Engine operation mode control method, device, controller, and storage medium

Abstract

The application relates to an engine operation mode control method and device, a controller, a storage medium and a computer program product. The method comprises the following steps: acquiring an engine working condition parameter during vehicle driving; if it is determined that the engine is not in a regeneration state based on the working condition parameter, determining a catalytic reduction conversion efficiency based on upstream nitrogen oxide mass and downstream nitrogen oxide mass when engine power of the engine reaches a power threshold; comparing the catalytic reduction conversion efficiency with a preset conversion efficiency threshold to obtain a comparison result, and controlling the vehicle to work in an operation mode matched with the comparison result based on the comparison result. The method can improve the performance of the engine.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to a method, device, controller, storage medium, and computer program product for controlling the operating mode of an engine. Background Technology

[0002] With the development of automotive technology, commercial vehicles need to meet the sixth-stage emission requirements. Compared with the fifth-stage requirements, the sixth-stage requirements are more stringent, resulting in impacts including, but not limited to, a decrease in engine fuel economy. The full implementation of the sixth-stage emission requirements has led to varying degrees of increase in fuel consumption and urea consumption of diesel engines compared to the fifth-stage requirements. Therefore, improving engine performance is an urgent problem to be solved.

[0003] Traditional technologies have implemented fuel-saving controls on engines to some extent, but an engine's economic performance depends on more than just fuel consumption, resulting in less than ideal performance improvements. Summary of the Invention

[0004] Therefore, it is necessary to provide an engine operation mode control method, device, controller, computer-readable storage medium, and computer program product that can improve engine performance in response to the above-mentioned technical problems.

[0005] Firstly, this application provides a method for controlling the operating mode of an engine. The method includes:

[0006] During vehicle operation, acquire engine operating parameters;

[0007] If it is determined that the engine is not in a regeneration state based on the operating parameters, then when the engine power reaches the power threshold, the catalytic reduction conversion efficiency is determined based on the upstream nitrogen oxide mass and the downstream nitrogen oxide mass.

[0008] The catalytic reduction conversion efficiency is compared with a preset conversion efficiency threshold to obtain a comparison result, and based on the comparison result, the engine is controlled to operate in an operating mode that matches the comparison result.

[0009] In one embodiment, determining the catalytic reduction conversion efficiency based on the upstream nitrogen oxide mass and the downstream nitrogen oxide mass includes:

[0010] Obtain the upstream nitrogen oxide mass within a preset power window, and determine the cumulative upstream nitrogen oxide mass based on each upstream nitrogen oxide mass;

[0011] Obtain the downstream nitrogen oxide mass within a preset power window, and determine the cumulative downstream nitrogen oxide mass based on the mass of each downstream nitrogen oxide.

[0012] The catalytic reduction conversion efficiency is determined based on the cumulative upstream nitrogen oxide mass and the cumulative downstream nitrogen oxide mass.

[0013] In one embodiment, the method for determining the conversion efficiency threshold includes:

[0014] Obtain the average ammonia storage rate, average space velocity, and average carrier temperature statistically obtained within a preset power window;

[0015] Determine the ammonia storage rate range to which the average ammonia storage rate belongs;

[0016] Determine the query index value based on the ammonia storage rate range;

[0017] Based on the query index value, the average air velocity, and the average temperature of the carrier, a conversion efficiency threshold is determined.

[0018] In one embodiment, determining the conversion efficiency threshold based on the query index value, the average air velocity, and the average carrier temperature includes:

[0019] Obtain the first catalytic reduction efficiency table corresponding to the upper limit of the ammonia storage rate interval where the query index value is located, and the second catalytic reduction efficiency table corresponding to the lower limit of the interval;

[0020] Based on the average space velocity and the average temperature of the carrier, the first catalytic reduction efficiency table and the second catalytic reduction efficiency table are queried respectively, and the conversion efficiency threshold is determined based on the query results.

[0021] In one embodiment, there are multiple mean space velocity and multiple mean support temperature; the step of querying the first catalytic reduction efficiency table and the second catalytic reduction efficiency table based on the mean space velocity and the mean support temperature, and determining the conversion efficiency threshold based on the query results, includes:

[0022] Based on different mean space velocities and average carrier temperatures, the first catalytic reduction efficiency table and the second catalytic reduction efficiency table were queried to obtain the first theoretical low conversion efficiency value, the second theoretical low conversion efficiency value, and the third theoretical low conversion efficiency value, as well as the first theoretical high conversion efficiency value, the second theoretical high conversion efficiency value, and the third theoretical high conversion efficiency value.

[0023] A first conversion efficiency threshold is obtained by linear interpolation based on the ammonia storage rate range, the low value of the first theoretical conversion efficiency, and the high value of the first theoretical conversion efficiency.

[0024] A second conversion efficiency threshold is obtained by linear interpolation based on the ammonia storage rate range, the low value of the second theoretical conversion efficiency, and the high value of the second theoretical conversion efficiency.

[0025] Linear interpolation is performed based on the ammonia storage rate range, the low value of the third theoretical conversion efficiency, and the high value of the third theoretical conversion efficiency to obtain the third conversion efficiency threshold.

[0026] In one embodiment, the preset conversion efficiency threshold includes a first conversion efficiency threshold, a second conversion efficiency threshold, and a third conversion efficiency threshold; the first conversion efficiency threshold, the second conversion efficiency threshold, and the third conversion efficiency threshold increase sequentially; the step of comparing the catalytic reduction conversion efficiency with the preset conversion efficiency threshold to obtain a comparison result, and controlling the engine to operate in an operating mode matching the comparison result based on the comparison result, includes:

[0027] The catalytic reduction conversion efficiency is compared with the first conversion efficiency threshold, the second conversion efficiency threshold, and the third conversion efficiency threshold, respectively, to obtain the comparison results;

[0028] If the comparison result shows that the catalytic reduction conversion efficiency is less than the first conversion efficiency threshold, then the engine is controlled to operate in fault diagnosis mode.

[0029] If the comparison result shows that the catalytic reduction conversion efficiency is between the first conversion efficiency threshold and the second conversion efficiency threshold, then the engine is controlled to operate in exhaust temperature management mode;

[0030] If the comparison result shows that the catalytic reduction conversion efficiency is between the second conversion efficiency threshold and the third conversion efficiency threshold, then the engine is controlled to operate in normal control mode.

[0031] If the comparison result shows that the catalytic reduction conversion efficiency is greater than the third conversion efficiency threshold, then the operating condition of the engine is determined based on the operating condition parameters, and when the engine is operating at high speed, the engine is controlled to operate in fuel-saving mode.

[0032] Secondly, this application also provides an engine operating mode control device. The device includes:

[0033] The data acquisition module is used to acquire the engine's operating parameters during vehicle operation;

[0034] The processing module is used to determine the catalytic reduction conversion efficiency based on the upstream nitrogen oxide mass and the downstream nitrogen oxide mass when the engine power reaches the power threshold if it is determined that the engine is not in a regeneration state based on the operating condition parameters.

[0035] The control module is used to compare the catalytic reduction conversion efficiency with a preset conversion efficiency threshold, obtain a comparison result, and control the vehicle to operate in an operating mode that matches the comparison result based on the comparison result.

[0036] Thirdly, this application also provides a controller. The controller includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the above-described engine operating mode control steps.

[0037] Fourthly, this application also provides a computer-readable storage medium. The computer-readable storage medium stores a computer program thereon, which, when executed by a processor, implements the aforementioned engine operating mode control steps.

[0038] Fifthly, this application also provides a computer program product. The computer program product includes a computer program that, when executed by a processor, implements the aforementioned engine operation mode control steps.

[0039] The aforementioned engine operation mode control method, device, controller, storage medium, and computer program product acquire engine operating parameters during vehicle operation. If the operating parameters determine that the engine is not in a regeneration state, then when the engine power reaches a power threshold, the catalytic reduction conversion efficiency is determined based on the upstream and downstream nitrogen oxide mass. The catalytic reduction conversion efficiency is compared with a preset conversion efficiency threshold to obtain a comparison result, and based on the comparison result, the vehicle is controlled to operate in an operation mode matching the comparison result. Specifically, when the engine is not in a regeneration state, determining the catalytic reduction conversion efficiency by combining engine power and nitrogen oxide commands, and controlling the vehicle's operation mode based on the catalytic reduction efficiency, allows the engine performance to be at its optimal state. Attached Figure Description

[0040] Figure 1 This is a flowchart illustrating the engine operation mode control method in one embodiment;

[0041] Figure 2 This is a flowchart illustrating the engine operation mode control method in another embodiment;

[0042] Figure 3 This is a structural block diagram of an engine operation mode control device in one embodiment;

[0043] Figure 4 This is a diagram of the internal structure of the controller in one embodiment. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0045] The engine operation mode control method provided in this application embodiment can be applied to a controller. In one embodiment, during vehicle operation, the engine's operating parameters are acquired. If it is determined based on the operating parameters that the engine is not in a regeneration state, then when the engine power reaches a power threshold, the catalytic reduction conversion efficiency is determined based on the upstream nitrogen oxide mass and the downstream nitrogen oxide mass. The catalytic reduction conversion efficiency is compared with a preset conversion efficiency threshold to obtain a comparison result, and based on the comparison result, the vehicle is controlled to operate in an operation mode that matches the comparison result.

[0046] In one embodiment, such as Figure 1 As shown, a method for operating an engine is provided. Taking the application of this method to a controller as an example, the method includes the following steps:

[0047] Step 102: Acquire engine operating parameters while the vehicle is in motion.

[0048] Among them, the engine operating parameters refer to the basic parameters during engine operation. These parameters may include engine speed, torque, vehicle speed, gear, number of times clutch and brake are engaged, upstream temperature, SCR (catalytic reduction) conversion efficiency, and DPF (diesel particulate filter) carbon load rating.

[0049] Step 104: If the engine is not in a regeneration state based on the operating parameters, then when the engine power reaches the power threshold, the catalytic reduction conversion efficiency is determined based on the upstream nitrogen oxide mass and the downstream nitrogen oxide mass.

[0050] The regeneration state refers to the DPF being in the process of filtering and oxidizing the collected exhaust gases and harmful particles. If the engine is not in the regeneration state, the operating mode can be controlled. Upstream nitrogen oxide mass refers to the mass of nitrogen oxides upstream of the SCR (catalytic reduction) system, and downstream nitrogen oxide mass refers to the mass of nitrogen oxides downstream of the SCR system. The power threshold is a set threshold used to determine whether the vehicle is idling or at low speed. Since the SCR system does not inject urea at idle or low speed, the controller only determines the catalytic reduction conversion efficiency based on the upstream and downstream nitrogen oxide masses when the engine power reaches the power threshold. This avoids unnecessary calculations and improves the efficiency of determining the catalytic reduction conversion efficiency.

[0051] Step 106: Compare the catalytic reduction conversion efficiency with a preset conversion efficiency threshold to obtain the comparison result, and control the engine to operate in an operating mode that matches the comparison result based on the comparison result.

[0052] The conversion efficiency threshold can be a predetermined conversion efficiency value. The controller compares the catalytic reduction conversion efficiency with the preset conversion efficiency threshold to obtain the comparison result. Based on the comparison result, the controller controls the engine's operating mode, thereby adjusting the urea injection quantity of the SCR system to optimize the engine's performance.

[0053] In the aforementioned engine operation mode control method, engine operating parameters are acquired during vehicle operation. If the operating parameters determine that the engine is not in a regeneration state, then when the engine power reaches a power threshold, the catalytic reduction conversion efficiency is determined based on the upstream and downstream nitrogen oxide mass. The catalytic reduction conversion efficiency is compared with a preset conversion efficiency threshold to obtain a comparison result. Based on the comparison result, the vehicle is controlled to operate in an operation mode matching the comparison result. Specifically, when the engine is not in a regeneration state, determining the catalytic reduction conversion efficiency by combining engine power and nitrogen oxide commands, and controlling the vehicle's operation mode based on the catalytic reduction efficiency, allows the engine performance to be at its optimal state.

[0054] In one embodiment, determining the catalytic reduction conversion efficiency based on the upstream nitrogen oxide mass and the downstream nitrogen oxide mass includes: obtaining the upstream nitrogen oxide mass within a preset power window, and determining the cumulative upstream nitrogen oxide mass based on each upstream nitrogen oxide mass; obtaining the downstream nitrogen oxide mass within the preset power window, and determining the cumulative downstream nitrogen oxide mass based on each downstream nitrogen oxide mass; and determining the catalytic reduction conversion efficiency based on the cumulative upstream nitrogen oxide mass and the cumulative downstream nitrogen oxide mass.

[0055] The preset power window can refer to a window for calculating the mass of nitrogen oxides (NOx) based on the engine's power output. This preset power window can be determined based on the number of power outputs counted or the time frame for calculating the power output. If the preset power window is determined based on the number of power outputs counted, the controller can acquire the upstream NOx mass during the process of reaching a certain number of power outputs. The controller can then sum the acquired upstream NOx mass to obtain the cumulative upstream NOx mass. Similarly, the controller can acquire the downstream NOx mass during the process of reaching a certain number of power outputs counted. The controller can then sum the acquired downstream NOx mass to obtain the cumulative downstream NOx mass.

[0056] The controller determines the catalytic reduction efficiency based on the obtained cumulative upstream nitrogen oxide mass and cumulative downstream nitrogen oxide mass. The formula for calculating the catalytic reduction efficiency based on the cumulative upstream nitrogen oxide mass and cumulative downstream nitrogen oxide mass is as follows:

[0057]

[0058] Where η is the catalytic reduction conversion efficiency, MNOx Us To accumulate the upstream nitrogen oxide mass, MNOx Ds To accumulate the mass of downstream nitrogen oxides.

[0059] In this embodiment, the controller combines a preset power window to obtain the cumulative downstream nitrogen oxide mass and the cumulative upstream nitrogen oxide mass, thereby calculating the catalytic reduction conversion efficiency. Since the calculation is based on the cumulative nitrogen oxide mass within the obtained preset window, the accuracy of the catalytic reduction conversion efficiency calculation can be improved.

[0060] In one embodiment, the method for determining the conversion efficiency threshold includes: obtaining the average ammonia storage rate, average space velocity, and average carrier temperature statistically obtained within a preset power window; determining the ammonia storage rate interval to which the average ammonia storage rate belongs; determining the query index value based on the ammonia storage rate interval; and determining the conversion efficiency threshold based on the query index value, average space velocity, and average carrier temperature.

[0061] The average ammonia storage rate is obtained by averaging the ammonia storage rates collected within the preset outlet. The average space velocity is obtained by averaging the space velocities collected within the preset outlet. The average carrier temperature is obtained by averaging the carrier temperatures collected within the preset outlet. The ammonia storage rate range can be determined based on the theoretical ammonia storage rate range, and can be divided into multiple ammonia storage rate ranges according to actual needs. The query index value can be an index used to query the conversion efficiency threshold. The query index value can use any identifier such as letters, numbers, and identification codes, as long as it can distinguish different ammonia storage rate ranges. The controller can combine the query index value, average space velocity, and average carrier temperature to perform a table lookup to determine the conversion efficiency threshold.

[0062] In this embodiment, the controller can accurately determine the conversion efficiency threshold by combining the query index value, average air velocity, and average carrier temperature.

[0063] In one embodiment, a first catalytic reduction efficiency table corresponding to the upper limit of the ammonia storage rate interval where the query index value is located, and a second catalytic reduction efficiency table corresponding to the lower limit of the interval are obtained; based on the mean space velocity and the mean carrier temperature, the first catalytic reduction efficiency table and the second catalytic reduction efficiency table are queried respectively, and the conversion efficiency threshold is determined based on the query results.

[0064] The catalytic reduction efficiency table refers to a table set for querying conversion efficiency thresholds. The catalytic reduction efficiency table can be used to characterize the correspondence between mean space velocity, average carrier temperature and conversion efficiency thresholds. The catalytic reduction efficiency table can correspond to the ammonia storage rate interval where the query index value is located. Specifically, the lower limit of the ammonia storage rate interval corresponds to the first catalytic reduction efficiency table, and the upper limit of the ammonia storage rate interval corresponds to the second catalytic reduction efficiency table. The controller can obtain the first conversion efficiency threshold by querying the first catalytic reduction efficiency table, obtain the second conversion efficiency threshold by querying the second catalytic reduction efficiency table, and determine the conversion efficiency threshold based on the first conversion efficiency threshold and the second conversion efficiency threshold.

[0065] In this embodiment, the controller can accurately determine the conversion efficiency threshold by looking up the average air velocity and the average carrier temperature in a table.

[0066] In one embodiment, there are multiple mean space velocity (MSV) and average carrier temperature. Based on the MSV and average carrier temperature, the first and second catalytic reduction efficiency tables are queried respectively. Based on the query results, a conversion efficiency threshold is determined, including: querying the first and second catalytic reduction efficiency tables based on different MSVs and average carrier temperatures to obtain a first theoretical low conversion efficiency value, a second theoretical low conversion efficiency value, and a third theoretical low conversion efficiency value, as well as a first theoretical high conversion efficiency value, a second theoretical high conversion efficiency value, and a third theoretical high conversion efficiency value; performing linear interpolation based on the ammonia storage rate interval, the first theoretical low conversion efficiency value, and the first theoretical high conversion efficiency value to obtain a first conversion efficiency threshold; performing linear interpolation based on the ammonia storage rate interval, the second theoretical low conversion efficiency value, and the second theoretical high conversion efficiency value to obtain a second conversion efficiency threshold; and performing linear interpolation based on the ammonia storage rate interval, the third theoretical low conversion efficiency value, and the third theoretical high conversion efficiency value to obtain a third conversion efficiency threshold.

[0067] The first, second, and third theoretical low conversion efficiencies can be determined by combining mean space velocity, average carrier temperature, and the first catalytic reduction efficiency table. Similarly, the first, second, and third theoretical high conversion efficiencies can be determined by combining mean space velocity, average carrier temperature, and the second catalytic reduction efficiency table. The controller can perform linear interpolation based on the ammonia storage rate range, combining the obtained first and first theoretical high conversion efficiencies to obtain a first conversion efficiency threshold. It can then perform linear interpolation based on the obtained second and second theoretical high conversion efficiencies to obtain a second conversion efficiency threshold. Finally, it can perform linear interpolation based on the retrieved third and third theoretical high conversion efficiencies to obtain a third conversion efficiency threshold. The controller can use a conventional interpolation algorithm for the linear interpolation calculation.

[0068] In this embodiment, the controller can accurately determine the first conversion efficiency threshold, the second conversion efficiency threshold, and the third conversion efficiency threshold through linear interpolation.

[0069] In one embodiment, the preset conversion efficiency thresholds include a first conversion efficiency threshold, a second conversion efficiency threshold, and a third conversion efficiency threshold; the first conversion efficiency threshold, the second conversion efficiency threshold, and the third conversion efficiency threshold increase sequentially; the catalytic reduction conversion efficiency is compared with the preset conversion efficiency thresholds to obtain a comparison result, and based on the comparison result, the engine is controlled to operate in an operating mode matching the comparison result, including: comparing the catalytic reduction conversion efficiency with the first conversion efficiency threshold, the second conversion efficiency threshold, and the third conversion efficiency threshold respectively to obtain a comparison result; if the comparison result is that the catalytic reduction conversion efficiency is less than the first conversion efficiency threshold, the engine is controlled to operate in a fault judgment mode; if the comparison result is that the catalytic reduction conversion efficiency is between the first conversion efficiency threshold and the second conversion efficiency threshold, the engine is controlled to operate in an exhaust temperature management mode; if the comparison result is that the catalytic reduction conversion efficiency is between the second conversion efficiency threshold and the third conversion efficiency threshold, the engine is controlled to operate in a normal control mode; if the comparison result is that the catalytic reduction conversion efficiency is greater than the third conversion efficiency threshold, the engine operating condition is determined based on the operating condition parameters, and when the engine operating condition is a high-speed operating condition, the engine is controlled to operate in a fuel-saving mode.

[0070] The first, second, and third conversion efficiency thresholds increase sequentially. When the catalytic reduction conversion efficiency is less than the first threshold, or even when the duration of this lower threshold reaches a calibrated threshold time, the SCR conversion efficiency is determined to be too low. In this case, the controller can control the engine to operate in fault diagnosis mode. In fault diagnosis mode, the controller will issue a fault diagnosis request to determine the SCR conversion efficiency. Fault diagnosis may include active SCR efficiency monitoring, ammonia leak detection, regeneration and decrystallization, and adaptive adjustment of urea injection.

[0071] When the catalytic reduction conversion efficiency is between the first and second conversion efficiency thresholds, or more specifically, when the duration of this range reaches a calibration threshold, indicating that the SCR conversion efficiency is too low, the controller can control the engine to operate in exhaust temperature management mode. In exhaust temperature management mode, the controller can increase engine exhaust temperature by adjusting the throttle body, exhaust valve, turbocharger wastegate, and fuel rail timing, thereby increasing the SCR processing temperature and improving the SCR catalytic reduction conversion efficiency.

[0072] When the catalytic reduction conversion efficiency is between the second conversion efficiency threshold and the third conversion efficiency threshold, or further, when the duration of the catalytic reduction conversion efficiency being between the second conversion efficiency threshold and the third conversion efficiency threshold reaches the calibration threshold, the SCR conversion efficiency is determined to be normal, and at this time the controller can control the engine to work in normal control mode.

[0073] When the catalytic reduction conversion efficiency exceeds the third conversion efficiency threshold, or more specifically, when the duration of this excess efficiency reaches a calibrated threshold, the SCR conversion efficiency is considered good. If the engine is operating at high speed at this point, it will enter a fuel-saving mode. If the engine is operating at low speed, it will not enter fuel-saving mode and will continue to operate in normal mode. Once in fuel-saving mode, the engine will use different timing maps, rail pressure maps, and intake control maps to control its operation, achieving optimal fuel and urea consumption efficiency. The timing map, rail pressure map, and intake control map for fuel-saving mode require extensive testing to obtain an optimal combination, which is then used to control the engine's operating state.

[0074] In one embodiment, when determining whether the engine is operating at high speed, the controller can determine whether the engine is operating at high speed based on conditions such as engine speed, torque, vehicle speed, gear, number of times the clutch and brake are engaged and disengaged, and upstream temperature.

[0075] In this embodiment, the controller compares the catalytic reduction conversion efficiency calculated in real time with a preset conversion efficiency threshold, and then determines the engine's operating mode in combination with other conditions, thereby achieving the purpose of intelligent and balanced control of engine fuel consumption and urea consumption.

[0076] In one embodiment, such as Figure 2 The diagram shown is a flowchart illustrating an engine operation mode control method in one embodiment:

[0077] In this embodiment, the engine operating mode is determined by the engine operating condition, regeneration state and SCR conversion efficiency, so that the engine can use different operating parameters under different operating conditions, such as engine timing, rail pressure and air circuit control, so as to achieve intelligent balanced control of fuel consumption and urea consumption under different operating conditions.

[0078] 1. Operating condition information acquisition: The required information is collected through various engine sensors. The controller obtains the collected operating condition information and processes it centrally. The operating condition information may include engine speed, torque, vehicle speed, gear position, number of times clutch and brake are pressed, and upstream temperature, etc. The operating parameters can be used to determine the engine operating condition status.

[0079] 2. Regeneration status: The controller can determine whether the engine is in regeneration status by using the engine regeneration status flag.

[0080] 3. SCR Conversion Efficiency Calculation: The engine output power is divided into moving windows. When the engine output power exceeds the minimum power window threshold, the cumulative NOx (nitrogen oxides) mass upstream and downstream of a single power window is calculated. When the number of moving average windows reaches the calibrated number of windows, the data buffer is filled. The cumulative data of all statistical power windows is calculated, and the SCR moving average efficiency is updated.

[0081]

[0082] In the above formula, MNOx Us MNOx is the sum of upstream NOx masses across all work windows. Ds This is the sum of the downstream NOx mass across all work windows.

[0083] 4. Engine Operating Mode Determination: Based on the main factors affecting SCR efficiency, such as ammonia storage rate, air velocity, and SCR carrier temperature, the SCR conversion efficiency under ideal conditions is calculated using a four-dimensional lookup table method. Ammonia storage rate, air velocity, and carrier temperature are also average statistical values ​​within the power window.

[0084] The specific table lookup method is as follows: First, divide the ammonia storage rate into 8 thresholds from low to high based on the numerical range of the ammonia storage rate, and confirm the interval to which the statistical ammonia storage rate belongs within the 8 thresholds. This determines the 7 index values ​​(ranging from 0 to 6) of the SCR efficiency map table to be queried. For example, when the calculated ammonia storage is greater than threshold 1 and less than threshold 2, the index value is 0; when the calculated ammonia storage is greater than threshold 2 and less than threshold 3, the index value is 1; and so on, when the calculated ammonia storage is greater than threshold 7 and less than threshold 8, the index value is 6.

[0085] After determining the index value, the lower and higher SCR efficiencies are queried based on different space velocities and average carrier temperatures. For example, when the index value is 0, the SCR efficiency map corresponding to ammonia storage threshold 1 is queried based on different space velocities and average carrier temperatures to obtain the low SCR conversion efficiency value, and the SCR efficiency map corresponding to ammonia storage threshold 2 is queried to obtain the high SCR conversion efficiency value.

[0086] Finally, based on the actual ammonia storage value range, linear interpolation is performed on the low and high values ​​of the SCR conversion efficiency obtained from the lookup table to obtain the final ideal SCR lookup table efficiency η0. By comparing the ideal lookup table efficiency η0 with the calculated catalytic reduction efficiency η, the engine's operating mode is controlled to achieve an intelligent balance between fuel consumption and urea consumption. Furthermore, the SCR conversion efficiency deviation (SCR conversion efficiency deviation Δη = η - η0) can be obtained by subtracting the calculated SCR efficiency η from the ideal SCR lookup table efficiency η0, and the urea injection quantity of the SCR system can be adjusted accordingly.

[0087] When determining the engine's operating mode, the calculated real-time SCR catalytic reduction efficiency η can be compared with the calibration threshold of the SCR lookup table efficiency. There are three calibration thresholds for the SCR lookup table efficiency: η1 (first conversion efficiency threshold), η2 (second conversion efficiency threshold), and η3 (third conversion efficiency threshold).

[0088] When η < η1, after determining the time threshold (i.e., the duration of η < η1 reaches the calibrated threshold time), it is determined that the SCR conversion efficiency is too low, and the engine will issue a fault diagnosis request. When the engine's operating conditions meet the SCR conversion efficiency fault diagnosis conditions, the engine will perform an SCR conversion efficiency fault diagnosis.

[0089] When η1≤η<η2, after determining the time threshold, it is determined that the SCR conversion efficiency is low and the engine will enter the exhaust temperature thermal management mode.

[0090] When η2≤η<η3, after the time threshold is determined, it is determined that the SCR conversion efficiency is normal and the engine will enter the normal control mode.

[0091] When η≥η3, after determining the time threshold, it is determined that the SCR conversion efficiency is good at this time, and when the engine is running at high speed, the engine will enter the fuel-saving mode; when the engine is running at non-high speed, the engine cannot enter the fuel-saving mode and still runs in normal mode (the probability of this situation is very small, when the SCR efficiency η≥η3, the engine generally runs at high speed).

[0092] After entering fuel-saving mode, the engine will use different timing maps, rail pressure maps, and intake control maps to control engine operation, ensuring optimal fuel and urea consumption efficiency. The timing map, rail pressure map, and intake control map for fuel-saving mode are optimized through extensive testing. Engine high-speed operation conditions are determined based on engine speed, torque, vehicle speed, gear position, number of clutch and brake engagements, and upstream DOC temperature.

[0093] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0094] Based on the same inventive concept, this application also provides an engine operating mode control device for implementing the engine operating mode control method described above. The solution provided by this device is similar to the implementation described in the above method; therefore, the specific limitations of one or more engine operating mode control device embodiments provided below can be found in the limitations of the engine operating mode control method described above, and will not be repeated here.

[0095] In one embodiment, such as Figure 3As shown, an engine operation mode control device 300 is provided, including: a data acquisition module, a processing module, and a control module, wherein:

[0096] The data acquisition module 302 is used to acquire the engine's operating parameters during vehicle operation.

[0097] The processing module 304 is used to determine the catalytic reduction conversion efficiency based on the upstream nitrogen oxide mass and the downstream nitrogen oxide mass when the engine power reaches the power threshold if the engine is determined not to be in a regeneration state based on the operating parameters.

[0098] The control module 306 is used to compare the catalytic reduction conversion efficiency with a preset conversion efficiency threshold, obtain the comparison result, and control the vehicle to operate in an operating mode that matches the comparison result based on the comparison result.

[0099] In one embodiment, the processing module is further configured to acquire the upstream nitrogen oxide mass obtained within a preset power window, and determine the cumulative upstream nitrogen oxide mass based on each upstream nitrogen oxide mass; acquire the downstream nitrogen oxide mass obtained within the preset power window, and determine the cumulative downstream nitrogen oxide mass based on each downstream nitrogen oxide mass; and determine the catalytic reduction conversion efficiency based on the cumulative upstream nitrogen oxide mass and the cumulative downstream nitrogen oxide mass.

[0100] In one embodiment, the engine operating mode control device further includes a conversion efficiency threshold determination module; the conversion efficiency threshold determination module is used to acquire the average ammonia storage rate, average air velocity, and average carrier temperature statistically obtained within a preset power window; determine the ammonia storage rate interval to which the average ammonia storage rate belongs; determine the query index value based on the ammonia storage rate interval; and determine the conversion efficiency threshold based on the query index value, average air velocity, and average carrier temperature.

[0101] In one embodiment, the conversion efficiency threshold determination module is further configured to obtain a first catalytic reduction efficiency table corresponding to the upper limit of the ammonia storage rate interval where the query index value is located, and a second catalytic reduction efficiency table corresponding to the lower limit of the interval; based on the mean space velocity and the mean carrier temperature, the first catalytic reduction efficiency table and the second catalytic reduction efficiency table are queried respectively, and the conversion efficiency threshold is determined based on the query results.

[0102] In one embodiment, there are multiple mean space velocity and average carrier temperature; the conversion efficiency threshold determination module is further used to query the first catalytic reduction efficiency table and the second catalytic reduction efficiency table based on different mean space velocities and average carrier temperatures to obtain a first theoretical low conversion efficiency value, a second theoretical low conversion efficiency value, and a third theoretical low conversion efficiency value, as well as a first theoretical high conversion efficiency value, a second theoretical high conversion efficiency value, and a third theoretical high conversion efficiency value; a first conversion efficiency threshold is obtained by linear interpolation based on the ammonia storage rate interval, the first theoretical low conversion efficiency value, and the first theoretical high conversion efficiency value; a second conversion efficiency threshold is obtained by linear interpolation based on the ammonia storage rate interval, the second theoretical low conversion efficiency value, and the second theoretical high conversion efficiency value; and a third conversion efficiency threshold is obtained by linear interpolation based on the ammonia storage rate interval, the third theoretical low conversion efficiency value, and the third theoretical high conversion efficiency value.

[0103] In one embodiment, the preset conversion efficiency thresholds include a first conversion efficiency threshold, a second conversion efficiency threshold, and a third conversion efficiency threshold; the first conversion efficiency threshold, the second conversion efficiency threshold, and the third conversion efficiency threshold increase sequentially; the control module is further configured to compare the catalytic reduction conversion efficiency with the first conversion efficiency threshold, the second conversion efficiency threshold, and the third conversion efficiency threshold, respectively, to obtain a comparison result; if the comparison result is that the catalytic reduction conversion efficiency is less than the first conversion efficiency threshold, the engine is controlled to operate in a fault judgment mode; if the comparison result is that the catalytic reduction conversion efficiency is between the first conversion efficiency threshold and the second conversion efficiency threshold, the engine is controlled to operate in an exhaust temperature management mode; if the comparison result is that the catalytic reduction conversion efficiency is between the second conversion efficiency threshold and the third conversion efficiency threshold, the engine is controlled to operate in a normal control mode; if the comparison result is that the catalytic reduction conversion efficiency is greater than the third conversion efficiency threshold, the engine operating condition is determined based on the operating condition parameters, and when the engine operating condition is a high-speed operating condition, the engine is controlled to operate in a fuel-saving mode.

[0104] Each module in the aforementioned engine operation mode control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of the controller in hardware form or independent of it, or stored in the memory of the controller in software form, so that the processor can call and execute the corresponding operations of each module.

[0105] In one embodiment, a controller is provided, which may be a vehicle controller on a vehicle, and its internal structure diagram may be as follows: Figure 4As shown, the controller includes a processor, memory, and input / output interfaces. The memory is connected to the processor, and the processor is connected to the input / output interfaces. The processor provides computational and control capabilities. The controller's memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides the environment for the operation of the operating system and computer programs in the non-volatile storage media. The processor's input / output interfaces are used for exchanging information between the processor and other controllers. When the computer program is executed by the processor, it implements a firing mode control method.

[0106] Those skilled in the art will understand that Figure 4 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the controller to which the present application is applied. A specific controller may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0107] In one embodiment, a controller is provided, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the steps of the engine operation mode control method described above.

[0108] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps of the above-described engine operating mode control method.

[0109] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps of the above-described engine operating mode control method.

[0110] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of related data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0111] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0112] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0113] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A method for controlling the operating mode of an engine, characterized in that, The method includes: During vehicle operation, acquire engine operating parameters; If it is determined that the engine is not in a regeneration state based on the operating parameters, then when the engine power reaches the power threshold, the catalytic reduction conversion efficiency is determined based on the upstream nitrogen oxide mass and the downstream nitrogen oxide mass. The catalytic reduction conversion efficiency is compared with a preset conversion efficiency threshold to obtain a comparison result, and based on the comparison result, the engine is controlled to operate in an operating mode that matches the comparison result. The preset conversion efficiency thresholds include a first conversion efficiency threshold, a second conversion efficiency threshold, and a third conversion efficiency threshold; the first conversion efficiency threshold, the second conversion efficiency threshold, and the third conversion efficiency threshold increase sequentially. The step of comparing the catalytic reduction conversion efficiency with a preset conversion efficiency threshold to obtain a comparison result, and controlling the engine to operate in an operating mode matching the comparison result based on the comparison result, includes: The catalytic reduction conversion efficiency is compared with the first conversion efficiency threshold, the second conversion efficiency threshold, and the third conversion efficiency threshold, respectively, to obtain the comparison results; If the comparison result shows that the catalytic reduction conversion efficiency is less than the first conversion efficiency threshold, then the engine is controlled to operate in fault diagnosis mode. If the comparison result shows that the catalytic reduction conversion efficiency is between the first conversion efficiency threshold and the second conversion efficiency threshold, then the engine is controlled to operate in exhaust temperature management mode; If the comparison result shows that the catalytic reduction conversion efficiency is between the second conversion efficiency threshold and the third conversion efficiency threshold, then the engine is controlled to operate in normal control mode. If the comparison result shows that the catalytic reduction conversion efficiency is greater than the third conversion efficiency threshold, then the operating condition of the engine is determined based on the operating condition parameters, and when the engine is operating at high speed, the engine is controlled to operate in fuel-saving mode.

2. The method according to claim 1, characterized in that, The determination of catalytic reduction conversion efficiency based on the mass of upstream and downstream nitrogen oxides includes: Obtain the upstream nitrogen oxide mass within a preset power window, and determine the cumulative upstream nitrogen oxide mass based on each upstream nitrogen oxide mass; Obtain the downstream nitrogen oxide mass within a preset power window, and determine the cumulative downstream nitrogen oxide mass based on the mass of each downstream nitrogen oxide. The catalytic reduction conversion efficiency is determined based on the cumulative upstream nitrogen oxide mass and the cumulative downstream nitrogen oxide mass.

3. The method according to claim 1, characterized in that, The method for determining the conversion efficiency threshold includes: Obtain the average ammonia storage rate, average space velocity, and average carrier temperature statistically obtained within a preset power window; Determine the ammonia storage rate range to which the average ammonia storage rate belongs; Determine the query index value based on the ammonia storage rate range; Based on the query index value, the average air velocity, and the average temperature of the carrier, a conversion efficiency threshold is determined.

4. The method according to claim 3, characterized in that, The step of determining the conversion efficiency threshold based on the query index value, the average air velocity, and the average carrier temperature includes: Obtain the first catalytic reduction efficiency table corresponding to the upper limit of the ammonia storage rate interval where the query index value is located, and the second catalytic reduction efficiency table corresponding to the lower limit of the interval; Based on the average space velocity and the average temperature of the carrier, the first catalytic reduction efficiency table and the second catalytic reduction efficiency table are queried respectively, and the conversion efficiency threshold is determined based on the query results.

5. The method according to claim 4, characterized in that, There are multiple mean space velocity and multiple mean support temperature; the step of querying the first catalytic reduction efficiency table and the second catalytic reduction efficiency table based on the mean space velocity and the mean support temperature, and determining the conversion efficiency threshold based on the query results, includes: Based on different mean space velocities and average carrier temperatures, the first catalytic reduction efficiency table and the second catalytic reduction efficiency table were queried to obtain the first theoretical low conversion efficiency value, the second theoretical low conversion efficiency value, and the third theoretical low conversion efficiency value, as well as the first theoretical high conversion efficiency value, the second theoretical high conversion efficiency value, and the third theoretical high conversion efficiency value. A first conversion efficiency threshold is obtained by linear interpolation based on the ammonia storage rate range, the low value of the first theoretical conversion efficiency, and the high value of the first theoretical conversion efficiency. A second conversion efficiency threshold is obtained by linear interpolation based on the ammonia storage rate range, the low value of the second theoretical conversion efficiency, and the high value of the second theoretical conversion efficiency. Linear interpolation is performed based on the ammonia storage rate range, the low value of the third theoretical conversion efficiency, and the high value of the third theoretical conversion efficiency to obtain the third conversion efficiency threshold.

6. An engine operating mode control device, characterized in that, The device includes: The data acquisition module is used to acquire the engine's operating parameters during vehicle operation; The processing module is used to determine the catalytic reduction conversion efficiency based on the upstream nitrogen oxide mass and the downstream nitrogen oxide mass when the engine power reaches the power threshold if it is determined that the engine is not in a regeneration state based on the operating condition parameters. The control module is used to compare the catalytic reduction conversion efficiency with a preset conversion efficiency threshold, obtain a comparison result, and control the vehicle to operate in an operating mode that matches the comparison result based on the comparison result. The preset conversion efficiency thresholds include a first conversion efficiency threshold, a second conversion efficiency threshold, and a third conversion efficiency threshold; the first conversion efficiency threshold, the second conversion efficiency threshold, and the third conversion efficiency threshold increase sequentially. The control module is further configured to compare the catalytic reduction conversion efficiency with a first conversion efficiency threshold, a second conversion efficiency threshold, and a third conversion efficiency threshold, respectively, to obtain a comparison result; if the comparison result shows that the catalytic reduction conversion efficiency is less than the first conversion efficiency threshold, then the engine is controlled to operate in a fault judgment mode; if the comparison result shows that the catalytic reduction conversion efficiency is between the first conversion efficiency threshold and the second conversion efficiency threshold, then the engine is controlled to operate in an exhaust temperature management mode; if the comparison result shows that the catalytic reduction conversion efficiency is between the second conversion efficiency threshold and the third conversion efficiency threshold, then the engine is controlled to operate in a normal control mode; if the comparison result shows that the catalytic reduction conversion efficiency is greater than the third conversion efficiency threshold, then the engine's operating condition is determined based on the operating condition parameters, and when the engine's operating condition is a high-speed operating condition, the engine is controlled to operate in a fuel-saving mode.

7. A controller comprising a memory and a processor, the memory storing a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 5.

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

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

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