A method for managing energy combination to enhance cold start performance of diesel engine

Abstract

The present application relates to a kind of energy combined management method for enhancing diesel engine cold start performance, comprising: in the fuel post-injection control of cold start process, with the maximum adsorption capacity of DOC carrier as control constraint condition, the energy utilization of post-injection fuel is improved, while by using the air twice non-combustion heating based on fuel post-injection control and EHC heating function, the heat exchange efficiency is improved, the heat exchange effect is enhanced, and the heating power matched can be selected based on the temperature condition at different positions to heat.Compared with prior art, the present application makes full use of the heating characteristics of intake air heating system, fuel post-injection system and EHC heating system, and in different combustion efficiency states and aftertreatment temperature stages, different heating modes are used separately or jointly to achieve flexible control of emissions and energy consumption in cold start stage in the most efficient working mode.

Description

Technical Field

[0001] This invention relates to the field of motor vehicle emission control technology, and in particular to an energy joint management method for enhancing the cold start performance of diesel engines. Background Technology

[0002] Urea Selective Catalytic Reduction (Urea-SCR) technology is a key technology for controlling NOx emissions in engines. Its most common application involves using an aqueous solution of urea to decompose and produce ammonia (NH3). Under the action of the SCR catalyst, the ammonia undergoes a selective catalytic reduction reaction with NOx, generating nitrogen and water, which are then released into the atmosphere. By injecting different amounts of urea into the diesel engine exhaust, NOx emissions can be effectively controlled. However, the hydrolysis and pyrolysis reactions of urea cannot occur fully below 187℃, and the SCR reaction also cannot occur fully below 225℃. Therefore, the main challenge in controlling NOx emissions during cold starts lies in the fact that the aftertreatment system cannot function properly due to the extremely low temperature. The following methods are typically used to improve emission control during the cold start phase: firstly, rapidly shortening the time from cold start to the normal operating temperature of the aftertreatment system; secondly, reducing engine emission levels during the cold start phase; and thirdly, using technologies such as LNT (lean NOx capture) or PNA (passive NOx adsorption / desorption) to adsorb current pollutants when the aftertreatment system is not in operation.

[0003] To rapidly shorten the time from a vehicle's cold start to the normal operating temperature of the aftertreatment system, an electrically heated catalytic converter (EHC) is a commonly used technology. It typically features an electric heating plate positioned at the front end of a metal-based oxidation catalyst (DOC) carrier. The heating energy is quickly transferred to the entire unit via heat conduction between the metals, while simultaneously heating the exhaust gas through convection and radiation heat transfer, thus rapidly raising the exhaust system temperature. The EHC's heating rate and effect are strongly correlated with its operating power, and its operating time is limited by the battery capacity. Therefore, under 12V or 24V vehicle power supply conditions, a standalone EHC heater often faces the risk of insufficient heating capacity and failing to reach the target temperature. In this case, a significant amount of heating energy is wasted. Furthermore, the electricity used for EHC heating comes from the engine's power generation, which drives the generator, limiting energy utilization to below the thermal-to-work conversion efficiency. High-frequency use of EHC is very detrimental to fuel consumption. Traditional EHC heating strategies typically begin operating simultaneously with engine startup. While this allows for earlier temperature increases, it fails to effectively utilize the HC adsorption capacity of the fuel carrier at low temperatures. This results in insufficient HC accumulation, preventing the concentrated exothermic effect. Furthermore, traditional post-injection fuel control strategies do not assess the real-time adsorption capacity of the DOC (Dietary Oxidation Catalyst). Excessive HC cannot be effectively adsorbed by the DOC, wasting energy and leading to higher HC emissions. Another commonly used aftertreatment system temperature-raising technology is post-injection fuel technology. This involves injecting a certain amount of fuel into the cylinder during the later stages of combustion, allowing it to enter the diesel engine oxidation catalyst (DOC) along with the exhaust. The strong oxidizing catalytic action of the DOC then reacts with O2 in the exhaust, generating heat and increasing the exhaust temperature. However, this technology is still limited by the DOC's ignition temperature; if the DOC carrier temperature does not reach the ignition temperature, the oxidation reaction is unlikely to occur.

[0004] Diesel engine intake air heating technology can also increase exhaust temperature. It typically heats the intake air through glow plugs / intake air heating grilles to improve the combustion reaction rate and efficiency. Intake air heating effectively reduces HC and CO emissions during low-temperature combustion, causing more long-chain HC to pyrolyze into short-chain HC. This helps reduce the adsorption activation energy and oxidation activation energy of HC on DOC. At low temperatures, the net increase in exhaust heat energy resulting from the improved combustion efficiency due to intake air heating is often higher than the energy consumed in heating the intake air. Furthermore, the lower the temperature and the more incomplete the initial combustion, the higher this net increase in heat energy / input heating energy ratio becomes. However, as the engine warms up and in-cylinder combustion conditions improve, intake air heating becomes less effective at further improving combustion efficiency. In current mainstream intake air heating control schemes, intake air heating is often shut off at this point to avoid energy consumption. However, the aftertreatment system may still have a significant need for increased temperature at this time, and abandoning this heating function means that the air entering the engine will lose an opportunity to be heated. Summary of the Invention

[0005] In order to solve at least one of the aforementioned problems in the cold start phase of diesel engines, and to enable the aftertreatment system to reach operating temperature more quickly under low-temperature cold start conditions, while generating less energy consumption and pollutant emissions during this phase, this invention proposes an energy joint management method to improve the emission and energy consumption control performance of diesel engines during cold start.

[0006] The objective of this invention can be achieved through the following technical solutions:

[0007] This invention provides an energy management method to enhance the cold start performance of a diesel engine, comprising the following steps:

[0008] Post-treatment system operating status judgment: Based on the output of the DOC carrier temperature prediction model and the SDPF carrier temperature prediction model, as well as the ignition temperature and the lower limit of the high-efficiency temperature window of DOC and SCR, it is determined whether there is a need to raise the temperature of the post-treatment system.

[0009] Fuel post-injection quantity control: The current combustion state of the engine is determined by the combustion model, the combustion efficiency of the main injection and post-injection fuel is estimated, the HC emission mass flow rate before entering EHC is calculated, and the real-time HC emission mass flow rate after EHC is calculated based on the EHC carrier temperature prediction model and chemical reaction kinetic model, thereby determining the control limit of fuel post-injection quantity and realizing fuel post-injection quantity control.

[0010] Control of the intake air heating system: During the low-temperature cold start process, the ECU determines the working status of the intake air heating system, which increases the combustion temperature and efficiency and increases the exhaust temperature by heating the intake air. At the same time, the ECU controls the opening and closing of the intake air heating system according to the heating energy efficiency and protection mechanism of the intake air heating system.

[0011] Control of EHC heating system: The EHC electric heating system determines whether the target operating temperature can be raised through EHC heating based on the difference between the actual and target DOC carrier temperature, exhaust mass flow rate, and HC accumulation, and issues corresponding control commands.

[0012] Triggering and control of combined heating mode: When the combined heating system is triggered, the fuel post-injection control quantity is determined based on the HC accumulation status, post-injection quantity limit, and engine load. The heating power of the intake air heating system and EHC is calculated, and energy management control is implemented.

[0013] Furthermore, the determination of the working status of the post-processing system specifically includes:

[0014] DOC carrier temperature prediction: The average temperature of DOC is calculated using a DOC carrier temperature prediction model to determine whether it is below the ignition temperature of DOC.

[0015] SDPF carrier temperature prediction: The average temperature of SDPF is calculated using an SDPF carrier temperature prediction model to determine whether it is below the lower limit of the efficient temperature window for SCR reaction.

[0016] Comprehensive assessment of temperature increase requirements: Based on the average temperature prediction results of DOC and SDPF, a comprehensive assessment is made as to whether there is a temperature increase requirement for the post-treatment system. If the average temperature of DOC or SDPF is lower than the preset critical temperature threshold, it is determined that there is a temperature increase requirement, which may trigger the operation of the subsequent combined heating system.

[0017] Furthermore, the temperature prediction model for the DOC carrier is constructed by combining thermodynamics and chemical reaction kinetics. The thermodynamic model includes calculations of convective heat transfer, heat conduction, and radiative heat transfer, while the chemical reaction model is based on the exothermic oxidation reaction of HC and CO on DOC.

[0018] The input parameters for the DOC carrier temperature prediction model include the engine post-injection fuel quantity, engine speed, exhaust mass flow rate, and DOC inlet temperature, which are collected in real time by the ECU.

[0019] When using the DOC carrier temperature prediction model, the temperature of the DOC carrier is predicted by calculating the exothermic rate of the HC oxidation reaction in real time and combining it with a thermodynamic model.

[0020] Furthermore, when constructing the SDPF carrier temperature prediction model, it combines thermodynamics and chemical reaction kinetics to model the heat transfer process inside the SDPF, including convective heat transfer between exhaust gas and catalyst, heat conduction inside the catalyst, and radiative heat transfer from the catalyst shell to the atmosphere. The chemical reaction kinetics are based on describing the chemical reactions in the SDPF.

[0021] When using the SDPF carrier temperature prediction model, the temperature change of SDPF is predicted through real-time monitoring and calculation, and it is determined whether heating is needed to increase the temperature in order to ensure the efficiency of the SCR reaction.

[0022] Furthermore, the fuel post-injection quantity control specifically includes:

[0023] a) Combustion efficiency prediction and HC emission calculation: Using the engine combustion model, the combustion state of the engine is determined based on the current engine operating parameters;

[0024] Estimate the combustion efficiency of the main injection and post-injection fuels;

[0025] Based on the combustion efficiency prediction results and fuel characteristics, the HC emission mass flow rate before entering the EHC is calculated.

[0026] b) Calculation of HC emission mass flow rate after EHC and control of fuel injection quantity after EHC:

[0027] Based on the EHC carrier temperature prediction model, the temperature distribution and changes inside the EHC are obtained;

[0028] Using a chemical reaction kinetic model, the real-time emission mass flow rate of HC after EHC was calculated.

[0029] Based on the HC emission mass flow rate after EHC and the preset emission limit, determine the control limit for the fuel injection quantity after injection.

[0030] It achieves precise control of the amount of fuel injected after the engine, optimizes the combustion process by adjusting the amount of fuel injected after the engine, reduces HC emissions, and at the same time ensures engine performance and responsiveness.

[0031] Furthermore, the method for constructing the combustion model is as follows: based on the physical and chemical processes of the engine, a mathematical model is established by collecting key parameters of engine operation to simulate the fuel injection, mixing, ignition, combustion, and emission processes;

[0032] When the combustion model is used, it combines real-time collected engine parameters to predict and evaluate the current combustion state and efficiency, thereby guiding the precise control of the fuel injection system and ensuring that engine performance is optimized while meeting emission standards.

[0033] Furthermore, the control of the intake heating system specifically includes:

[0034] Determining the intake air heating status: During a cold start at low temperatures, the ECU determines whether the intake air heating system needs to be activated and the degree of heating based on the collected ambient temperature, coolant temperature, engine oil temperature, exhaust temperature, and battery voltage, in order to quickly increase the intake air temperature and thus improve combustion temperature and efficiency.

[0035] Intelligent control of intake heating: Based on the heating energy efficiency of the intake heating system and the preset protection mechanism, the ECU monitors the effect of intake heating in real time and calculates the energy efficiency. When the heating energy efficiency of the intake heating system is lower than the target value, or the heating time exceeds the set protection time, the ECU issues a command to shut down the intake heating system. At the same time, when the intake heating system is shut down due to the protection mechanism, it will be re-evaluated whether it needs to be turned on after the safety time has passed based on the new heating request.

[0036] Furthermore, the control of the EHC heating system specifically includes:

[0037] Temperature difference and condition assessment: The EHC electric heating system first calculates the difference between the actual DOC carrier temperature and the preset target value, and assesses the current exhaust mass flow rate and HC accumulation.

[0038] Control command issuance: Based on the assessment results of exhaust mass flow rate and HC accumulation, the EHC electric heating system determines whether it can raise the DOC carrier to the required target operating temperature through electric heating. When heating is required, the EHC electric heating system issues a control command to adjust the power output of the EHC heater to achieve rapid heating. If it is determined that the target operating temperature can be reached within the target time, the control command will guide the intake air heating system, fuel after-injection system and EHC heating system to work together to ensure that the energy consumption and emissions of the entire system are optimized during the cold start phase.

[0039] Furthermore, in the triggering and control process of the combined heating mode, the triggering process of the combined heating mode includes:

[0040] HC accumulation status assessment: Evaluate the amount of HC accumulated on DOC and the actual adsorption / desorption rate, obtain the HC accumulation mass on DOC by integration, and calculate the maximum exothermic oxidation of this portion of HC;

[0041] Determine the maximum heating capacity: Combine the maximum heat release rate calculated from the maximum limit that the fuel injection quantity can perform, the HC oxidation heat release rate, and the maximum heat release power of the intake heating system and the EHC heating system to jointly determine the maximum heating capacity of the combined heating system.

[0042] Determine the temperature increase requirement: Based on the maximum heating capacity of the combined heating system, the energy storage status of the battery, the ambient temperature, the average temperature of the SCR carrier, and the NOx emission coefficient, determine the target temperature increase time of the aftertreatment system;

[0043] Control command generation: The base exhaust temperature after the target temperature increase time is estimated by the combustion model, and the thermal power required for the aftertreatment system to increase temperature is calculated. If the maximum heating capacity of the current combined heating system can meet the temperature increase requirement, the combined heating mode is triggered to work.

[0044] Furthermore, in the triggering and control process of the combined heating mode, the control process of the combined heating mode includes:

[0045] Determination of fuel post-injection control quantity: Based on the HC accumulation status and post-injection quantity limit on the DOC, calculate the fuel post-injection control quantity required during the temperature rise process to ensure that the heat of HC oxidation can meet the temperature rise requirements while not exceeding the emission limits.

[0046] Calculation and allocation of heating power: Calculate the heating power required by the intake heating system and EHC, and then allocate the heating power according to the system's energy efficiency and heating requirements;

[0047] Implementation of energy management control: Based on the distribution of fuel post-injection control quantity and heating power, precise control is implemented through the energy management controller to dynamically adjust the fuel post-injection quantity and the power output of the intake air heating system and EHC heating system, so as to achieve the working temperature required by the aftertreatment system within the target heating time, while optimizing the overall energy consumption and emission performance.

[0048] Compared with the prior art, the present invention has the following technical advantages:

[0049] This invention provides a more flexible and efficient method for combined energy management during the cold start phase of a diesel engine. This energy management method fully utilizes the heating characteristics of the intake air heating system, the fuel after-injection system, and the EHC heating system. At different combustion efficiency states and after-treatment temperature stages, it achieves flexible control of emissions and energy consumption during the cold start phase by using different heating methods individually or in combination, in the most efficient operating mode.

[0050] The energy co-management method proposed in this invention significantly improves the energy utilization rate of the system's chemical and electrical energy. While enhancing the overall vehicle fuel economy, it also strengthens the control performance of the aftertreatment system's temperature and emissions, making it easier to rapidly raise the temperature of the aftertreatment system and effectively control the HC and CO emission risks during this process. This energy co-management method can shorten the time it takes for the SCR system to reach its injection temperature and more effectively control NOx emissions during the entire cold start phase.

[0051] This invention utilizes the maximum adsorption capacity of the DOC carrier as a control constraint during cold start fuel injection control, effectively improving the energy utilization rate of the injected fuel. Simultaneously, by comprehensively utilizing intake air heating and EHC heating functions to perform two non-combustion heating processes on top of the fuel injection control, heat exchange efficiency is improved, enhancing the heat exchange effect. Furthermore, it allows for the selection of matching heating power based on the temperature conditions at different locations, achieving a higher temperature-raising capacity at the same output power.

[0052] The combined heating method of this invention can effectively improve the temperature control capability of the entire system, helping to reach the efficient operating temperature window of the aftertreatment system as early as possible. In terms of process control of pollutant emissions, the combined heating method, due to the use of intake air heating, can effectively improve combustion temperature and combustion efficiency, allowing more fuel injection to be executed without the risk of HC emission exceeding the standard. The temperature control capability of the fuel injection system will also be improved, so that the overall temperature control capability of the combined heating system composed of the intake air heating system, the fuel injection system, and the EHC heating system achieves a 1+1+1 effect far greater than 3. The HC emission risk increased by fuel injection can be included in the control target of this invention, thereby effectively avoiding emission exceeding the standard due to insufficient DOC oxidation capacity at low temperatures. Attached Figure Description

[0053] Figure 1 This is a schematic diagram of the hardware composition of the post-processing system in a preferred embodiment;

[0054] In the diagram: 1 is the temperature sensor; 2 is the pressure sensor; 3 is the NOx sensor; 4 is urea nozzle #1; 5 is urea nozzle #2.

[0055] Figure 2 A series of models need to be established for the post-processing system of the preferred embodiment;

[0056] Figure 3 A schematic diagram showing the conditions for starting the intake air heater;

[0057] Figure 4 Schematic diagram of intake air heater shutdown conditions;

[0058] Figure 5 This is a schematic diagram of the overall energy joint management approach;

[0059] Figure 6 A schematic diagram of the method for controlling the amount of fuel injected after fuel injection;

[0060] Figure 7 A schematic diagram of the calculation model for the exothermic reaction of HC oxidation;

[0061] Figure 8 This is a schematic diagram illustrating the triggering conditions for the combined heating mode. Detailed Implementation

[0062] Overall, this invention is an energy management method to enhance the cold start performance of diesel engines. The method makes full use of the heating characteristics of the intake air heating system, the fuel after-injection system and the EHC heating system. At different combustion efficiency states and after-treatment temperature stages, different heating methods are used individually or in combination. Through control elements and computing elements, flexible control of emissions and energy consumption during the cold start stage is achieved.

[0063] The energy co-management method proposed in this invention significantly improves the energy utilization rate of the system's chemical and electrical energy. While enhancing the overall vehicle fuel economy, it also strengthens the control performance of the aftertreatment system's temperature and emissions, making it easier to rapidly raise the temperature of the aftertreatment system and effectively control the HC and CO emission risks during this process. This energy co-management method can shorten the time it takes for the SCR system to reach its injection temperature and more effectively control NOx emissions during the entire cold start phase.

[0064] This invention utilizes the maximum adsorption capacity of the DOC carrier as a control constraint during cold start fuel injection control, effectively improving the energy utilization rate of the injected fuel. Simultaneously, by comprehensively utilizing intake air heating and EHC heating functions to perform two non-combustion heating processes on top of the fuel injection control, heat exchange efficiency is improved, enhancing the heat exchange effect. Furthermore, it allows for the selection of matching heating power based on the temperature conditions at different locations, achieving a higher temperature-raising capacity at the same output power.

[0065] The combined heating method of this invention can effectively improve the temperature control capability of the entire system, helping to reach the efficient operating temperature window of the aftertreatment system as early as possible. In terms of process control of pollutant emissions, the combined heating method, due to the use of intake air heating, can effectively improve combustion temperature and combustion efficiency, allowing more fuel injection to be executed without the risk of HC emission exceeding the standard. The temperature control capability of the fuel injection system will also be improved, so that the overall temperature control capability of the combined heating system composed of the intake air heating system, the fuel injection system, and the EHC heating system achieves a 1+1+1 effect far greater than 3. The HC emission risk increased by fuel injection can be included in the control target of this invention, thereby effectively avoiding emission exceeding the standard due to insufficient DOC oxidation capacity at low temperatures.

[0066] In summary, the energy co-management method proposed in this invention significantly improves the energy utilization rate of the system's chemical and electrical energy. While enhancing the overall vehicle fuel economy, it also strengthens the control performance of the aftertreatment system's temperature and emissions, making it easier to achieve rapid temperature increase of the aftertreatment system and effectively control the HC and CO emission risks during this process. This energy co-management method can shorten the time it takes for the SCR system to reach its injection temperature and more effectively control NOx emissions during the entire cold start phase.

[0067] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. Component models, material names, connection structures, control methods, algorithms, and other features not explicitly described in this technical solution are considered common technical features disclosed in the prior art.

[0068] Example 1

[0069] The embodiments of the present invention and the corresponding hardware components are as follows: Figure 1 As shown.

[0070] The preferred embodiment of the present invention is an engine-aftertreatment system that matches an intake heating system (including but not limited to intake heating grilles or glow plugs), a fuel after-injection system (including but not limited to in-cylinder or out-of-cylinder fuel after-injection systems) and an EHC heating system.

[0071] Figure 1 The EHC+SDPF+SCR+ASC aftertreatment system solution shown in this paper is merely for illustrative purposes and serves as a typical application example; it does not constitute a limitation on the scope of the patent. Any aftertreatment system employing EHC can utilize the energy management method of this invention to achieve energy management during the low-temperature cold start process, thereby enabling flexible adjustments to emissions and energy consumption.

[0072] Figure 1 The ECU (Electronic Control Unit) and DCU (Digital Computing Unit) can be independent hardware structures or combined into a complete control unit. The ECU and DCU collect signals from engine speed, engine fuel injection quantity, intake air temperature, intake air pressure, intake air mass flow rate, EGR valve opening, coolant temperature, EHC upstream temperature sensor 1, SDPF catalyst upstream temperature sensor 1, SCR catalyst upstream temperature sensor 1, SCR catalyst downstream temperature sensor, EHC upstream NOx concentration sensor 3, SCR catalyst upstream NOx concentration sensor 3, SCR catalyst downstream NOx concentration sensor 3, urea level sensor 2, etc.

[0073] During a cold start in low temperatures, the ECU determines the operating status of the intake air heater based on ambient temperature, coolant temperature, engine oil temperature, exhaust temperature, and battery voltage. Heating the intake air rapidly increases combustion temperature and efficiency, thereby raising exhaust temperature. Once combustion efficiency reaches the target value, the gain effect of intake air heater on system exhaust temperature begins to decrease significantly, at which point the intake air heater can be turned off. If the DOC (oxidation catalyst) carrier temperature in the EHC (electro-heated catalytic converter) is lower than expected, the HC adsorption capacity is calculated. By increasing the amount of fuel injected after the initial injection, the heat in the exhaust is increased. Simultaneously, by controlling the total amount of fuel injected after each injection, HC emissions are kept below the set emission limit while still meeting the HC adsorption capacity requirements.

[0074] The EHC electric heating system continuously calculates the difference between the actual and target DOC carrier temperatures within its system. Using this difference, along with information such as current exhaust mass flow rate and HC accumulation, it determines whether the combined heating system, at its maximum heating capacity, can reach the target operating temperature within the target time using combined heating control. Once it determines that the combined heating system can reach the target operating temperature within the target time, it issues control commands to instruct the intake air heating system, fuel after-injection system, and EHC heating system to operate according to the calculated workload. Through calculations by the corresponding control function modules, it optimizes the energy consumption and emissions of the engine-aftertreatment system during the cold start phase, flexibly achieving emission and fuel consumption regulatory targets by matching different engine operating modes.

[0075] The thermodynamic model and chemical reaction kinetic model required for the post-processing system of the preferred embodiment of the present invention are as follows: Figure 2 As shown.

[0076] The process of establishing thermodynamic and chemical reaction kinetic models for each catalytic unit, using the EHC+SDPF+SCR aftertreatment system as a preferred embodiment of the present invention, is described below:

[0077] First, the thermodynamic processes of the EHC+SDPF+SCR aftertreatment system were modeled. The SDPF carrier temperature prediction model primarily models the following thermodynamic processes: 1) Convection heat transfer model: convective heat transfer between exhaust gas and catalyst; 2) Heat conduction model: heat conduction within the catalyst; 3) Thermal radiation model: radiative heat transfer from the catalyst shell to the atmosphere. Additionally, a CRT reaction model was included to calculate the exothermic reaction of the SDPF passive regeneration reaction. The DOC carrier temperature prediction model within the EHC, besides the thermodynamic components, also considered the further exothermic oxidation of HC and CO on the DOC, establishing corresponding HC oxidation reaction models and CO oxidation reaction models.

[0078] The method for establishing a DOC carrier temperature prediction model, which includes HC and CO oxidation exothermic models and thermodynamic process models, is as follows: Given a fixed DOC catalytic performance, the inlet temperature and exhaust mass flow rate determine the extent of HC and CO oxidation reactions, while the post-injection fuel quantity determines the total heat released when the HC oxidation reaction is complete. Therefore, the HC oxidation reaction model established in this invention uses the engine post-injection fuel quantity, engine speed, exhaust mass flow rate, and DOC inlet temperature as inputs to calculate the exothermic rate of the HC oxidation reaction in real time. The calculated exothermic rate of the HC oxidation reaction is used as the energy source of the exhaust gas and input into the thermodynamic process model to accurately predict the DOC carrier temperature. The engine post-injection fuel quantity, engine speed, and DOC inlet temperature are obtained by the engine control unit (ECU) through calculations of the injection pulse width signal, speed sensor signal, and exhaust temperature sensor signal at the DOC inlet, respectively. The exhaust mass flow rate is calculated by the ECU through the intake mass flow sensor signal and the injection fuel quantity signal.

[0079] The thermodynamic processes of a catalytic converter include convective heat transfer between exhaust gas and the catalyst, heat conduction within the catalyst, and radiative heat transfer from the catalyst shell to the atmosphere. The thermodynamic models corresponding to these three processes are described by the following formulas:

[0080] The convective heat transfer between exhaust gas and catalyst per unit time can be calculated using the following formula: Φ P-C

[0081] Φ P-C =hA H-T (T P -T C )

[0082] In the formula: h is the heat transfer coefficient of convective heat transfer between exhaust gas and catalyst, W / (m2·K); TP is the exhaust gas temperature, K; TC is the catalyst temperature, K; AH-T is the total surface area of ​​the catalyst that can contact the exhaust gas; represents the porosity of the catalyst; Scat represents the internal surface area of ​​the catalyst per unit volume of flowable gas, m2 / m3. AH-T is then calculated using the following formula:

[0083]

[0084] Where is the cross-sectional radius of the catalyst, in meters; LC is the length of the catalyst, in meters; VC is the total volume of the catalyst; is the total cross-sectional area of ​​the catalyst; and is the area of ​​exhaust gas blocked by the catalyst.

[0085] The amount of heat transferred through the catalyst per unit time can be calculated using the following formula: Φ C

[0086]

[0087] Where represents the thermal conductivity of the catalyst, and X represents the axial coordinate position of the catalyst.

[0088] The radiative heat transfer from the catalyst casing to the atmosphere is calculated using the following formula: Φ C-amb

[0089]

[0090] Where is the radiation area of ​​the catalyst relative to the outside environment, m 2 ; represents the emissivity of radiation; represents the gaseous radiation constant, W / m. 2 K 4 Tamb represents the ambient temperature, in K.

[0091] Furthermore, for the DOC, SDPF and SCR catalytic units in the target aftertreatment system, corresponding chemical reaction kinetic process models are established to describe the exothermic oxidation of HC, CO and PM inside the catalytic units.

[0092] For DOC, the main oxidation chemical reaction that occurs on it is the HC oxidation reaction, and its chemical reaction equation is: 4HC + 5O2 = 2H2O + 4CO2. The relatively less common oxidation reaction is the CO oxidation reaction, and its corresponding chemical reaction equation is: 2CO + O2 = 2CO2.

[0093] For DPF, the main NO2-related chemical reaction occurring on it is a continuous passive regeneration (CRT) reaction, and its chemical reaction equation is: 2C + 2NO2 = 2CO2 + N2. The corresponding reaction rate equation is:

[0094] Finally, the parameters of the thermodynamic model and the chemical reaction kinetic model were identified through small-scale catalyst experiments to confirm various reaction kinetic parameters, including thermodynamic parameters such as convective heat transfer coefficient, thermal conductivity, specific heat capacity, thermal radiation area and heat transfer area, as well as chemical reaction activation energy, chemical reaction pre-exponential factor and chemical reaction rate correction factor.

[0095] The intake heating activation conditions in this embodiment are as follows: Figure 3 As shown.

[0096] First, using an established combustion model with engine speed, fuel injection quantity, intake air mass flow rate, intake air temperature, and intake air pressure, theoretical turbine inlet temperature, theoretical cylinder pressure, theoretical exhaust oxygen concentration, and theoretical combustion efficiency are determined. Then, using signals from oxygen sensors, turbine inlet temperature sensors, exhaust air temperature sensors, and cylinder pressure sensors as inputs, the actual combustion efficiency is calculated to determine the required and potential improvement in combustion efficiency from the intake air heating system. If the difference between the theoretical and actual turbine inlet temperatures exceeds the calibrated value, or the difference between the theoretical and actual cylinder pressure exceeds the calibrated value, or the difference between the actual and theoretical exhaust oxygen concentration exceeds the calibrated value, then it is considered that there is potential for further improvement in combustion efficiency, and the intake air heating system is activated.

[0097] Furthermore, when the engine combustion efficiency is lower than the control target η1, the intake air heating system must continue to operate until the combustion efficiency is higher than the control target η2, and ensure that the duration of the combustion efficiency being higher than the control target η2 exceeds T. I Meanwhile, to protect the intake heating system and prevent it from continuing to operate due to sensor or model problems, a heating protection time Tp is set. Once the operating duration exceeds Tp, the intake heating system will not respond to any heating requests within a safe time Ts.

[0098] The differential calibration values ​​of cylinder pressure and turbine inlet temperature are corrected by intake air mass flow rate, fuel injection quantity, ambient temperature, coolant temperature, and engine oil temperature; the differential calibration values ​​of oxygen sensor are corrected by intake air mass flow rate, fuel injection quantity, and ambient temperature.

[0099] The intake heating shutdown condition in this embodiment is as follows: Figure 4 As shown, when the intake heating function is turned on, the heating energy efficiency of the intake heating system needs to be continuously calculated. When the heating energy efficiency of the intake heating system is lower than the target energy efficiency, if the status bit of the combined heating request is 0, the intake heating will stop. In addition, if the continuous heating time of the intake heating system exceeds the heating protection time Tp, the intake heating function will also be triggered to shut down, at which time the safety status bit of the intake heating system will become 0. When the combined heating completion status is 1, the intake heating function will also be shut down.

[0100] The heating energy efficiency is equal to the heat contained in the exhaust per unit time after the intake heating is turned on, minus the energy contained in the exhaust when the intake heating is off, divided by the intake heating power; this is used to quantify the working efficiency of the intake heating system. After the intake heating system is turned off, the intake heating status bit is 0, the cumulative heating time counter is reset to 0, and the safety time counter starts working. After the calibrated safety time Ts has elapsed, the safety status bit of the intake heating system becomes 1, at which point the intake heating system can respond to new heating requests.

[0101] This embodiment describes a joint energy management method for emission and energy consumption control during the cold start phase, as follows: Figure 5 As shown.

[0102] This embodiment of the energy joint management method for emission and energy consumption control during the cold start phase specifically includes steps (4) to (17).

[0103] First, the operating status of the after-treatment system is assessed to determine if there is a need for increased temperature. If the average temperature sensor value before and after the DOC is lower than the DOC ignition temperature (e.g., 150°C), or the average carrier temperature output by the SCR carrier temperature prediction model is lower than the lower limit of the high-efficiency temperature window (e.g., 225°C), it is considered that the after-treatment system has a need for increased temperature, and the combined heating system needs to be further activated.

[0104] Subsequently, the warm-up time is determined with NOx emissions during the cold start phase as the control target, the fuel injection quantity limit is determined with HC emissions as the control target, and the heating power of the fuel injection quantity, EHC and intake air heating system is controlled with comprehensive energy efficiency as the target. Based on the cumulative HC amount, a specific heating triggering time is selected to ensure that the combined heating system can smoothly reach the target temperature window after triggering.

[0105] Step (4) assesses the operating status of the post-treatment system to determine if there is a need for increased temperature. The main criteria for this assessment are: if the average temperature of the DOC carrier output by the DOC carrier temperature prediction model is lower than the DOC ignition temperature (e.g., 150°C), it is considered that the DOC system requires increased temperature for oxidation activation; if the average temperature of the SDPF carrier output by the SDPF carrier temperature prediction model is lower than the lower limit of the SCR reaction high-efficiency temperature window (e.g., 225°C), it is considered that the SDPF or SCR system requires increased efficiency.

[0106] The fuel injection quantity control method used in this embodiment is as follows: Figure 6 As shown.

[0107] The fuel injection quantity control method used in this embodiment mainly includes steps (5) to (8).

[0108] First, the current combustion state of the engine is determined by the combustion model, and the combustion efficiency of the main injection fuel and the post-injection fuel is estimated to obtain the HC emission mass flow rate before entering the EHC.

[0109] Subsequently, the EHC carrier temperature was obtained based on the EHC carrier temperature prediction model, and the HC oxidation reaction rate and adsorption / desorption rate on the EHC were calculated by the EHC chemical model and physical model, respectively. The real-time HC emission mass flow rate and the maximum adsorbable HC rate after EHC were further confirmed. Combined with the HC emission limit, the control limit of fuel injection quantity can be determined.

[0110] In addition, SDPF carrier temperature is a key parameter for cold start NOx emission control. If the SDPF temperature is insufficient, there is a risk of NOx emissions. Therefore, when the heating rate cannot meet the heating time requirements and other parts of the combined heating system have no further heating potential, it is necessary to increase the fuel injection volume to accelerate the heating rate.

[0111] Step (5) Calculate the HC emission level of the engine in real time using the engine combustion model, record the mass flow rate of HC emission at the engine outlet after the engine starts in this driving cycle, and calculate the integral value simultaneously.

[0112] Step (6) Calculate the maximum HC adsorption rate and actual adsorption / desorption rate of the DOC carrier at the current temperature in real time using the HC adsorption / desorption rate model.

[0113] The adsorption / desorption rate model of HC was calibrated by engine bench tests under different after-injection rates, exhaust temperatures, and exhaust mass flow rates.

[0114] Step (7) Calculate the HC emission mass flow rate after DOC oxidation based on the DOC carrier temperature prediction model and chemical reaction kinetic model. Then, based on the HC adsorption capacity of the post-treatment system and the calibrated HC emission limit, calculate the current maximum post-spray limit and average post-spray limit.

[0115] The HC emission limit is based on the emission regulations and cycle characteristics corresponding to the development target. By conducting preliminary tests on the HC emission characteristics under different intake air temperatures, intake air mass flow rates and main fuel injection quantity requirements, a corresponding calibration MAP is formed. Thus, the present invention can realize the function of obtaining the HC emission limit in real time by looking up the table.

[0116] Step (8) When the HC emission mass flow rate is greater than the sum of the maximum adsorption capacity of the carrier and the reactivity of DOC, and the integral value of the HC emission mass flow rate after DOC oxidation exceeds the cumulative emission limit for cold start corresponding to the current time by a certain degree (such as 120%), then the fuel injection amount needs to be reduced to avoid the risk of HC emission exceeding the standard; when the HC emission mass flow rate is less than the sum of the maximum adsorption capacity of the carrier and the reactivity of DOC, the fuel injection amount can be increased to allow the DOC carrier to quickly adsorb HC.

[0117] The cumulative HC emission limit for cold start is set by using the cumulative HC emission mass flow characteristics of the standard cold start cycle corresponding to the regulatory target of the engine-aftertreatment system. By introducing correction coefficients for different cold start environmental conditions, the cumulative HC emission limit is set for different cumulative fuel injection quantities and cumulative time conditions.

[0118] This embodiment describes the method for predicting the total oxidative heat of HC stored on a DOC as follows: Figure 7 As shown.

[0119] The estimation method used in step (9) is as follows: First, the HC emission concentration MAP is obtained by looking up the table based on engine speed, main injection quantity, and post-injection quantity. In addition, intake air temperature, intake air pressure, engine oil temperature, and coolant temperature will all affect the in-cylinder combustion and power process, and need to be corrected separately. After obtaining the HC emission concentration, the HC emission mass flow rate can be calculated in real time by combining it with the exhaust mass flow rate. Then, the real-time desorption rate and maximum adsorption rate are calculated by using the established HC adsorption rate model with the exhaust mass flow rate, the calculated real-time HC storage amount, and the DOC carrier temperature as inputs. The actual HC accumulation / removal rate is calculated with the maximum adsorption rate and the HC emission mass flow rate. When the HC emission mass flow rate is greater than or equal to the maximum adsorption rate, the HC accumulation / removal rate on the DOC is equal to the maximum adsorption rate under the current conditions minus the desorption rate under the current conditions. When the HC emission mass flow rate is less than the maximum adsorption rate, the HC accumulation / removal rate on the DOC is equal to the HC emission mass flow rate under the current conditions minus the desorption rate under the current conditions. The calculated HC accumulation / removal rate on the DOC is added to the HC real-time storage counter, and the updated HC real-time storage is used as the input to the HC adsorption / desorption rate model in the next calculation. Simultaneously, multiplying the HC real-time storage by the average HC calorific value yields the heat of oxidation of the stored HC. This integration process continues after the cold start driving cycle begins.

[0120] The HC adsorption-desorption rate model takes DOC carrier temperature, exhaust gas mass flow rate, and real-time HC storage level as inputs to calculate the maximum HC adsorption rate and real-time HC desorption rate of the DOC carrier in real time. Establishing the HC adsorption-desorption rate model requires conducting HC storage and emptying tests at different temperatures and exhaust gas mass flow rates using a small-scale DOC catalyst sample on a small-scale performance test bench to obtain the actual adsorption and desorption rates at different HC storage levels under the target carrier temperature and exhaust gas mass flow rate. The carrier temperature during the modeling test is measured using thermocouples on the small-scale test bench, while the DOC carrier temperature is predicted during actual vehicle application using the established DOC carrier temperature prediction model.

[0121] In this embodiment, the triggering condition for the combined heating mode is as follows: Figure 8 As shown, it mainly includes steps (9) to (14).

[0122] Step (9) will obtain the cumulative mass of HC on DOC by integrating the actual adsorption / desorption rate of HC, calculate the maximum heat release of oxidation of this part of HC, and calculate the heat release rate of oxidation of this part of HC based on the target heating rate of the combined heating system.

[0123] Step (10) will confirm the maximum heat dissipation power of the intake heating system and the EHC heating system by checking the engine operating conditions and the battery energy storage status.

[0124] Step (11) converts the maximum limit of the fuel injection quantity that can be executed in step (7) into the heat release rate, and then combines the HC oxidation heat release rate calculated in step (9) and the maximum heat release power of the intake heating system and EHC heating system calculated in step (10) to jointly confirm the maximum heating capacity of the combined heating system.

[0125] Step (12) determines the target heating time of the aftertreatment system based on the maximum heating capacity of the combined heating system, the battery energy storage status, the actual accumulated HC on the DOC, the ambient temperature, the average temperature of the SCR carrier, and the NOx emission coefficient.

[0126] Step (13) will estimate the base exhaust temperature under idle injection conditions after experiencing the target warm-up time using a combustion model. The thermal power required for the aftertreatment system to warm up will be calculated using the difference between the base exhaust temperature and the target warm-up temperature, as well as the target warm-up time.

[0127] Step (14) By comparing the maximum heating capacity of the current combined heating system with the heat power required for temperature increase, it is determined whether the SCR carrier temperature can be directly increased to above the lower limit of the efficiency window temperature within the target temperature increase time. If the determination result is "yes", the combined heating system working request is triggered. If the determination result is "no", then continue to wait for HC accumulation and temperature increase.

[0128] Step (15) When the combined heating system working request is triggered, determine the fuel post-injection control quantity during the warm-up process based on the current HC accumulation state, post-injection limit, engine load, and exhaust mass flow rate; calculate the minimum heating power required by the intake heating system based on the combustion efficiency calculated by the combustion model; determine the upper limit of EHC heating power during the target warm-up time based on the battery voltage and SOC; and finally use the energy management controller to solve the required power of the intake heating system and the required power of EHC based on optimal energy efficiency.

[0129] Step (16) The EHC and intake heating system operate according to the target power calculated in step (15) and calculate the heating efficiency of the gas in real time. As the temperature increases, the heating efficiency of the two will change. If the energy efficiency ratio of intake heating to gas heating is lower than that of EHC heating, the intake heating power will be reduced and the EHC heating power will be increased. Conversely, the intake heating power will be increased and the EHC heating power will be reduced.

[0130] Step (17) After the average temperature of the SCR carrier reaches the required value, the engine exhaust heat power and system heat dissipation under the current operating conditions are calculated. If the current engine exhaust heat power cannot maintain the average temperature of the SCR carrier, the specific working system and target power of the auxiliary heating method are confirmed by the energy management controller based on the optimal energy efficiency solution. If the current engine exhaust heat power can maintain the average temperature of the SCR carrier above the required value, the combined heating system stops working.

[0131] The above description of the embodiments is provided to enable those skilled in the art to understand and use the invention. It will be apparent to those skilled in the art that various modifications can be made to these embodiments, and the general principles described herein can be applied to other embodiments without inventive effort. Therefore, the present invention is not limited to the above embodiments, and any improvements and modifications made by those skilled in the art based on the disclosure of the present invention without departing from the scope of the invention should be within the protection scope of the present invention.

Claims

1. An energy joint management method for enhancing the cold start performance of a diesel engine, characterized in that, Includes the following steps: Post-treatment system operating status judgment: Based on the output of the DOC carrier temperature prediction model and the SDPF carrier temperature prediction model, as well as the ignition temperature and the lower limit of the high-efficiency temperature window of DOC and SCR, it is determined whether there is a need to raise the temperature of the post-treatment system. Fuel post-injection quantity control: The current combustion state of the engine is determined by the combustion model, the combustion efficiency of the main injection and post-injection fuel is estimated, the HC emission mass flow rate before entering EHC is calculated, and the real-time HC emission mass flow rate after EHC is calculated based on the EHC carrier temperature prediction model and chemical reaction kinetic model, thereby determining the control limit of fuel post-injection quantity and realizing fuel post-injection quantity control. Control of the intake air heating system: During the low-temperature cold start process, the ECU determines the working status of the intake air heating system, which increases the combustion temperature and efficiency and increases the exhaust temperature by heating the intake air. At the same time, the ECU controls the opening and closing of the intake air heating system according to the heating energy efficiency and protection mechanism of the intake air heating system. Control of EHC heating system: The EHC electric heating system determines whether the target operating temperature can be raised through EHC heating based on the difference between the actual and target DOC carrier temperature, exhaust mass flow rate, and HC accumulation, and issues corresponding control commands. Triggering and control of combined heating mode: When the combined heating system is triggered, the fuel post-injection control quantity is determined based on the HC accumulation status, post-injection quantity limit, and engine load. The heating power of the intake air heating system and EHC is calculated, and energy management control is implemented.

2. The energy joint management method for enhancing the cold start performance of a diesel engine according to claim 1, characterized in that, The determination of the working status of the post-processing system specifically includes: DOC carrier temperature prediction: The average temperature of DOC is calculated using the DOC carrier temperature prediction model to determine whether it is below the ignition temperature of DOC. SDPF carrier temperature prediction: The average temperature of SDPF is calculated using the SDPF carrier temperature prediction model to determine whether it is below the lower limit of the efficient temperature window for SCR reaction; Comprehensive assessment of temperature increase requirements: Based on the average temperature prediction results of DOC and SDPF, a comprehensive assessment is made as to whether there is a temperature increase requirement for the post-treatment system. If the average temperature of DOC or SDPF is lower than the preset critical temperature threshold, it is determined that there is a temperature increase requirement, which may trigger the operation of the subsequent combined heating system.

3. The energy joint management method for enhancing the cold start performance of a diesel engine according to claim 1, characterized in that, The temperature prediction model for the DOC carrier was constructed by combining thermodynamics and chemical reaction kinetics. The thermodynamic model included calculations of convective heat transfer, heat conduction, and radiative heat transfer, while the chemical reaction model was based on the exothermic oxidation reaction of HC and CO on DOC. The input parameters for the DOC carrier temperature prediction model include the engine post-injection fuel quantity, engine speed, exhaust mass flow rate, and DOC inlet temperature, which are collected in real time by the ECU. When using the DOC carrier temperature prediction model, the temperature of the DOC carrier is predicted by calculating the exothermic rate of the HC oxidation reaction in real time and combining it with a thermodynamic model.

4. The energy joint management method for enhancing the cold start performance of a diesel engine according to claim 1, characterized in that, When constructing the SDPF carrier temperature prediction model, both thermodynamics and chemical reaction kinetics are combined to model the heat transfer process inside the SDPF, including convective heat transfer between exhaust gas and catalyst, heat conduction inside the catalyst, and radiative heat transfer from the catalyst shell to the atmosphere. The chemical reaction kinetics are based on describing the chemical reactions in the SDPF. When using the SDPF carrier temperature prediction model, the temperature change of SDPF is predicted through real-time monitoring and calculation, and it is determined whether heating is needed to increase the temperature to ensure the efficiency of the SCR reaction.

5. The energy joint management method for enhancing the cold start performance of a diesel engine according to claim 1, characterized in that, The fuel injection quantity control specifically includes: a) Combustion efficiency prediction and HC emission calculation: Using the engine combustion model, the combustion state of the engine is determined based on the current engine operating parameters; Estimate the combustion efficiency of the main injection and post-injection fuels; Based on the combustion efficiency prediction results and fuel characteristics, the HC emission mass flow rate before entering the EHC is calculated. b) Calculation of HC emission mass flow rate after EHC and control of fuel injection quantity after EHC: Based on the EHC carrier temperature prediction model, the temperature distribution and changes inside the EHC are obtained; Using a chemical reaction kinetic model, the real-time emission mass flow rate of HC after EHC was calculated. Based on the HC emission mass flow rate after EHC and the preset emission limit, determine the control limit for the fuel injection quantity after injection. It achieves precise control of the post-injection fuel quantity, optimizes the combustion process by adjusting the post-injection fuel quantity, reduces HC emissions, and ensures engine performance and responsiveness.

6. The energy joint management method for enhancing the cold start performance of a diesel engine according to claim 1, characterized in that, The combustion model is constructed by: based on the physical and chemical processes of the engine, by collecting key parameters of engine operation, establishing a mathematical model to simulate the fuel injection, mixing, ignition, combustion and emission processes; When the combustion model is used, it combines real-time collected engine parameters to predict and evaluate the current combustion state and efficiency, thereby guiding the precise control of the fuel injection system and ensuring that engine performance is optimized while meeting emission standards.

7. The energy joint management method for enhancing the cold start performance of a diesel engine according to claim 1, characterized in that, The control of the intake heating system specifically includes: Determining the intake air heating status: During a cold start at low temperatures, the ECU determines whether the intake air heating system needs to be activated and the degree of heating based on the collected ambient temperature, coolant temperature, engine oil temperature, exhaust temperature, and battery voltage, in order to quickly increase the intake air temperature and thus improve combustion temperature and efficiency. Intelligent control of intake heating: Based on the heating energy efficiency of the intake heating system and the preset protection mechanism, the ECU monitors the effect of intake heating in real time and calculates the energy efficiency. When the heating energy efficiency of the intake heating system is lower than the target value, or the heating time exceeds the set protection time, the ECU issues a command to shut down the intake heating system. At the same time, when the intake heating system is shut down due to the protection mechanism, it will be re-evaluated whether it needs to be turned on after the safety time has passed based on the new heating request.

8. The energy joint management method for enhancing the cold start performance of a diesel engine according to claim 1, characterized in that, The control of the EHC heating system specifically includes: Temperature difference and condition assessment: The EHC electric heating system first calculates the difference between the actual DOC carrier temperature and the preset target value, and assesses the current exhaust mass flow rate and HC accumulation. Control command issuance: Based on the assessment results of exhaust mass flow rate and HC accumulation, the EHC electric heating system determines whether it can raise the DOC carrier to the required target operating temperature through electric heating. When heating is required, the EHC electric heating system issues a control command to adjust the power output of the EHC heater to achieve rapid heating. If it is determined that the target operating temperature can be reached within the target time, the control command will guide the intake air heating system, fuel after-injection system and EHC heating system to work together to ensure that the energy consumption and emissions of the entire system are optimized during the cold start phase.

9. The energy joint management method for enhancing the cold start performance of a diesel engine according to claim 1, characterized in that, During the triggering and control process of the combined heating mode, the triggering process of the combined heating mode includes: HC accumulation status assessment: Evaluate the amount of HC accumulated on DOC and the actual adsorption / desorption rate, obtain the HC accumulation mass on DOC by integration, and calculate the maximum exothermic oxidation of this portion of HC; Determine the maximum heating capacity: Combine the maximum heat release rate calculated from the maximum limit that the fuel injection quantity can perform, the HC oxidation heat release rate, and the maximum heat release power of the intake heating system and the EHC heating system to jointly determine the maximum heating capacity of the combined heating system. Determine the temperature increase requirement: Based on the maximum heating capacity of the combined heating system, the energy storage status of the battery, the ambient temperature, the average temperature of the SCR carrier, and the NOx emission coefficient, determine the target temperature increase time of the aftertreatment system; Control command generation: The base exhaust temperature after the target temperature increase time is estimated by the combustion model, and the thermal power required for the aftertreatment system to increase temperature is calculated. If the maximum heating capacity of the current combined heating system can meet the temperature increase requirement, the combined heating mode is triggered to work.

10. The energy joint management method for enhancing the cold start performance of a diesel engine according to claim 1, characterized in that, During the triggering and control process of the combined heating mode, the control process of the combined heating mode includes: Determination of fuel post-injection control quantity: Based on the HC accumulation status and post-injection quantity limit on the DOC, calculate the fuel post-injection control quantity required during the temperature rise process to ensure that the heat of HC oxidation can meet the temperature rise requirements while not exceeding the emission limits. Calculation and allocation of heating power: Calculate the heating power required by the intake heating system and EHC, and then allocate the heating power according to the system's energy efficiency and heating requirements; Implementation of energy management control: Based on the distribution of fuel post-injection control quantity and heating power, precise control is implemented through the energy management controller to dynamically adjust the fuel post-injection quantity and the power output of the intake air heating system and EHC heating system, so as to achieve the working temperature required by the aftertreatment system within the target heating time, while optimizing the overall energy consumption and emission performance.

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