Vehicle control method, device, apparatus, and storage medium

Abstract

The present application belongs to the technical field of vehicle control, and discloses a vehicle control method, device, equipment and storage medium. When a pre-start signal is detected and the vehicle meets a cold start determination condition, a first valve is opened, a second valve is closed, and a pre-heating device is controlled to start to pre-heat a catalyst. When the pre-heating is completed, the first valve and the pre-heating device are closed, the second valve is opened, and the engine of the vehicle is controlled to cold start. During the pre-heating stage, the low-temperature adsorption unit is prevented from being heated simultaneously by adjusting the valves, so that the catalyst has good catalytic effect after the pre-heating is completed, and the low-temperature adsorption unit still has pollutant adsorption effect, thereby ensuring that the pollutant emission amount is greatly reduced even if the engine cold starts.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a vehicle control method, device, equipment, and storage medium. Background Technology

[0002] Nowadays, vehicle emission requirements are becoming increasingly stringent, and current emission standards are struggling to meet these requirements. Furthermore, when a vehicle's engine is cold-started, the insufficient temperature of the catalytic converter leads to insufficient pollutant emissions, making it difficult to meet emission standards. Therefore, reducing pollutant emissions during engine cold starts is a pressing issue that needs to be addressed.

[0003] The above content is only used to help understand the technical solution of the present invention and does not represent an admission that the above content is prior art. Summary of the Invention

[0004] The main objective of this invention is to provide a vehicle control method, device, equipment, and storage medium, which aims to solve the technical problem that existing technologies cannot reduce pollutant emissions from vehicles during engine cold starts.

[0005] To achieve the above objectives, the present invention provides a vehicle control method applied to a vehicle. The vehicle's exhaust system is provided with a preheating device, a first catalytic converter, and a second catalytic converter arranged sequentially. A first exhaust passage and a second exhaust passage are provided between the first catalytic converter and the second catalytic converter. A first valve is provided in the first exhaust passage, and a second valve and a low-temperature adsorption unit are arranged sequentially in the second exhaust passage.

[0006] The vehicle control method includes the following steps:

[0007] When a pre-start signal is detected and the vehicle meets the cold start determination conditions, the first valve is opened, the second valve is closed, and the preheating device is started to preheat the catalyst.

[0008] When preheating is complete, close the first valve and the preheating device, open the second valve, and control the cold start of the vehicle's engine.

[0009] Optionally, an air pump is installed before the preheating device;

[0010] The step of opening the first valve, closing the second valve, and controlling the preheating device to start when a pre-start signal is detected and the vehicle meets the cold start determination conditions includes:

[0011] When a pre-start signal is detected and the vehicle meets the cold start determination conditions, the first valve is opened and the second valve is closed;

[0012] Control the preheating device to start;

[0013] The optimal gas flow rate is determined based on the heating power corresponding to the preheating device.

[0014] The air pump is controlled to operate according to the optimal air flow rate.

[0015] Optionally, the step of determining the optimal gas flow rate based on the heating power corresponding to the preheating device includes:

[0016] Obtain the heating power corresponding to the preheating device;

[0017] Find the corresponding temperature rise airflow curve based on the heating power;

[0018] The optimal airflow rate is determined based on the temperature rise airflow curve.

[0019] Optionally, before the step of closing the first valve and the preheating device, opening the second valve, and controlling the cold start of the vehicle's engine upon completion of preheating, the method further includes:

[0020] The heating duration is determined based on the heating power and the optimal air flow rate.

[0021] When the continuous working time of the preheating device reaches the heating working time, the preheating is determined to be completed.

[0022] Optionally, the step of determining the heating duration based on the heating power and the optimal air flow rate includes:

[0023] The first heating time for heating the first catalyst to the ignition temperature and the second heating time for heating the second catalyst to the ignition temperature are determined based on the heating power and the optimal gas flow rate.

[0024] The heating duration is determined based on the first heating duration and the second heating duration.

[0025] Optionally, the step of determining the heating working time based on the first heating time and the second heating time includes:

[0026] Obtain the maximum value between the first heating time and the second heating time to obtain a reference heating time;

[0027] The heating duration is determined based on the reference heating duration and the preset fault tolerance duration.

[0028] Optionally, a first temperature sensor is provided before the first catalyst and / or a second temperature sensor is provided before the second catalyst;

[0029] Before the step of opening the first valve, closing the second valve, and controlling the preheating device to start when a pre-start signal is detected and the vehicle meets the cold start determination conditions, to preheat the catalyst, the method further includes:

[0030] Upon detecting a pre-start signal, acquire the first temperature value collected by the first temperature sensor and / or the second temperature value collected by the second temperature sensor;

[0031] When the first temperature value and / or the second temperature value meet the temperature determination conditions, the vehicle is determined to meet the cold start determination conditions.

[0032] Furthermore, to achieve the above objectives, the present invention also proposes a vehicle control device, which includes the following modules:

[0033] The preheating module is used to open the first valve, close the second valve, and control the preheating device to start when a pre-start signal is detected and the vehicle meets the cold start determination conditions, so as to preheat the catalyst.

[0034] The starting module is used to close the first valve and the preheating device, open the second valve, and control the cold start of the vehicle's engine when preheating is complete.

[0035] Furthermore, to achieve the above objectives, the present invention also proposes a vehicle control device, which includes: a processor, a memory, and a vehicle control program stored in the memory and executable on the processor. When the vehicle control program is executed by the processor, it implements the steps of the vehicle control method described above.

[0036] Furthermore, to achieve the above objectives, the present invention also proposes a computer-readable storage medium storing a vehicle control program, which, when executed, implements the steps of the vehicle control method described above.

[0037] This invention preheats the catalyst by opening a first valve and closing a second valve when a pre-start signal is detected and the vehicle meets the cold start criteria. Upon completion of preheating, the first valve and the preheating device are closed, the second valve is opened, and the vehicle's engine is cold-started. During the preheating phase, valve adjustments ensure that the low-temperature adsorption unit is not simultaneously heated while the catalyst is being preheated. This guarantees that the catalyst maintains good catalytic performance after preheating, and the low-temperature adsorption unit continues to adsorb pollutants, thus significantly reducing pollutant emissions even during a cold start. Attached Figure Description

[0038] Figure 1This is a schematic diagram of the structure of an electronic device in the hardware operating environment involved in the embodiments of the present invention;

[0039] Figure 2 This is a flowchart illustrating the first embodiment of the vehicle control method of the present invention;

[0040] Figure 3 This is a flowchart illustrating the second embodiment of the vehicle control method of the present invention;

[0041] Figure 4 This is a flowchart illustrating the third embodiment of the vehicle control method of the present invention;

[0042] Figure 5 This is a schematic diagram of an exhaust system structure according to an embodiment of the present invention;

[0043] Figure 6 This is a structural block diagram of the first embodiment of the vehicle control device of the present invention.

[0044] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0045] It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of the invention.

[0046] Reference Figure 1 , Figure 1 This is a schematic diagram of the vehicle control device structure in the hardware operating environment involved in the embodiments of the present invention.

[0047] like Figure 1 As shown, the electronic device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen or an input unit such as a keyboard; optionally, the user interface 1003 may also include a standard wired interface or a wireless interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wireless-Fidelity (Wi-Fi) interface). The memory 1005 may be high-speed random access memory (RAM) or stable non-volatile memory (NVM), such as a disk drive. The memory 1005 may also optionally be a storage device independent of the aforementioned processor 1001.

[0048] Those skilled in the art will understand that Figure 1 The structure shown does not constitute a limitation on the electronic device and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0049] like Figure 1 As shown, the memory 1005, which serves as a storage medium, may include an operating system, a network communication module, a user interface module, and a vehicle control program.

[0050] exist Figure 1 In the electronic device shown, the network interface 1004 is mainly used for data communication with the network server; the user interface 1003 is mainly used for data interaction with the user; the processor 1001 and the memory 1005 in the electronic device of the present invention can be set in the vehicle control device. The electronic device calls the vehicle control program stored in the memory 1005 through the processor 1001 and executes the vehicle control method provided in the embodiment of the present invention.

[0051] This invention provides a vehicle control method, referring to... Figure 2 , Figure 2 This is a flowchart illustrating a first embodiment of a vehicle control method according to the present invention.

[0052] In this embodiment, the vehicle control method is applied to a vehicle. The vehicle's exhaust system is sequentially provided with a preheating device, a first catalyst, and a second catalyst. A first exhaust passage and a second exhaust passage are provided between the first catalyst and the second catalyst. A first valve is provided in the first exhaust passage. A second valve and a low-temperature adsorption unit are sequentially provided in the second exhaust passage. In order to prevent the airflow from flowing back and heating the low-temperature adsorption unit, a third valve can also be provided in the second exhaust passage after the low-temperature adsorption unit.

[0053] The vehicle control method includes the following steps:

[0054] Step S10: When a pre-start signal is detected and the vehicle meets the cold start determination conditions, the first valve is opened, the second valve is closed, and the preheating device is started to preheat the catalyst.

[0055] It should be noted that the executing entity in this embodiment can be the vehicle itself or the vehicle control device installed in the vehicle. The vehicle can be an electric hybrid vehicle or a pure gasoline-powered vehicle. The vehicle is equipped with the exhaust system described above. The vehicle control device can be a controller in the vehicle, such as an ECU controller, or other devices that can achieve the same or similar functions. This embodiment does not limit this. In this embodiment and the following embodiments, the vehicle control device is used as an example to illustrate the vehicle control method of the present invention.

[0056] It should be noted that the pre-start signal can be derived from the monitored state of charge (SOC) of the power battery. When the SOC of the power battery is lower than a certain threshold and the engine needs to be started to generate electricity, a signal trigger threshold can be set based on this threshold (the signal trigger threshold can be greater than the SOC threshold at which the engine needs to be started to generate electricity). When the SOC of the battery drops to the signal trigger threshold, a pre-start signal is generated to attempt to start the engine to generate electricity.

[0057] Since the purpose is to reduce pollutant emissions during cold starts of the vehicle engine, when the engine is not actually running, the preheating device can be an electric heating device. If the vehicle is a hybrid electric vehicle, the preheating device can be powered by the vehicle's battery. If the vehicle is a pure gasoline vehicle, an additional battery can be installed in the vehicle or the vehicle's battery can be used to power the preheating device.

[0058] In practice, catalytic converters (such as three-way catalytic converters) need to reach a certain temperature to achieve a good catalytic effect and convert pollutants. When a pre-start signal is received, the engine may be in a cold start. In order to reduce the amount of pollutants emitted during engine cold starts, it is necessary to ensure that the catalytic converter has reached a certain temperature during engine cold starts. Therefore, the catalytic converter can be preheated when a pre-start signal is detected and the vehicle meets the cold start determination conditions.

[0059] The cold start determination criteria can be preset by the vehicle control equipment administrator based on the engine's cold start conditions. For example, the vehicle is determined to meet the cold start determination criteria when the exhaust temperature is below a certain value; or the vehicle is determined to meet the cold start determination criteria when the temperature difference before and after the exhaust pipe reaches a certain value.

[0060] The low-temperature adsorption unit can include a hydrocarbon (HC) trap (hydrocarbon trap) and / or a NOx catalytic converter (NOx adsorber). The low-temperature adsorption unit has the following characteristics: at low temperatures, the low-temperature adsorption unit can effectively capture hydrocarbon and / or NOx emissions through a molecular sieve structure; and when the temperature rises, it will release the previously adsorbed hydrocarbon and / or NOx emissions, that is, adsorption at low temperatures and desorption at high temperatures.

[0061] Because of the characteristics of the low-temperature adsorption unit, in order to ensure that it can play a buffering role when pollutants are actually emitted, it is necessary to avoid heating the low-temperature adsorption unit when preheating the first and second catalysts. Therefore, the first valve can be opened first and the second valve closed (if a third valve is installed, it can also be closed at this time). Then the airflow path in the exhaust system is: preheating device → first catalyst → first valve → second catalyst, without passing through the low-temperature adsorption unit. At this time, the preheating device is started to heat, and no heat is transferred to the low-temperature adsorption unit with the air flow. That is, during the preheating stage, the low-temperature adsorption unit is not heated and can still maintain a good pollutant adsorption effect.

[0062] Furthermore, to accurately identify whether the vehicle is in a cold start, a first temperature sensor can be installed before the first catalytic converter, and / or a second temperature sensor can be installed before the second catalytic converter. In this case, before step S10 of this embodiment, the following steps may also be included:

[0063] Upon detecting a pre-start signal, acquire the first temperature value collected by the first temperature sensor and / or the second temperature value collected by the second temperature sensor;

[0064] When the first temperature value and / or the second temperature value meet the temperature determination conditions, the vehicle is determined to meet the cold start determination conditions.

[0065] It should be noted that there are two types of engine startup: cold start and hot start. A cold start refers to an engine that has been off for a long time and has cooled down to a temperature far below its normal operating temperature. At this time, you try to start the engine. A hot start refers to an engine that has been off for a short time and is still near its normal operating temperature. Therefore, you can determine whether the engine is in a cold start by measuring the values ​​collected by the first temperature sensor and / or the second temperature sensor.

[0066] In practice, the temperature determination conditions can be preset by the vehicle control equipment administrator. For example, the temperature determination conditions can be set to the condition that the first temperature value is less than the first temperature threshold or the second temperature value is less than the second temperature threshold, in which case the vehicle is determined to meet the cold start determination conditions; or the temperature determination conditions can be set to the condition that the difference between the first temperature value and the second temperature value is greater than the preset difference threshold, in which case the vehicle is determined to meet the cold start determination conditions.

[0067] Understandably, during a hot start, the engine is off for a shorter period of time, and the catalytic converter does not cool down under these conditions, thus maintaining a good catalytic effect and reducing pollutant emissions. There is no need to preheat the catalytic converter. However, during a cold start, the engine is off for a longer period of time, and the catalytic converter cools down significantly under these conditions, making it difficult to maintain a good catalytic effect. Therefore, preheating the catalytic converter is necessary.

[0068] Step S20: When preheating is complete, close the first valve and the preheating device, open the second valve, and control the cold start of the vehicle's engine.

[0069] It should be noted that after preheating is complete, both the first and second catalytic converters in the vehicle have reached a certain temperature. At this point, the first valve and preheating device can be closed, and then the second valve can be opened (if a third valve is installed, it can also be opened at this time). The airflow path in the exhaust system at this time is: preheating device → first catalytic converter → second valve → low-temperature adsorption unit (if a third valve is installed, it will also be present → third valve) → second catalytic converter. At this time, the preheated first catalytic converter can eliminate most of the pollutant emissions during engine cold start. The remaining untreated pollutants will first flow through the low-temperature adsorption unit and be adsorbed by the low-temperature adsorption unit, ensuring that the pollutants are basically completely eliminated at this time. Afterwards, as the engine runs and exhausts, the low-temperature adsorption unit will be gradually heated, and the desorbed pollutants will be fully converted by the second catalytic converter, which has been preheated and heated by the engine exhaust, thereby ensuring a reduction in pollutant emissions.

[0070] This embodiment detects a pre-start signal and, when the vehicle meets the cold start criteria, opens the first valve, closes the second valve, and activates the preheating device to preheat the catalyst. Upon completion of preheating, the first valve and the preheating device are closed, the second valve is opened, and the vehicle's engine is cold-started. Because valve adjustments during the preheating phase prevent simultaneous heating of the low-temperature adsorption unit while the catalyst is being preheated, the catalyst maintains good catalytic performance after preheating, and the low-temperature adsorption unit continues to adsorb pollutants. This ensures a significant reduction in pollutant emissions even during a cold start.

[0071] refer to Figure 3 , Figure 3 This is a flowchart illustrating a second embodiment of a vehicle control method according to the present invention.

[0072] Based on the first embodiment described above, this embodiment includes an air pump installed before the preheating device;

[0073] At this time, step S10 of the vehicle control method in this embodiment includes:

[0074] Step S101: When a pre-start signal is detected and the vehicle meets the cold start determination conditions, the first valve is opened and the second valve is closed.

[0075] It should be noted that when attempting a cold start of the vehicle's engine, the catalytic converter needs to be preheated in order to reduce pollutant emissions during the cold start. To avoid simultaneously heating the low-temperature adsorption unit, the first valve can be opened and the second valve closed (if a third valve is installed, it can also be closed at this time), changing the airflow path in the exhaust system to preheating device → first catalytic converter → first valve → second catalytic converter, ensuring that the airflow does not pass through the low-temperature adsorption unit at this time.

[0076] Step S102: Control the preheating device to start.

[0077] It should be noted that controlling the start of the preheating device can be done by selecting the corresponding heating power according to the start mode preset by the user, and the air preheating device will start and operate at that heating power to perform heating.

[0078] Step S103: Determine the optimal air flow rate based on the heating power corresponding to the preheating device.

[0079] It should be noted that during the preheating process, if the airflow in the exhaust system is too large, it may cause heat loss to be too fast. If the airflow is too small, it will be difficult to transfer the heat of the preheating device to the catalytic converter. Therefore, it is necessary to control the airflow in the exhaust system. At this time, the most suitable airflow, i.e. the optimal airflow, can be determined according to the heating power of the preheating device.

[0080] In a specific implementation, to ensure that the corresponding optimal airflow rate can be obtained, step S103 in this embodiment may include:

[0081] Obtain the heating power corresponding to the preheating device;

[0082] Find the corresponding temperature rise airflow curve based on the heating power;

[0083] The optimal airflow rate is determined based on the temperature rise airflow curve.

[0084] It should be noted that different heating powers and different air flow rates can provide different rates of temperature rise for the catalyst. Preheating devices generally support fewer adjustable heating powers. Vehicle control equipment managers can pre-calibrate the temperature rise airflow curves corresponding to different heating powers. The temperature rise airflow curves can include the correspondence between the rate of temperature rise (referred to as the temperature rise rate) and the air flow rate.

[0085] In practical applications, determining the optimal airflow rate based on the temperature rise airflow curve can be achieved by obtaining the airflow rate corresponding to the maximum temperature rise rate in the temperature rise airflow curve, thereby obtaining the optimal airflow rate.

[0086] Step S104: Control the operation of the air pump according to the optimal air flow rate.

[0087] In practical use, controlling the operation of the air pump based on the optimal air flow rate can be achieved by calculating the operating power when the air pump provides an air flow rate consistent with the optimal air flow rate, and then controlling the operation of the air pump based on this operating power.

[0088] This embodiment opens the first valve and closes the second valve when a pre-start signal is detected and the vehicle meets the cold start criteria; it controls the preheating device to start; determines the optimal airflow rate based on the heating power of the preheating device; and controls the air pump to operate based on the optimal airflow rate. Because an air pump is installed in the exhaust system, and its operation is controlled based on the optimal airflow rate determined by the heating power of the preheating device, a suitable airflow rate is ensured, maximizing the heating efficiency during the preheating stage.

[0089] refer to Figure 4 , Figure 4 This is a flowchart illustrating a third embodiment of a vehicle control method according to the present invention.

[0090] Based on the second embodiment described above, before step S20 of the vehicle control method in this embodiment, the method further includes:

[0091] Step S11: Determine the heating duration based on the heating power and the optimal air flow rate.

[0092] It should be noted that determining the heating duration based on heating power and optimal gas flow rate can be achieved by obtaining the temperature rise gas flow curve corresponding to the heating power, obtaining the temperature rise rate corresponding to the optimal gas flow rate in the temperature rise gas flow curve, and calculating the time required for the catalyst to be heated to the preset temperature based on the temperature rise rate, thus obtaining the heating duration. The preset temperature can be set by the vehicle control equipment administrator according to actual needs based on the catalyst's operating temperature (such as ignition temperature).

[0093] In a specific implementation, since both the first and second catalysts are preheated during preheating, in order to ensure accurate setting of the heating duration, step S11 in this embodiment may include:

[0094] The first heating time for heating the first catalyst to the ignition temperature and the second heating time for heating the second catalyst to the ignition temperature are determined based on the heating power and the optimal gas flow rate.

[0095] The heating duration is determined based on the first heating duration and the second heating duration.

[0096] It should be noted that when calibrating the temperature rise airflow curve, the vehicle control equipment administrator can calibrate the temperature rise rate of each catalyst under the same heating power and airflow rate. Then, the first heating time can be determined based on the temperature rise rate of the first catalyst and its ignition temperature. Similarly, the second heating time can be determined in the same way.

[0097] In practical use, in order to minimize pollutant emissions during cold start, the first catalyst must be heated to the ignition temperature during the preheating stage. Since a low-temperature adsorption unit is used to adsorb pollutants after preheating, even if the second catalyst is not heated to the ignition temperature, pollutant emissions can still be kept to a minimum. Therefore, the heating duration can be between the first and second heating durations to minimize the preheating stage duration and energy consumption.

[0098] As the low-temperature adsorption unit is gradually heated by the exhaust gas after the engine starts running, until it reaches the desorption temperature, the pollutants previously adsorbed by it will be desorbed. Therefore, it is necessary to ensure that the second catalyst reaches at least the ignition temperature when the low-temperature adsorption unit is heated to the desorption temperature. At this time, the time it takes for the low-temperature adsorption unit to be heated to the desorption temperature can be obtained, and the sum of this time and the heating working time should be less than or equal to the second heating time.

[0099] In practical applications, because the exhaust temperature of the engine varies with its rotational speed, it is difficult to control the time it takes for the low-temperature adsorption unit to reach the desorption temperature. Therefore, in order to minimize pollutant emissions, the step of determining the heating duration based on the first and second heating durations, as described in this embodiment, may include:

[0100] Obtain the maximum value between the first heating time and the second heating time to obtain a reference heating time;

[0101] The heating duration is determined based on the reference heating duration and the preset fault tolerance duration.

[0102] It should be noted that, due to the different positions of the first and second catalysts, the temperature rise rate of the first catalyst is generally higher than that of the second catalyst during preheating. However, since the specifications of the first and second catalysts may be different, their ignition temperatures may also be different, making it difficult to determine the magnitude of the first and second heating times. In this case, in order to ensure that the temperatures of both the first and second catalysts reach their ignition temperatures at the end of the preheating stage, the maximum value of the first and second heating times can be obtained and used as the heating working time.

[0103] In practical use, since both the first and second heating durations are based on theoretical calculations, their effectiveness may not be achieved in actual operating conditions. Directly using the maximum of the two durations as the heating duration might result in the first or second catalytic converter not reaching its ignition temperature by the end of preheating. To avoid this, the maximum of the two durations can be used as a reference heating duration, which is then added to a preset tolerance duration to obtain the actual heating duration. The preset tolerance duration can be set by the vehicle control system administrator according to actual needs; for example, it can be set to any value between 3 and 8 seconds.

[0104] Step S12: When the continuous working time of the preheating device reaches the heating working time, it is determined that the preheating is completed.

[0105] It is understandable that if the preheating device continues to work for the duration of heating, the catalyst has been preheated to the preset temperature, and therefore, it can be determined that the preheating is complete.

[0106] To facilitate understanding, we will now combine... Figure 5 This explanation is provided, but it does not limit the scope of this solution. Figure 5 This is a schematic diagram of the exhaust system structure in this embodiment, as shown below. Figure 5 As shown, EHC can be a preheating device, which can be powered by the vehicle's battery. TWC_1 can be the first catalytic converter, and TWC_2 can be the second catalytic converter. During the preheating stage, the first valve opens. Figure 5 Middle valve 1), second valve ( Figure 5 Middle valve 2) and third valve ( Figure 5 When valve 3 is closed, the airflow exits from the vehicle engine, passes through the air pump, EHC, exhaust temperature sensor 1 (i.e., the aforementioned first temperature sensor), TWC_1, valve 1, exhaust temperature sensor 2 (i.e., the aforementioned second temperature sensor), and TWC_2 before being discharged to the outside; during the engine cold start phase, after the airflow exits from the vehicle engine, the first valve closes ( Figure 5 Middle valve 1), second valve ( Figure 5Middle valve 2) and third valve ( Figure 5 When valve 3 is opened, the airflow is discharged from the vehicle engine and then passes through the air pump device, EHC, exhaust temperature sensor 1, TWC_1, valve 2, low temperature adsorption unit (including hydrocarbon trap and / or NOx adsorber), valve 3, exhaust temperature sensor 2 and TWC_2 before being discharged to the outside.

[0107] This embodiment determines the heating duration based on the heating power and the optimal gas flow rate; when the continuous operating time of the preheating device reaches the heating duration, preheating is considered complete. Because the heating duration is set based on the heating power and optimal gas flow rate to determine the time required for the catalyst to reach its ignition temperature, and the completion of preheating is detected based on the heating duration, the preheating time is minimized while ensuring that the catalyst is heated to its ignition temperature at the end of preheating.

[0108] Furthermore, embodiments of the present invention also propose a storage medium storing a vehicle control program, which, when executed by a processor, implements the steps of the vehicle control method described above.

[0109] Reference Figure 6 , Figure 6 This is a structural block diagram of the first embodiment of the vehicle control device of the present invention.

[0110] like Figure 6 As shown, the vehicle control device is used to control the vehicle's exhaust system. The vehicle's exhaust system is sequentially provided with a preheating device, a first catalytic converter, and a second catalytic converter. A first exhaust passage and a second exhaust passage are provided between the first catalytic converter and the second catalytic converter. A first valve is provided in the first exhaust passage. A second valve and a low-temperature adsorption unit are sequentially provided in the second exhaust passage. In order to prevent the airflow from flowing back and heating the low-temperature adsorption unit, a third valve can also be provided in the second exhaust passage after the low-temperature adsorption unit.

[0111] The vehicle control device proposed in this embodiment of the invention includes:

[0112] The preheating module 10 is used to open the first valve, close the second valve, and control the preheating device to start when a pre-start signal is detected and the vehicle meets the cold start determination conditions, so as to preheat the catalyst.

[0113] The start-up module 20 is used to close the first valve and the preheating device, open the second valve, and control the cold start of the vehicle's engine when preheating is complete.

[0114] This embodiment detects a pre-start signal and, when the vehicle meets the cold start criteria, opens the first valve, closes the second valve, and activates the preheating device to preheat the catalyst. Upon completion of preheating, the first valve and the preheating device are closed, the second valve is opened, and the vehicle's engine is cold-started. Because valve adjustments during the preheating phase prevent simultaneous heating of the low-temperature adsorption unit while the catalyst is being preheated, the catalyst maintains good catalytic performance after preheating, and the low-temperature adsorption unit continues to adsorb pollutants. This ensures a significant reduction in pollutant emissions even during a cold start.

[0115] Furthermore, an air pump is installed before the preheating device;

[0116] The preheating module 10 is also used to open the first valve and close the second valve when a pre-start signal is detected and the vehicle meets the cold start determination conditions; control the preheating device to start; determine the optimal air flow rate according to the heating power corresponding to the preheating device; and control the air pump to operate according to the optimal air flow rate.

[0117] Furthermore, the preheating module 10 is also used to obtain the heating power corresponding to the preheating device; find the corresponding temperature rise airflow curve based on the heating power; and determine the optimal airflow rate based on the temperature rise airflow curve.

[0118] Furthermore, the preheating module 10 is also used to determine the heating working time based on the heating power and the optimal air flow rate; when the continuous working time of the preheating device reaches the heating working time, it is determined that the preheating is completed.

[0119] Furthermore, the preheating module 10 is also used to determine the first heating time for heating the first catalyst to the ignition temperature and the second heating time for heating the second catalyst to the ignition temperature based on the heating power and the optimal gas flow rate; and to determine the heating working time based on the first heating time and the second heating time.

[0120] Furthermore, the preheating module 10 is also used to obtain the maximum value of the first heating time and the second heating time to obtain a reference heating time; and to determine the heating working time based on the reference heating time and the preset fault tolerance time.

[0121] Furthermore, a first temperature sensor is provided before the first catalyst and / or a second temperature sensor is provided before the second catalyst;

[0122] The preheating module 10 is further configured to, when a pre-start signal is detected, acquire a first temperature value collected by the first temperature sensor and / or a second temperature value collected by the second temperature sensor; and determine that the vehicle meets the cold start determination condition when the first temperature value and / or the second temperature value meet the temperature determination condition.

[0123] It should be understood that the above are merely illustrative examples and do not constitute any limitation on the technical solutions of the present invention. In specific applications, those skilled in the art can make settings as needed, and the present invention does not impose any restrictions on this.

[0124] It should be noted that the workflow described above is merely illustrative and does not limit the scope of protection of this invention. In practical applications, those skilled in the art can select some or all of the workflow to achieve the purpose of this embodiment according to actual needs, and no restrictions are imposed here.

[0125] In addition, for technical details not described in detail in this embodiment, please refer to the vehicle control method provided in any embodiment of the present invention, which will not be repeated here.

[0126] Furthermore, it should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0127] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0128] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as read-only memory (ROM) / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0129] The above are merely preferred embodiments of the present invention and do not limit the scope of the patent. Any equivalent structural or procedural transformations made based on the description and drawings of the present invention, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of the present invention.

Claims

1. A vehicle control method, characterized in that, The vehicle control method is applied to a vehicle. The vehicle's exhaust system is sequentially provided with a preheating device, a first catalytic converter, and a second catalytic converter. A first exhaust passage and a second exhaust passage are connected in parallel between the first catalytic converter and the second catalytic converter. A first valve is provided in the first exhaust passage. A second valve and a low-temperature adsorption unit are sequentially provided in the second exhaust passage. An air pump is provided before the preheating device. The vehicle control method includes the following steps: When a pre-start signal is detected and the vehicle meets the cold start determination conditions, the first valve is opened, the second valve is closed, and the preheating device is started to preheat the catalyst. When preheating is complete, close the first valve and the preheating device, open the second valve, and control the cold start of the vehicle's engine.

2. The vehicle control method as described in claim 1, characterized in that, The step of opening the first valve, closing the second valve, and controlling the preheating device to start when a pre-start signal is detected and the vehicle meets the cold start determination conditions includes: Upon detecting a pre-start signal and when the vehicle meets the cold start criteria, the first valve is opened and the second valve is closed. Control the preheating device to start; The optimal gas flow rate is determined based on the heating power corresponding to the preheating device. The air pump is controlled to operate according to the optimal air flow rate.

3. The vehicle control method as described in claim 2, characterized in that, The step of determining the optimal gas flow rate based on the heating power corresponding to the preheating device includes: Obtain the heating power corresponding to the preheating device; Find the corresponding temperature rise airflow curve based on the heating power; The optimal airflow rate is determined based on the temperature rise airflow curve.

4. The vehicle control method as described in claim 3, characterized in that, Before the step of closing the first valve and the preheating device, opening the second valve, and controlling the cold start of the vehicle's engine after preheating is complete, the method further includes: The heating duration is determined based on the heating power and the optimal air flow rate. When the continuous working time of the preheating device reaches the heating working time, the preheating is determined to be completed.

5. The vehicle control method as described in claim 4, characterized in that, The step of determining the heating duration based on the heating power and the optimal air flow rate includes: The first heating time for heating the first catalyst to the ignition temperature and the second heating time for heating the second catalyst to the ignition temperature are determined based on the heating power and the optimal gas flow rate. The heating duration is determined based on the first heating duration and the second heating duration.

6. The vehicle control method as described in claim 5, characterized in that, The step of determining the heating duration based on the first heating duration and the second heating duration includes: Obtain the maximum value between the first heating time and the second heating time to obtain a reference heating time; The heating duration is determined based on the reference heating duration and the preset fault tolerance duration.

7. The vehicle control method according to any one of claims 1-6, characterized in that, A first temperature sensor is provided before the first catalyst and / or a second temperature sensor is provided before the second catalyst; Before the step of opening the first valve, closing the second valve, and controlling the preheating device to start when a pre-start signal is detected and the vehicle meets the cold start determination conditions, to preheat the catalyst, the method further includes: Upon detecting a pre-start signal, acquire the first temperature value collected by the first temperature sensor and / or the second temperature value collected by the second temperature sensor; When the first temperature value and / or the second temperature value meet the temperature determination conditions, the vehicle is determined to meet the cold start determination conditions.

8. A vehicle control device, characterized in that, The vehicle control device is applied to a vehicle. The vehicle's exhaust system is sequentially provided with a preheating device, a first catalytic converter, and a second catalytic converter. A first exhaust passage and a second exhaust passage are connected in parallel between the first catalytic converter and the second catalytic converter. A first valve is provided in the first exhaust passage. A second valve and a low-temperature adsorption unit are sequentially provided in the second exhaust passage. An air pump is provided before the preheating device. The vehicle control device includes the following modules: The preheating module is used to open the first valve, close the second valve, and control the preheating device to start when a pre-start signal is detected and the vehicle meets the cold start determination conditions, so as to preheat the catalyst. The starting module is used to close the first valve and the preheating device, open the second valve, and control the cold start of the vehicle's engine when preheating is complete.

9. A vehicle control device, characterized in that, The vehicle control device includes: a processor, a memory, and a vehicle control program stored in the memory and executable on the processor, wherein the vehicle control program, when executed by the processor, implements the steps of the vehicle control method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a vehicle control program, which, when executed, implements the steps of the vehicle control method as described in any one of claims 1-7.

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