Engine aftertreatment systems, methods, devices, and vehicles

Abstract

The application relates to the technical field of engine exhaust treatment, and discloses an engine aftertreatment system, method, device and vehicle, the engine aftertreatment system comprising: a first catalytic device, a second catalytic device located downstream of the first catalytic device in the exhaust direction of the engine, and a processor, wherein the processor obtains an oxidant and a first gas emitted by the engine, and catalyzes the oxidant and the first gas to react through the first catalyst to obtain a second gas with a temperature not less than a preset temperature; the second gas passing through the first catalytic device passes through the second catalytic device; the second catalytic device heats a catalyst based on the second gas, and carries out aftertreatment on the second gas through the heated catalyst to meet the emission requirement. The application generates high-temperature second gas based on the first catalytic device to heat the second catalytic device, thereby reducing the cold start time of the aftertreatment system and effectively reducing the cold start emission of the vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engine exhaust treatment, in particular to an engine aftertreatment system, method, device and vehicle. BACKGROUND

[0002] In a fuel (including gasoline and methanol) vehicle, an aftertreatment catalyst is usually used to purify pollutants in exhaust gas to reduce exhaust emission, so as to meet the emission limit value specified in the emission regulation. Specifically, the aftertreatment catalyst is usually a TWC catalyst (Three Way Catalyst), which can convert pollutants such as HC, CO and NOx in exhaust gas into non-pollutants, for example, into CO2, H2O, N2, O2, etc., thereby achieving exhaust gas purification.

[0003] Here, the TWC catalyst needs a high reaction temperature when purifying exhaust gas, and the working temperature often needs to reach 400℃ or above to achieve a high conversion efficiency (conversion efficiency > 95%). Therefore, when the vehicle starts, the TWC catalyst needs to be warmed up by high-temperature gas emitted by the engine first to reach the working temperature, so as to complete the cold start of the TWC catalyst. However, during the cold start, the exhaust gas emitted from the vehicle cannot be effectively converted on the catalyst, and the exhaust emission during this stage is called cold start emission, and the cold start emission accounts for a high proportion (proportion > 80%) in the regulatory test conditions of the vehicle. Therefore, how to effectively reduce the cold start emission has become a key problem to be solved in reducing exhaust emission. SUMMARY

[0004] Therefore, the present application provides an engine aftertreatment system, method, device and vehicle to solve the problem of how to reduce the cold start emission of the vehicle.

[0005] In a first aspect, the present application provides an engine aftertreatment system, which comprises: a first catalytic device, a second catalytic device and a processor, wherein the second catalytic device is located downstream of the first catalytic device in the exhaust direction of the engine, and the first catalytic device, the second catalytic device and the processor are in communication connection.

[0006] The processor is configured to obtain an oxidant and a first gas emitted by the engine, and to catalyze the reaction of the oxidant and the first gas through the first catalytic device to obtain a second gas with a temperature not less than a preset temperature.

[0007] The second catalytic device is configured to heat the catalyst based on the second gas, and to perform aftertreatment on the second gas through the heated catalyst to meet the emission requirements.

[0008] In an optional embodiment, the processor is further configured to:

[0009] mixing the third gas containing the oxidant into the first gas according to the current air excess coefficient to obtain a mixed gas, and setting the current air excess coefficient λ to 0.98-1.02;

[0010] The current air excess coefficient is used to indicate the ratio of the actual air-fuel ratio to the theoretical air-fuel ratio when the mixed gas is reacted, and the air-fuel ratio refers to the mass ratio between air and fuel in the mixed gas.

[0011] The oxidant and the reducing agent in the mixed gas are catalytically oxidized by the first catalytic device to heat the mixed gas, and a second gas is generated.

[0012] In the embodiment of the present application, the oxidant can be mixed into the first gas according to the current air excess coefficient. In addition, considering that the engine exhaust and the acquisition of the third gas are dynamic in actual use, the air-fuel ratio of the mixed gas is allowed to fluctuate within a certain range in actual use to meet the fluctuation range of the value corresponding to the current air excess coefficient, so that the oxidation reaction can be normally carried out.

[0013] In an optional implementation, the third gas includes air, and the oxidant includes oxygen; the processor is further configured to:

[0014] Based on the current air excess coefficient, an intake control instruction is generated, and the intake control instruction is used to instruct the engine to acquire air with a volume matched with the current air excess coefficient.

[0015] The air acquired by the engine in response to the intake control instruction is mixed into the first gas to obtain the mixed gas.

[0016] In the embodiment of the present application, the intake amount of the engine can be controlled by the variable valve timing control technology, so that the air is mixed into the first gas discharged by the engine to obtain the mixed gas, thereby providing a technical basis for the subsequent oxidation reaction of the aftertreatment system based on the mixed gas.

[0017] In an optional implementation, the processor is further configured to:

[0018] Concentration data of the mixed gas returned by the sensing device is acquired, and the concentration data is used to indicate the concentration of the oxidant and the reducing agent in the mixed gas.

[0019] When the concentration data and the current air excess coefficient do not match, an adjustment instruction is generated based on the concentration data and the current air excess coefficient.

[0020] The volume of the air mixed into the first gas is adjusted based on the adjustment instruction, so that the concentration data of the adjusted mixed gas matches the current air excess coefficient.

[0021] In the embodiment of the present application, the concentration data of the mixed gas can be monitored in real time by the sensing device, and the volume of air mixed into the first gas is adjusted when the concentration data does not match the current air excess coefficient, so as to ensure that the oxidation reaction in the first catalytic device can proceed normally.

[0022] In an alternative embodiment, the processor further comprises a network model unit.

[0023] The network model unit is configured to obtain the displacement parameter of the engine and the current air excess coefficient, and output the first volume data.

[0024] The processor is further configured to obtain a third gas matching the first volume data, and mix the third gas into the first gas to obtain a mixed gas.

[0025] In the embodiment of the present application, the volume of the third gas required to be introduced when the first gas satisfies the current air excess coefficient can be calculated by the target network model, wherein the software corresponding to the target network model can be deployed in the processor, thereby saving the hardware cost of the present solution.

[0026] In an alternative embodiment, the network model unit is further configured to:

[0027] Obtain a preset temperature, and determine the current air excess coefficient associated with the preset temperature based on the mapping information, wherein the mapping information is used to indicate the current air excess coefficient of the mixed gas satisfying different preset temperatures.

[0028] Estimate the second volume data of the first gas generated by the engine corresponding to the displacement parameter, and determine the first volume data matching the second volume data and the current air excess coefficient.

[0029] In the embodiment of the present application, the intensity of the oxidation reaction of the mixed gas is different at different concentrations, which further causes the difference in heat release, and the temperature of the second gas obtained also differs. Therefore, the mapping relationship between different preset temperatures and the current air excess coefficient can be established in advance according to experimental data to obtain the mapping information, thereby improving the fineness of the cold start control of the aftertreatment system.

[0030] In an alternative embodiment, the processor is further configured to:

[0031] Generate a rich burn instruction based on the catalytic efficiency of the first catalytic device, wherein the rich burn instruction is used to instruct the engine to perform rich burn to generate the first gas containing the reducing agent satisfying the catalytic demand of the first catalytic device.

[0032] Obtain the first gas emitted by the engine in response to the rich burn instruction.

[0033] In the embodiment of the present application, in order to improve the concentration of the reducing agent contained in the first gas, the engine can be instructed to be rich, and the first gas after being rich can be obtained, so as to improve the intensity of the oxidation reaction in the first catalytic device, release a large amount of heat, improve the temperature of the second gas, shorten the cold start time of the second catalytic device, and reduce the cold start emission.

[0034] In an alternative embodiment, the first catalytic device is installed in each exhaust manifold in the exhaust direction of the engine, wherein the volume of each first catalytic device is less than or equal to 0.25 times the volume of the second catalytic device.

[0035] In a second aspect, the present application provides an engine aftertreatment control method, comprising:

[0036] obtaining the inlet temperature of the second catalytic device;

[0037] controlling the engine to be rich when the inlet temperature of the second catalytic device is less than a preset value, so as to form the first gas emitted by the engine;

[0038] obtaining the first gas emitted by the engine and the oxidant;

[0039] reacting the first gas and the oxidant in the first catalytic device under the condition that the current air excess coefficient λ is set to 0.98-1.02, so as to obtain the second gas with a temperature not less than a preset temperature;

[0040] heating the catalyst in the second catalytic device based on the second gas, and performing aftertreatment on the second gas by the heated catalyst.

[0041] In a third aspect, the present application provides an aftertreatment control device, comprising:

[0042] a first obtaining module for obtaining the inlet temperature of the second catalytic device;

[0043] a control module for controlling the engine to be rich when the inlet temperature of the second catalytic device is less than a preset value, so as to form the first gas emitted by the engine;

[0044] a second obtaining module for obtaining the first gas emitted by the engine and the oxidant;

[0045] a reaction module for reacting the first gas and the oxidant in the first catalytic device under the condition that the current air excess coefficient λ is set to 0.98-1.02, so as to obtain the second gas with a temperature not less than a preset temperature.

[0046] an aftertreatment module for heating the catalyst in the second catalytic device based on the second gas, and performing aftertreatment on the second gas by the heated catalyst.

[0047] In a fourth aspect, the present application provides a vehicle with the engine aftertreatment system of the first aspect.

[0048] In a fifth aspect, the present application provides a computer device, comprising a memory and a processor, the memory and the processor being communicatively connected with each other, the memory storing computer instructions, and the processor executing the computer instructions to perform the engine aftertreatment control method of the first aspect or any of the corresponding embodiments thereof.

[0049] In a sixth aspect, the present application provides a computer readable storage medium, which stores computer instructions for making a computer execute the engine aftertreatment control method of the first aspect or any of the corresponding embodiments thereof.

[0050] In a seventh aspect, the present application provides a computer program product, which comprises computer instructions for making a computer execute the engine aftertreatment control method of the first aspect or any of the corresponding embodiments thereof. BRIEF DESCRIPTION OF DRAWINGS

[0051] In order to more clearly illustrate the specific embodiments of the present application or the technical solutions in the prior art, the drawings needed in the specific embodiments or prior art description will be briefly introduced as follows. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor on the basis of these drawings.

[0052] Figure 1 is an architecture diagram of the engine aftertreatment system according to an embodiment of the present application;

[0053] Figure 2 is a schematic diagram of the engine aftertreatment system installed in the extended-range engine;

[0054] Figure 3 is a schematic diagram of the overlap time of the engine exhaust valve and the intake valve by the variable valve timing control technology;

[0055] Figure 4 is a schematic diagram of the oxygen concentration of the mixed gas in the engine using the deceleration fuel cut strategy varying with time during operation;

[0056] Figure 5 is a flowchart of the engine aftertreatment control method according to an embodiment of the present application;

[0057] Figure 6 is a structural block diagram of the engine aftertreatment control device according to an embodiment of the present application;

[0058] Figure 7 Fig. 1 is a schematic diagram of a hardware structure of a computer device according to an embodiment of the present application. DETAILED DESCRIPTION

[0059] In order to make the objects, technical solutions, and advantages of the embodiments of the present application clearer, the following will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0060] In combination with the application scenarios on which the post-processing control method depends, the application scenarios are described here.

[0061] In fuel (including gasoline and methanol) vehicles, a post-processing catalyst is usually used to purify pollutants in exhaust gas, so as to reduce exhaust emission and meet the emission limit value specified in the emission regulation. Specifically, the post-processing catalyst is usually a TWC catalyst (Three Way Catalyst), which can convert pollutants such as HC (hydrocarbon), CO (nitrogen monoxide), and NOx (nitrogen oxide) in exhaust gas into non-pollutants, for example, into CO2, H2O, N2, O2, and the like, thereby achieving exhaust gas purification.

[0062] Here, the TWC catalyst needs a high reaction temperature when purifying exhaust gas, and the working temperature often needs to reach 400°C or higher to achieve a high conversion efficiency (conversion efficiency > 95%). Therefore, when the vehicle starts, the TWC catalyst needs to be warmed up by high-temperature gas emitted by the engine first to reach the working temperature, so as to complete the cold start of the TWC catalyst. However, during the cold start, the exhaust gas emitted from the vehicle cannot be effectively converted on the catalyst, and the exhaust emission at this stage is called cold start emission, and the cold start emission accounts for a high proportion (proportion > 80%) in the regulatory test conditions of the automobile. Therefore, how to effectively reduce the cold start emission has become a key problem to be solved in reducing exhaust emission.

[0063] For example, one of the most effective methods to reduce cold start emission is to shorten the TWC catalyst activation time. For example, increasing the amount of noble metal in the TWC catalyst to improve the reaction efficiency; or arranging the TWC catalyst as close as possible to the position closest to the exhaust valve to reduce the warming-up time.

[0064] However, increasing the amount of noble metal in the TWC catalyst will increase the layout cost of the aftertreatment system. In addition, due to the structure of the engine, in some unconventional engine applications, such as the engine with a long distance between the exhaust valves of different cylinders, or the range-extender engine, which has limited space in the vehicle layout, it is not possible to place the TWC catalyst close to the exhaust valves of the engine cylinders.

[0065] Based on this, the present application provides an engine aftertreatment system, which comprises a first catalytic device, a second catalytic device, and a processor, wherein the second catalytic device is located downstream of the first catalytic device in the exhaust direction of the engine, and the first catalytic device, the second catalytic device, and the processor are in communication connection. Specifically, first, the processor can obtain an oxidizing agent and a first gas emitted by the engine, and the first catalytic device can catalyze the reaction of the oxidizing agent and the first gas to obtain a second gas with a temperature not less than a preset temperature. Then, the catalyst in the second catalytic device can be heated based on the second gas, and the second gas can be treated by the heated catalyst to meet the emission requirements, so that the high-temperature second gas generated by the first catalytic device is used to heat the main catalyst in the second catalytic device to shorten the activation time, thereby reducing the cold start time of the entire catalytic device and effectively reducing the cold start emission of the vehicle.

[0066] According to the embodiment of the present application, a post-processing control method embodiment is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order from here.

[0067] In this embodiment, an engine aftertreatment system is provided, which can be used in the above vehicle, Figure 1 is the architecture diagram of the post-processing system according to the embodiment of the present application, as Figure 1 shown, the system comprises a first catalytic device, a second catalytic device, and a processor, wherein the second catalytic device is located downstream of the first catalytic device in the exhaust direction of the engine, and the first catalytic device, the second catalytic device, and the processor are in communication connection.

[0068] The processor 10 is configured to obtain an oxidizing agent and a first gas emitted by the engine, and to catalyze the reaction of the oxidizing agent and the first gas by the first catalytic device 20 to obtain a second gas with a temperature not less than a preset temperature.

[0069] In the embodiment of the present application, as Figure 2The figure shows a schematic diagram of the aftertreatment system installed in the extended-range engine, wherein the TWC catalyst in the aftertreatment system of the vehicle can be divided into a pre-catalyst and a main catalyst, and the volume of the pre-catalyst is usually small, so that it can be installed as close as possible to the exhaust valve of the engine cylinder, for example, the engine exhaust manifold, so that the pre-catalyst can be activated as soon as possible to reach the preset state, wherein the preset state can be used to indicate that the TWC catalyst in the catalytic device reaches the working temperature. Specifically, as shown in the figure, the pre-catalyst can be included in the first catalytic device, and the main catalyst can be included in the second catalytic device.

[0070] Specifically, in Figure 2 , the catalyst in the manifold is much closer to the exhaust valve of the cylinder (30-40mm) than the traditional close-coupled catalyst (200mm), so that after the engine starts, the engine exhaust can quickly heat the pre-catalyst in the exhaust manifold, so that the pre-catalyst can be activated as soon as possible to reach the preset state.

[0071] It should be understood that after the first catalytic device reaches the preset state, the first gas emitted by the engine and the reducing agent can be obtained, wherein the first gas contains exhaust gas, and the oxidizing agent can be oxygen. Then, the exhaust gas and the oxidizing agent can be catalyzed to perform an oxidation reaction to release a large amount of heat, thereby heating the first gas to heat the main catalyst through the heated first gas, thereby completing the cold start of the main catalyst.

[0072] When monitoring whether the first catalytic device is in the preset state, the temperature of the first catalytic device can be monitored by a temperature sensor in the first catalytic device to determine whether the temperature of the first catalytic device reaches the working temperature; or a prediction model can be used to predict whether the first catalytic device reaches the preset state, wherein the prediction model can determine whether the first catalytic device reaches the preset state according to the comparison result of the start time of the engine and the empirical value, thereby eliminating the need to install a temperature sensor to save the implementation cost of the present application. The implementation of determining whether the first catalytic device is in the preset state is not limited in the present application, and the specific implementation is subject to the actual situation.

[0073] When obtaining the first gas emitted by the engine, it is considered that the higher the concentration of the reducing agent contained in the first gas, the more intense the reduction reaction in the first catalytic device, the more heat generated, and the higher the cold start efficiency of the main catalyst. Therefore, in order to increase the concentration of the reducing agent contained in the exhaust gas, the engine can be instructed to be rich, and the first gas after being rich can be obtained.

[0074] Next, when the first gas reacts with the oxidant in the first catalytic device, the oxidant can be oxygen, and the TWC catalyst in the first catalytic device can catalyze the oxidation reaction of oxygen and the reducing agent such as HC and CO in the first gas, thereby releasing a large amount of heat to heat the first gas to obtain the second gas with a temperature not less than the preset temperature, wherein the preset temperature can be greater than or equal to the working temperature.

[0075] Specifically, the temperature of the first gas can be monitored in real time by the temperature sensor to determine whether the temperature of the first gas reaches the preset temperature. If not, the intensity of the reaction of the first gas with the oxidant can be controlled to further heat the first gas until the first gas reaches the preset temperature to obtain the second gas.

[0076] The second catalytic device 30 is used to heat the catalyst based on the second gas and to perform post-treatment on the second gas by the heated catalyst to meet the emission requirements.

[0077] In the embodiment of the present application, after the TWC catalyst in the second catalytic device is heated based on the second gas to make the second catalytic device reach the preset state, the cold start process of the post-treatment system can be ended. Specifically, whether the second catalytic device reaches the working temperature can be monitored to determine whether the second catalytic device is activated to reach the preset state.

[0078] It should be understood that after the post-treatment system is determined to complete the cold start, both the first catalytic device and the second catalytic device reach the preset state, at this time, the first catalytic device and the second catalytic device can sequentially perform post-treatment on the first gas emitted by the engine. Specifically, the first catalytic device can perform post-treatment on the first gas to obtain the second gas, and the second catalytic device can continue to perform post-treatment on the second gas, so as to discharge the exhaust gas meeting the emission limit value specified in the emission regulations.

[0079] Based on this, when the second catalytic device is set, the volume of the second catalytic device can be set according to the gap between the exhaust gas purification effect of the first catalytic device in the preset state and the emission limit value specified in the emission regulations, so that the exhaust gas purification effect of the post-treatment system can meet the emission limit value specified in the emission regulations.

[0080] In addition, if the exhaust purification effect of the first catalytic device in the preset state can directly satisfy the emission limit value specified in the emission regulation, the second catalytic device can not be provided or can not be started quickly by heating. For example, in the case where the arrangement space is allowed, two pre-catalysts can be arranged on the exhaust manifold, so that the volume of the TWC catalyst in the first catalytic device can be large enough to exceed 40-50% of the engine displacement. Then, the quick activation of the two pre-catalysts can greatly reduce the cold start emission, so that the exhaust purification effect can directly satisfy the emission limit value specified in the emission regulation. Specifically, if the embodiment of the second catalytic device is not started quickly by heating, the second catalytic device can be used as an auxiliary catalytic device of the first catalytic device.

[0081] As described above, in the embodiment of the present application, first, the oxidant and the first gas emitted by the engine can be obtained by the processor, and the oxidant and the first gas can be catalytically oxidized by the first catalyst to obtain the second gas with a temperature not less than the preset temperature. Then, the catalyst in the second catalytic device can be heated based on the second gas, and the second gas can be post-processed by the heated catalyst to meet the emission requirements, so that the high-temperature second gas generated based on the first catalytic device is used to heat the main catalyst in the second catalytic device to shorten the activation time, thereby reducing the cold start time of the overall catalytic device and effectively reducing the cold start emission of the vehicle.

[0082] In some optional embodiments, the processor 10 is further configured to:

[0083] (1) mixing a third gas containing an oxidant into the first gas according to the current air excess coefficient to obtain a mixed gas, and setting the current air excess coefficient λ to 0.98-1.02, wherein the current air excess coefficient is used to indicate the ratio of the actual air-fuel ratio to the theoretical air-fuel ratio when the mixed gas is reacted, and the air-fuel ratio refers to the mass ratio of air to fuel in the mixed gas;

[0084] (2) catalytically oxidizing the oxidant and the reducing agent in the mixed gas by the first catalytic device to generate the second gas.

[0085] In the embodiment of the present application, the current air excess coefficient λ can be set to 1.0 in the ideal state, i.e., the reaction ratio of the reducing agent to the oxidant in the mixed gas is 1:1, to meet the demand for oxidation reaction. Therefore, in the present application, the third gas containing an oxidant needs to be mixed into the first gas according to the current air excess coefficient to obtain the mixed gas.

[0086] It should be understood that, in actual use, the engine exhaust and the third gas are dynamic, so the air-fuel ratio of the mixed gas is allowed to fluctuate within a certain range in actual use. For example, the fluctuation range of the value corresponding to the above current air excess coefficient λ can be [0.98-1.02].

[0087] Next, the oxidant and the reducing agent in the mixed gas can be catalyzed by the TWC catalyst in the first catalytic device to perform an oxidation reaction. Specifically, in the mixed gas, the reducing agent can be HC and CO generated by the engine, and the oxidant can be O2 (oxygen).

[0088] For example, if the HC contains CH4 (methane), when the mixed gas satisfies the above current air excess coefficient, the chemical equation corresponding to the above oxidation reaction can be: CH4+2O2=CO2+2H2O. In addition, the chemical equation of the oxidation reaction of CO can be: 2CO+O2=2CO2.

[0089] In the embodiment of the present application, the oxidant can be mixed in the first gas according to the current air excess coefficient, and in actual use, the engine exhaust and the third gas are dynamic, so the air-fuel ratio of the mixed gas is allowed to fluctuate within a certain range in actual use, so as to meet the fluctuation range of the value corresponding to the current air excess coefficient, so as to ensure that the oxidation reaction can be normally performed.

[0090] In some optional embodiments, the third gas includes air, the oxidant includes oxygen, and the processor 10 is further configured to:

[0091] (1) generating an air intake control instruction based on the current air excess coefficient, the air intake control instruction being used to instruct the engine to obtain air with a volume matching the current air excess coefficient;

[0092] (2) obtaining the air obtained by the engine in response to the air intake control instruction, and mixing the air in the first gas to obtain the mixed gas.

[0093] In the embodiment of the present application, when the third gas includes air, the air used for the oxidation-reduction reaction with the first gas can be introduced by the engine. Here, the process of periodically repeating the air intake through the intake valve and the exhaust of the combusted first gas through the exhaust valve in the engine. Therefore, the engine can be controlled by the control instruction to additionally obtain air with a volume matching the current air excess coefficient when the air is obtained through the intake valve.

[0094] In practice, VVT (Variable Valve Timing) technology can be used to control the engine's intake air volume. This VVT technology can be used to adjust the engine's valve opening and closing time and opening degree. For example, by increasing the overlap time of the intake and exhaust valves, more air can be provided, thereby increasing the oxygen supply during combustion and improving combustion efficiency. Alternatively, the overlap time of the intake and exhaust valves can be reduced to decrease air inflow and reduce combustion speed.

[0095] Based on this, the above control command can be generated through VVT control technology, which can be used to increase the opening time and / or opening degree of the engine's intake and exhaust valves to obtain an additional volume of air that matches the current excess air coefficient.

[0096] For example, such as Figure 3 The diagram shows the overlap time of the engine's exhaust and intake valves under variable valve timing (VVT) control technology. The intake valve opening (VVT) is adjusted to 31°, and the exhaust valve opening (VVT) is adjusted to 16°. As shown in the diagram, after VVT adjustment is activated, the intake curve corresponding to the intake valve and the exhaust curve corresponding to the exhaust valve overlap. The larger the overlap area, the more air is mixed into the first gas mixture. Therefore, the proportion of air in the gas mixture can be controlled using VVT control technology. The specific control process will not be elaborated upon in this invention.

[0097] In this embodiment of the invention, the intake air volume of the engine can be controlled by variable valve timing control technology, thereby mixing air into the first gas discharged from the engine to obtain a mixed gas, which provides a technical basis for the subsequent after-treatment system to carry out oxidation reaction based on the mixed gas.

[0098] In some alternative embodiments, the third gas includes air, the oxidant includes oxygen, and the processor 10 is further configured to:

[0099] (1) Obtain the concentration data of the mixed gas returned by the sensing device. The concentration data is used to indicate the concentration of oxidant and reductant in the mixed gas.

[0100] (2) When the concentration data does not match the current excess air coefficient, an adjustment command is generated based on the concentration data and the current excess air coefficient;

[0101] (3) Adjust the volume of air mixed into the first gas based on the adjustment command so that the concentration data of the adjusted mixed gas matches the current air excess coefficient.

[0102] In this embodiment of the invention, by Figure 2It can be known that the sensing device can be installed in the exhaust manifold of the above-mentioned extended-range engine, and specifically, the sensing device can be installed before the first catalytic device to detect the concentration of the reducing agent and the oxidizing agent in the mixed gas to obtain concentration data.

[0103] Next, the current air-fuel ratio of the mixed gas, i.e., the concentration ratio of the reducing agent and the oxidizing agent, can be calculated based on the concentration data, and when the current air-fuel ratio is not within the value fluctuation range of the current air excess coefficient, an adjustment instruction is generated to increase or decrease the volume of air mixed into the first gas based on the adjustment instruction until the air-fuel ratio of the mixed gas is within the value fluctuation range of the current air excess coefficient. Specifically, the above-mentioned adjustment instruction can be generated based on the above-mentioned VVT control technology to adjust the overlap time of the intake and exhaust valves of the engine to increase or decrease the volume of air obtained.

[0104] It should be understood that in the present application, only the concentration data of the mixed gas needs to be monitored during the cold start stage of the aftertreatment system to control the oxidation reaction heat release in the first catalytic device. After the aftertreatment system is activated, the concentration data of the mixed gas hardly affects the purification effect of the aftertreatment system, thereby improving the applicability of the present application to engines using the deceleration fuel cut strategy. Specifically, when the engine uses the deceleration fuel cut strategy, the engine automatically stops and cuts off the fuel supply when the vehicle is running at a deceleration to reduce fuel consumption. This strategy is usually used when the vehicle is decelerating. During the fuel cut stage, the engine continuously obtains air and stops fuel injection, which causes the air-fuel ratio of the mixed gas to increase. The control strategy of deceleration fuel cut during vehicle operation is very short and has little effect on the temperature change of the catalyst.

[0105] As Figure 4 shown is a schematic diagram of the oxygen concentration of the mixed gas of the engine using the deceleration fuel cut strategy changing with time during operation. As can be seen from the figure, in the WLTC (Worldwide Harmonized Light-duty vehicle Test Procedure) operating condition test, each time the engine performs deceleration fuel cut, the oxygen concentration in the mixed gas increases sharply, thereby causing the air-fuel ratio of the mixed gas to increase sharply.

[0106] In the embodiment of the present application, the concentration data of the mixed gas can be monitored in real time by the sensing device, and when the concentration data does not match the current air excess coefficient, the volume of air mixed into the first gas is adjusted, thereby ensuring that the oxidation reaction in the first catalytic device can proceed normally.

[0107] In some optional embodiments, the processor 10 further comprises a network model unit 11.

[0108] The network model unit 11 is configured to obtain the displacement parameter of the engine and the current air excess coefficient, and output first volume data.

[0109] The processor 10 is further configured to obtain third gas matching the first volume data, and mix the third gas into the first gas to obtain mixed gas.

[0110] In the embodiment of the present application, in addition to the implementation of monitoring the concentration data of the mixed gas by the above-mentioned sensing device to control the air-fuel ratio of the mixed gas, the third gas required to be introduced into the first gas to meet the current air excess coefficient can also be calculated by the target network model, and the third gas can be air.

[0111] In particular implementation, the target network model can predict the volume of the first gas discharged by the engine based on the displacement parameter of the engine, and further predict the equivalent of the reductant therein. Next, the equivalent of the oxidant required can be calculated based on the current air excess coefficient and the equivalent of the reductant.

[0112] Here, the first volume data of the required third gas can be inferred based on the equivalent of the oxidant, wherein, when the oxidant is oxygen, the volume of the required air can be inferred according to the equivalent and the concentration of oxygen in air.

[0113] Considering that the concentration of oxygen in air can be different in different regions, the concentration data of oxygen in the region where the vehicle is located can be obtained, and the volume of the required air can be calculated in combination with the concentration data of oxygen. Specifically, the concentration data of oxygen can be pre-stored in the storage area of the vehicle control system, or can be obtained based on network data, and the present disclosure does not limit the way of obtaining the concentration data of oxygen, as long as it can be realized.

[0114] In the embodiment of the present application, the volume of the third gas required to be introduced into the first gas to meet the current air excess coefficient can be calculated by the target network model, wherein the software corresponding to the target network model can be deployed in the processor, thereby saving the hardware cost of the present solution.

[0115] In some optional implementations, the network model unit 11 is further configured to:

[0116] (1) obtain a preset temperature, and determine the current air excess coefficient associated with the preset temperature based on mapping information, the mapping information being used to indicate the current air excess coefficient of the mixed gas meeting different preset temperatures;

[0117] (2) estimate second volume data of the first gas generated by the engine corresponding to the displacement parameter, and determine first volume data matching the second volume data and the current air excess coefficient.

[0118] In the embodiment of the present application, the intensity of the oxidation reaction of the mixed gas at different concentrations of the reducing agent and the oxidant is different, which further causes the difference in the heat release amount, and the temperature of the obtained second gas also differs. Therefore, the mapping relationship between different preset temperatures and the current air excess coefficient can be established in advance according to the experimental data to obtain the mapping information. For example, as shown in Table 1 below are the experimental data corresponding to a 0.8 liter extended-range engine:

[0119]

[0120] Table 1 Experimental data corresponding to a 0.8 liter extended-range engine

[0121] As can be seen from the above, after catalysis by the first catalytic device, the temperature of the second gas is obviously increased. On the basis of the above Table 1, the temperature T of the second gas after the first catalytic device can be taken as the preset temperature, and the mapping relationship between the preset engine rich burn λ and the preset temperature can be established to obtain the above mapping information.

[0122] After determining the current air excess coefficient corresponding to the above preset temperature, the second volume data of the first gas generated by the engine corresponding to the estimated displacement parameter is estimated, and the first volume data matched with the second volume data and the current air excess coefficient is determined. The specific estimation method is as described in the implementation manner of the network model unit 11, which will not be described here.

[0123] In the embodiment of the present application, the intensity of the oxidation reaction of the mixed gas at different concentrations is different, which further causes the difference in the heat release amount, and the temperature of the obtained second gas also differs. Therefore, the mapping relationship between different preset temperatures and the current air excess coefficient can be established in advance according to the experimental data to obtain the mapping information, thereby improving the fineness of the cold start control of the aftertreatment system.

[0124] In some optional implementations, the processor 10 is further configured to:

[0125] (1) generating a rich burn instruction based on the catalytic efficiency of the first catalytic device, the rich burn instruction being used to instruct the engine to perform rich burn to generate the first gas containing the reducing agent satisfying the catalytic efficiency;

[0126] (2) obtaining the first gas discharged by the engine in response to the rich burn instruction.

[0127] In the embodiment of the present application, when the first gas emitted by the engine is obtained, it is considered that the higher the concentration of the reducing agent contained in the first gas, the more intense the reduction reaction occurring in the first catalytic device, the more heat generated, and the higher the cold start efficiency of the main catalyst. Therefore, in order to increase the concentration of the reducing agent contained in the first gas, the engine can be instructed to rich burn, and the first gas after rich burn can be obtained.

[0128] Specifically, the catalytic efficiency of the first catalytic device can be determined according to the volume of the pre-catalyst in the first catalytic device, and the concentration of the reducing agent contained in the first gas is ensured to meet the catalytic efficiency, so as to avoid that the concentration of the exhaust gas to be converted is higher than the catalytic efficiency, and the exhaust emission is increased. Here, the rich burn instruction can control the intake amount or the fuel injection amount in the engine when the engine is rich burn, so that the fuel is not completely burned to generate the first gas meeting the catalytic efficiency.

[0129] It should be understood that after the cold start of the aftertreatment system is completed, the engine can be instructed to exit the rich burn state to operate normally, thereby reducing fuel consumption and avoiding affecting the user experience of the driver.

[0130] In the embodiment of the present application, in order to increase the concentration of the reducing agent contained in the first gas, the engine can be instructed to rich burn, and the first gas after rich burn can be obtained, so as to increase the intensity of the oxidation reaction in the first catalytic device, release a large amount of heat, increase the temperature of the second gas, shorten the cold start time of the second catalytic device, and reduce the cold start emission.

[0131] In some optional embodiments, the first catalytic device is installed in each exhaust manifold in the exhaust direction of the engine, and the volume of each first catalytic device is less than or equal to 0.25 times the volume of the second catalytic device.

[0132] In the embodiment of the present application, as shown in the extended-range engine, Figure 2 two manifolds are included, and one first catalytic device can be installed in each manifold, so as to avoid that the first gas without catalysis is directly emitted to increase the exhaust emission of the vehicle, and the amount of the generated second gas is increased, further shortening the cold start time of the second catalytic device.

[0133] Specifically, the volume of each first catalytic device can be less than or equal to 0.25 times the volume of the second catalytic device, so as to save the amount of TWC catalyst on the basis of shortening the cold start time of the second catalytic device, thereby reducing the amount of noble metal in the aftertreatment system, and further reducing the layout cost of the aftertreatment system.

[0134] In the embodiment of the present application, the first catalytic device can be installed in each exhaust manifold in the exhaust direction of the engine respectively, wherein the volume of each first catalytic device is less than or equal to 0.25 times the volume of the second catalytic device, so that the cold start time of the second catalytic device is further shortened, the amount of TWC catalyst is saved, the amount of noble metal in the aftertreatment system is reduced, and the layout cost of the aftertreatment system is reduced.

[0135] In the embodiment, an engine aftertreatment control method is provided, which can be used in the aftertreatment system described above, Figure 5 is a flowchart of the aftertreatment control method according to the embodiment of the present application, as shown in the figure, the flow includes the following steps: Figure 5

[0136] Step S501, obtaining the inlet temperature of the second catalytic device.

[0137] Step S502, when the inlet temperature of the second catalytic device is less than a preset value, controlling the engine to rich burn to form the first gas of the engine exhaust.

[0138] Step S503, obtaining the oxidant and the first gas of the engine exhaust.

[0139] Step S504, causing the first gas and the oxidant to react in the first catalytic device under the condition that the current air excess coefficient λ is set to 0.98-1.02, to obtain the second gas with a temperature not less than a preset temperature.

[0140] Step S505, heating the catalyst in the second catalytic device based on the second gas, and performing aftertreatment on the second gas by the heated catalyst.

[0141] In the embodiment of the present application, whether the second catalytic device has completed the cold start can be determined based on the inlet temperature of the second catalytic device, if the inlet temperature is greater than a preset value (the preset value is usually 400℃), it means that the second catalytic device has completed the activation and is in a normal operating state, otherwise, it means that the second catalytic device has not been activated and needs to be cold started by the first catalytic device.

[0142] Specifically, the engine can be controlled to rich burn to produce the first gas, and the first gas and the oxidant can be caused to react in the first catalytic device to obtain the second gas with a temperature not less than a preset temperature, and the specific implementation mode is as described above Figure 1 The embodiments of the processor 10 and the first catalytic device 20 in the corresponding aftertreatment system are described above, and will not be described here.

[0143] In the embodiment of the present application, the catalyst is heated based on the second gas, and the aftertreatment is performed on the second gas by the heated catalyst, and the implementation mode is as described above Figure 1 ​Corresponding to the embodiment of the second catalytic device 30, which will not be described here.

[0144] In summary, in the embodiments of the present application, firstly, the inlet temperature of the second catalytic device can be obtained, and when the inlet temperature of the second catalytic device is less than a preset value, the engine is controlled to be rich, to form the first gas emitted by the engine. Next, the oxidant and the first gas emitted by the engine can be obtained, and the first gas and the oxidant are reacted in the first catalytic device under the condition that the current air excess coefficient λ is set to 0.98-1.02, to obtain the second gas with a temperature not less than a preset temperature. Then, the second gas can be discharged to the second catalytic device through the first catalytic device, and the catalyst in the second catalytic device is heated based on the second gas, and the second gas is post-treated by the heated catalyst, so that the second gas with high temperature is generated based on the first catalytic device to heat the main catalyst in the second catalytic device to shorten the activation time, thereby reducing the cold start time of the overall catalytic device and effectively reducing the cold start emission of the vehicle.

[0145] In the embodiments, an engine post-treatment control device is also provided, which is used to implement the above embodiments and preferred embodiments, and will not be described here. As used below, the term "module" can be a combination of software and / or hardware that implements a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, hardware, or a combination of software and hardware is also possible and contemplated.

[0146] The embodiments provide an engine post-treatment control device, as shown in Figure 6 comprises:

[0147] The first obtaining module 601 is configured to obtain the inlet temperature of the second catalytic device.

[0148] The control module 602 is configured to control the engine to be rich when the inlet temperature of the second catalytic device is less than a preset value, to form the first gas emitted by the engine.

[0149] The second obtaining module 603 is configured to obtain the oxidant and the first gas emitted by the engine.

[0150] The reaction module 604 is configured to react the first gas and the oxidant in the first catalytic device under the condition that the current air excess coefficient λ is set to 0.98-1.02, to obtain the second gas with a temperature not less than a preset temperature.

[0151] The post-treatment module 605 is configured to heat the catalyst in the second catalytic device based on the second gas, and post-treat the second gas by the heated catalyst.

[0152] In some optional embodiments, the reaction module 604 further comprises:

[0153] an acquisition unit, configured to acquire a current air excess coefficient, and mix a third gas containing an oxidizing agent into the first gas according to the current air excess coefficient to obtain a mixed gas, the current air excess coefficient being used to indicate an amount of the oxidizing agent and a reducing agent in the first gas when the mixed gas reacts;

[0154] an oxidation reaction unit, configured to catalyze the oxidizing agent and the reducing agent in the mixed gas to perform an oxidation reaction through a first catalytic device to heat the mixed gas to obtain a second gas.

[0155] In some optional embodiments, the third gas comprises air, and the oxidizing agent comprises oxygen; and the oxidation reaction unit further comprises:

[0156] a generation sub-unit, configured to generate an air intake control instruction based on the current air excess coefficient, the air intake control instruction being used to instruct the engine to acquire air with a volume matched with the current air excess coefficient;

[0157] a first acquisition sub-unit, configured to acquire the air acquired by the engine in response to the air intake control instruction, and mix the air into the first gas to obtain the mixed gas.

[0158] In some optional embodiments, the acquisition unit is further configured to:

[0159] acquire concentration data of the mixed gas returned by a sensing device, the concentration data being used to indicate concentrations of the oxidizing agent and the reducing agent in the mixed gas;

[0160] generate an adjustment instruction based on the concentration data and the current air excess coefficient when the concentration data does not match the current air excess coefficient;

[0161] adjust a volume of the air mixed into the first gas based on the adjustment instruction, so that the concentration data of the adjusted mixed gas matches the current air excess coefficient.

[0162] In some optional embodiments, the second acquisition module 603 is further configured to:

[0163] a second acquisition sub-unit, configured to acquire a displacement parameter of the engine and the current air excess coefficient, and output first volume data;

[0164] a third acquisition sub-unit, configured to acquire the third gas matched with the first volume data, and mix the third gas into the first gas to obtain the mixed gas.

[0165] In some optional embodiments, the second acquisition sub-unit is further configured to:

[0166] The preset temperature is acquired, and a current air excess coefficient associated with the preset temperature is determined based on mapping information, the mapping information being used to indicate the current air excess coefficient of the mixed gas satisfying different preset temperatures;

[0167] The second volume data of the first gas generated by the engine corresponding to the estimated displacement parameter is determined, and the first volume data matched with the second volume data and the current air excess coefficient is determined.

[0168] In some optional embodiments, the device further comprises:

[0169] The generating unit is configured to generate a rich-burn instruction based on the catalytic efficiency of the first catalytic device, the rich-burn instruction being used to instruct the engine to perform rich-burn to generate the first gas containing the reducing agent satisfying the catalytic efficiency;

[0170] The rich-burn unit is configured to acquire the first gas emitted by the engine in response to the rich-burn instruction.

[0171] Further function descriptions of the above-mentioned various modules and units are the same as those of the above-mentioned corresponding embodiments, and will not be described here.

[0172] The aftertreatment control device in the embodiment is presented in the form of a functional unit, and the unit herein refers to an ASIC (Application Specific Integrated Circuit, Application Specific Integrated Circuit) circuit, a processor and a memory executing one or more software or fixed programs, and / or other devices that can provide the above-mentioned functions.

[0173] The embodiment of the present application also provides a computer device having the above-mentioned Figure 6 engine aftertreatment control device.

[0174] Please refer to Figure 7 , Figure 7 is a structural schematic diagram of a computer device provided by an optional embodiment of the present application, as Figure 7As shown, the computer device includes one or more processors 100, memory 200, and interfaces 150 for coupling these components to one another and to other devices. The various components communicate over the one or more communication buses or signal lines. The processors 100 can process instructions for execution by the computer device, including instructions stored in the memory 200 or on storage devices to display graphical information for a GUI on an external input / output device, such as a display device coupled to the interface 150. In some alternative implementations, multiple processors and / or multiple buses can be used, as appropriate, along with multiple memories and types of memory. Also, multiple computer devices can be connected, with each computer device providing portions of the necessary operations (e.g., as a server array, a group of blade servers, or multiple processors). Figure 7 The processor 100 is taken as an example.

[0175] The processor 100 can be a central processing unit, a network processor, or a combination thereof. The processor 100 can further include a hardware chip. The hardware chip can be an application specific integrated circuit, a programmable logic device, or a combination thereof. The programmable logic device can be a complex programmable logic device, a field programmable logic device, a general array logic, or any combination thereof.

[0176] The memory 200 stores instructions that are executable by the at least one processor 100, so as to enable the at least one processor 100 to perform the method shown in the above embodiments.

[0177] The memory 200 can include a program storage area and a data storage area. The program storage area can store an operating system, application programs required by at least one function, and the like. The data storage area can store data created while the computer device is in operation, etc. In addition, the memory 200 can include a high-speed random access memory, and can also include a non-transitory memory, such as at least one disk storage device, a flash memory device, or other non-transitory solid-state storage device. In some alternative implementations, the memory 200 can optionally include a memory that is remotely located with respect to the processor 100, and these remote memories can be connected to the computer device through a network. Examples of the network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and a combination thereof.

[0178] The memory 200 can include a volatile memory, such as a random access memory, and can also include a non-volatile memory, such as a flash memory, a hard disk, or a solid state disk. The memory 200 can also include a combination of the above-mentioned types of memories.

[0179] The computer device further includes a communication interface 300 for enabling the computer device to communicate with other devices or a communication network.

[0180] The embodiments of the present application further provide a computer readable storage medium, and the method according to the embodiments of the present application can be implemented in hardware, firmware, or recorded in a storage medium, or stored in a remote storage medium or a non-transitory machine readable storage medium and downloaded to a local storage medium through network, so that the method described herein can be processed by such software on a storage medium using a general purpose computer, a special purpose processor, or programmable or special hardware. The storage medium can be a magnetic disk, an optical disk, a read-only memory, a random access memory, a flash memory, a hard disk, or a solid state disk, etc. Further, the storage medium can also include a combination of the above-mentioned memories. It can be understood that the computer, the processor, the microprocessor controller, or the programmable hardware includes a storage component that can store or receive software or computer code, when the software or computer code is accessed and executed by the computer, the processor, or the hardware, the method shown in the above embodiments is implemented.

[0181] Part of the present application can be applied as a computer program product, for example, computer program instructions, when executed by a computer, through the operation of the computer, the method and / or technical solutions according to the present application can be invoked or provided. Those skilled in the art should understand that the form of computer program instructions in computer readable medium includes but is not limited to source file, executable file, installation package file, etc. Correspondingly, the way of computer program instructions executed by computer includes but is not limited to: the computer directly executes the instructions, or the computer compiles the instructions and then executes the corresponding compiled program, or the computer reads and executes the instructions, or the computer reads and installs the instructions and then executes the corresponding installed program. Here, the computer readable medium can be any available computer readable storage medium or communication medium accessible to the computer.

[0182] Although the embodiments of the present application are described in conjunction with the accompanying drawings, various modifications and changes can be made by those skilled in the art without departing from the spirit and scope of the present application, and such modifications and changes fall within the scope defined by the appended claims.

Claims

1. An engine aftertreatment system characterized by, The system comprises a first catalytic device, a second catalytic device and a processor, wherein the second catalytic device is located downstream of the first catalytic device in the exhaust direction of the engine, and the first catalytic device, the second catalytic device and the processor are connected in communication; The processor is configured to obtain an oxidant and a first gas discharged by the engine, and catalyze the oxidant and the first gas to react through the first catalytic device to obtain a second gas with a temperature not less than a preset temperature, wherein the obtaining of the oxidant and the first gas comprises: when an inlet temperature of the second catalytic device is less than a preset value, generating a rich combustion instruction based on a catalytic efficiency of the first catalytic device, and obtaining the first gas discharged by the engine in response to the rich combustion instruction, the rich combustion instruction being used to instruct the engine to perform rich combustion to generate the first gas containing a reducing agent satisfying the catalytic efficiency; The second catalytic device is configured to heat a catalyst based on the second gas, and perform post-treatment on the second gas through the heated catalyst to meet emission requirements; The processor is further configured to mix a third gas containing the oxidant into the first gas to obtain a mixed gas according to a current air excess coefficient, and set the current air excess coefficient λ to 0.98-1.02; wherein the current air excess coefficient is used to indicate a ratio of an actual air-fuel ratio to a theoretical air-fuel ratio when the mixed gas reacts, and the air-fuel ratio refers to a ratio of the mass of air to fuel in the mixed gas; The oxidant and the reducing agent in the mixed gas are catalyzed to perform an oxidation reaction through the first catalytic device to heat the mixed gas, and the second gas is generated.

2. The system of claim 1, wherein, The third gas contains air, and the oxidant contains oxygen; The processor is further configured to: generate an intake control instruction based on the current air excess coefficient, the intake control instruction being used to instruct the engine to obtain air with a volume matching the current air excess coefficient; obtain the air obtained by the engine in response to the intake control instruction, and mix the air into the first gas to obtain the mixed gas.

3. The system of claim 2, wherein, The processor is further configured to: obtain concentration data of the mixed gas returned by a sensing device, the concentration data being used to indicate concentrations of the oxidant and the reducing agent in the mixed gas; generate an adjustment instruction based on the concentration data and the current air excess coefficient when the concentration data and the current air excess coefficient do not match; adjust a volume of the air mixed into the first gas based on the adjustment instruction, so that the concentration data of the adjusted mixed gas matches the current air excess coefficient.

4. The system of claim 1, wherein, The processor further comprises a network model unit; The network model unit is configured to obtain a displacement parameter of the engine and the current air excess coefficient and output first volume data; The processor is further configured to obtain a third gas matching the first volume data, and mix the third gas into the first gas to obtain a mixed gas.

5. The system of claim 4, wherein, The network model unit is further configured to: acquire the preset temperature, and determine a current air excess coefficient associated with the preset temperature based on mapping information, the mapping information being used to indicate the current air excess coefficient of the mixed gas satisfying different preset temperatures; estimate second volume data of the first gas generated by the engine corresponding to the displacement parameter, and determine first volume data matched with the second volume data and the current air excess coefficient.

6. The system of claim 1, wherein, The first catalytic device is installed in each exhaust manifold in the exhaust direction of the engine, and the volume of each first catalytic device is less than or equal to 0.25 times the volume of the second catalytic device.

7. An engine aftertreatment control method characterized by, The method is applied to the engine aftertreatment system of any one of claims 1-6, and the method comprises: acquiring an inlet temperature of the second catalytic device; controlling the engine to be rich in combustion based on the catalytic efficiency of the first catalytic device when the inlet temperature of the second catalytic device is less than a preset value, to form first gas discharged by the engine; acquiring oxidant and the first gas discharged by the engine; reacting the first gas and the oxidant in the first catalytic device under the condition that the current air excess coefficient λ is set to 0.98-1.02, to obtain second gas with a temperature not less than a preset temperature; heating the catalyst in the second catalytic device based on the second gas, and performing aftertreatment on the second gas by the heated catalyst.

8. An engine aftertreatment control device, characterized by, The device is applied to the engine aftertreatment system of any one of claims 1-6, and the device comprises: a first acquisition module configured to acquire an inlet temperature of the second catalytic device; a control module configured to control the engine to be rich in combustion based on the catalytic efficiency of the first catalytic device when the inlet temperature of the second catalytic device is less than a preset value, to form first gas discharged by the engine; a second acquisition module configured to acquire oxidant and the first gas discharged by the engine; a reaction module configured to react the first gas and the oxidant in the first catalytic device under the condition that the current air excess coefficient λ is set to 0.98-1.02, to obtain second gas with a temperature not less than a preset temperature; an aftertreatment module configured to heat the catalyst in the second catalytic device based on the second gas, and perform aftertreatment on the second gas by the heated catalyst.

9. A vehicle characterized by comprising: The engine aftertreatment system of any one of claims 1-6.

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