engine, the deviation value of the operating parameters can be determined, and the deviation value of the operating parameters can be characterized by the variance of the operating parameters.

[0088] Step S420, determine the weight values corresponding to the first injection angle and the second injection angle according to the deviation value of the operating parameters.

[0089] Among them, the weight value of the first injection angle is directly proportional to the deviation value of the operating parameters, and the sum of the weight value of the second injection angle and the weight value of the first injection angle is one.

[0090] Specifically, based on the deviation value of the operating parameters, the degree of change of the operating condition of the vehicle can be determined. The more drastic the change of the operating condition of the vehicle, the greater the weight corresponding to the first injection angle, and the smaller the weight corresponding to the second injection angle, thereby reducing the influence of the change of the operating condition on the accuracy of the determined target injection angle and improving the accuracy of the determined target injection angle.

[0091] In this embodiment, based on the deviation between the current operating parameters of the vehicle and the average operating parameters, the degree of change of the operating condition of the vehicle is determined, and then the weight values corresponding to the first injection angle and the second injection angle are determined, improving the accuracy of the determined target injection angle.

[0092] In one embodiment, as Figure 5 shown, the method for controlling the engine emissions of the vehicle further includes:

[0093] Step S500, determine the average emissions of the engine.

[0094] Specifically, the average emissions of the engine within a set duration before the current moment can be determined.

[0095] Exemplarily, the average emissions of the engine are determined by the following formula:

[0096]

[0097] Among them, B n is the average emissions, B n-1 is the average emissions at the (n - 1)th moment, Z n is the current emissions, and n is the sampling window time of the emissions.

[0098] Step S510, when the average emissions exceed the first set threshold, subtract the first preset angle from the first injection angle to obtain the third injection angle.

[0099] Specifically, when the average emission exceeds the first set threshold, it means that the average emission of the vehicle exceeds the limit. At this time, directly subtract the first preset angle from the first injection angle to obtain the third injection angle, thereby directly reducing the first injection angle determined by the feedforward method and achieving the effect of reducing the engine emissions.

[0100] Step S520, update the target injection angle according to the third injection angle and the second injection angle.

[0101] Specifically, determine the target injection angle based on the third injection angle and the second injection angle, and then use the determined target injection angle to update the current injection angle of the engine. At this time, the target injection angle is smaller than that determined according to the first injection angle and the second injection angle.

[0102] Exemplarily, multiple judgment conditions can also be set. Multiple set thresholds for emissions can be set, and corresponding preset angles can be set for each threshold. Thus, according to the degree of excess emissions, the corresponding adjustment strength can be used to reduce the first injection angle to ensure that the emissions do not exceed the standard.

[0103] In this embodiment, the injection angle of the engine is adjusted based on the average emission of the engine over a period of time, so as to ensure that the emissions of the engine do not exceed the standard.

[0104] In one embodiment, as Figure 6 shown, the method for controlling the engine emissions of the vehicle further includes:

[0105] Step S600, when the average emission exceeds the second set threshold, subtract the second preset angle from the first injection angle to obtain the fourth injection angle.

[0106] Wherein, the second set threshold is greater than the first set threshold, and the second preset angle is greater than the first preset angle.

[0107] Step S610, update the target injection angle according to the fourth injection angle.

[0108] Specifically, when the average emission exceeds the second set threshold, it means that the average emission exceeds the standard more seriously. At this time, after reducing the first injection angle to obtain the fourth injection angle, directly use the fourth injection angle as the target injection angle. Do not consider the second injection angle determined by the feedback method, that is, forcibly reduce the injection angle to ensure that the emissions of the engine do not exceed the standard.

[0109] In this embodiment, the injection angle of the engine is adjusted based on the average emission of the engine over a period of time, so as to ensure that the emissions of the engine do not exceed the standard.

[0110] It should be understood that although Figures 1-6The steps in the flowchart are shown in sequence according to the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise clearly stated in this document, there is no strict order restriction for the execution of these steps, and these steps can be executed in other orders. Moreover, Figures 1-6 at least a part of the steps in

[0111] can include multiple steps or multiple stages. These steps or stages are not necessarily executed 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 executed alternately or in turn with at least a part of other steps or steps or stages in other steps. Figure 7

[0112] In one embodiment, as

[0113] shown, an engine emission control device for a vehicle is provided, which includes: a target emission determination module 701, a first injection angle determination module 702, a second injection angle determination module 703, and a target injection angle determination module 704, where:

[0114] The target emission determination module 701 is configured to determine the emission processing limit of the aftertreatment system according to the current working parameters of the aftertreatment system of the vehicle, where the emission processing limit is used as the target emission of the engine of the vehicle.

[0113] The first injection angle determination module 702 is configured to determine the first injection angle of the engine according to the current operating parameters of the engine of the vehicle, the target emission, and the engine emission model, where the engine emission model is used to represent the corresponding relationship among the operating parameters, emissions, and injection angle of the engine.

[0114] The second injection angle determination module 703 is configured to determine the current emission of the engine, and determine the second injection angle according to the deviation between the target emission and the current emission.

[0115] The target injection angle determination module 704 is configured to determine the target injection angle according to the first injection angle and the second injection angle, and control the injection angle of the engine to be the target injection angle.

[0116]

[0117] In one embodiment, the second injection angle determination module 703 further includes: an emission determination unit, a compensation amount determination unit, and a second injection angle determination unit, where:

[0118] The emission determination unit is configured to obtain the current injection angle of the engine, and determine the current emission according to the current injection angle, the current operating parameters of the engine, and the engine emission model.

[0119] The compensation amount determination unit is configured to determine the injection angle compensation amount according to the deviation between the current emission and the target emission.A second fuel injection angle determination unit, configured to determine a second fuel injection angle according to a current fuel injection angle and a fuel injection angle compensation amount.

[0120] In one embodiment, the target fuel injection angle determination module 704 further includes: a weight determination unit and a target fuel injection angle determination unit, where:

[0121] The weight determination unit is configured to determine weight values corresponding to the first fuel injection angle and the second fuel injection angle according to the operating parameters of the engine at the current moment and the average operating parameters of the engine.

[0122] The target fuel injection angle determination unit is configured to multiply the first fuel injection angle and the second fuel injection angle by the weight values corresponding to the first fuel injection angle and the second fuel injection angle respectively and then add them up to obtain the target fuel injection angle.

[0123] In one embodiment, the weight determination unit further includes: an average parameter determination subunit, a deviation determination subunit, and a weight determination subunit, where:

[0124] The average parameter determination subunit is configured to determine the average operating parameters of the engine within a set duration before the current moment.

[0125] The deviation determination subunit is configured to determine an operating parameter deviation value according to the operating parameters of the engine at the current moment and the average operating parameters of the engine within a set duration before the current moment.

[0126] The weight determination subunit is configured to determine the weight values corresponding to the first fuel injection angle and the second fuel injection angle according to the operating parameter deviation value, where the weight value of the first fuel injection angle is proportional to the operating parameter deviation value, and the sum of the weight value of the second fuel injection angle and the weight value of the first fuel injection angle is one.

[0127] In one embodiment, the engine emission control device of the vehicle further includes: an average emission determination module, a third fuel injection angle determination module, and a second target fuel injection angle determination module, where:

[0128] The average emission determination module is configured to determine the average emission of the engine.

[0129] The third fuel injection angle determination module is configured to subtract a first preset angle from the first fuel injection angle to obtain a third fuel injection angle when the average emission exceeds a first set threshold.

[0130] The second target fuel injection angle determination module is configured to update the target fuel injection angle according to the third fuel injection angle and the second fuel injection angle.

[0131] In one embodiment, the engine emission control device of the vehicle further includes:

[0132] The fourth injection angle determination module is configured to, when the average emission exceeds the second set threshold, subtract the second preset angle from the first injection angle to obtain the fourth injection angle, where the second set threshold is greater than the first set threshold, and the second preset angle is greater than the first preset angle.

[0133] The third target injection angle determination module is configured to update the target injection angle according to the fourth injection angle.

[0134] For the specific limitations of the engine emission control device of the vehicle, reference can be made to the limitations of the engine emission control method of the vehicle in the foregoing text, which will not be elaborated here. Each module in the above-mentioned engine emission control device of the vehicle can be implemented in whole or in part by software, hardware, and their combination. The above-mentioned modules can be embedded in the processor of the computer device in hardware form or independent of it, or stored in the memory of the computer device in software form, so as to facilitate the processor to call and execute the operations corresponding to the above-mentioned modules. It should be noted that the division of modules in the embodiments of the present application is illustrative, only a logical function division, and there may be other division methods in actual implementation.

[0135] In one embodiment, a computer device is provided, and the internal structure diagram of the computer device can be as Figure 8 shown. The computer device includes a processor, a memory, and a network interface connected through a system bus. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The network interface of the computer device is used to communicate with an external terminal through a network connection. When the computer program is executed by the processor, it implements an engine emission control method for a vehicle.

[0136] Those skilled in the art can understand that Figure 8 the structure shown in is only a block diagram of some structures related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine some components, or have different component arrangements.

[0137] In one embodiment, a computer device is provided, including a memory and a processor. A computer program is stored in the memory, and when the processor executes the computer program, it implements the steps in the above-mentioned method embodiments.

[0138] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by the processor, it implements the steps in the above-mentioned method embodiments.

[0139] In one embodiment, a computer program product is provided, including a computer program which, when executed by a processor, implements the steps in the above method embodiments.

[0140] Those of ordinary skill in the art can understand that all or part of the processes in the above method embodiments can be completed by instructing relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the above method embodiments. Among them, any reference to a memory, storage, database, or other medium used in the embodiments provided in the present application can include at least one of non-volatile and volatile memories. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, or optical memory, etc. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc.

[0141] In the description of this specification, the descriptions referring to terms such as "some embodiments", "other embodiments", "ideal embodiments", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic descriptions of the above terms do not necessarily refer to the same embodiment or example.

[0142] The technical features of the above embodiments can be combined arbitrarily. For the sake of concise description, 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, it should be considered as the scope described in this specification.

[0143] The above-described embodiments only represent several implementation manners of the present application. The descriptions are relatively specific and detailed, but should not be construed as limiting the scope of the invention patent. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application should be subject to the appended claims.

Claims

1. A method for controlling the engine emissions of a vehicle, characterized in that, Including: Determine the emission treatment limit value of the after-treatment system according to the current working parameters of the after-treatment system of the vehicle, wherein the emission treatment limit value is used as the target emission of the engine of the vehicle; Determine the first injection angle of the engine according to the current operating parameters of the engine of the vehicle, the target emission, and the engine emission model, wherein the engine emission model is used to represent the corresponding relationship among the operating parameters, emissions, and injection angle of the engine; Determine the current emission of the engine, and determine the second injection angle according to the deviation between the target emission and the current emission; Determine the weight values corresponding to the first injection angle and the second injection angle respectively according to the operating parameters of the engine at the current moment and the average operating parameters of the engine; multiply the first injection angle and the second injection angle by the weight values corresponding to the first injection angle and the second injection angle respectively and then add them to obtain the target injection angle, and control the injection angle of the engine to be the target injection angle.

2. The method for controlling the engine emissions of a vehicle according to claim 1, characterized in that, The step of determining the current emission of the engine and determining the second injection angle according to the deviation between the target emission and the current emission includes: Obtain the current injection angle of the engine, and determine the current emission according to the current injection angle, the current operating parameters of the engine, and the engine emission model; Determine the injection angle compensation amount according to the deviation between the current emission and the target emission; Determine the second injection angle according to the current injection angle and the injection angle compensation amount.

3. The method for controlling the engine emissions of a vehicle according to claim 1, characterized in that, The step of determining the weight values corresponding to the first injection angle and the second injection angle respectively according to the operating parameters of the engine at the current moment and the average operating parameters of the engine includes: Determine the average operating parameters of the engine within a set time period before the current moment; Determine the operating parameter deviation value according to the operating parameters of the engine at the current moment and the average operating parameters of the engine within a set time period before the current moment; Determine the weight values corresponding to the first injection angle and the second injection angle respectively according to the operating parameter deviation value, wherein the weight value of the first injection angle is proportional to the operating parameter deviation value, and the sum of the weight value of the second injection angle and the weight value of the first injection angle is one.

4. The method for controlling the engine emissions of a vehicle according to any one of claims 1-3, characterized in that, The method further includes: Determine the average emission of the engine; When the average emission exceeds the first set threshold, subtract the first preset angle from the first injection angle to obtain the third injection angle; Update the target injection angle according to the third injection angle and the second injection angle.

5. The method for controlling the engine emissions of a vehicle according to claim 4, characterized in that, The method further includes: When the average emission exceeds the second set threshold, subtract the second preset angle from the first injection angle to obtain the fourth injection angle, wherein the second set threshold is greater than the first set threshold, and the second preset angle is greater than the first preset angle; Update the target injection angle according to the fourth injection angle.

6. An engine emission control device for a vehicle, characterized in that, Including: A target emission determination module, configured to determine the emission treatment limit value of the after-treatment system according to the current working parameters of the after-treatment system of the vehicle, wherein the emission treatment limit value is used as the target emission of the engine of the vehicle; The first fuel injection angle determination module is configured to determine the first fuel injection angle of the engine according to the current operating parameters of the engine of the vehicle, the target emissions, and the engine emissions model, where the engine emissions model is used to represent the corresponding relationship among the operating parameters, emissions, and fuel injection angle of the engine; The second fuel injection angle determination module is configured to determine the current emissions of the engine, and determine the second fuel injection angle according to the deviation between the target emissions and the current emissions; The target fuel injection angle determination module is configured to determine the weight values corresponding to the first fuel injection angle and the second fuel injection angle according to the operating parameters at the current moment of the engine and the average operating parameters of the engine; multiply the first fuel injection angle and the second fuel injection angle by the weight values corresponding to the first fuel injection angle and the second fuel injection angle respectively and then add them together to obtain the target fuel injection angle, and control the fuel injection angle of the engine to be the target fuel injection angle.

7. The device according to claim 6, characterized in that, The second fuel injection angle determination module is further configured to: Obtain the current fuel injection angle of the engine, and determine the current emissions according to the current fuel injection angle, the current operating parameters of the engine, and the engine emissions model; Determine the fuel injection angle compensation amount according to the deviation between the current emissions and the target emissions; Determine the second fuel injection angle according to the current fuel injection angle and the fuel injection angle compensation amount.

8. A computer device, comprising a memory and a processor, the memory storing a computer program, characterized in that, When the processor executes the computer program, the steps of the method according to any one of claims 1 to 5 are implemented.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, the steps of the method according to any one of claims 1 to 5 are implemented.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, the steps of the method according to any one of claims 1 to 5 are implemented.

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