Vehicle control methods and vehicle systems

Abstract

This application provides a vehicle control method and a vehicle system. The catalyst used in the vehicle's SCR reactor includes a vanadium-based catalyst. The method includes: determining a target turbine inlet temperature corresponding to the current first parameter as a target turbine inlet temperature based on a first predetermined relationship and a current first parameter; calculating a target turbine temperature drop corresponding to the current second parameter as a target turbine temperature drop based on a first model and a current second parameter, wherein the first model is a model characterizing the correspondence between the second parameter and the turbine temperature drop; determining a corresponding SCR inlet temperature based on the second predetermined relationship, the target turbine inlet temperature, the target turbine temperature drop, the current urea injection quantity, the current exhaust gas heat transfer coefficient, and the current pipeline temperature of the transmission pipeline, thereby obtaining the target SCR inlet temperature; and controlling a third parameter of the vehicle based on the target SCR inlet temperature and a preset SCR inlet temperature, such that the controlled actual SCR inlet temperature is lower than the preset SCR inlet temperature.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a vehicle control method and a vehicle system. Background Technology

[0002] SCR reactors can reduce NOx emissions, which helps engines improve their original NOx levels and reduce fuel consumption. Using vanadium-based catalysts can further reduce N2O emissions, meeting Euro 7 and future China VII emission requirements. However, vanadium-based catalysts pose a risk of vanadium leakage at high temperatures; therefore, regulations strictly limit the SCR temperature to no more than 550°C. Therefore, a solution is urgently needed to control the SCR reactor temperature to no more than 550°C to avoid vanadium-based catalyst leakage in the SCR reactor under high-temperature conditions. Summary of the Invention

[0003] The main objective of this application is to provide a vehicle control method and vehicle system to at least solve the problem in the prior art that it is difficult to control the temperature of the SCR reactor with vanadium-based catalysts, which causes the vanadium-based catalysts to leak easily.

[0004] To achieve the above objectives, according to one aspect of this application, a vehicle control method is provided, wherein the catalyst used in the vehicle's SCR reactor includes a vanadium-based catalyst. The method includes: determining a target turbine inlet temperature corresponding to the current first parameter as a target turbine inlet temperature based on a first predetermined relationship characterizing the correspondence between a first parameter and a turbine inlet temperature, wherein the first parameter includes engine speed, fuel injection quantity, fuel injection advance angle, excess air coefficient, intake manifold intake pressure, and intake manifold temperature, and the turbine inlet temperature is the exhaust gas temperature at the turbine inlet; calculating a turbine temperature drop corresponding to the current second parameter as a target turbine temperature drop based on a first model and the current second parameter, wherein the first model is a model characterizing the correspondence between the second parameter and the turbine temperature drop, and the second parameter includes air specific heat capacity, exhaust gas specific heat capacity, intake manifold intake quantity, compressor inlet temperature, compressor pressure ratio, model correction coefficient of the first model, turbine efficiency, and turbine exhaust gas quantity, wherein the turbine temperature drop characterizes the difference between the turbine inlet temperature and the turbine outlet temperature, and the turbine outlet temperature is the exhaust gas temperature at the turbine outlet. The inlet temperature is the exhaust gas temperature at the compressor inlet of the engine, and the compressor pressure ratio is the ratio of the exhaust gas pressure at the compressor outlet to the exhaust gas pressure at the compressor inlet. Based on a second predetermined relationship, the target turbine inlet temperature, the target turbine temperature drop, the current urea injection quantity, the current exhaust gas heat transfer coefficient, and the current pipeline temperature of the transmission pipeline, the corresponding SCR inlet temperature is determined to obtain the target SCR inlet temperature. The second predetermined relationship characterizes the turbine inlet temperature, the turbine temperature drop, the urea injection quantity, the exhaust gas heat transfer coefficient, the pipeline temperature of the transmission pipeline, and the SCR inlet temperature. A model relating the SCR inlet temperature to the target SCR inlet temperature, wherein the SCR inlet temperature is the predicted temperature of the exhaust gas generated by operating with the first parameter at the inlet of the SCR reactor, and the transmission pipeline is the exhaust gas transmission pipeline connected to the inlet of the SCR reactor; based on the target SCR inlet temperature and the preset SCR inlet temperature, the third parameter of the vehicle is controlled so that the actual SCR inlet temperature obtained after controlling the third parameter is lower than the preset SCR inlet temperature, wherein the third parameter includes the required torque, and the actual SCR inlet temperature is the actual temperature at the inlet of the SCR reactor.

[0005] Optionally, determining the turbine inlet temperature corresponding to the current first parameter as the target turbine inlet temperature based on a first predetermined relationship characterizing the correspondence between the first parameter and the turbine inlet temperature, and the current first parameter, includes: determining a base value for the turbine inlet temperature from the first correspondence based on the first correspondence, the current engine speed, and the current fuel injection quantity, where the temperature corresponding to the engine speed and fuel injection quantity is the same as the current engine speed and the current fuel injection quantity; and determining a temperature corresponding to the target parameter from the second correspondence based on the second correspondence based on the current engine speed, the current fuel injection quantity, and a plurality of target parameters, where the temperature corresponding to the engine speed and fuel injection quantity is the same as the current engine speed and the current fuel injection quantity. The correction value, comprising multiple target parameters including the excess air coefficient, the injection advance angle, the intake manifold temperature, and the intake manifold intake pressure; based on the multiple target parameters and the corresponding third correspondences, a correction coefficient corresponding to the parameter value that is the same as the current value of the corresponding target parameter is determined from each of the third correspondences as the target correction coefficient; the total correction value is determined to be the sum of the products of the correction values ​​of the multiple target parameters and the corresponding target correction coefficients; the target turbine inlet temperature is determined to be the sum of the base value and the total correction value, wherein the first correspondence, multiple second correspondences, and multiple third correspondences constitute the first predetermined relationship.

[0006] Optionally, calculating the turbine temperature drop corresponding to the current second parameter as the target turbine temperature drop based on the first model and the current second parameter includes: inputting the current second parameter into the first model to calculate the target turbine temperature drop, wherein the first model is: T wr For the turbine temperature drop, C pintake The specific heat capacity of the air, mf air T represents the intake volume of the intake manifold. us The temperature before the compressor is [temperature value missing]. The compressor pressure ratio is given by k, where k is the isentropic exponent. fac Eta represents the model correction coefficient for the first model. all For the turbine efficiency, C pexh The specific heat capacity of the exhaust gas is mf exh The exhaust gas volume of the turbine.

[0007] Optionally, determining the corresponding SCR inlet temperature based on the second predetermined relationship, the target turbine inlet temperature, the target turbine temperature drop, the current urea injection quantity, the current exhaust gas heat transfer coefficient, and the current pipeline temperature of the transmission pipeline, to obtain the target SCR inlet temperature, includes: determining, based on the current urea injection quantity, the urea temperature drop corresponding to the same urea injection quantity as the current urea injection quantity from the fourth correspondence relationship as the target urea temperature drop, where the urea temperature drop represents the difference between the urea injection inlet temperature and the urea injection outlet temperature, the urea injection inlet temperature is the urea temperature at the inlet of the urea injection equipment, and the urea injection outlet temperature is the urea temperature at the outlet of the urea injection equipment; inputting the target urea temperature drop, the target turbine inlet temperature, the target turbine temperature drop, the current exhaust gas heat transfer coefficient, and the current pipeline temperature into the second model to obtain the target SCR inlet temperature, wherein the second model is: T SCR =r×T in +(1-r)×T w T in =T wrH -T nr T wrH =T wrQ -T wr , among which, T SCR The target SCR inlet temperature is T, r is the current exhaust gas heat transfer coefficient, and T is the current exhaust gas heat transfer coefficient. in T represents the temperature after the target urea is injected. w The current pipeline temperature, T wrH T represents the target turbine after-temperature. nr For the target urea temperature drop, T wrQ T represents the target turbine inlet temperature. wr For the target turbine temperature drop, the fourth correspondence and the second model constitute the second predetermined relationship.

[0008] Optionally, before determining the corresponding SCR inlet temperature based on the second predetermined relationship, the target turbine inlet temperature, the target turbine temperature drop, the current urea injection quantity, the current exhaust gas heat transfer coefficient, and the current pipeline temperature of the transmission pipeline, and obtaining the target SCR inlet temperature, the method further includes: determining, based on the current exhaust gas flow rate and the current exhaust gas temperature in the transmission pipeline, the exhaust gas heat transfer coefficient corresponding to the same exhaust gas flow rate and exhaust gas temperature as the current exhaust gas heat transfer coefficient from the third predetermined relationship; inputting the exhaust gas specific heat capacity, the exhaust gas quantity, the heat transfer coefficient between the transmission pipeline and the outside, the heat transfer area of ​​the transmission pipeline, the pipeline specific heat capacity of the transmission pipeline, and the pipeline mass of the transmission pipeline into a third model to obtain the current pipeline temperature, wherein the third model is: Among them, C pexhLet mf be the specific heat capacity of the exhaust gas, t be the time, and mf be the value of the exhaust gas. exh Where is the exhaust gas volume of the turbine, h is the heat transfer coefficient, A is the heat transfer area, and C is the exhaust gas volume of the turbine. ppipe The specific heat capacity of the pipeline is m. pipe The quality of the pipeline is described.

[0009] Optionally, the preset SCR inlet temperature includes a first preset temperature, a second preset temperature, and a third preset temperature that increase sequentially. Based on the target SCR inlet temperature and the preset SCR inlet temperature, controlling a third parameter of the vehicle includes: when the target SCR inlet temperature is greater than the third preset temperature, using a proportional controller to proportionally control the first target temperature difference according to a proportional coefficient, causing the proportional controller to output a proportional correction value; and using an integral controller to integrally control the first target temperature difference according to an integral coefficient, causing the integral controller to output an integral correction preset value. The first target temperature difference is the difference between the third preset temperature and the target SCR inlet temperature. The proportional coefficient is the product of a target coefficient and the maximum torque corresponding to the current speed. The target coefficient is determined based on the first target temperature difference, the current speed, and a fourth predetermined relationship, where the fourth predetermined relationship represents the correspondence between temperature difference, speed, and coefficient. The integral coefficient is the maximum torque. When predetermined conditions are met, using the proportional controller to proportionally control the second target temperature difference according to the proportional coefficient, causing the proportional controller to output the proportional correction value. The second target temperature difference is the product of the first preset temperature difference and the target SCR inlet temperature. The temperature difference between the target SCR inlet temperature and the target SCR inlet temperature is defined by the following predetermined conditions: the target SCR inlet temperature is greater than the first preset temperature; the target SCR inlet temperature is greater than the first preset temperature, less than the third preset temperature, and the rate of change is negative. When the proportional controller outputs the proportional correction value and the integral controller correspondingly outputs the integral correction preset value, the integral correction value is determined to be the integral correction preset value; when the proportional controller outputs the proportional correction value and the integral controller does not correspondingly output the integral correction preset value, the integral correction value is determined to be the historical integral correction preset value stored by the integral controller. The proportional correction value is reduced by the predetermined value to obtain a first correction value; the integral correction value is reduced by the predetermined value to obtain a second correction value; the sum of the first correction value and the second correction value is calculated to obtain a temperature-torque correction value. When the target SCR inlet temperature is greater than the second preset temperature, the required torque of the engine is corrected according to the temperature-torque correction value, and the engine is controlled to operate according to the corrected required torque, so that the actual SCR inlet temperature obtained after controlling the engine to operate is less than the second preset temperature.

[0010] Optionally, before correcting the engine's required torque based on the temperature torque correction value, the method further includes: determining, based on the current engine speed and current throttle opening, a torque value corresponding to the same engine speed and current throttle opening from a fifth predetermined relationship as the required torque; and correcting the engine's required torque based on the temperature torque correction value, including: adding the required torque to the temperature torque correction value to obtain the corrected required torque.

[0011] Optionally, after controlling the third parameter of the vehicle based on the target SCR inlet temperature and the preset SCR inlet temperature, the method further includes: determining, based on the corrected required torque and the current speed, from a sixth predetermined relationship, the fuel injection quantity corresponding to the same torque and speed as the corrected required torque and the current speed as the target fuel injection quantity; and controlling the engine to inject fuel according to the target fuel injection quantity.

[0012] Optionally, the method further includes: obtaining the actual SCR inlet temperature; calculating the difference between the target SCR inlet temperature and the actual SCR inlet temperature, and performing integral control on the difference to obtain the model correction coefficient of the first model.

[0013] According to another aspect of this application, a vehicle system is provided, comprising: a vehicle; one or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the one or more programs including methods for performing any one of the methods described.

[0014] By applying the technical solution of this application, the application predicts the turbine inlet temperature based on the first parameter and the first predetermined relationship that currently affect the turbine inlet temperature in the vehicle, predicts the turbine temperature drop based on the second parameter and the first model that currently affect the turbine temperature drop in the vehicle, and predicts the SCR inlet temperature based on the turbine inlet temperature and the turbine temperature drop. Then, based on the predicted SCR inlet temperature and the preset temperature, the application controls the third parameter such as the required torque of the vehicle, so that the actual SCR inlet temperature after control is lower than the preset temperature. This achieves early intervention and control of the SCR inlet temperature, avoids the problem of leakage of vanadium-based catalyst in the SCR reactor due to excessively high operating temperature caused by excessively high SCR inlet temperature, and protects the catalyst in the SCR reactor, thereby ensuring a better treatment effect on vehicle exhaust gas. Attached Figure Description

[0015] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0016] Figure 1 A hardware structure block diagram of a mobile terminal for performing a vehicle control method according to an embodiment of this application is shown;

[0017] Figure 2 A schematic flowchart of a vehicle control method according to an embodiment of this application is shown;

[0018] Figure 3 A control flowchart of a vehicle according to an embodiment of this application is shown;

[0019] Figure 4 A preset temperature range diagram of the SCR inlet temperature provided according to an embodiment of this application is shown;

[0020] Figure 5 A flowchart illustrating a method for obtaining a temperature torque correction value according to an embodiment of this application is shown;

[0021] Figure 6 A schematic diagram of a process for modifying required torque and fuel injection quantity according to an embodiment of this application is shown;

[0022] Figure 7 A flowchart illustrating a correction coefficient for a correction model according to an embodiment of this application is shown;

[0023] Figure 8 A schematic diagram of a process for correcting urea injection volume according to an embodiment of this application is shown;

[0024] Figure 9 A structural block diagram of a vehicle control device according to an embodiment of this application is shown;

[0025] Figure 10 A schematic diagram of a dual SCR system provided according to an embodiment of this application is shown.

[0026] The accompanying drawings include the following reference numerals:

[0027] 102. Processor; 104. Memory; 106. Transmission device; 108. Input / output device; 301. Nozzle; 400. First mixer; 401. Pre-SCR reactor; 402. DOC; 403. DPF; 404. Second mixer; 405. Post-SCR reactor; 406. ASC; 407. First temperature sensor; 408. Second temperature sensor; 409. Third temperature sensor; 410. First NOx sensor; 411. Second NOx sensor. Detailed Implementation

[0028] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0029] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0030] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be used interchangeably where appropriate for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0031] As described in the background section, it is difficult to control the temperature of the SCR reactor for vanadium-based catalysts in the prior art, which causes the vanadium-based catalysts to leak easily. In order to solve the above technical problems, the embodiments of this application provide a vehicle control method and a vehicle system.

[0032] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.

[0033] The methods and embodiments provided in this application can be executed on a mobile terminal, computer terminal, or similar computing device. Taking running on a mobile terminal as an example, Figure 1 This is a hardware structure block diagram of a mobile terminal for a vehicle control method according to an embodiment of the present invention. Figure 1 As shown, a mobile terminal may include one or more ( Figure 1 Only one is shown in the diagram. A processor 102 (which may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.) and a memory 104 for storing data are also shown. The mobile terminal may further include a transmission device 106 for communication functions and an input / output device 108. Those skilled in the art will understand that... Figure 1The structure shown is for illustrative purposes only and does not limit the structure of the mobile terminal. For example, the mobile terminal may also include components that are larger than... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown.

[0034] The memory 104 can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the vehicle control method in this embodiment of the invention. The processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, thereby implementing the method described. The memory 104 may include high-speed random access memory and non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to the mobile terminal via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof. The transmission device 106 is used to receive or send data via a network. Specific examples of such networks may include wireless networks provided by the mobile terminal's communication provider. In one example, the transmission device 106 includes a network interface controller (NIC), which can be connected to other network devices via a base station to communicate with the Internet. In one example, the transmission device 106 may be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0035] This embodiment provides a control method for a vehicle operating on a mobile terminal, computer terminal, or similar computing device, wherein the catalyst used in the vehicle's SCR reactor includes a vanadium-based catalyst. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0036] Figure 2 This is a flowchart of a vehicle control method according to an embodiment of this application. Figure 2 As shown, the method includes the following steps:

[0037] Step S201: Based on a first predetermined relationship characterizing the correspondence between the first parameter and the turbine inlet temperature, and the current first parameter, determine the turbine inlet temperature corresponding to the current first parameter as the target turbine inlet temperature. The first parameter includes the engine speed, fuel injection quantity, fuel injection advance angle, excess air coefficient, intake manifold intake pressure, and intake manifold temperature. The turbine inlet temperature is the exhaust gas temperature at the turbine inlet.

[0038] Specifically, the target turbine inlet temperature is the turbine inlet temperature corresponding to the first parameter that is the same as the current first parameter, found from the first predetermined relationship. The excess air coefficient is the ratio of the amount of air entering the engine for combustion to the amount of air theoretically required for complete combustion. The intake manifold is the intake pipe from the carburetor or throttle body to the cylinder head intake port, used to distribute the air-fuel mixture from the carburetor or throttle body to the intake ports of each cylinder. The current first parameter includes the engine's current speed, current fuel injection quantity, current injection advance angle, current excess air coefficient, current intake manifold pressure, and current intake manifold temperature. The first parameter is a parameter value that affects the magnitude of the turbine inlet temperature.

[0039] Step S202: Based on the first model and the current second parameter, calculate the turbine temperature drop corresponding to the current second parameter as the target turbine temperature drop. The first model is a model characterizing the correspondence between the second parameter and the turbine temperature drop. The second parameter includes air specific heat capacity, exhaust gas specific heat capacity, intake volume of the intake manifold, compressor inlet temperature, compressor pressure ratio, model correction coefficient of the first model, turbine efficiency, and exhaust gas volume of the turbine. The turbine temperature drop characterizes the difference between the turbine inlet temperature and the turbine outlet temperature. The turbine outlet temperature is the exhaust gas temperature at the turbine outlet. The compressor inlet temperature is the exhaust gas temperature at the compressor inlet of the engine. The compressor pressure ratio is the ratio of the exhaust gas pressure at the compressor outlet to the exhaust gas pressure at the compressor inlet.

[0040] Specifically, by inputting the current second parameter into the first model, and processing the current second parameter through the first model, the turbine temperature drop corresponding to the current second parameter is obtained as the target turbine temperature drop. The current second parameter includes the current air specific heat capacity, the current exhaust gas specific heat capacity, the current intake air volume of the intake manifold, the current compressor pressure ratio, the current model correction coefficient of the first model, the current turbine efficiency, and the current turbine exhaust gas volume. The model correction coefficient is determined based on the difference between the actual SCR inlet temperature and the predicted SCR inlet temperature, and its initial value can be set to 1. The turbine exhaust gas volume is the total amount of exhaust gas in the turbine. The second parameter is a parameter value that affects the magnitude of the turbine temperature drop.

[0041] Step S203: Based on the second predetermined relationship, the target turbine inlet temperature, the target turbine temperature drop, the current urea injection quantity, the current exhaust gas heat transfer coefficient, and the current pipeline temperature of the transmission pipeline, determine the corresponding SCR inlet temperature to obtain the target SCR inlet temperature. The second predetermined relationship is a model characterizing the correspondence between the turbine inlet temperature, the turbine temperature drop, the urea injection quantity, the exhaust gas heat transfer coefficient, the pipeline temperature of the transmission pipeline, and the SCR inlet temperature. The SCR inlet temperature is the predicted temperature of the exhaust gas generated by operating with the first parameters at the inlet of the SCR reactor. The transmission pipeline is the exhaust gas transmission pipeline connected to the inlet of the SCR reactor.

[0042] Specifically, the target SCR inlet temperature is found from the second predetermined relationship to correspond to the turbine inlet temperature, turbine temperature drop, urea injection quantity, exhaust gas heat transfer coefficient, and pipeline temperature that are identical to the target turbine inlet temperature, the target turbine temperature drop, the current urea injection quantity, the current exhaust gas heat transfer coefficient, and the current pipeline temperature. The urea injection quantity is the total amount of urea injected into the SCR reactor by the urea injection equipment, and the exhaust gas heat transfer coefficient is the heat transfer coefficient of the exhaust gas in the transmission pipeline.

[0043] Step S204: Based on the target SCR inlet temperature and the preset SCR inlet temperature, control the third parameter of the vehicle so that the actual SCR inlet temperature obtained after controlling the third parameter is lower than the preset SCR inlet temperature. The third parameter includes the required torque, and the actual SCR inlet temperature is the actual temperature at the inlet of the SCR reactor.

[0044] Specifically, the preset SCR inlet temperature is determined based on the operating temperature of the vanadium-based catalyst, and the preset SCR inlet temperature is not greater than the maximum value of the operating temperature of the vanadium-based catalyst.

[0045] In this embodiment, firstly, based on a first predetermined relationship, the turbine inlet temperature corresponding to the current first parameter is determined as the target turbine inlet temperature. The first parameter includes engine speed, fuel injection quantity, fuel injection advance angle, excess air coefficient, intake manifold intake pressure, and intake manifold temperature. Then, based on a first model, the turbine temperature drop corresponding to the current second parameter is calculated as the target turbine temperature drop. The second parameter includes air specific heat capacity, exhaust gas specific heat capacity, intake manifold intake quantity, compressor inlet temperature, compressor pressure ratio, model correction coefficient of the first model, turbine efficiency, and turbine exhaust gas quantity. Next, based on a second predetermined relationship, the SCR inlet temperature corresponding to the target turbine inlet temperature, target turbine temperature drop, current urea injection quantity, current exhaust gas heat transfer coefficient, and current pipeline temperature of the transmission pipeline is determined as the target SCR inlet temperature. Finally, based on the obtained target SCR inlet temperature and the preset SCR inlet temperature, a third parameter, including the vehicle's required torque, is controlled so that the controlled actual SCR inlet temperature is lower than the preset SCR inlet temperature. This application predicts the turbine inlet temperature based on a first parameter and a first predetermined relationship that currently affect the turbine inlet temperature in the vehicle. It also predicts the turbine temperature drop based on a second parameter and a first model that currently affect the turbine temperature drop in the vehicle. Furthermore, it predicts the SCR inlet temperature based on the turbine inlet temperature and the turbine temperature drop. Finally, based on the predicted SCR inlet temperature and the preset temperature, it controls a third parameter, such as the vehicle's required torque, so that the actual SCR inlet temperature after control is lower than the preset temperature. This achieves early intervention and control of the SCR inlet temperature, avoiding the problem of excessively high SCR inlet temperature causing leakage of the vanadium-based catalyst in the SCR reactor due to excessively high operating temperature. This protects the catalyst in the SCR reactor, thereby ensuring a better treatment effect on vehicle exhaust gas.

[0046] In one alternative, such as Figure 3 As shown, step S201: Based on a first predetermined relationship characterizing the correspondence between the first parameter and the turbine inlet temperature, and the current first parameter, determine the turbine inlet temperature corresponding to the current first parameter as the target turbine inlet temperature, including the following specific steps:

[0047] Step S2011: Based on the first correspondence, the current speed and the current fuel injection quantity, determine from the first correspondence the temperature value corresponding to the same speed and fuel injection quantity as the current speed and the current fuel injection quantity as the base value of the turbine inlet temperature;

[0048] Specifically, the first correspondence represents the relationship between the engine speed, fuel injection quantity, and turbine inlet temperature. This first correspondence can be obtained by pre-calibrating the engine speed, fuel injection quantity, and turbine inlet temperature. Determining the temperature value corresponding to the same engine speed and fuel injection quantity as the current engine speed and the current fuel injection quantity from the first correspondence means determining the temperature value corresponding to the same engine speed and the same fuel injection quantity as the current engine speed from the first correspondence.

[0049] In practical applications, the first correspondence can be stored in the format of a first correspondence table. Based on the first correspondence, the current engine speed, and the current fuel injection quantity, determining the temperature value corresponding to the same engine speed and fuel injection quantity as the current engine speed and the current fuel injection quantity from the first correspondence table can include: finding the temperature value corresponding to the same engine speed and fuel injection quantity as the current engine speed and the current fuel injection quantity from the first correspondence table to obtain the basic value of the turbine inlet temperature. Of course, the first correspondence can be stored in other formats. Besides the above method, determining the temperature value corresponding to the same engine speed and fuel injection quantity as the current engine speed and the current fuel injection quantity from the first correspondence can also include: establishing a first neural network model representing the first correspondence, where the first neural network model is trained using multiple sets of data through machine learning, each set of data including: engine speed, fuel injection quantity, and turbine inlet temperature; inputting the current engine speed and the current fuel injection quantity into the first neural network model to obtain the basic value of the turbine inlet temperature.

[0050] Step S2012: Based on the second correspondence between the current speed, the current fuel injection quantity and multiple target parameters, determine the temperature value corresponding to the same speed and fuel injection quantity as the current speed and the current fuel injection quantity from the second correspondence, and the correction value corresponding to the target parameter is determined. The multiple target parameters include the excess air coefficient, the fuel injection advance angle, the temperature of the intake manifold and the intake pressure of the intake manifold.

[0051] Specifically, the target parameters are the parameters in the first parameters other than engine speed and fuel injection quantity. The number of second correspondences is the same as the number of target parameters, with each target parameter corresponding to one second predetermined relationship. Each second correspondence represents the relationship between the engine speed, fuel injection quantity, and the correction value of the turbine inlet temperature. Determining the temperature value corresponding to the same engine speed and fuel injection quantity as the current engine speed and the current fuel injection quantity from the second correspondence means determining the temperature value corresponding to the same engine speed and the same fuel injection quantity as the current engine speed from the second correspondence. This temperature value is the correction value corresponding to the target parameter corresponding to the second correspondence. Taking the target parameter as the excess air coefficient as an example, the following explanation is given: Based on the second correspondence corresponding to the current excess air coefficient, the temperature value corresponding to the current engine speed and the current fuel injection quantity in the second correspondence is determined. This temperature value is the correction value corresponding to the excess air coefficient. The second correspondence can be obtained by pre-calibrating the engine speed, fuel injection quantity, and corresponding correction values ​​with fixed target parameters.

[0052] In practical applications, the second correspondence can be stored in the format of a second correspondence table. Based on the second correspondence of the current speed, the current fuel injection quantity, and multiple target parameters, the temperature value corresponding to the same speed and fuel injection quantity as the current speed and the current fuel injection quantity is determined from the second correspondence to be the correction value corresponding to the target parameter. This can include: based on the current speed and the current fuel injection quantity, finding the temperature value corresponding to the current speed and the current fuel injection quantity from the second correspondence table corresponding to the target parameter, and obtaining the correction value corresponding to the target parameter. Of course, the second correspondence can also be stored in other formats. In addition to the above method, based on the second correspondence between the current engine speed, the current fuel injection quantity, and multiple target parameters, determining the temperature value corresponding to the engine speed and fuel injection quantity that are the same as the current engine speed and the current fuel injection quantity from the second correspondence to the correction value corresponding to the target parameter may also include: establishing a second neural network model characterizing the second correspondence between the target parameter, wherein the second neural network model is trained by machine learning using multiple sets of data, and each set of data includes: correction values ​​for engine speed, fuel injection quantity, and turbine inlet temperature; inputting the current engine speed and the current fuel injection quantity into the second neural network model to obtain the correction value corresponding to the target parameter.

[0053] Step S2013: Based on the multiple target parameters and the third correspondences corresponding to the multiple target parameters, determine the correction coefficient corresponding to the parameter value that is the same as the current value of the corresponding target parameter from each of the third correspondences as the target correction coefficient;

[0054] Specifically, the number of the third correspondences is the same as the number of the target parameters. Each target parameter corresponds to one third predetermined correspondence, and each third correspondence characterizes the relationship between the parameter value of the target parameter and the correction coefficient. Similarly, taking the excess air coefficient as an example, the following explanation is provided: Based on the third correspondence corresponding to the excess air coefficient, the correction value corresponding to the parameter value that is the same as the current value of the excess air coefficient is determined from the third correspondence as the target correction coefficient for the excess air coefficient. The same applies to other target parameters. The third correspondence can also be obtained through pre-calibration.

[0055] In practical applications, the third correspondence can be stored in the format of a third correspondence table. Based on multiple target parameters and their corresponding third correspondences, determining the correction coefficient corresponding to the parameter value that is the same as the current value of the target parameter from each of the third correspondences can include: finding the correction coefficient corresponding to the current value of the target parameter from the third correspondence table corresponding to the target parameter, thus obtaining the target correction coefficient for the target parameter. Of course, the third correspondence can also be stored in other formats. Besides the above method, determining the correction coefficient corresponding to the parameter value that is the same as the current value of the target parameter from each of the third correspondences can also include: establishing a third neural network model representing the third correspondence of the target parameter, where the third neural network model is trained using multiple sets of data through machine learning, each set of data including: the parameter value of the target parameter and the correction coefficient; inputting the current value into the third neural network model to obtain the target correction coefficient corresponding to the target parameter.

[0056] Step S2014: Determine the total correction value as the sum of the products of the correction values ​​of the multiple target parameters and the corresponding target correction coefficients; determine the target turbine inlet temperature as the sum of the base value and the total correction value, wherein the first correspondence, multiple second correspondences, and multiple third correspondences constitute the first predetermined relationship.

[0057] Specifically, the correction value of the target parameter is multiplied by the corresponding target correction coefficient to obtain a product of multiple target parameters, and then the sum of the multiple products is calculated to obtain the total correction value.

[0058] In the embodiment described above, a correspondence between the first parameter and the turbine inlet temperature is established through the first correspondence, multiple second correspondences, and multiple third correspondences. Specifically, the base value of the turbine inlet temperature is determined through the first correspondence, and the correction value of the base value is determined based on the second and third correspondences. This achieves the effect of accurately predicting the turbine inlet temperature based on the first parameter, providing relatively accurate data support for subsequent prediction of the SCR inlet temperature based on the turbine inlet temperature and turbine temperature drop.

[0059] In one specific embodiment, before determining the turbine inlet temperature corresponding to the current first parameter as the target turbine inlet temperature based on a first predetermined relationship characterizing the correspondence between the first parameter and the turbine inlet temperature and the current first parameter, the method further includes: calculating the excess air coefficient as intake volume ÷ (fuel injection volume × 14.5) based on the fuel injection quantity and the intake volume of the intake manifold.

[0060] According to some other exemplary embodiments of this application, such as Figure 3 As shown, step S202: Based on the first model and the current second parameter, calculate the turbine temperature drop corresponding to the current second parameter as the target turbine temperature drop, including:

[0061] Step S2021: Input the current second parameter into the first model to calculate the target turbine temperature drop, wherein the first model is:

[0062]

[0063]

[0064] In the formula, T wr For the turbine temperature drop, C pintake The specific heat capacity of the air, mf air T represents the intake volume of the intake manifold. us The temperature before the compressor is [temperature value missing]. The compressor pressure ratio is given by k, where k is the isentropic exponent. fac Eta represents the model correction coefficient for the first model. all For the turbine efficiency, C pexh The specific heat capacity of the exhaust gas is mf exh The exhaust gas volume of the turbine.

[0065] In the aforementioned embodiment, by establishing a first model characterizing turbine temperature drop and by inputting the current second parameter into the first model to predict the turbine temperature drop caused by operating with the current second parameter, the prediction of turbine temperature drop can be achieved relatively accurately, providing relatively accurate data support for subsequent prediction of SCR inlet temperature based on turbine inlet temperature and turbine temperature drop.

[0066] In the embodiments of this application, such as Figure 3 As shown, step S203: Based on the second predetermined relationship, the target turbine inlet temperature, the target turbine temperature drop, the current urea injection quantity, the current exhaust gas heat transfer coefficient, and the current pipeline temperature of the transmission pipeline, the corresponding SCR inlet temperature is determined. The specific implementation method for obtaining the target SCR inlet temperature can be as follows:

[0067] Step S2031: Based on the current urea injection volume, determine the urea temperature drop corresponding to the same urea injection volume as the current urea injection volume from the fourth correspondence relationship as the target urea temperature drop. The urea temperature drop represents the difference between the temperature before urea injection and the temperature after urea injection. The temperature before urea injection is the urea temperature at the inlet of the urea injection equipment, and the temperature after urea injection is the urea temperature at the outlet of the urea injection equipment.

[0068] Specifically, the fourth correspondence can be obtained by calibrating the urea injection quantity and urea temperature drop of the urea injection equipment. The fourth correspondence can be stored in the format of a fourth correspondence table or in other formats. Based on the current urea injection quantity, determining the urea temperature drop corresponding to the same urea injection quantity as the current urea injection quantity from the fourth correspondence as the target urea temperature drop can include: based on the current urea injection quantity, searching the fourth correspondence table for the urea temperature drop corresponding to the current urea injection quantity to obtain the target urea temperature drop.

[0069] In addition to the aforementioned method, determining the urea temperature drop corresponding to the same urea injection volume as the current urea injection volume as the target urea temperature drop from the fourth correspondence relationship based on the current urea injection volume may further include: establishing a fourth neural network model characterizing the fourth correspondence relationship, wherein the fourth neural network model is trained using multiple sets of data through machine learning, and each set of data includes: urea injection volume and urea temperature drop; inputting the current urea injection volume into the fourth neural network model to obtain the target urea temperature drop.

[0070] Step S2032: Input the target urea temperature drop, the target turbine inlet temperature, the target turbine temperature drop, the current exhaust gas heat transfer coefficient, and the current pipeline temperature into the second model to obtain the target SCR inlet temperature, wherein the second model is:

[0071] TSCR =r×T in +(1-r)×T w ,

[0072] T in =T wrH -T nr ,

[0073] T wrH =T wrQ -T wr ,

[0074] Among them, T SCR The target SCR inlet temperature is T, r is the current exhaust gas heat transfer coefficient, and T is the current exhaust gas heat transfer coefficient. in T represents the temperature after the target urea is injected. w The current pipeline temperature, T wrH T represents the target turbine after-temperature. nr For the target urea temperature drop, T wrQ T represents the target turbine inlet temperature. wr For the target turbine temperature drop, the fourth correspondence and the second model constitute the second predetermined relationship.

[0075] To further ensure that the obtained target SCR inlet temperature is relatively accurate and close to the actual SCR inlet temperature, the method further includes the following steps before determining the corresponding SCR inlet temperature based on the second predetermined relationship, the target turbine inlet temperature, the target turbine temperature drop, the current urea injection quantity, the current exhaust gas heat transfer coefficient, and the current pipeline temperature of the transmission pipeline, and obtaining the target SCR inlet temperature:

[0076] Step S205: Based on the current exhaust gas flow rate and the current exhaust gas temperature in the transmission pipeline, determine the exhaust gas heat transfer coefficient corresponding to the same exhaust gas flow rate and exhaust gas temperature as the current exhaust gas heat transfer coefficient from the third predetermined relationship;

[0077] Specifically, the third predetermined relationship characterizes the correspondence between the exhaust gas flow rate, exhaust gas temperature, and exhaust gas heat transfer coefficient of the transmission pipeline, which can be obtained by pre-calibrating the parameters. Determining the exhaust gas heat transfer coefficient corresponding to the same exhaust gas flow rate and exhaust gas temperature as the current exhaust gas flow rate and exhaust gas temperature from the third predetermined relationship means determining the exhaust gas heat transfer coefficient corresponding to the same exhaust gas flow rate and exhaust gas temperature as the current exhaust gas flow rate from the third predetermined relationship.

[0078] In practical applications, the third predetermined relationship can be stored in the format of a third predetermined relationship table. Of course, the third predetermined relationship can also be stored in other formats. Based on the current exhaust gas flow rate and the current exhaust gas temperature in the transmission pipeline, the exhaust gas heat transfer coefficient corresponding to the same exhaust gas flow rate and exhaust gas temperature as the current exhaust gas heat transfer coefficient is determined from the third predetermined relationship. This can include: based on the current exhaust gas flow rate and the current exhaust gas temperature, searching for the exhaust gas heat transfer coefficient corresponding to the current exhaust gas flow rate and the current exhaust gas temperature in the third predetermined relationship table. In addition to the aforementioned method, determining the current exhaust gas heat transfer coefficient based on the current exhaust gas flow rate and current exhaust gas temperature in the transmission pipeline from a third predetermined relationship may further include: establishing a fifth neural network model characterizing the third predetermined relationship, wherein the fifth neural network model is trained using multiple sets of data through machine learning, and each set of data includes: the exhaust gas flow rate, exhaust gas temperature, and exhaust gas heat transfer coefficient in the transmission pipeline; inputting the current exhaust gas flow rate and current exhaust gas temperature into the fifth neural network model to obtain the exhaust gas heat transfer coefficient.

[0079] Step S206: Input the specific heat capacity of the waste gas, the waste gas volume, the heat transfer coefficient between the transmission pipeline and the outside environment, the heat transfer area of ​​the transmission pipeline, the specific heat capacity of the transmission pipeline, and the mass of the transmission pipeline into the third model to obtain the current pipeline temperature, wherein the third model is:

[0080]

[0081] Among them, C pexh Let mf be the specific heat capacity of the exhaust gas, t be the time, and mf be the value of the exhaust gas. exh Where is the exhaust gas volume of the turbine, h is the heat transfer coefficient, A is the heat transfer area, and C is the exhaust gas volume of the turbine. ppipe The specific heat capacity of the pipeline is m. pipe The quality of the pipeline is described.

[0082] The above embodiments can obtain the current exhaust gas heat transfer coefficient and the current pipeline temperature relatively accurately, providing more accurate data support for subsequent prediction of the target SCR inlet temperature, thereby further making the obtained target SCR inlet temperature more accurate.

[0083] In some of the alternative solutions of this application, such as Figure 4 As shown, the preset SCR inlet temperature includes a first preset temperature, a second preset temperature, and a third preset temperature that increase sequentially, as follows: Figure 5As shown, step S204: Based on the target SCR inlet temperature and the preset SCR inlet temperature, control the third parameter of the vehicle, including:

[0084] Step S2041: When the temperature before the target SCR is greater than the third preset temperature, a proportional controller is used to proportionally control the first target temperature difference according to the proportional coefficient, so that the proportional controller outputs a proportional correction value; and an integral controller is used to integrally control the first target temperature difference according to the integral coefficient, so that the integral controller outputs an integral correction preset value. The first target temperature difference is the difference between the third preset temperature and the temperature before the target SCR. The proportional coefficient is the product of the target coefficient and the maximum torque corresponding to the current speed. The target coefficient is determined according to the first target temperature difference, the current speed, and a fourth predetermined relationship. The fourth predetermined relationship represents the correspondence between the temperature difference, the speed, and the coefficient. The integral coefficient is the maximum torque.

[0085] Specifically, if the target SCR inlet temperature is greater than the third preset temperature, it indicates that the actual SCR inlet temperature under the current parameters will be relatively high, posing a risk of leakage of the vanadium-based catalyst in the SCR reactor. In this case, both proportional and integral corrections are required to intervene and control the actual SCR inlet temperature in advance. The first target temperature difference is negative. Specifically, based on the first target temperature difference and the current rotational speed, the coefficients corresponding to the temperature difference and rotational speed that are the same as the first target temperature difference are found from the fourth predetermined relationship to obtain the target coefficient. The fourth predetermined relationship can be obtained by pre-calibrating the coefficients corresponding to the temperature difference, rotational speed, and proportional / integral ratios.

[0086] Further, a proportional controller is used to proportionally control the first target temperature difference according to a proportional coefficient, including: multiplying the first target temperature difference by the proportional coefficient using the proportional controller to obtain the proportional correction value. An integral controller is used to integrally control the first target temperature difference according to an integral coefficient, causing the integral controller to output an integral correction preset value, including: performing an integral calculation on the first target temperature difference using the integral controller, and multiplying the calculation result by the integral coefficient to obtain the integral correction preset value. Those skilled in the art can set the integral coefficient as needed, for example, setting the integral coefficient to 1. Since the first target temperature difference is negative, both the proportional correction value and the integral correction preset value are also negative.

[0087] Step S2042: Under the condition that the predetermined conditions are met, the proportional controller is used to perform proportional control on the second target temperature difference according to the proportional coefficient, so that the proportional controller outputs the proportional correction value. The second target temperature difference is the difference between the first preset temperature and the target SCR inlet temperature. The predetermined conditions include one of the following: the target SCR inlet temperature is greater than the first preset temperature, or the target SCR inlet temperature is greater than the first preset temperature, less than the third preset temperature, and the rate of change is negative.

[0088] Specifically, if the predetermined conditions are met, it indicates that the actual SCR inlet temperature corresponding to the current parameters is not too high. Partial intervention can be performed through proportional correction to prevent the actual SCR inlet temperature from continuing to rise. The second target temperature difference is obtained by subtracting the first preset temperature from the target SCR inlet temperature when the target SCR inlet temperature is greater than the first preset temperature; therefore, the second target temperature difference is negative. Furthermore, the method of proportionally controlling the second target temperature difference using the proportional controller based on the proportional coefficient is the same as the method of proportionally controlling the first target temperature difference using the proportional controller based on the proportional coefficient, and will not be elaborated here. If the predetermined conditions are met, proportional control is performed only through the proportional controller, and integral control is not performed through the integral controller.

[0089] Step S2043: When the proportional controller outputs the proportional correction value and the integral controller outputs the integral correction preset value accordingly, the integral correction value is determined to be the integral correction preset value; when the proportional controller outputs the proportional correction value and the integral controller does not output the integral correction preset value accordingly, the integral correction value is determined to be the historical integral correction preset value stored by the integral controller.

[0090] Specifically, when the proportional controller outputs the proportional correction value and the integral controller correspondingly outputs the integral correction preset value, it indicates that the target SCR inlet temperature is greater than the third preset temperature. When the proportional controller outputs the proportional correction value but the integral controller does not correspondingly output the integral correction preset value, it indicates that the target SCR inlet temperature meets the predetermined condition.

[0091] Step S2044: Take the smaller of the proportional correction value and the predetermined value to obtain the first correction value; take the smaller of the integral correction value and the predetermined value to obtain the second correction value; and calculate the sum of the first correction value and the second correction value to obtain the temperature torque correction value.

[0092] In this application, the predetermined value can be 0. When the proportional correction value is negative, the smaller of the proportional correction value and the predetermined value is taken as the first correction value. Similarly, when the integral correction value is negative, the second correction value is the integral correction value, and the sum of the two is also negative for the temperature-torque correction value. When the proportional correction value is positive, the smaller of the proportional correction value and the predetermined value is taken as the first correction value, which is the predetermined value, i.e., 0, indicating that no proportional correction operation is performed. Similarly, when the integral correction value is positive, the smaller of the integral correction value and the predetermined value is taken as the second correction value, which is the predetermined value, i.e., 0, indicating that no integral correction operation is performed.

[0093] Step S2045: As Figure 6 As shown, when the target SCR inlet temperature is greater than the second preset temperature, the required torque of the engine is corrected according to the temperature torque correction value, and the engine is controlled to run according to the corrected required torque, so that the actual SCR inlet temperature obtained after controlling the engine to run is less than the second preset temperature.

[0094] In the embodiment described above, three temperature thresholds are set for the SCR inlet temperature. Based on the temperature range in which the target SCR inlet temperature is located, proportional and / or integral corrections are performed to determine the correction value for the engine's required torque. This achieves the effect of adjusting the engine's required torque according to the target SCR inlet temperature, thereby further realizing a rapid reduction in the actual SCR inlet temperature when the target SCR inlet temperature is predicted to be high.

[0095] Specifically, the method further includes: when the integral controller outputs the integral correction preset value, updating the historical integral correction preset value stored in the integral controller to the integral correction preset value. This achieves real-time updating of the historical integral correction preset value. The method further includes: when the duration for which the temperature before the target SCR is lower than the first preset temperature is greater than a preset duration, clearing the historical integral correction preset value stored in the integral controller to zero. When the temperature before the target SCR meets the predetermined condition, the integral controller is controlled not to output the integral correction preset value, but the historical integral correction preset value is retained and not cleared to zero.

[0096] According to some alternative embodiments of this application, such as Figure 6As shown, before correcting the engine's required torque based on the temperature torque correction value, the method further includes: determining, based on the current engine speed and current throttle opening, a torque value corresponding to the same speed and throttle opening as the current speed and current throttle opening from a fifth predetermined relationship, which is the required torque; and correcting the engine's required torque based on the temperature torque correction value, including: adding the required torque to the temperature torque correction value to obtain the corrected required torque. In this embodiment, the required torque is first determined based on the engine's current speed and current throttle opening, and then corrected by adding the required torque to the desired torque correction value. This can further achieve a rapid reduction in the SCR inlet temperature, further avoiding the problem of excessively high SCR inlet temperature causing leakage of the vanadium-based catalyst in the SCR reactor due to excessively high operating temperature.

[0097] In practical applications, there is a problem of excessively high SCR inlet temperature caused by engine aging deviation. In this case, simply adjusting the required torque is insufficient. That is, if the predicted target SCR inlet temperature is still high after correcting the required torque, it indicates an excessively high temperature problem due to engine aging deviation. To address this situation, in the embodiments of this application, such as... Figure 6 As shown, after controlling the third parameter of the vehicle based on the target SCR inlet temperature and the preset SCR inlet temperature, the method further includes: determining, based on the corrected required torque and the current speed, from a sixth predetermined relationship, the fuel injection quantity corresponding to the same torque and speed as the corrected required torque and the current speed as the target fuel injection quantity; and controlling the engine to inject fuel according to the target fuel injection quantity. This embodiment also adjusts the actual fuel injection quantity based on the required torque and the current speed, which can further reduce the SCR inlet temperature.

[0098] To further ensure the accuracy of the predicted target SCR inlet temperature, specifically, as follows: Figure 7 As shown, the method further includes: acquiring the actual SCR inlet temperature; calculating the difference between the target SCR inlet temperature and the actual SCR inlet temperature, and performing integral control on the difference to obtain the model correction coefficient. Based on the difference between the target SCR inlet temperature and the actual SCR inlet temperature, the model correction coefficient of the first model is obtained through integral control, thereby calibrating the first model. This makes the turbine temperature drop output by the calibrated first model more accurate, ensuring that the target SCR obtained based on the turbine temperature drop closely matches the actual SCR inlet temperature.

[0099] The correction process described in this application is a sustainable correction process. The actual SCR inlet temperature can be obtained by a temperature sensor installed before the SCR reactor. Furthermore, to further protect the vanadium-based catalyst, such as... Figure 8 As shown, the method of this application further includes: correcting the urea injection amount based on the difference between the actual SCR inlet temperature and the SCR inlet temperature limit. Specifically, the larger the difference, the larger the corresponding corrected urea injection amount. This realizes the conversion of the SCR inlet temperature deviation into the urea injection amount, and by increasing the urea injection amount, a rapid reduction in the SCR inlet temperature is achieved, thereby further protecting the vanadium-based catalyst.

[0100] It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0101] This application also provides a vehicle control device, wherein the catalyst used in the vehicle's SCR reactor includes a vanadium-based catalyst. It should be noted that the vehicle control device of this application embodiment can be used to execute the vehicle control method provided in this application embodiment. This device is used to implement the embodiments and preferred embodiments described herein; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0102] The following describes the vehicle control device provided in the embodiments of this application.

[0103] Figure 9 This is a schematic diagram of a vehicle control device according to an embodiment of this application. Figure 9 As shown, the device includes:

[0104] The first determining unit 10 is used to determine the turbine inlet temperature corresponding to the current first parameter as the target turbine inlet temperature based on a first predetermined relationship characterizing the correspondence between the first parameter and the turbine inlet temperature and the current first parameter. The first parameter includes the engine speed, fuel injection quantity, fuel injection advance angle, excess air coefficient, intake manifold intake pressure and intake manifold temperature. The turbine inlet temperature is the exhaust gas temperature at the turbine inlet.

[0105] Specifically, the target turbine inlet temperature is the turbine inlet temperature corresponding to the first parameter that is the same as the current first parameter, found from the first predetermined relationship. The excess air coefficient is the ratio of the amount of air entering the engine for combustion to the amount of air theoretically required for complete combustion. The intake manifold is the intake pipe from the carburetor or throttle body to the cylinder head intake port, used to distribute the air-fuel mixture from the carburetor or throttle body to the intake ports of each cylinder. The current first parameter includes the engine's current speed, current fuel injection quantity, current injection advance angle, current excess air coefficient, current intake manifold pressure, and current intake manifold temperature. The first parameter is a parameter value that affects the magnitude of the turbine inlet temperature.

[0106] The first calculation unit 20 is used to calculate the turbine temperature drop corresponding to the current second parameter as the target turbine temperature drop based on the first model and the current second parameter. The first model is a model characterizing the correspondence between the second parameter and the turbine temperature drop. The second parameter includes air specific heat capacity, exhaust gas specific heat capacity, intake volume of the intake manifold, compressor inlet temperature, compressor pressure ratio, model correction coefficient of the first model, turbine efficiency, and exhaust gas volume of the turbine. The turbine temperature drop characterizes the difference between the turbine inlet temperature and the turbine outlet temperature. The turbine outlet temperature is the exhaust gas temperature at the turbine outlet. The compressor inlet temperature is the exhaust gas temperature at the compressor inlet of the engine. The compressor pressure ratio is the ratio of the exhaust gas pressure at the compressor outlet to the exhaust gas pressure at the compressor inlet.

[0107] Specifically, by inputting the current second parameter into the first model, and processing the current second parameter through the first model, the turbine temperature drop corresponding to the current second parameter is obtained as the target turbine temperature drop. The current second parameter includes the current air specific heat capacity, the current exhaust gas specific heat capacity, the current intake air volume of the intake manifold, the current compressor pressure ratio, the current model correction coefficient of the first model, the current turbine efficiency, and the current turbine exhaust gas volume. The model correction coefficient is determined based on the difference between the actual SCR inlet temperature and the predicted SCR inlet temperature, and its initial value can be set to 1. The turbine exhaust gas volume is the total amount of exhaust gas in the turbine. The second parameter is a parameter value that affects the magnitude of the turbine temperature drop.

[0108] The second determining unit 30 is used to determine the corresponding SCR inlet temperature based on the second predetermined relationship, the target turbine inlet temperature, the target turbine temperature drop, the current urea injection quantity, the current exhaust gas heat transfer coefficient, and the current pipeline temperature of the transmission pipeline, thereby obtaining the target SCR inlet temperature. The second predetermined relationship is a model characterizing the correspondence between the turbine inlet temperature, the turbine temperature drop, the urea injection quantity, the exhaust gas heat transfer coefficient, the pipeline temperature of the transmission pipeline, and the SCR inlet temperature. The SCR inlet temperature is the predicted temperature of the exhaust gas generated by operating with the first parameters at the inlet of the SCR reactor. The transmission pipeline is the exhaust gas transmission pipeline connected to the inlet of the SCR reactor.

[0109] Specifically, the target SCR inlet temperature is found from the second predetermined relationship to correspond to the turbine inlet temperature, turbine temperature drop, urea injection quantity, exhaust gas heat transfer coefficient, and pipeline temperature that are identical to the target turbine inlet temperature, the target turbine temperature drop, the current urea injection quantity, the current exhaust gas heat transfer coefficient, and the current pipeline temperature. The urea injection quantity is the total amount of urea injected into the SCR reactor by the urea injection equipment, and the exhaust gas heat transfer coefficient is the heat transfer coefficient of the exhaust gas in the transmission pipeline.

[0110] The first control unit 40 is configured to control a third parameter of the vehicle based on the target SCR inlet temperature and a preset SCR inlet temperature, such that the actual SCR inlet temperature obtained after controlling the third parameter is lower than the preset SCR inlet temperature. The third parameter includes the required torque, and the actual SCR inlet temperature is the actual temperature at the inlet of the SCR reactor.

[0111] Specifically, the preset SCR inlet temperature is determined based on the operating temperature of the vanadium-based catalyst, and the preset SCR inlet temperature is not greater than the maximum value of the operating temperature of the vanadium-based catalyst.

[0112] In the aforementioned embodiment, a first determining unit determines the turbine inlet temperature corresponding to the current first parameter as the target turbine inlet temperature based on a first predetermined relationship. The first parameter includes engine speed, fuel injection quantity, fuel injection advance angle, excess air coefficient, intake manifold intake pressure, and intake manifold temperature. A first calculating unit calculates the turbine temperature drop corresponding to the current second parameter as the target turbine temperature drop based on a first model. The second parameter includes air specific heat capacity, exhaust gas specific heat capacity, intake manifold intake quantity, compressor inlet temperature, compressor pressure ratio, model correction coefficient of the first model, turbine efficiency, and turbine exhaust gas quantity. A second determining unit determines the SCR inlet temperature corresponding to the target turbine inlet temperature, target turbine temperature drop, current urea injection quantity, current exhaust gas heat transfer coefficient, and current pipeline temperature of the transmission pipeline as the target SCR inlet temperature based on a second predetermined relationship. A first control unit controls a third parameter, including the vehicle's required torque, based on the obtained target SCR inlet temperature and a preset SCR inlet temperature, such that the controlled actual SCR inlet temperature is lower than the preset SCR inlet temperature. This application predicts the turbine inlet temperature based on a first parameter and a first predetermined relationship that currently affect the turbine inlet temperature in the vehicle. It also predicts the turbine temperature drop based on a second parameter and a first model that currently affect the turbine temperature drop in the vehicle. Furthermore, it predicts the SCR inlet temperature based on the turbine inlet temperature and the turbine temperature drop. Finally, based on the predicted SCR inlet temperature and the preset temperature, it controls a third parameter, such as the vehicle's required torque, so that the actual SCR inlet temperature after control is lower than the preset temperature. This achieves early intervention and control of the SCR inlet temperature, avoiding the problem of excessively high SCR inlet temperature causing leakage of the vanadium-based catalyst in the SCR reactor due to excessively high operating temperature. This protects the catalyst in the SCR reactor, thereby ensuring a better treatment effect on vehicle exhaust gas.

[0113] In one alternative, such as Figure 3 As shown, the first determining unit includes:

[0114] The first determining module is used to determine, based on the first correspondence, the current speed and the current fuel injection quantity, the temperature value corresponding to the same speed and fuel injection quantity as the current speed and the current fuel injection quantity from the first correspondence, the base value of the turbine inlet temperature;

[0115] Specifically, the first correspondence represents the relationship between the engine speed, fuel injection quantity, and turbine inlet temperature. This first correspondence can be obtained by pre-calibrating the engine speed, fuel injection quantity, and turbine inlet temperature. Determining the temperature value corresponding to the same engine speed and fuel injection quantity as the current engine speed and the current fuel injection quantity from the first correspondence means determining the temperature value corresponding to the same engine speed and the same fuel injection quantity as the current engine speed from the first correspondence.

[0116] In practical applications, the first correspondence can be stored in the format of a first correspondence table. The first determining module may include: a first lookup submodule, used to look up the temperature value corresponding to the same engine speed and fuel injection quantity as the current engine speed and the current fuel injection quantity from the first correspondence table, thereby obtaining the base value of the turbine inlet temperature. Of course, the first correspondence can be stored in other formats. In addition to the above method, the first determining module may also include: a first establishment submodule, used to establish a first neural network model representing the first correspondence, wherein the first neural network model is trained using multiple sets of data through machine learning, and each set of data includes: engine speed, fuel injection quantity, and turbine inlet temperature; and a first input submodule, used to input the current engine speed and the current fuel injection quantity into the first neural network model to obtain the base value of the turbine inlet temperature.

[0117] The second determining module is used to determine, based on the current speed, the current fuel injection quantity, and a second correspondence relationship between multiple target parameters, the temperature value corresponding to the same speed and fuel injection quantity as the current speed and the current fuel injection quantity from the second correspondence relationship, the correction value corresponding to the target parameters, wherein the multiple target parameters include the excess air coefficient, the fuel injection advance angle, the temperature of the intake manifold, and the intake pressure of the intake manifold;

[0118] Specifically, the target parameters are the parameters in the first parameters other than engine speed and fuel injection quantity. The number of second correspondences is the same as the number of target parameters, with each target parameter corresponding to one second predetermined relationship. Each second correspondence represents the relationship between the engine speed, fuel injection quantity, and the correction value of the turbine inlet temperature. Determining the temperature value corresponding to the same engine speed and fuel injection quantity as the current engine speed and the current fuel injection quantity from the second correspondence means determining the temperature value corresponding to the same engine speed and the same fuel injection quantity as the current engine speed from the second correspondence. This temperature value is the correction value corresponding to the target parameter corresponding to the second correspondence. Taking the target parameter as the excess air coefficient as an example, the following explanation is given: Based on the second correspondence corresponding to the current excess air coefficient, the temperature value corresponding to the current engine speed and the current fuel injection quantity in the second correspondence is determined. This temperature value is the correction value corresponding to the excess air coefficient. The second correspondence can be obtained by pre-calibrating the engine speed, fuel injection quantity, and corresponding correction values ​​with fixed target parameters.

[0119] In practical applications, the second correspondence can be stored in the format of a second correspondence table. The second determining module may include: a second lookup submodule, used to look up the temperature value corresponding to the current engine speed and the current fuel injection quantity from the second correspondence table corresponding to the target parameter based on the current engine speed and the current fuel injection quantity, and obtain the correction value corresponding to the target parameter. Of course, the second correspondence can also be stored in other formats. In addition to the above method, the second determining module may also include: a second establishment submodule, used to establish a second neural network model representing the second correspondence corresponding to the target parameter. The second neural network model is trained using multiple sets of data through machine learning. Each set of data includes correction values ​​for engine speed, fuel injection quantity, and turbine inlet temperature; and a second input submodule, used to input the current engine speed and the current fuel injection quantity into the second neural network model to obtain the correction value corresponding to the target parameter.

[0120] The third determining module is used to determine, based on the multiple target parameters and the third correspondence relationships corresponding to the multiple target parameters, a correction coefficient corresponding to the parameter value that is the same as the current value of the corresponding target parameter from each of the third correspondence relationships as the target correction coefficient;

[0121] Specifically, the number of the third correspondences is the same as the number of the target parameters. Each target parameter corresponds to one third predetermined correspondence, and each third correspondence characterizes the relationship between the parameter value of the target parameter and the correction coefficient. Similarly, taking the excess air coefficient as an example, the following explanation is provided: Based on the third correspondence corresponding to the excess air coefficient, the correction value corresponding to the parameter value that is the same as the current value of the excess air coefficient is determined from the third correspondence as the target correction coefficient for the excess air coefficient. The same applies to other target parameters. The third correspondence can also be obtained through pre-calibration.

[0122] In practical applications, the third correspondence can be stored in the format of a third correspondence table. Based on multiple target parameters and their corresponding third correspondences, the third determining module can include: a third lookup submodule, used to find the correction coefficient corresponding to the current value of the target parameter from the third correspondence table corresponding to the target parameter, thereby obtaining the target correction coefficient corresponding to the target parameter. Of course, the third correspondence can also be stored in other formats. Besides the aforementioned method, the third determining module can also include: a third establishment submodule, used to establish a third neural network model representing the third correspondence of the target parameter, wherein the third neural network model is trained using multiple sets of data through machine learning, and each set of data includes: the parameter value of the target parameter and the correction coefficient; and a third input submodule, used to input the current value into the third neural network model to obtain the target correction coefficient corresponding to the target parameter.

[0123] The fourth determining module is used to determine that the total correction value is the sum of the products of the correction values ​​of the multiple target parameters and the corresponding target correction coefficients; and to determine that the target turbine inlet temperature is the sum of the base value and the total correction value, wherein the first correspondence, multiple second correspondences and multiple third correspondences constitute the first predetermined relationship.

[0124] Specifically, the correction value of the target parameter is multiplied by the corresponding target correction coefficient to obtain a product of multiple target parameters, and then the sum of the multiple products is calculated to obtain the total correction value.

[0125] In the embodiment described above, a correspondence between the first parameter and the turbine inlet temperature is established through the first correspondence, multiple second correspondences, and multiple third correspondences. Specifically, the base value of the turbine inlet temperature is determined through the first correspondence, and the correction value of the base value is determined based on the second and third correspondences. This achieves the effect of accurately predicting the turbine inlet temperature based on the first parameter, providing relatively accurate data support for subsequent prediction of the SCR inlet temperature based on the turbine inlet temperature and turbine temperature drop.

[0126] In one specific embodiment, the device further includes: a second calculation unit, configured to calculate the excess air coefficient as intake air volume ÷ (fuel injection volume × 14.5) based on the fuel injection quantity and the intake air volume of the intake manifold before determining the turbine inlet temperature corresponding to the current first parameter as the target turbine inlet temperature according to a first predetermined relationship characterizing the correspondence between the first parameter and the turbine inlet temperature and the current first parameter.

[0127] According to some other exemplary embodiments of this application, such as Figure 3As shown, the first computing unit includes:

[0128] The first input module is used to input the current second parameter into the first model to calculate the target turbine temperature drop, wherein the first model is:

[0129]

[0130]

[0131] In the formula, T wr For the turbine temperature drop, C pintake The specific heat capacity of the air, mf air T represents the intake volume of the intake manifold. us The temperature before the compressor is [temperature value missing]. The compressor pressure ratio is given by k, where k is the isentropic exponent. fac Eta represents the model correction coefficient for the first model. all For the turbine efficiency, C pexh The specific heat capacity of the exhaust gas is mf exh The exhaust gas volume of the turbine.

[0132] In the aforementioned embodiment, by establishing a first model characterizing turbine temperature drop and by inputting the current second parameter into the first model to predict the turbine temperature drop caused by operating with the current second parameter, the prediction of turbine temperature drop can be achieved relatively accurately, providing relatively accurate data support for subsequent prediction of SCR inlet temperature based on turbine inlet temperature and turbine temperature drop.

[0133] In the embodiments of this application, such as Figure 3 As shown, the second determining unit includes:

[0134] The fifth determining module is used to determine, based on the current urea injection quantity, the urea temperature drop corresponding to the same urea injection quantity as the current urea injection quantity from the fourth correspondence as the target urea temperature drop. The urea temperature drop represents the difference between the temperature before urea injection and the temperature after urea injection. The temperature before urea injection is the urea temperature at the inlet of the urea injection equipment, and the temperature after urea injection is the urea temperature at the outlet of the urea injection equipment.

[0135] Specifically, the fourth correspondence can be obtained by calibrating the urea injection quantity and urea temperature drop of the urea injection equipment. The fourth correspondence can be stored in the format of a fourth correspondence table or in other formats. The fifth determining module may include: a fourth lookup submodule, used to look up the urea temperature drop corresponding to the current urea injection quantity from the fourth correspondence table based on the current urea injection quantity, and obtain the target urea temperature drop.

[0136] In addition to the aforementioned method, the fifth determining module may further include: a fourth establishing submodule, used to establish a fourth neural network model representing the fourth correspondence, wherein the fourth neural network model is trained using multiple sets of data through machine learning, and each set of data includes: urea injection volume and urea temperature drop; and a fourth input submodule, used to input the current urea injection volume into the fourth neural network model to obtain the target urea temperature drop.

[0137] The second input module is used to input the target urea temperature drop, the target turbine inlet temperature, the target turbine temperature drop, the current exhaust gas heat transfer coefficient, and the current pipeline temperature into the second model to obtain the target SCR inlet temperature. The second model is:

[0138] T SCR =r×T in +(1-r)×T w ,

[0139] T in =T wrH -T nr ,

[0140] T wrH =T wrQ -T wr ,

[0141] Among them, T SCR The target SCR inlet temperature is T, r is the current exhaust gas heat transfer coefficient, and T is the current exhaust gas heat transfer coefficient. in T represents the temperature after the target urea is injected. w The current pipeline temperature, T wrH T represents the target turbine after-temperature. nr For the target urea temperature drop, T wrQ T represents the target turbine inlet temperature. wr For the target turbine temperature drop, the fourth correspondence and the second model constitute the second predetermined relationship.

[0142] To further ensure that the obtained target SCR inlet temperature is accurate and closely approximates the actual SCR inlet temperature, the device further includes:

[0143] The third determining unit is used to determine the corresponding SCR inlet temperature and obtain the target SCR inlet temperature based on the second predetermined relationship, the target turbine inlet temperature, the target turbine temperature drop, the current urea injection quantity, the current exhaust gas heat transfer coefficient and the current pipeline temperature of the transmission pipeline, and before obtaining the target SCR inlet temperature, the exhaust gas heat transfer coefficient corresponding to the same exhaust gas flow rate and exhaust gas temperature in the transmission pipeline is determined from the third predetermined relationship as the current exhaust gas heat transfer coefficient.

[0144] Specifically, the third predetermined relationship characterizes the correspondence between the exhaust gas flow rate, exhaust gas temperature, and exhaust gas heat transfer coefficient of the transmission pipeline, which can be obtained by pre-calibrating the parameters. Determining the exhaust gas heat transfer coefficient corresponding to the same exhaust gas flow rate and exhaust gas temperature as the current exhaust gas flow rate and exhaust gas temperature from the third predetermined relationship means determining the exhaust gas heat transfer coefficient corresponding to the same exhaust gas flow rate and exhaust gas temperature as the current exhaust gas flow rate from the third predetermined relationship.

[0145] In practical applications, the third predetermined relationship can be stored in the format of a third predetermined relationship table. Of course, the third predetermined relationship can also be stored in other formats. The third determining unit may include: a lookup module, used to look up the exhaust gas heat transfer coefficient corresponding to the current exhaust gas flow rate and the current exhaust gas temperature from the third predetermined relationship table. In addition to the above method, the third determining unit may also include: a building module, used to build a fifth neural network model representing the third predetermined relationship. The fifth neural network model is trained using multiple sets of data through machine learning. Each set of data includes: the exhaust gas flow rate, exhaust gas temperature, and exhaust gas heat transfer coefficient in the transmission pipeline; and a third input module, used to input the current exhaust gas flow rate and the current exhaust gas temperature into the fifth neural network model to obtain the exhaust gas heat transfer coefficient.

[0146] The input unit is used to input the specific heat capacity of the exhaust gas, the exhaust gas volume, the heat transfer coefficient between the transmission pipeline and the outside environment, the heat transfer area of ​​the transmission pipeline, the specific heat capacity of the transmission pipeline, and the mass of the transmission pipeline into the third model to obtain the current pipeline temperature. The third model is:

[0147]

[0148] Among them, C pexh Let mf be the specific heat capacity of the exhaust gas, t be the time, and mf be the value of the exhaust gas. exh Where is the exhaust gas volume of the turbine, h is the heat transfer coefficient, A is the heat transfer area, and C is the exhaust gas volume of the turbine. ppipeThe specific heat capacity of the pipeline is m. pipe The quality of the pipeline is described.

[0149] The above embodiments can obtain the current exhaust gas heat transfer coefficient and the current pipeline temperature relatively accurately, providing more accurate data support for subsequent prediction of the target SCR inlet temperature, thereby further making the obtained target SCR inlet temperature more accurate.

[0150] In some of the alternative solutions of this application, such as Figure 4 As shown, the preset SCR inlet temperature includes a first preset temperature, a second preset temperature, and a third preset temperature that increase sequentially, as follows: Figure 5 As shown, the first control unit includes:

[0151] The first control module is configured to, when the temperature before the target SCR is greater than the third preset temperature, use a proportional controller to proportionally control the first target temperature difference according to a proportional coefficient, so that the proportional controller outputs a proportional correction value; and use an integral controller to integrally control the first target temperature difference according to an integral coefficient, so that the integral controller outputs an integral correction preset value. The first target temperature difference is the difference between the third preset temperature and the temperature before the target SCR. The proportional coefficient is the product of a target coefficient and the maximum torque corresponding to the current speed. The target coefficient is determined according to the first target temperature difference, the current speed, and a fourth predetermined relationship. The fourth predetermined relationship represents the correspondence between the temperature difference, the speed, and the coefficient. The integral coefficient is the maximum torque.

[0152] Specifically, if the target SCR inlet temperature is greater than the third preset temperature, it indicates that the actual SCR inlet temperature under the current parameters will be relatively high, posing a risk of leakage of the vanadium-based catalyst in the SCR reactor. In this case, both proportional and integral corrections are required to intervene and control the actual SCR inlet temperature in advance. The first target temperature difference is negative. Specifically, based on the first target temperature difference and the current rotational speed, the coefficients corresponding to the temperature difference and rotational speed that are the same as the first target temperature difference are found from the fourth predetermined relationship to obtain the target coefficient. The fourth predetermined relationship can be obtained by pre-calibrating the coefficients corresponding to the temperature difference, rotational speed, and proportional / integral ratios.

[0153] Further, the first control module includes: a control submodule, used to control the first target temperature difference to be multiplied by the proportional coefficient through the proportional controller to obtain the proportional correction value. The first control module also includes: a calculation submodule, used to perform an integral calculation on the first target temperature difference through the integral controller, and multiply the calculation result by the integral coefficient to obtain the integral correction preset value. Those skilled in the art can set the integral coefficient as needed, for example, setting the integral coefficient to 1. Since the first target temperature difference is negative, both the proportional correction value and the integral correction preset value are also negative.

[0154] The second control module is used to perform proportional control on the second target temperature difference according to the proportional coefficient using the proportional controller when a predetermined condition is met, so that the proportional controller outputs the proportional correction value. The second target temperature difference is the difference between the first preset temperature and the target SCR inlet temperature. The predetermined condition includes one of the following: the target SCR inlet temperature is greater than the first preset temperature, or the target SCR inlet temperature is greater than the first preset temperature, less than the third preset temperature, and the rate of change is negative.

[0155] Specifically, if the predetermined conditions are met, it indicates that the actual SCR inlet temperature corresponding to the current parameters is not too high. Partial intervention can be performed through proportional correction to prevent the actual SCR inlet temperature from continuing to rise. The second target temperature difference is obtained by subtracting the first preset temperature from the target SCR inlet temperature when the target SCR inlet temperature is greater than the first preset temperature; therefore, the second target temperature difference is negative. Furthermore, the method of proportionally controlling the second target temperature difference using the proportional controller based on the proportional coefficient is the same as the method of proportionally controlling the first target temperature difference using the proportional controller based on the proportional coefficient, and will not be elaborated here. If the predetermined conditions are met, proportional control is performed only through the proportional controller, and integral control is not performed through the integral controller.

[0156] The sixth determining module is used to determine the integral correction value as the integral correction preset value when the proportional controller outputs the proportional correction value and the integral controller outputs the integral correction preset value accordingly, and to determine the integral correction value as the historical integral correction preset value stored by the integral controller when the proportional controller outputs the proportional correction value and the integral controller does not output the integral correction preset value accordingly.

[0157] Specifically, when the proportional controller outputs the proportional correction value and the integral controller correspondingly outputs the integral correction preset value, it indicates that the target SCR inlet temperature is greater than the third preset temperature. When the proportional controller outputs the proportional correction value but the integral controller does not correspondingly output the integral correction preset value, it indicates that the target SCR inlet temperature meets the predetermined condition.

[0158] The small-scale module is used to take the smaller value of the proportional correction value and the predetermined value to obtain a first correction value, and to take the smaller value of the integral correction value and the predetermined value to obtain a second correction value. The sum of the first correction value and the second correction value is calculated to obtain the temperature-torque correction value.

[0159] In this application, the predetermined value can be 0. When the proportional correction value is negative, the smaller of the proportional correction value and the predetermined value is taken as the first correction value. Similarly, when the integral correction value is negative, the second correction value is the integral correction value, and the sum of the two is also negative for the temperature-torque correction value. When the proportional correction value is positive, the smaller of the proportional correction value and the predetermined value is taken as the first correction value, which is the predetermined value, i.e., 0, indicating that no proportional correction operation is performed. Similarly, when the integral correction value is positive, the smaller of the integral correction value and the predetermined value is taken as the second correction value, which is the predetermined value, i.e., 0, indicating that no integral correction operation is performed.

[0160] The correction module is used to correct the engine's required torque according to the temperature torque correction value when the target SCR inlet temperature is greater than the second preset temperature, and to control the engine to run according to the corrected required torque, so that the actual SCR inlet temperature obtained after controlling the engine to run is less than the second preset temperature.

[0161] In the embodiment described above, three temperature thresholds are set for the SCR inlet temperature. Based on the temperature range in which the target SCR inlet temperature is located, proportional and / or integral corrections are performed to determine the correction value for the engine's required torque. This achieves the effect of adjusting the engine's required torque according to the target SCR inlet temperature, thereby further realizing a rapid reduction in the actual SCR inlet temperature when the target SCR inlet temperature is predicted to be high.

[0162] Specifically, the device further includes: an update unit, configured to update the historical integral correction preset value stored in the integral controller to the integral correction preset value when the integral controller outputs the integral correction preset value. This achieves real-time updating of the historical integral correction preset value. The device further includes: a clearing unit, configured to clear the historical integral correction preset value stored in the integral controller to zero when the duration for which the temperature before the target SCR is lower than the first preset temperature is greater than a preset duration. However, when the temperature before the target SCR meets the predetermined condition, the integral controller is controlled not to output the integral correction preset value, but the historical integral correction preset value is retained and not cleared.

[0163] According to some alternative embodiments of this application, such as Figure 6 As shown, the device further includes: a fourth determining unit, used to determine, before correcting the engine's required torque based on the temperature torque correction value, the torque value corresponding to the same engine speed and throttle opening from a fifth predetermined relationship, based on the current engine speed and current throttle opening. The correction module includes: an addition submodule, used to add the required torque to the temperature torque correction value to obtain the corrected required torque. In this embodiment, the required torque is first determined based on the engine's current engine speed and current throttle opening, and then corrected by adding the required torque to the desired torque correction value. This can further achieve a rapid reduction in the SCR inlet temperature, further avoiding the problem of excessively high SCR inlet temperature causing leakage of the vanadium-based catalyst in the SCR reactor due to excessively high operating temperature.

[0164] In practical applications, there is a problem of excessively high SCR inlet temperature caused by engine aging deviation. In this case, simply adjusting the required torque is insufficient. That is, if the predicted target SCR inlet temperature is still high after correcting the required torque, it indicates an excessively high temperature problem due to engine aging deviation. To address this situation, in the embodiments of this application, such as... Figure 6 As shown, the device further includes: a fifth determining unit, configured to, after controlling the third parameter of the vehicle based on the target SCR inlet temperature and a preset SCR inlet temperature, determine, from a sixth predetermined relationship, the fuel injection quantity corresponding to the same torque and speed as the corrected demand torque and the current speed as the target fuel injection quantity; and a second control unit, configured to control the engine to inject fuel according to the target fuel injection quantity. This embodiment also adjusts the actual fuel injection quantity based on the demand torque and the current speed, which can further reduce the SCR inlet temperature.

[0165] To further ensure the accuracy of the predicted target SCR inlet temperature, specifically, as follows: Figure 7 As shown, the device further includes: an acquisition unit for acquiring the actual SCR inlet temperature; and a third calculation unit for calculating the difference between the target SCR inlet temperature and the actual SCR inlet temperature, and performing integral control on the difference to obtain the model correction coefficient. Based on the difference between the target SCR inlet temperature and the actual SCR inlet temperature, the model correction coefficient of the first model is obtained through integral control, thereby calibrating the first model. This makes the turbine temperature drop output by the calibrated first model more accurate, ensuring that the target SCR temperature obtained based on the turbine temperature drop closely matches the actual SCR inlet temperature.

[0166] The correction process described in this application is a sustainable correction process. The actual SCR inlet temperature can be obtained by a temperature sensor installed before the SCR reactor. Furthermore, to further protect the vanadium-based catalyst, such as... Figure 8 As shown, the apparatus of this application further includes a correction unit, used to correct the urea injection quantity based on the difference between the actual SCR inlet temperature and the SCR inlet temperature limit. Specifically, the larger the difference, the larger the corrected urea injection quantity. This realizes the conversion of the SCR inlet temperature deviation into the urea injection quantity, and by increasing the urea injection quantity, a rapid reduction in the SCR inlet temperature is achieved, thereby further protecting the vanadium-based catalyst.

[0167] The vehicle control device includes a processor and a memory. The first determining unit, the first calculating unit, the second determining unit, and the first control unit are all stored as program units in the memory. The processor executes the program units stored in the memory to implement the corresponding functions. All modules reside in the same processor; alternatively, the modules may be located in different processors in any combination.

[0168] The processor contains a kernel, which retrieves the corresponding program units from memory. One or more kernels can be configured, and adjusting kernel parameters can at least address the problem of temperature control difficulties in SCR reactors using vanadium-based catalysts, which leads to easy leakage of vanadium-based catalysts.

[0169] The memory may include non-permanent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0170] This invention provides a computer-readable storage medium including a stored program, wherein the program, when executed, controls the device containing the computer-readable storage medium to perform a vehicle control method.

[0171] This invention provides a processor for running a program, wherein the program executes a vehicle control method during runtime.

[0172] This invention provides a device including a processor, a memory, and a program stored in the memory and executable on the processor. When the processor executes the program, it implements a vehicle control method. The device described herein can be a server, PC, tablet, mobile phone, etc.

[0173] This application also provides a computer program product that, when executed on a data processing device, is adapted to perform the steps of initializing a control method for the vehicle.

[0174] According to another aspect of this application, a vehicle system is provided, comprising: a vehicle; one or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the one or more programs including methods for performing any one of the methods described.

[0175] In one specific embodiment, the vehicle includes an SCR system, which can be a single SCR system (i.e., including only one SCR reactor) or a multi-SCR system (i.e., including multiple SCR reactors). The method described in this application applies to both single and dual SCR systems.

[0176] Taking the SCR system as a dual SCR system as an example, such as Figure 10As shown, the dual SCR system specifically includes, in sequence along the direction away from the turbine, a first mixer 400, a pre-stage SCR reactor 401, a DOC (Diesel Oxide Catalyst) 402, a DPF (Diesel Particulate Filter) 403, a second mixer 404, a post-stage SCR reactor 405, and an ASC (Ammonia Scrubber Condensate) 406. The dual SCR system also includes a first temperature sensor 407 located before the pre-stage SCR reactor 401, a second temperature sensor 408 located before the DPF 403, a third temperature sensor 409 located before the second mixer 404, a first NOx sensor 410, and a second NOx sensor 411 located after the ASC 406. The vanadium-based catalyst is placed in the pre-stage SCR reactor 401. One nozzle 301 is connected to the first mixer 400 for injecting urea into the first mixer 400, and the other nozzle 301 is connected to the second mixer 404 for injecting urea into the second mixer 404. The pre-stage SCR reactor 401 is used for the first catalytic reduction of the exhaust gas to reduce nitrogen oxides in the exhaust gas; DOC 402 is used to convert NO in the exhaust gas to NO2, while simultaneously increasing the exhaust gas temperature to assist the normal operation of DPF 403 and the post-stage SCR reactor 405; DPF 403 is used to capture particulate matter in the exhaust gas. When the captured particulate matter reaches a certain level, passive or active regeneration is required to restore the particulate matter capture capacity of DPF 403; the post-stage SCR reactor 405 is used for the second catalytic reduction of the exhaust gas to further reduce nitrogen oxides in the exhaust gas; ASC 406 is used to oxidize excess ammonia. The first temperature sensor 407, the second temperature sensor 408, and the third temperature sensor 409 are used to collect the temperature value at the installation location, and the first NOx sensor 410 and the second NOx sensor 411 are used to detect the NOx concentration.

[0177] In practical applications, DOC (Dry Oxide Catalyst) is formed by coating a honeycomb ceramic carrier with a noble metal catalyst (such as Pt). The purpose is to lower the activation energy of the chemical reactions of HC, CO, and SOF in engine exhaust, allowing these substances to react with oxygen in the exhaust at a lower temperature and ultimately convert into CO2 and H2O. DOC does not require a regeneration system or control device, and is characterized by its simple structure and high reliability. It has already found some application in modern small engines.

[0178] DPF (Diffusion-Powered Filter) primarily filters and traps particulate matter in engine exhaust through diffusion, deposition, and impaction mechanisms. As exhaust flows through the filter, particulate matter is trapped within the filter element, leaving the cleaner exhaust to be released into the atmosphere. Currently, wall-flow honeycomb ceramic filters are widely used, mainly in construction machinery and city buses. They are characterized by simple operation and high filtration efficiency, but suffer from issues such as filter regeneration and sensitivity to sulfur in fuel.

[0179] The basic working principle of DPF is as follows: When engine exhaust flows through DOC, under temperature conditions of 200-600℃, CO and HC are almost entirely oxidized into CO2 and H2O, while NO is converted into NO2. After the exhaust exits DOC and enters DPF, the particulate matter is captured in the filter element, and the remaining cleaner exhaust is discharged into the atmosphere. The capture efficiency of DPF can reach over 90%.

[0180] NO2 has a strong oxidizing ability on the captured particles. The generated NO2 is used as an oxidant to remove particles from the particulate trap and generate CO2. The NO2 is then reduced to NO, thereby achieving the purpose of removing particles.

[0181] The reaction principle within the DOC is as follows:

[0182] 2NO+O2→2NO2; 2CO+O2→2CO2; 2CH+O2→CO2+H2O.

[0183] The internal reaction principle of DPF is as follows:

[0184] C + 2NO₂ → CO₂ + 2NO

[0185] There are two methods for filter regeneration: active regeneration and passive regeneration. Active regeneration refers to using external energy to raise the temperature inside the filter, causing the particulate matter to ignite and burn. When the temperature inside the filter reaches 550°C, the deposited particulate matter will oxidize and burn. If the temperature does not reach 550°C, excessive deposits will clog the filter. In this case, external energy (such as an electric heater, burner, or changes in engine operating conditions) is needed to raise the temperature inside the DPF to oxidize and burn the particulate matter. Passive regeneration refers to using fuel additives or catalysts to lower the ignition temperature of the particulate matter, allowing it to ignite and burn at normal engine exhaust temperatures. Additives (such as cerium, iron, and strontium) must be added to the fuel in a certain proportion. Too much additive has little effect, but too little will lead to delayed regeneration or an increased regeneration temperature.

[0186] The basic principle of SCR is to inject fuel or add a reducing agent into the exhaust gas, using a suitable catalyst to promote the reaction between the reducing agent and NOx, while inhibiting the non-selective oxidation reaction between the reducing agent and oxygen. Commonly used urea-SCR catalysts include V2O5 / W2O3 / TiO2 and metal oxide / zeolite. Vanadium-based catalysts have high selectivity for NOx and a wide efficient temperature window, as well as high sulfur resistance. Their disadvantages are susceptibility to poisoning by phosphorus components in lubricating oil and high-temperature failure. Zeolite catalysts have extremely strong adsorption capacity for NH3, but at low temperatures, zeolite also has a strong adsorption capacity for HC. HC adsorption affects the low-temperature performance of the catalyst. Furthermore, zeolite has poor hydrothermal stability and sulfur resistance, thus limiting its practical application and requiring the use of low-sulfur fuels.

[0187] Sulfur oxides in copper-based SCRs form sulfates, reducing catalyst active sites, clogging pores, and decreasing the SCR's NOx conversion efficiency. Therefore, once a certain amount of sulfur oxides are captured within the SCR, desulfurization is necessary. Sulfur poisoning has two mechanisms: the formation of (NH4)SO4, etc., reducing SCR catalyst active sites and clogging pores, thereby decreasing NOx conversion efficiency; and SO2 and SO3 competing with NOx for adsorption, reducing NOx adsorption.

[0188] The reaction principles of the catalytic reduction technology in the pre-stage SCR equipment and the post-stage SCR equipment are as follows:

[0189] Urea hydrolyzes to ammonia (urea injection system): (NH2)2CO + H2O → 2NH3 + CO 2；

[0190] SCR post-processing reactions (SCR catalytic converter): NO + NO2 + 2NH3 → 2N2 + 3H2O; 4NO + O2 + 4NH3 → 4N2 + 6H2O; 2NO2 + O2 + 4NH3 → 3N2 + 6H2O.

[0191] In SCR (Selective Catalytic Reduction), the actual reducing agent participating in the selective catalytic reduction reaction is ammonia (NH3). However, due to the high corrosiveness of ammonia, liquid ammonia and ammonia water present difficulties in storage and transportation, and therefore cannot be directly used in vehicle-mounted SCR systems. Currently, urea aqueous solution is generally used as the reducing agent. Furthermore, because a 32.5% urea aqueous solution has the lowest freezing point of -11℃ compared to other concentrations, it is internationally adopted as the standard reducing agent for SCR and named AdBlue.

[0192] It will be apparent to those skilled in the art that the modules or steps of the present invention can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. They can be implemented using device-executable program code, and thus can be stored in a storage device for execution by a computing device. In some cases, the steps shown or described can be performed in a different order than those presented herein, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. Thus, the present invention is not limited to any particular hardware and software combination.

[0193] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0194] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0195] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0196] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0197] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0198] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0199] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0200] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. 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 apparatus that includes that element.

[0201] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for controlling a vehicle, wherein the catalyst used in the vehicle's SCR reactor comprises a vanadium-based catalyst, characterized in that, The method includes: Based on a first predetermined relationship characterizing the correspondence between a first parameter and a turbine inlet temperature, and the current first parameter, the turbine inlet temperature corresponding to the current first parameter is determined as the target turbine inlet temperature. The first parameter includes engine speed, fuel injection quantity, fuel injection advance angle, excess air coefficient, intake manifold intake pressure, and intake manifold temperature. The turbine inlet temperature is the exhaust gas temperature at the turbine inlet. Based on the first model and the current second parameters, the turbine temperature drop corresponding to the current second parameters is calculated as the target turbine temperature drop. The first model is a model characterizing the correspondence between the second parameters and the turbine temperature drop. The second parameters include air specific heat capacity, exhaust gas specific heat capacity, intake volume of the intake manifold, compressor inlet temperature, compressor pressure ratio, model correction coefficient of the first model, turbine efficiency, and turbine exhaust volume. The turbine temperature drop characterizes the difference between the turbine inlet temperature and the turbine outlet temperature. The turbine outlet temperature is the exhaust gas temperature at the turbine outlet. The compressor inlet temperature is the exhaust gas temperature at the compressor inlet of the engine. The compressor pressure ratio is the ratio of the exhaust gas pressure at the compressor outlet to the exhaust gas pressure at the compressor inlet. Based on the second predetermined relationship, the target turbine inlet temperature, the target turbine temperature drop, the current urea injection rate, the current exhaust gas heat transfer coefficient, and the current pipeline temperature of the transmission pipeline, the corresponding SCR inlet temperature is determined to obtain the target SCR inlet temperature. The second predetermined relationship is a model characterizing the correspondence between the turbine inlet temperature, the turbine temperature drop, the urea injection rate, the exhaust gas heat transfer coefficient, the pipeline temperature of the transmission pipeline, and the SCR inlet temperature. The SCR inlet temperature is the predicted temperature of the exhaust gas generated by operating with the first parameters at the inlet of the SCR reactor. The transmission pipeline is the exhaust gas transmission pipeline connected to the inlet of the SCR reactor. Based on the target SCR inlet temperature and the preset SCR inlet temperature, the third parameter of the vehicle is controlled so that the actual SCR inlet temperature obtained after controlling the third parameter is lower than the preset SCR inlet temperature. The third parameter includes the required torque, and the actual SCR inlet temperature is the actual temperature at the inlet of the SCR reactor.

2. The method according to claim 1, characterized in that, Determining the turbine inlet temperature corresponding to the current first parameter as the target turbine inlet temperature based on a first predetermined relationship characterizing the correspondence between the first parameter and the turbine inlet temperature, and the current first parameter, includes: Based on the first correspondence, the current speed and the current fuel injection quantity, the temperature value corresponding to the same speed and fuel injection quantity as the current speed and the current fuel injection quantity is determined from the first correspondence as the base value of the turbine inlet temperature; Based on the second correspondence between the current engine speed, the current fuel injection quantity, and multiple target parameters, the temperature value corresponding to the engine speed and fuel injection quantity that are the same as the current engine speed and the current fuel injection quantity is determined from the second correspondence to be the correction value corresponding to the target parameters. The multiple target parameters include the excess air coefficient, the fuel injection advance angle, the temperature of the intake manifold, and the intake pressure of the intake manifold. Based on the multiple target parameters and the third correspondences corresponding to the multiple target parameters, the correction coefficient corresponding to the parameter value that is the same as the current value of the corresponding target parameter is determined from each of the third correspondences as the target correction coefficient; The total correction value is determined to be the sum of the products of the correction values ​​of multiple target parameters and the corresponding target correction coefficients; The target turbine inlet temperature is determined to be the sum of the base value and the correction total value, wherein the first correspondence, a plurality of second correspondences, and a plurality of third correspondences constitute the first predetermined relationship.

3. The method according to claim 1, characterized in that, Based on the first model and the current second parameter, the turbine temperature drop corresponding to the current second parameter is calculated as the target turbine temperature drop, including: The current second parameter is input into the first model to calculate the target turbine temperature drop, wherein the first model is: T wr For the turbine temperature drop, C pintake The specific heat capacity of the air, mf air T represents the intake volume of the intake manifold. us The temperature before the compressor is [temperature value missing]. The compressor pressure ratio is given by k, where k is the isentropic exponent. fac Eta represents the model correction coefficient for the first model. all For the turbine efficiency, C pexh The specific heat capacity of the exhaust gas is mf exh The exhaust gas volume of the turbine.

4. The method according to claim 1, characterized in that, Based on the second predetermined relationship, the target turbine inlet temperature, the target turbine temperature drop, the current urea injection quantity, the current exhaust gas heat transfer coefficient, and the current pipeline temperature, the corresponding SCR inlet temperature is determined to obtain the target SCR inlet temperature, including: Based on the current urea injection volume, the urea temperature drop corresponding to the same urea injection volume as the current urea injection volume is determined from the fourth correspondence as the target urea temperature drop. The urea temperature drop represents the difference between the temperature before urea injection and the temperature after urea injection. The temperature before urea injection is the urea temperature at the inlet of the urea injection equipment, and the temperature after urea injection is the urea temperature at the outlet of the urea injection equipment. The target urea temperature drop, the target turbine inlet temperature, the target turbine temperature drop, the current exhaust gas heat transfer coefficient, and the current pipeline temperature are input into the second model to obtain the target SCR inlet temperature. The second model is: T SCR = r x T in + (1 - r) x T w , T in =T wrH -T nr , T wrH =T wrQ -T wr , Among them, T SCR The target SCR inlet temperature is T, r is the current exhaust gas heat transfer coefficient, and T is the current exhaust gas heat transfer coefficient. in T represents the temperature after the target urea is injected. w The current pipeline temperature, T wrH For the target turbine after-temperature, T nr For the target urea temperature drop, T wrQ T represents the target turbine inlet temperature. wr For the target turbine temperature drop, the fourth correspondence and the second model constitute the second predetermined relationship.

5. The method according to claim 4, characterized in that, Before determining the corresponding SCR inlet temperature and obtaining the target SCR inlet temperature based on the second predetermined relationship, the target turbine inlet temperature, the target turbine temperature drop, the current urea injection quantity, the current exhaust gas heat transfer coefficient, and the current pipeline temperature of the transmission pipeline, the method further includes: Based on the current exhaust gas flow rate and the current exhaust gas temperature in the transmission pipeline, the exhaust gas heat transfer coefficient corresponding to the same exhaust gas flow rate and exhaust gas temperature as the current exhaust gas flow rate and exhaust gas temperature is determined from the third predetermined relationship as the current exhaust gas heat transfer coefficient. The specific heat capacity of the exhaust gas, the volume of the exhaust gas, the heat transfer coefficient between the transmission pipeline and the outside environment, the heat transfer area of ​​the transmission pipeline, the specific heat capacity of the transmission pipeline, and the mass of the transmission pipeline are input into a third model to obtain the current pipeline temperature. The third model is: Among them, C pexh Let mf be the specific heat capacity of the exhaust gas, t be the time, and mf be the value of the exhaust gas. exh Where is the exhaust gas volume of the turbine, h is the heat transfer coefficient, A is the heat transfer area, and C is the exhaust gas volume of the turbine. ppipe The specific heat capacity of the pipeline is m. pipe The quality of the pipeline is described.

6. The method according to any one of claims 1 to 5, characterized in that, The preset SCR inlet temperature includes a first preset temperature, a second preset temperature, and a third preset temperature that increase sequentially. Based on the target SCR inlet temperature and the preset SCR inlet temperature, a third parameter of the vehicle is controlled, including: When the temperature before the target SCR is greater than the third preset temperature, a proportional controller is used to proportionally control the first target temperature difference according to a proportional coefficient, so that the proportional controller outputs a proportional correction value. An integral controller is also used to integrally control the first target temperature difference according to an integral coefficient, so that the integral controller outputs an integral correction preset value. The first target temperature difference is the difference between the third preset temperature and the temperature before the target SCR. The proportional coefficient is the product of a target coefficient and the maximum torque corresponding to the current speed. The target coefficient is determined based on the first target temperature difference, the current speed, and a fourth predetermined relationship, which represents the correspondence between temperature difference, speed, and coefficient. The integral coefficient is the maximum torque. Under predetermined conditions, the proportional controller performs proportional control on the second target temperature difference according to the proportional coefficient, so that the proportional controller outputs the proportional correction value. The second target temperature difference is the difference between the first preset temperature and the target SCR inlet temperature. The predetermined conditions include one of the following: the target SCR inlet temperature is greater than the first preset temperature, or the target SCR inlet temperature is greater than the first preset temperature, less than the third preset temperature, and the rate of change is negative. When the proportional controller outputs the proportional correction value and the integral controller outputs the integral correction preset value accordingly, the integral correction value is determined to be the integral correction preset value. When the proportional controller outputs the proportional correction value and the integral controller does not output the integral correction preset value accordingly, the integral correction value is determined to be the historical integral correction preset value stored by the integral controller. The first correction value is obtained by taking the smaller of the proportional correction value and the predetermined value, and the second correction value is obtained by taking the smaller of the integral correction value and the predetermined value. The sum of the first correction value and the second correction value is calculated to obtain the temperature-torque correction value. When the target SCR inlet temperature is greater than the second preset temperature, the required torque of the engine is corrected according to the temperature torque correction value, and the engine is controlled to operate according to the corrected required torque, so that the actual SCR inlet temperature obtained after controlling the engine to operate is less than the second preset temperature.

7. The method according to claim 6, characterized in that, Before correcting the engine's required torque based on the temperature-torque correction value, the method further includes: determining, based on the current engine speed and current throttle opening, from a fifth predetermined relationship, the torque value corresponding to the same engine speed and current throttle opening as the required torque. The required torque of the engine is corrected based on the temperature torque correction value, including adding the required torque to the temperature torque correction value to obtain the corrected required torque.

8. The method according to claim 6, characterized in that, After controlling the third parameter of the vehicle based on the target SCR inlet temperature and the preset SCR inlet temperature, the method further includes: Based on the corrected required torque and the current speed, the fuel injection quantity corresponding to the same torque and speed as the corrected required torque and the current speed is determined from the sixth predetermined relationship as the target fuel injection quantity; The engine is controlled to inject fuel according to the target fuel injection quantity.

9. The method according to any one of claims 1 to 5, characterized in that, The method further includes: Obtain the actual SCR inlet temperature; The difference between the target SCR inlet temperature and the actual SCR inlet temperature is calculated, and the difference is integrally controlled to obtain the model correction coefficient of the first model.

10. A vehicle system, characterized in that, include: vehicle; One or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the one or more programs comprising methods for performing any one of claims 1 to 9.

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