Optimization method, device, equipment and storage medium for automobile emission control system

Abstract

The present application discloses an optimization method, device, equipment and storage medium for an automobile emission control system. The method calculates the steady-state error of the vehicle's front oxygen sensor and the rear oxygen voltage deviation of the rear oxygen sensor based on the target rear oxygen voltage and the actual rear oxygen voltage, and when the numerical states of the rear oxygen voltage deviation and the steady-state error are the same, the vehicle's rear oxygen self-learning function is called to determine the correction strategy of the front oxygen sensor based on the steady-state error, and then the parameters of the front oxygen sensor are corrected in the correction direction indicated by the correction strategy and according to the correction amplitude indicated by the correction strategy, so as to optimize the vehicle's emission control system. Wherein, the numerical state is a positive numerical state or a negative numerical state, and the front oxygen sensor exists in the vehicle's emission control system. The embodiment of the present application can accurately correct the parameter offset of the front oxygen sensor, thereby achieving precise optimization of the emission control system in the vehicle.

Description

Technical Field

[0001] The present application relates to the fields of automobile control technology and computer technology, and in particular to an optimization method, device, equipment and storage medium for an automobile emission control system. Background Art

[0002] With growing environmental awareness, vehicle exhaust emission requirements are becoming increasingly stringent, forcing manufacturers to continuously optimize vehicle emissions control. Emission control primarily involves using voltage signals from front and rear oxygen sensors to control the air-fuel ratio via the front and rear oxygen control modules, ensuring that the mixture is consistently burned within the catalyst's optimal emission conversion range. Currently, one method for optimizing vehicle emissions control systems is to correct for parameter offsets in the front oxygen sensors.

[0003] When correcting parameter offsets, current technical solutions typically trigger a self-learning function after detecting the steady-state error of the front oxygen sensor calculated by the rear oxygen closed-loop control module. This function determines a correction amplitude and direction based on this steady-state error, and then unconditionally applies this correction amplitude and direction to correct the parameter offset of the front oxygen sensor. In other words, existing technical solutions lack a verification of the authenticity of the steady-state error. This results in the possibility that the parameter offset of the front oxygen control module is corrected when the steady-state error deviates from its true value. Ultimately, the correction effect deviates from the expected value, significantly affecting the accuracy and effectiveness of emissions control.

[0004] In view of this, proposing an optimization method for automobile emission control systems to optimize the emission control system by accurately correcting the parameter offset of the front oxygen sensor, thereby improving the accuracy and effectiveness of emission control, has become a necessary research topic in the current automotive field. Summary of the Invention

[0005] The embodiments of the present application provide an automobile emission control method, apparatus, device, and storage medium, which can accurately correct the parameter offset of the front oxygen sensor to achieve precise optimization of the emission control system in the automobile, thereby improving the accuracy and effectiveness of emission control.

[0006] In one aspect, an embodiment of the present application provides a method for optimizing an automobile emission control system, comprising:

[0007] Obtaining a target rear oxygen voltage of a vehicle and an actual rear oxygen voltage detected by a rear oxygen sensor of the vehicle, wherein the target rear oxygen voltage indicates a rear oxygen voltage that should be detected when a catalyst of the vehicle reaches an expected conversion rate;

[0008] calculating, based on the target rear oxygen voltage and the actual rear oxygen voltage, a steady-state error of a front oxygen sensor of the vehicle and a rear oxygen voltage deviation of the rear oxygen sensor, respectively, the front oxygen sensor being present in an emission control system of the vehicle;

[0009] When the numerical state of the rear oxygen voltage deviation is the same as the steady-state error, calling the rear oxygen self-learning function of the vehicle to determine a correction strategy for the front oxygen sensor based on the steady-state error; wherein the numerical state is a positive numerical state or a negative numerical state, and the correction strategy is used to indicate at least a correction direction and a correction magnitude;

[0010] In the correction direction indicated by the correction strategy, parameters of the front oxygen sensor are corrected according to the correction amplitude indicated by the correction strategy to optimize the emission control system of the vehicle.

[0011] In another aspect, an embodiment of the present application provides an optimization device for an automobile emission control system, comprising:

[0012] an acquisition unit, configured to acquire a target rear oxygen voltage of a vehicle and an actual rear oxygen voltage detected by a rear oxygen sensor of the vehicle, wherein the target rear oxygen voltage indicates a rear oxygen voltage that should be detected when the catalyst of the vehicle reaches an expected conversion rate;

[0013] a calculation unit, configured to calculate, based on the target rear oxygen voltage and the actual rear oxygen voltage, a steady-state error of a front oxygen sensor of the vehicle and a rear oxygen voltage deviation of the rear oxygen sensor, respectively, the front oxygen sensor being present in an emission control system of the vehicle;

[0014] a calling unit, configured to, when the numerical state of the rear oxygen voltage deviation is the same as the steady-state error, call a rear oxygen self-learning function of the vehicle to determine a correction strategy for the front oxygen sensor based on the steady-state error; wherein the numerical state is a positive numerical state or a negative numerical state, and the correction strategy is used to indicate at least a correction direction and a correction amplitude;

[0015] The correction unit is configured to correct the parameters of the front oxygen sensor in a correction direction indicated by the correction strategy and according to a correction amplitude indicated by the correction strategy, so as to optimize the emission control system of the vehicle.

[0016] In another aspect, an embodiment of the present application provides an electronic device, including:

[0017] a processor adapted to execute one or more computer programs;

[0018] A storage medium storing one or more computer programs, wherein the one or more computer programs are suitable for being loaded by the processor and executed by the optimization method of the automobile emission control system according to the first aspect.

[0019] On the other hand, an embodiment of the present application further proposes a storage medium, which stores one or more computer programs, and the one or more computer programs are suitable for being loaded by a processor and executed by the optimization method of the automobile emission control system as the first aspect.

[0020] The embodiment of the present application optimizes the vehicle's emission control system by enabling the vehicle's rear oxygen self-learning function when the rear oxygen voltage deviation of the vehicle's rear oxygen sensor and the steady-state error of the front oxygen sensor are deviations in the same direction. The correction strategy determined by the rear oxygen self-learning function based on the steady-state error is used to correct the parameters of the front oxygen sensor. Because the rear oxygen voltage deviation and the steady-state error are deviations in the same direction, it can be determined with a high probability that the error in the emission control system is caused by the parameter offset of the front oxygen sensor. In this case, by correcting the parameters of the front oxygen sensor using the correction strategy learned by the self-learning function, the success rate of optimizing the emission control system is high, thereby effectively reducing or avoiding the situation of incorrect correction of the front oxygen sensor and achieving accurate correction of the front oxygen sensor. This not only allows the vehicle's emission control system to be accurately and efficiently optimized, but also improves the accuracy of subsequent emission control execution on the vehicle to a certain extent. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the description of the embodiments. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0022] Figure 1 This is a schematic structural diagram of an automobile emission control system provided by an embodiment of the present application;

[0023] Figure 2 is a schematic flow chart of a method for optimizing an automobile emission control system provided in an embodiment of the present application;

[0024] Figure 3 is a schematic diagram of an optimization process of an automobile emission control system provided in an embodiment of the present application;

[0025] Figure 4 This is a schematic structural diagram of an optimization device for an automobile emission control system provided in an embodiment of the present application;

[0026] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application;

[0027] Figure 6 This is a structural diagram of a vehicle controller provided in an embodiment of the present application. DETAILED DESCRIPTION

[0028] It should be noted in advance that, in order to enable those skilled in the art to better understand the technical solutions proposed in the embodiments of the present application, the embodiments of the present application will be combined with one or more drawings to clearly and completely describe the implementation of the technical solutions proposed in the embodiments of the present application. In addition, the various drawings shown in the embodiments of the present application are only exemplary illustrations. For example, the execution order of the various steps in the drawings can be adaptively adjusted according to the actual application scenario. In addition, in the embodiments of the present application, the block diagrams, modules and units shown in the drawings are merely functional entities and do not necessarily correspond to physically independent entities, and each module or unit can be part of an overall module or unit that contains the function of the module or unit. In other words, the term "module" or "unit" mentioned in the embodiments of the present application refers to a computer program or a part of a computer program with a predetermined function, which can work together with other related parts to achieve a predetermined goal, and can also be implemented in whole or in part by using software, hardware (such as processing circuits or memories) or a combination thereof, or implemented in different networks and / or processor devices and / or microcontroller devices. Similarly, a processor (or multiple processors or memories) can be used to implement one or more modules or units.

[0029] The embodiment of the present application specifically proposes a method for optimizing the emission control of an automobile. The method is mainly suitable for the scenario of optimizing the automobile emission control system in combination with the rear oxygen self-learning function. The core principle is: only when the rear oxygen voltage deviation of the vehicle's rear oxygen sensor and the steady-state error of the front oxygen sensor are deviations in the same direction, the rear oxygen self-learning function of the vehicle is enabled, and the correction strategy determined by the rear oxygen self-learning function based on the steady-state error is used to correct the parameters of the front oxygen sensor, thereby achieving the optimization of the emission control system of the vehicle.

[0030] Deviations in the same direction refer to deviations in the rear oxygen voltage and steady-state error being both positive or both negative. When the rear oxygen voltage deviation and the steady-state error are deviations in the same direction, there's a high probability that the error in the emission control system is caused by a parameter offset in the front oxygen sensor, and thus a high probability that the steady-state error is real. In this case, using the correction strategy learned by the self-learning function to correct the parameters of the front oxygen sensor can minimize miscorrections to the front oxygen sensor, thereby increasing the success rate of optimizing the emission control system. In other words, enabling the rear oxygen self-learning function when the rear oxygen voltage deviation and the steady-state error are deviations in the same direction can effectively reduce or avoid miscorrections to the front oxygen sensor, thereby achieving precise correction of the front oxygen sensor, allowing the vehicle's emission control system to be accurately and efficiently optimized, and also improving the accuracy of subsequent emission control execution on the vehicle to a certain extent.

[0031] In one implementation, the method provided in the embodiments of the present application can be integrated into a vehicle control function and deployed in an electronic device with data processing capabilities (such as data acquisition, data calculation, and data output capabilities) to optimize the vehicle's emission control system based on the electronic device. Specifically, the electronic device has at least a communication connection with the vehicle, so that the electronic device can obtain one or more data required for optimizing the vehicle's emission control system from the vehicle based on the communication connection, and send optimization instructions to the vehicle based on the communication connection, so that the vehicle optimizes the emission control system (such as correcting the parameters of the front oxygen sensor) in accordance with the optimization instructions.

[0032] In another implementation, the method provided in the embodiment of the present application can also be collaboratively executed by various modules in the vehicle's emission control system, and the emission control system includes at least one control module with data processing capabilities. As an example, the structure of the vehicle's emission control system can be seen in Figure 1 .

[0033] In order to facilitate understanding of the embodiments of this application Figure 1 The specific implementation principle of the system shown in the figure is briefly described below to describe the functions of each module in the embodiment of the present application. Figure 1 As shown, the emission control system may mainly include a mixture control module, a front oxygen sensor, a front oxygen control module, a rear oxygen sensor, a rear oxygen control module, a rear oxygen self-learning module, an engine module and a catalyst module.

[0034] (1) The mixture control module is used to control the intake air volume according to the target air-fuel ratio, thereby controlling the concentration of the mixture. The mixture refers to the gas formed by the mixture of gasified fuel and air, and the air-fuel ratio refers to the mixing ratio of air to gasified fuel. The target air-fuel ratio can be understood as the optimal air-fuel ratio currently applicable to the vehicle.

[0035] (2) The front oxygen sensor is used to detect the concentration of the gas output by the engine and transmit the concentration to the front oxygen control module in the form of a front oxygen voltage signal, so that the front oxygen control module can adjust the target air-fuel ratio and injection amount in a timely manner. In general, the voltage indicated by the front oxygen voltage signal is positively correlated with the detected gas concentration. That is, the higher the gas concentration detected by the front oxygen sensor, the higher the voltage indicated by the front oxygen voltage signal.

[0036] (3) A catalyst, which is used to convert the gas exhausted by the engine to reduce the emission of non-compliant gases by the vehicle. The catalyst has a corresponding catalyst window, which is essentially an air-fuel ratio range. The air-fuel ratio range is used to indicate the air-fuel ratio of the input gas (i.e., the gas exhausted by the engine) that can enable the catalyst to achieve the best conversion rate. The width of the catalyst window is related to the characteristics of the catalyst used in the catalyst, and the embodiments of the present application do not impose any restrictions on the catalyst.

[0037] (4) The rear oxygen sensor is used to detect the concentration of the exhaust gas after the catalyst is converted and transmits this concentration to the rear oxygen control module in the form of a rear oxygen voltage signal. Similar to the front oxygen sensor, the voltage indicated by the rear oxygen voltage signal (hereinafter referred to as the actual rear oxygen voltage) is generally positively correlated with the detected gas concentration.

[0038] (5) A rear oxygen control module is used to calculate the steady-state error of the front oxygen sensor and the rear oxygen voltage deviation of the rear oxygen sensor based on the difference between the preset concentration (expressed as the target rear oxygen voltage) and the concentration conveyed by the rear oxygen sensor (expressed as the actual rear oxygen voltage), and determine whether to start the rear oxygen self-learning module based on the steady-state error and the rear oxygen voltage deviation.

[0039] (6) The rear oxygen self-learning module is used to formulate the correction strategy adopted by the front oxygen sensor when parameter correction is required based on the steady-state error calculated by the rear oxygen control module.

[0040] based on Figure 1 visible, Figure 1 The present invention also illustrates an optimization principle for the method proposed in the embodiment of the present application in the structure of the above-mentioned emission control system. The following briefly describes this optimization principle in combination with the functions of each of the above-mentioned modules:

[0041] First, a control module (or modules) in the emission control system can determine the target air-fuel ratio to be adopted based on the current vehicle condition information of the vehicle, and further determine the rear oxygen voltage (i.e., the target rear oxygen voltage) that the rear oxygen sensor should detect when the catalyst reaches the expected conversion rate when adopting the target air-fuel ratio.

[0042] Then, the rear oxygen sensor detects the current actual rear oxygen voltage and sends the detected rear oxygen voltage (actual rear oxygen voltage) to the rear oxygen control module, so that the rear oxygen control module calculates the steady-state error of the vehicle's front oxygen sensor and the rear oxygen voltage deviation of the rear oxygen sensor based on the actual rear oxygen voltage and the target rear oxygen voltage.

[0043] When the steady-state error and the rear oxygen voltage deviation are deviations in the same direction, the steady-state error is sent to the rear oxygen self-learning module to enable the rear oxygen self-learning module to determine the correction strategy required for parameter correction of the front oxygen sensor based on the steady-state error.

[0044] Finally, the rear oxygen self-learning module can send the correction strategy to the front oxygen sensor so that the sensor can be corrected according to the correction strategy, thereby achieving Figure 1 An optimization of the emission control system shown.

[0045] It is worth mentioning that Figure 1 The emission control system shown can also establish a communication connection with an electronic device outside the system to achieve control of the emission system with the help of the electronic device. In actual applications, the electronic device can perform related processing instead of one or more of the aforementioned control modules based on its own processing capabilities, which is not limited here. However, it should be noted that the electronic device mentioned in any of the above places at least includes a terminal device, which runs an application or client for optimizing the automobile emission control system, and the application or client is developed based on the principles proposed in the embodiments of the present application. For example, the terminal device can be a smart phone, a tablet computer, a laptop computer, a vehicle-mounted terminal, etc.

[0046] In practical applications, the electronic device may further include a server, which is primarily used to provide support services such as data computing and / or data storage for the terminal device. For example, the server may be one or more of an independent physical server, a server cluster consisting of multiple physical servers, or a virtual server (or cloud server) for providing cloud services, and the embodiments of the present application do not impose specific limitations on this.

[0047] By integrating electronic devices into vehicle emission control system optimization, the mobility of terminal devices and the powerful data processing capabilities of servers can be leveraged, thereby increasing the flexibility and efficiency of emission control system optimization. Furthermore, when the electronic devices include terminal devices, the restrictions on optimization scenarios can be reduced, facilitating system debugging for relevant technicians and further improving system debugging efficiency.

[0048] See Figure 2 , Figure 2 A schematic flow chart of a method for optimizing an automotive emissions control system is shown. This optimization method is specifically proposed based on the aforementioned core principles. As can be seen from the foregoing, this optimization method can be executed by either an electronic device or an automotive emissions control system. For ease of illustration, this method is described in detail using an electronic device as an example.

[0049] It is understood that in actual applications, the electronic device may execute the method regularly, or execute the method when it detects a significant change in the vehicle's condition or an abnormality in the control module of the vehicle's emission system, or execute the method when it receives an optimization instruction sent by other devices or detects an optimization trigger operation by the user, and there is no limitation here. Figure 2 As shown, the optimization method may include steps S201-S204:

[0050] S201. Obtain a target rear oxygen voltage of the vehicle and an actual rear oxygen voltage detected by a rear oxygen sensor of the vehicle. The target rear oxygen voltage indicates the rear oxygen voltage that should be detected when the catalyst of the vehicle reaches an expected conversion rate.

[0051] The target rear oxygen voltage can be understood as the rear oxygen voltage that the vehicle's rear oxygen sensor should detect when the vehicle's catalyst achieves the expected conversion rate. In specific embodiments, the vehicle's target rear oxygen voltage can be determined by electronic equipment based on the vehicle's current operating conditions. In practical applications, it can be determined based on a combination of vehicle torque and speed information. For example, when using the current catalyst, a table can be pre-established based on empirical values ​​regarding the relationship between vehicle operating conditions and target rear oxygen voltages, allowing the electronic equipment to determine the current target rear oxygen voltage by looking up the table.

[0052] The actual post-oxygen voltage detected by the post-oxygen sensor primarily reflects the gas concentration after the vehicle's catalyst converts the engine's output gas. A higher gas concentration indicates a lower oxygen content in the gas after the catalyst conversion, and the actual post-oxygen voltage detected is higher, reflecting poor catalyst conversion performance (i.e., failing to achieve the expected conversion rate). The expected conversion rate of a catalyst is related to the catalyst used in the catalyst. Therefore, the expected conversion rate in the embodiments of the present application can be dynamically adjusted. Accordingly, the relationship table used by the electronic device during table lookup can also be dynamically adjusted.

[0053] S202 : Based on the target rear oxygen voltage and the actual rear oxygen voltage, respectively calculate a steady-state error of a front oxygen sensor of the vehicle and a rear oxygen voltage deviation of the rear oxygen sensor, where the front oxygen sensor is present in an emission control system of the vehicle.

[0054] Among them, steady-state error refers to the data detection error caused by parameter deviation from the normal value. Therefore, the steady-state error of the front oxygen sensor can be understood as: the error in the actual detected rear oxygen voltage caused by the parameter offset of the front oxygen sensor. In a specific implementation, the integral term calculated by the proportional integral (PI) control algorithm can be used as the steady-state error of the front oxygen sensor. When the steady-state error is a positive number, it indicates that the parameter offset of the front oxygen sensor will cause the actual detected rear oxygen voltage to be too large. Correspondingly, when the steady-state error is a negative number, it indicates that the parameter offset of the front oxygen sensor will cause the actual detected rear oxygen voltage to be too small.

[0055] The voltage difference between the target rear oxygen voltage and the actual rear oxygen voltage can be used to reflect the rear oxygen voltage deviation, and under normal circumstances, the rear oxygen voltage deviation is positively correlated with the voltage difference. In a specific implementation, the electronic device can directly use the voltage difference as the rear oxygen voltage deviation, or it can determine the rear oxygen voltage deviation after eliminating the interference between the target rear oxygen voltage and the actual rear oxygen voltage. Among them, eliminating interference can be achieved through filtering. The filter coefficient (or filtering degree) configured in the filter used for filtering can be related to the current exhaust flow of the vehicle. As an example, the filter coefficient in the embodiment of the present application is positively correlated with the exhaust flow, and the exhaust flow refers to the amount of gas discharged by the vehicle per trip (or per cycle).

[0056] Specifically, the electronic device can use filters to filter the target and actual post-oxygen voltages, respectively, to obtain a first filtered voltage corresponding to the target post-oxygen voltage and a second filtered voltage corresponding to the actual post-oxygen voltage. The filtered voltage can be understood as the post-oxygen voltage after noise interference has been eliminated. The difference between the first and second filtered voltages is then used as the post-oxygen voltage deviation, which improves the accuracy of the post-oxygen voltage deviation and minimizes oscillations in the post-oxygen voltage deviation caused by noise. This reduces oscillations in the vehicle's air-fuel ratio and ultimately improves the stability of the emissions control system.

[0057] S203. When the numerical states of the rear oxygen voltage deviation and the steady-state error are the same, call the vehicle's rear oxygen self-learning function to determine a correction strategy for the front oxygen sensor based on the steady-state error; wherein the numerical state is a positive numerical state or a negative numerical state, and the correction strategy is used to at least indicate a correction direction and a correction amplitude.

[0058] The numerical state includes positive and negative numerical states. In other words, the numerical state indicates the positive or negative nature of the corresponding value. Therefore, the numerical state of the post-oxygen voltage deviation and the steady-state error is the same, which means that the post-oxygen voltage deviation and the steady-state error are both negative or both positive.

[0059] The correction strategy is used to indicate at least the direction and magnitude of correction for one or more parameters in the front oxygen sensor. For example, the correction strategy may indicate "decrease the value of parameter x by 0.2," where "decrease" represents the correction direction and "0.2" represents the correction magnitude. Using the correction strategy to correct the parameters of the front oxygen sensor can reduce or even eliminate the steady-state error in the front oxygen sensor, enabling the sensor to detect an accurate front oxygen voltage signal, thereby enabling more precise vehicle emissions control.

[0060] In a specific implementation, when determining a correction strategy, the electronic device may first obtain the most recently applied correction strategy for the front oxygen sensor and then invoke the rear oxygen self-learning function to formulate the current correction strategy based on the steady-state error and the applied correction strategy. For example, the electronic device may formulate the correction strategy based on the principle shown in Equation 1. In Equation 1, L represents the correction value, fac represents the learning rate of the rear oxygen self-learning function (e.g., fac can be 5‰), and L_n represents the correction value corresponding to the most recently applied correction strategy for the front oxygen sensor.

[0061] L=I*fac+L_h Formula 1

[0062] After calculating the correction value, the electronic device may use the absolute value of the correction value as the correction amplitude and determine the correction direction based on the numerical state of the correction value. Specifically, if the numerical state of the correction value is negative, the correction direction is set to "a direction that decreases the parameter value." Correspondingly, if the numerical state of the correction value is positive, the correction direction is set to "a direction that increases the parameter value."

[0063] In a specific embodiment, the electronic device can trigger the generation of a correction strategy for the front oxygen sensor when the numerical state of the rear oxygen voltage deviation is the same as the steady-state error. However, considering that the response rate of the rear oxygen sensor in real life is greatly affected by the vehicle driving conditions, and the vehicle driving conditions are mainly described by parameter information of driving parameters such as vehicle speed and torque, the embodiment of the present application also proposes another optimized triggering method, namely: when the numerical state of the rear oxygen voltage deviation is the same as the steady-state error, and the parameter information of the preset driving parameters (referred to as the preset driving parameters) in the vehicle meets the corresponding restriction information, the correction strategy for the front oxygen sensor is triggered. Among them, the restriction information is used to indicate the parameter information that the preset driving parameters should have when the rear oxygen self-learning function is allowed to be called.

[0064] For example, the preset driving parameters may include one or more of vehicle speed and torque. The parameter information for the preset driving parameters may include at least one or both of the parameter value and the parameter value change rate. Optionally, the parameter value change frequency and parameter value change rate may also be included, without limitation. For example, if the preset driving parameter is vehicle speed, the parameter value is the specific speed value, and the parameter value change rate refers to the amount of change in vehicle speed over a certain period of time.

[0065] In actual applications, the parameter value of the preset driving parameter can directly affect the response efficiency of the rear oxygen sensor, thereby affecting the authenticity of the rear oxygen voltage detected by the rear oxygen sensor. The parameter value change rate of the preset driving parameter can be used to reflect the stability of the vehicle's driving conditions, thereby reflecting the reference of the rear oxygen voltage detected by the rear oxygen sensor. Therefore, it is not difficult to understand that the correction strategy formulated under stable conditions, or the correction strategy formulated when the preset driving parameter is in the parameter value range with the least impact on the rear oxygen sensor, can have higher accuracy and reference value. In view of this, the restriction information set in the embodiment of the present application can include one or both of the parameter value and the parameter change rate.

[0066] For example, when the parameter information of the preset driving parameter is a parameter value, the electronic device may determine the restriction information configured for the parameter value of the preset driving parameter based on the parameter value associated with the catalyst window corresponding to the vehicle's catalyst. Specifically, the electronic device may first obtain the catalyst window of the vehicle's catalyst, which is used to indicate the rated air-fuel ratio (or understood as the ideal air-fuel ratio) that enables the catalyst to achieve the expected conversion rate. Then, based on the association between the air-fuel ratio and the parameter value of the preset driving parameter, the electronic device may determine the target parameter value associated with the preset driving parameter at the rated air-fuel ratio. Finally, restriction information is generated based on the target parameter value. The restriction information is mainly used to limit the parameter value of the preset driving parameter to be greater than or equal to the target parameter value when the post-oxygen self-learning function is allowed to be called.

[0067] It is understood that in actual applications, the rated air-fuel ratio indicated by the catalyst window may be one or more continuous values, that is, the catalyst window is used to indicate a rated air-fuel ratio range. In this case, the electronic device may first determine the target parameter values ​​corresponding to each rated air-fuel ratio located in the middle of the range (e.g., near the midpoint of the range), and generate restriction information for a parameter value range consisting of each target parameter value, thereby limiting the post-oxygen self-learning function from being invoked when the parameter value of the preset driving parameter is within the parameter value range.

[0068] S204 . Correct the parameters of the front oxygen sensor in the correction direction indicated by the correction strategy and according to the correction amplitude indicated by the correction strategy to optimize the emission control system of the vehicle.

[0069] In a specific implementation, when the correction amplitude indicated by the correction strategy is less than or equal to the window width of the catalyst window, or when the correction value calculated by the aforementioned formula 1 is different from the numerical state of the rear oxygen voltage deviation, it indicates that the catalyst window can temporarily cover the window deviation caused by the parameter offset of the front oxygen sensor. At this time, the electronic device may not execute step S204, thereby reducing the frequency of optimizing the front oxygen sensor, alleviating the signal processing pressure of the electronic device or vehicle to a certain extent, and maintaining its stability.

[0070] Correspondingly, it can be understood that when the correction amplitude indicated by the correction strategy is greater than the window width of the catalyst window, and the correction value calculated by the above-mentioned formula 1 is the same as the numerical state of the rear oxygen voltage deviation, it indicates that the catalyst window can no longer cover the window deviation caused by the parameter offset of the front oxygen sensor. At this time, the electronic device can trigger the execution of step S204 to correct the parameter offset by actively correcting the parameters of the front oxygen sensor, thereby improving the accuracy of the vehicle emission control, so that the gas concentration input to the catalyst during the subsequent emission process of the vehicle can be as high as possible in the efficient conversion area.

[0071] In one implementation, the vehicle's emissions control system may also include a front oxygen control module. In this case, when optimizing the emissions control system, the electronic device may determine a deviation adjustment value corresponding to the rear oxygen voltage deviation of the rear oxygen sensor, based on the principle that the rear oxygen voltage deviation and the deviation adjustment value are positively correlated. The electronic device then optimizes the target air-fuel ratio currently used by the front oxygen control module based on the steady-state error and the determined deviation adjustment value, resulting in an optimized front oxygen control module. By optimizing the target air-fuel ratio, the vehicle's fuel injection rate can be optimized, resulting in a more rational allocation of the vehicle's energy and meeting the emission conversion requirement of maintaining a high-efficiency catalytic converter conversion efficiency.

[0072] The embodiment of the present application optimizes the vehicle's emission control system by enabling the vehicle's rear oxygen self-learning function when the rear oxygen voltage deviation of the vehicle's rear oxygen sensor and the steady-state error of the front oxygen sensor are deviations in the same direction. The correction strategy determined by the rear oxygen self-learning function based on the steady-state error is used to correct the parameters of the front oxygen sensor. Because the rear oxygen voltage deviation and the steady-state error are deviations in the same direction, it can be determined with a high probability that the error in the emission control system is caused by the parameter offset of the front oxygen sensor. In this case, by correcting the parameters of the front oxygen sensor using the correction strategy learned by the self-learning function, the success rate of optimizing the emission control system is high, thereby effectively reducing or avoiding the situation of incorrect correction of the front oxygen sensor and achieving accurate correction of the front oxygen sensor. This not only allows the vehicle's emission control system to be accurately and efficiently optimized, but also improves the accuracy of subsequent emission control execution on the vehicle to a certain extent.

[0073] See Figure 3 , Figure 3 An optimization process of an automobile emission control system is shown. This process can be regarded as the optimization of the above-mentioned electronic equipment. Figure 2 A feasible way to put the method shown in FIG into practical application. It should be noted that Figure 3 The execution order of each step and the content of the steps in the process shown are only exemplary and do not represent any limitation to the embodiments of the present application.

[0074] The following combination Figure 3 Each step and specific example in the embodiment of the present application is described in detail. Figure 3 As shown, the optimization process in actual application may include steps S301-S307:

[0075] S301: Acquire a post-oxygen voltage signal under an engine operating condition.

[0076] Specifically, the calibrated post-oxygen target voltage is determined based on the current engine operating conditions, while the vehicle's actual post-oxygen voltage is obtained from the post-oxygen sensor downstream of the catalyst. The engine operating conditions are primarily described by engine speed and load (torque).

[0077] S302: The post-oxygen controller calculates the integral term I value.

[0078] Specifically, the post-oxygen controller is the aforementioned post-oxygen control module, which can be a PI controller in actual application scenarios. The PI controller can be used to calculate the integral term I value and the proportional term P value that are adapted to the current engine operating conditions based on the voltage difference between the post-oxygen target voltage and the actual post-oxygen voltage. In this example, the P value is used to quickly perform parameter correction, and the integral term I value is used to eliminate parameter offset (or steady-state error). The sum of the P value and the I value can be used to adjust the target air-fuel ratio of the vehicle. And in actual applications, the integral term I value can be directly used as the steady-state error generated after the front oxygen control module has an offset. By performing post-oxygen self-learning processing on the steady-state error, the correction value used to correct the offset of the front oxygen control module can be learned.

[0079] S303: Determine whether the operating load exceeds threshold A and the load change rate is less than threshold B.

[0080] Specifically, both thresholds A and B can be calibrated values, and threshold A can, for example, be a value encompassed by the load range adjacent to the median value of the catalyst window. It should be noted that to avoid delays in timely feedback on the offset of the front oxygen control module due to excessively rapid updates to the rear oxygen self-learning value, threshold B should not be too small. When the operating load exceeds threshold A and the load change rate is less than threshold B, step S305 is triggered; otherwise, step S304 is triggered.

[0081] S304: Do not update the correction strategy.

[0082] Specifically, not updating the correction strategy can be understood as not enabling the post-oxygen self-learning function.

[0083] S305: Determine whether the rear oxygen control deviation and the integral term I value are in the same direction.

[0084] Specifically, the post-oxygen control deviation is the post-oxygen voltage deviation mentioned in step S202. The method for determining the post-oxygen control deviation is not further described here. Since the integral term I value can be considered a steady-state error, the method for determining whether the steady-state error and the post-oxygen voltage deviation are deviations in the same direction (i.e., whether they are in the same direction) has been detailed in step S203 and will not be repeated here.

[0085] When the post-oxygen control deviation and the integral term I value are in the same direction, step S306 is triggered; otherwise, step S304 is executed. In other words, in this embodiment of the present application, when the operating load is lower than threshold A, or the rate of change of the load is greater than threshold B (in a transient operating condition), or when the post-oxygen control deviation and the integral term I value are in opposite directions (i.e., the product is negative), the post-oxygen self-learning function is disabled and the current self-learning value L (which can be understood as the aforementioned correction strategy) is maintained without updating.

[0086] S306 : Update the oxygen self-learning value L based on the integral term I value.

[0087] Specifically, step S306 can be executed after step S305 is executed for a period of time (e.g., T). Time T can be determined based on the response characteristics of the rear oxygen voltage signal. Setting time T is intended to ensure that the front oxygen sensor is corrected under stable operating conditions, thereby effectively reducing interference during the correction and improving correction accuracy. Furthermore, the method for updating the rear oxygen self-learning value can be found in the aforementioned description of Equation 1 and will not be further elaborated here.

[0088] S307: Determine whether the current self-learning value L exceeds the threshold C.

[0089] Specifically, considering that the high-efficiency zone of catalyst conversion has a certain width (i.e., the window width of the catalyst window), this example sets threshold C to this window width. When the updated self-learning value L is less than or equal to threshold C, step S309 is executed (i.e., no correction is made to the offset of the front oxygen control module, or the correction value is 0). When the updated self-learning value L is greater than threshold C, it is determined that the catalyst window can no longer cover the window deviation caused by the offset of the front oxygen control module, and it is necessary to actively use the self-learning value L to correct the offset of the front oxygen control module, thus executing step S308. In actual applications, the window width of the catalyst window is related to the characteristics of the catalyst used in the catalyst (such as the precious metal content, coating process, etc.), so no width limit is imposed on the catalyst window here.

[0090] S308: Determine whether the rear oxygen control deviation value and the self-learning value L are in the same direction.

[0091] Specifically, if the post-oxygen control deviation value is equal to the self-learning value L, step S310 is executed; otherwise, step S309 is executed.

[0092] S309: The correction value of the front oxygen control module is 0.

[0093] S310: Set the correction value of the front oxygen characteristic offset to L, and use L to correct the front oxygen sensor.

[0094] When enabling the rear oxygen self-learning function, this example takes into account that the response characteristics of the rear oxygen sensor are affected by engine operating conditions. This reduces the probability of the rear oxygen self-learning value incorrectly correcting the front oxygen sensor and improves the accuracy of optimizing the emission control system.

[0095] Based on the above Figure 2 The present invention also proposes an optimization device for an automobile emission control system, which can be a computer program (including program code) running in the above electronic device and can realize Figure 2 Specifically, see Figure 4 The device may at least include: an acquisition unit 401, a calculation unit 402, a call unit 403, and a correction unit 404, wherein:

[0096] An acquisition unit 401 is configured to acquire a target rear oxygen voltage of a vehicle and an actual rear oxygen voltage detected by a rear oxygen sensor of the vehicle, wherein the target rear oxygen voltage indicates the rear oxygen voltage that should be detected when the catalyst of the vehicle reaches an expected conversion rate;

[0097] a calculation unit 402 for calculating, based on the target rear oxygen voltage and the actual rear oxygen voltage, a steady-state error of a front oxygen sensor of the vehicle and a rear oxygen voltage deviation of the rear oxygen sensor, the front oxygen sensor being included in an emission control system of the vehicle;

[0098] a calling unit 403 configured to, when the numerical state of the rear oxygen voltage deviation is the same as the steady-state error, call a rear oxygen self-learning function of the vehicle to determine a correction strategy for the front oxygen sensor based on the steady-state error; wherein the numerical state is a positive numerical state or a negative numerical state, and the correction strategy is used to indicate at least a correction direction and a correction magnitude;

[0099] The correction unit 404 is configured to correct the parameters of the front oxygen sensor in the correction direction indicated by the correction strategy and according to the correction amplitude indicated by the correction strategy, so as to optimize the emission control system of the vehicle.

[0100] In one implementation, the calling unit 403 may also be specifically configured to execute:

[0101] Obtaining parameter information of a preset driving parameter in the vehicle, the parameter information including at least one of a parameter value and a parameter value change rate;

[0102] Acquire restriction information corresponding to the parameter information, where the restriction information is used to indicate parameter information of the preset driving parameters when the post-oxygen self-learning function is allowed to be called;

[0103] When the parameter information of the preset driving parameters in the vehicle satisfies the restriction information, and the rear oxygen voltage deviation is in the same numerical state as the steady-state error, the step of calling the rear oxygen self-learning function of the vehicle to determine the correction strategy of the front oxygen sensor based on the steady-state error is triggered.

[0104] In another embodiment, the parameter information of the preset driving parameter includes the parameter value of the preset driving parameter; when the calling unit 403 obtains the restriction information corresponding to the parameter information, it can be specifically used to execute:

[0105] obtaining a catalyst window of the catalyst of the vehicle, wherein the catalyst window is used to indicate a rated air-fuel ratio for enabling the catalyst to achieve the expected conversion rate;

[0106] determining a target parameter value of the preset driving parameter associated with the rated air-fuel ratio based on an association relationship between the air-fuel ratio and the parameter value of the preset driving parameter;

[0107] Restriction information corresponding to the parameter value of the preset driving parameter is generated based on the target parameter value, and the generated restriction information is used to indicate that when the post-oxygen self-learning function is allowed to be called, the parameter value of the preset driving parameter must be greater than or equal to the target parameter value.

[0108] In yet another embodiment, the calling unit 403 or the modifying unit 404 may also be configured to execute:

[0109] obtaining a window width of a catalyst window of the catalyst of the vehicle, and obtaining a correction amplitude indicated by the correction strategy;

[0110] When the correction amplitude is greater than the window width, the step of correcting the parameters of the front oxygen sensor in the correction direction indicated by the correction strategy and according to the correction amplitude indicated by the correction strategy is triggered.

[0111] In yet another embodiment, when calling the rear oxygen sensor self-learning function of the vehicle to determine the correction strategy of the front oxygen sensor based on the steady-state error, the calling unit 403 may be specifically configured to execute:

[0112] obtaining a correction strategy most recently adopted for the front oxygen sensor;

[0113] The rear oxygen self-learning function of the vehicle is called to formulate the correction strategy according to the steady-state error and the most recently adopted correction strategy.

[0114] In yet another embodiment, the vehicle emission control system further includes a front oxygen control module, and the correction unit 404 may be further configured to execute:

[0115] According to the principle that the rear oxygen voltage deviation is positively correlated with the deviation adjustment value, determining the deviation adjustment value corresponding to the rear oxygen voltage deviation of the rear oxygen sensor;

[0116] According to the steady-state error and the determined deviation adjustment value, the target air-fuel ratio currently used by the front oxygen control module is optimized to obtain an optimized front oxygen control module.

[0117] In yet another embodiment, when calculating the rear oxygen voltage deviation of the rear oxygen sensor based on the target rear oxygen voltage and the actual rear oxygen voltage, the calculation unit 402 may specifically perform the following steps:

[0118] Using a filter to filter the target post-oxygen voltage and the actual post-oxygen voltage respectively to obtain a first filtered voltage corresponding to the target post-oxygen voltage and a second filtered voltage corresponding to the actual post-oxygen voltage;

[0119] A voltage difference between the first filtered voltage and the second filtered voltage is used as a rear oxygen voltage deviation of the rear oxygen sensor.

[0120] It should be noted that Figure 4 The various units in the optimization device for the automobile emission control system shown are divided based on logical functions. The above-mentioned units can be individually or completely combined into one or more other units to form a structure, or one (or some) of the units can be further divided into multiple functionally smaller units to form a structure, which can achieve the same operation without affecting the realization of the technical effects of the embodiments of the present application. In other embodiments of the present application, the optimization device for the automobile emission control system can also include other units. In actual applications, these functions can also be assisted by other units and can be achieved by the collaboration of multiple units.

[0121] Based on the above description of the optimization method and the optimization device of the automobile emission control system, the embodiment of the present application further provides an electronic device, see Figure 5. The electronic device includes at least a processor 501 and a storage medium 502, and the processor 501 and the storage medium 502 of the electronic device can be connected via a bus or other means. Among them, the storage medium can be a high-speed RAM memory, or a non-volatile memory (non-volatile memory), such as at least one disk storage; optionally, it can also be at least one storage medium located away from the aforementioned processor. The processor 501 (or CPU (Central Processing Unit)) is the computing core and control core of the electronic device, which is suitable for implementing one or more computer programs, specifically suitable for loading and executing one or more computer programs to realize the corresponding method flow or corresponding function.

[0122] Specifically, the storage medium 502 mentioned above is a memory device in an electronic device, which is used to store programs and data. It can be understood that the storage medium 502 here can include both built-in storage media in the electronic device and, of course, extended storage media supported by the electronic device. The storage medium 502 provides a storage space, which stores the operating system of the electronic device. In addition, one or more computer programs suitable for being loaded and executed by the processor 501 are also stored in the storage space. These computer programs can be one or more program codes. It should be noted that, optionally, the electronic device can also be in communication with the emission control system 503 that needs to be optimized, so as to realize the collection of data required for optimizing the automobile emission control system and the output of optimization instructions, etc. by interacting with the emission control system 503.

[0123] The present application also provides a storage medium storing one or more computer programs corresponding to the aforementioned method for optimizing an automobile emission control system. When one or more processors load and execute these one or more computer programs, the method for optimizing an automobile emission control system described in the embodiments can be implemented, which will not be further described here. The computer programs can also be deployed and executed on one or more devices capable of communicating with each other.

[0124] In addition, the embodiment of the present application also proposes a structural diagram of a vehicle controller. Figure 6 As shown, the vehicle controller in the embodiment of the present application is present in a vehicle and may include one or more of the following components: a vehicle processor 601, a memory 602, and one or more application programs. The one or more application programs may be stored in the memory 602 and configured to be executed by the one or more vehicle processors 601. The one or more application programs are configured to execute the method for optimizing the vehicle emission control system as described in the aforementioned method embodiment.

[0125] The vehicle processor 601 may include one or more processing cores. The vehicle processor 601 utilizes various interfaces and circuits to connect various parts of the vehicle. It executes instructions, programs, code sets, or instruction sets stored in the memory 602, as well as accesses data stored in the memory 602, to perform various vehicle functions and process data. Optionally, the vehicle processor 601 may be implemented using at least one of the following hardware forms: a digital signal processing (DSP), a field-programmable gate array (FPGA), or a programmable logic array (PLA). The vehicle processor 601 may integrate one or a combination of a central processing unit (CPU), a graphics processing unit (GPU), and a modem. The CPU primarily processes the operating system, user interface, and application programs; the GPU is responsible for rendering and drawing display content; and the modem handles wireless communications. It is understood that the modem may not be integrated into the vehicle processor 601 and may be implemented separately via a communications chip.

[0126] The memory 602 may include random access memory (RAM) or read-only memory (ROM). The memory 602 may be used to store instructions, programs, codes, code sets, or instruction sets. The memory 602 may include a program storage area and a data storage area. The program storage area may store instructions for implementing an operating system, instructions for implementing at least one function, instructions for implementing the various method embodiments described above, and the like. The data storage area may also store data generated by the vehicle during use.

[0127] Those skilled in the art will appreciate that all or part of the processes in the above-described embodiment can be implemented by instructing related hardware through a computer program. The computer program can be stored in a storage medium. When executed, the computer program can include the processes in the embodiment of the above-described method for optimizing an automobile emission control system. The storage medium can be a magnetic disk, an optical disk, a read-only memory (ROM), or a random access memory (RAM).

[0128] It is understandable that the beneficial effects of the same method used in the optimization device, electronic device, storage medium and vehicle controller of the automobile emission control system in this application are similar to those of the present invention. Figure 2The proposed optimization method for an automobile emission control system has the same beneficial effects, so it will not be repeated here. Furthermore, the various embodiments disclosed above are merely partial examples of this application and are not intended to limit the scope of this application. Persons skilled in the art will understand that equivalent variations made by implementing all or part of the above-described embodiments in accordance with the claims of this application are still within the scope of this invention.

Claims

1. A method for optimizing an automobile emission control system, characterized in that: include: Obtaining a target rear oxygen voltage of a vehicle and an actual rear oxygen voltage detected by a rear oxygen sensor of the vehicle, wherein the target rear oxygen voltage indicates a rear oxygen voltage that should be detected when a catalyst of the vehicle reaches an expected conversion rate; calculating, based on the target rear oxygen voltage and the actual rear oxygen voltage, a steady-state error of a front oxygen sensor of the vehicle and a rear oxygen voltage deviation of the rear oxygen sensor, respectively, the front oxygen sensor being present in an emission control system of the vehicle; When the numerical state of the rear oxygen voltage deviation is the same as the steady-state error, calling the rear oxygen self-learning function of the vehicle to determine a correction strategy for the front oxygen sensor based on the steady-state error; wherein the numerical state is a positive numerical state or a negative numerical state, and the correction strategy is used to indicate at least a correction direction and a correction magnitude; In the correction direction indicated by the correction strategy, parameters of the front oxygen sensor are corrected according to the correction amplitude indicated by the correction strategy to optimize the emission control system of the vehicle.

2. The method according to claim 1, characterized in that The method further comprises: Obtaining parameter information of a preset driving parameter in the vehicle, the parameter information including at least one of a parameter value and a parameter value change rate; Acquire restriction information corresponding to the parameter information, where the restriction information is used to indicate parameter information of the preset driving parameters when the post-oxygen self-learning function is allowed to be called; When the parameter information of the preset driving parameters in the vehicle satisfies the restriction information, and the rear oxygen voltage deviation is in the same numerical state as the steady-state error, the step of calling the rear oxygen self-learning function of the vehicle to determine the correction strategy of the front oxygen sensor based on the steady-state error is triggered.

3. The method according to claim 2, characterized in that The parameter information of the preset driving parameter includes the parameter value of the preset driving parameter; the restriction information corresponding to the parameter information is obtained, including: obtaining a catalyst window of the catalyst of the vehicle, wherein the catalyst window is used to indicate a rated air-fuel ratio for enabling the catalyst to achieve the expected conversion rate; determining a target parameter value of the preset driving parameter associated with the rated air-fuel ratio based on an association relationship between the air-fuel ratio and the parameter value of the preset driving parameter; Restriction information corresponding to the parameter value of the preset driving parameter is generated based on the target parameter value, and the generated restriction information is used to indicate that when the post-oxygen self-learning function is allowed to be called, the parameter value of the preset driving parameter must be greater than or equal to the target parameter value.

4. The method according to any one of claims 1 to 3, characterized in that The method further comprises: obtaining a window width of a catalyst window of the catalyst of the vehicle, and obtaining a correction amplitude indicated by the correction strategy; When the correction amplitude is greater than the window width, the step of correcting the parameters of the front oxygen sensor in the correction direction indicated by the correction strategy and according to the correction amplitude indicated by the correction strategy is triggered.

5. The method according to claim 4, characterized in that The calling of the rear oxygen self-learning function of the vehicle to determine a correction strategy for the front oxygen sensor based on the steady-state error includes: obtaining a correction strategy most recently adopted for the front oxygen sensor; The rear oxygen self-learning function of the vehicle is called to formulate the correction strategy according to the steady-state error and the most recently adopted correction strategy.

6. The method according to claim 1 or 5, characterized in that The vehicle emission control system further includes a front oxygen control module, and the method further includes: According to the principle that the rear oxygen voltage deviation is positively correlated with the deviation adjustment value, determining the deviation adjustment value corresponding to the rear oxygen voltage deviation of the rear oxygen sensor; According to the steady-state error and the determined deviation adjustment value, the target air-fuel ratio currently used by the front oxygen control module is optimized to obtain an optimized front oxygen control module.

7. The method according to claim 1, characterized in that The method of calculating the rear oxygen voltage deviation of the rear oxygen sensor based on the target rear oxygen voltage and the actual rear oxygen voltage includes: Using a filter to filter the target post-oxygen voltage and the actual post-oxygen voltage respectively to obtain a first filtered voltage corresponding to the target post-oxygen voltage and a second filtered voltage corresponding to the actual post-oxygen voltage; A voltage difference between the first filtered voltage and the second filtered voltage is used as a rear oxygen voltage deviation of the rear oxygen sensor.

8. An optimization device for an automobile emission control system, characterized in that: include: an acquisition unit, configured to acquire a target rear oxygen voltage of a vehicle and an actual rear oxygen voltage detected by a rear oxygen sensor of the vehicle, wherein the target rear oxygen voltage indicates a rear oxygen voltage that should be detected when the catalyst of the vehicle reaches an expected conversion rate; a calculation unit, configured to calculate, based on the target rear oxygen voltage and the actual rear oxygen voltage, a steady-state error of a front oxygen sensor of the vehicle and a rear oxygen voltage deviation of the rear oxygen sensor, respectively, the front oxygen sensor being present in an emission control system of the vehicle; a calling unit, configured to, when the numerical state of the rear oxygen voltage deviation is the same as the steady-state error, call a rear oxygen self-learning function of the vehicle to determine a correction strategy for the front oxygen sensor based on the steady-state error; wherein the numerical state is a positive numerical state or a negative numerical state, and the correction strategy is used to indicate at least a correction direction and a correction amplitude; The correction unit is configured to correct the parameters of the front oxygen sensor in a correction direction indicated by the correction strategy and according to a correction amplitude indicated by the correction strategy, so as to optimize the emission control system of the vehicle.

9. An electronic device, characterized in that: include: a processor adapted to execute one or more computer programs; A storage medium storing one or more computer programs, wherein the one or more computer programs are suitable for being loaded by the processor and executing the method for optimizing the automobile emission control system according to any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium stores one or more computer programs, and the one or more computer programs are suitable for being loaded by a processor and executing the method for optimizing the automobile emission control system according to any one of claims 1 to 7.

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