Post-processing temperature control method and system and vehicle

Abstract

The invention relates to an aftertreatment temperature control method and system and a vehicle. The aftertreatment temperature control method comprises the steps that the ammonia storage amount of the catalytic reducer and the particulate matter trapping mass of the particulate trap are determined; determining an aftertreatment inlet temperature of the aftertreatment device; determining a post-treatment target temperature according to the post-treatment inlet temperature, the ammonia storage amount and the particulate matter trapping mass; and adjusting the aftertreatment temperature of the engine aftertreatment equipment based on the aftertreatment inlet temperature and the aftertreatment target temperature. The post-treatment inlet temperature, the ammonia storage amount of the catalytic reduction device and the particulate matter trapping quality of the particulate matter trapping device are comprehensively considered, the post-treatment temperature of the post-treatment equipment is adjusted, multi-factor coordinated control over the post-treatment temperature is achieved, the post-treatment capacity is improved, and emission of nitrogen oxide and particulate matter is reduced.

Description

Technical Field

[0001] The present application relates to the field of post-processing technology, and in particular to a post-processing temperature control method, system and vehicle. Background Art

[0002] In commercial vehicles and other vehicles, the main pollutants of the engine include nitrogen oxides (NOx) and particulate matter. Currently, the effective method for removing nitrogen oxides and particulate matter on the market is to use selective catalytic reduction (SCR) and diesel particulate filter (DPF). The nitrogen oxide reaction efficiency of SCR and the passive regeneration reaction efficiency of DPF are affected by the post-treatment temperature. Reasonable post-treatment temperature helps SCR and DPF to remove nitrogen oxides and particulate matter.

[0003] A common engine after-treatment temperature control method is a post-treatment temperature control method based on SCR temperature. Specifically, when the SCR temperature is lower than a threshold, the exhaust temperature management function is started. This post-treatment temperature control method takes fewer factors into consideration and has limited effect on improving the after-treatment capability. Summary of the invention

[0004] Based on this, the present application provides a post-processing temperature control method, system and vehicle to improve post-processing capabilities.

[0005] The present invention provides a post-treatment temperature control method, which is applied to a post-treatment device of an engine, wherein the post-treatment device includes a catalytic reducer and a particulate matter trapping mass of the particulate matter trap; determining a post-treatment inlet temperature of the post-treatment device; determining a post-treatment target temperature according to the post-treatment inlet temperature, the ammonia storage amount and the particulate matter trapping mass; and adjusting the post-treatment temperature of the engine post-treatment device based on the post-treatment inlet temperature and the post-treatment target temperature.

[0006] According to one embodiment of the present invention, determining the after-treatment target temperature according to the after-treatment inlet temperature, the ammonia storage amount and the particulate matter trapping mass includes: calculating a after-treatment capability potential factor according to the after-treatment inlet temperature, the ammonia storage amount and the particulate matter trapping mass; and determining the after-treatment target temperature according to the after-treatment capability potential factor.

[0007] According to one embodiment of the present invention, the calculation formula of the post-processing capability potential factor is:

[0008]

[0009] in, is the post-processing capability potential factor;

[0010] is the weight factor, which is the calibration parameter;

[0011] is the ammonia storage capacity, m is the particulate matter capture mass, and T is the aftertreatment inlet temperature.

[0012] According to one embodiment of the present invention, determining the post-processing target temperature according to the post-processing capability potential factor comprises:

[0013] When 0≤post-processing capability potential factor<0.25, the post-processing target temperature is determined to be the first temperature;

[0014] When 0.25≤post-processing capability potential factor<0.5, the post-processing target temperature is determined to be the second temperature;

[0015] When 0.5≤post-processing capability potential factor<0.75, the post-processing target temperature is determined to be the third temperature;

[0016] When 0.75≤post-processing capability potential factor<1, the post-processing target temperature is determined to be the fourth temperature.

[0017] According to one embodiment of the present invention, adjusting the aftertreatment temperature of the engine aftertreatment device based on the aftertreatment inlet temperature and the aftertreatment target temperature includes: adjusting the injection amount of the engine's near-post injection injector based on the aftertreatment target temperature and the aftertreatment inlet temperature to adjust the aftertreatment temperature of the engine aftertreatment device.

[0018] According to one embodiment of the present invention, based on the after-treatment target temperature and the after-treatment inlet temperature, the injection amount of the engine's near-after-injection injector is adjusted to adjust the after-treatment temperature of the engine's after-treatment device, including: based on the after-treatment target temperature and the after-treatment inlet temperature, the injection amount of the engine's near-after-injection injector is adjusted by a proportional-integral-differential control algorithm to adjust the after-treatment temperature of the engine's after-treatment device.

[0019] According to one embodiment of the present invention, determining the ammonia storage amount of the catalytic reducer and the particulate matter trapping quality of the particulate trap comprises: calculating the ammonia storage amount of the catalytic reducer and the particulate matter trapping quality of the particulate trap by using a catalytic reducer physical model and a particulate trap physical model.

[0020] The present invention also provides a post-treatment temperature control system, comprising: a first acquisition module, used to determine the ammonia storage amount of the catalytic reducer and the particulate matter trapping mass of the particulate trap; a second acquisition module, used to determine the post-treatment inlet temperature of the post-treatment device; a determination module, used to determine the post-treatment target temperature according to the post-treatment inlet temperature, the ammonia storage amount and the particulate matter trapping mass; and a control module, used to adjust the post-treatment temperature of the engine post-treatment device based on the post-treatment inlet temperature and the post-treatment target temperature.

[0021] The present invention also provides a post-treatment temperature control system, comprising: a detection device, including a post-treatment inlet temperature sensor, used to detect the post-treatment inlet temperature of the post-treatment device of the engine; a control device, connected to the detection device and the engine's near-after-injection injector signal, the control device comprising a parameter acquisition unit, a temperature control unit and a drive unit, the parameter acquisition unit is used to acquire the ammonia storage amount of the catalytic reducer and the particulate matter trapping mass of the particulate trap, the temperature control unit is used to determine the post-treatment target temperature according to the post-treatment inlet temperature, the ammonia storage amount and the particulate matter trapping mass, and the drive unit is used to adjust the injection amount of the engine's near-after-injection injector based on the after-treatment inlet temperature and the after-treatment target temperature.

[0022] The present invention also provides a vehicle, comprising: an engine, including a near post-injection fuel injector; a post-processing device, connected to the engine, including a catalytic reducer and a particulate trap; and the above-mentioned post-processing temperature control system.

[0023] The above-mentioned after-treatment temperature control method, system and vehicle comprehensively consider the after-treatment inlet temperature, the ammonia storage capacity of the catalytic reducer and the particulate matter capture quality of the particulate trap, adjust the after-treatment temperature of the after-treatment equipment, and realize multi-factor coordinated control of the after-treatment temperature, which is beneficial to improve the after-treatment capability and reduce the emission of nitrogen oxides and particulate matter. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 A schematic flow chart of a post-processing temperature control method provided in one embodiment of the present application.

[0025] Figure 2 A schematic diagram of a process for obtaining a target temperature in a post-processing temperature control method provided in one embodiment of the present application.

[0026] Figure 3 A specific flow chart of the target temperature in a post-processing temperature control method provided in one embodiment of the present application.

[0027] Figure 4 A specific flow chart of adjusting the processing temperature in a post-processing temperature control method provided in one embodiment of the present application.

[0028] Figure 5 A schematic diagram of the structure of a post-processing temperature control system provided in one embodiment of the present application.

[0029] Figure 6 A schematic structural diagram of a post-processing temperature control system provided in another embodiment of the present application.

[0030] 10. Parameter acquisition unit; 20. Temperature control unit; 30. Drive unit; 40. Signal conversion unit; 50. Engine; 51. Near post-injection injector; 60. Post-treatment inlet nitrogen oxide sensor; 70. Post-treatment inlet temperature sensor; 80. Post-treatment equipment; 90. Post-treatment outlet temperature sensor; 100. Post-treatment outlet nitrogen oxide sensor. DETAILED DESCRIPTION

[0031] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.

[0032] In the description of the present application, it should be understood that if the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. appear, the orientation or position relationship indicated by these terms is based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application.

[0033] In addition, if the terms "first" or "second" appear, these terms are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, if the term "plurality" appears, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0034] In this application, unless otherwise clearly specified and limited, if the terms "installed", "connected", "connected", "fixed" and the like appear, these terms should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integrated connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0035] In the present application, unless otherwise clearly specified and limited, if there is a description that a first feature is "above" or "below" a second feature, etc., or similar descriptions appear, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "above" and "above" the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. The first feature being "below", "below" and "below" the second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0036] It should be noted that if an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. If an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. If any, the terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in this application are for illustrative purposes only and do not represent the only implementation method.

[0037] Figure 1 A schematic flow chart of a post-processing temperature control method provided in one embodiment of the present application.

[0038] See also Figure 1 The post-treatment temperature control method provided in an embodiment of the present application is applied to a post-treatment device 80 of an engine 50, wherein the post-treatment device 80 includes a catalytic reducer and a particulate trap, and the method includes:

[0039] S100: Determine the ammonia storage amount of the catalytic reducer and the particulate matter trapping quality of the particulate trap.

[0040] S200 : Determine the post-processing inlet temperature of the post-processing device 80 .

[0041] S300: Determine a post-treatment target temperature according to a post-treatment inlet temperature, an ammonia storage amount, and a particulate matter capture quality.

[0042] S400 , adjusting the after-treatment temperature of the after-treatment device 80 of the engine 50 based on the after-treatment inlet temperature and the after-treatment target temperature.

[0043] Among them, the ammonia storage in the catalytic reducer refers to the amount of ammonia stored in the SCR catalyst. Ammonia is a reducing agent used to react with nitrogen oxides (NOx) in the exhaust gas to convert them into nitrogen and water. The amount of ammonia storage directly affects the reaction efficiency of the SCR. The particulate matter capture mass in the particulate filter refers to the mass of particulate matter (PM) captured in the DPF filter element. These particulates will be burned during the regeneration process to restore the filtering capacity of the DPF.

[0044] When the ammonia storage is sufficient, the NOx conversion rate of the SCR is high, which can effectively reduce NOx emissions. Conversely, insufficient ammonia storage will lead to a decrease in NOx conversion rate. The quality of particulate matter capture directly affects the filtration efficiency of the DPF. If too much particulate matter is captured, it will cause DPF clogging, increase back pressure, and affect engine 50 performance. If too little particulate matter is captured, it may mean that the filtration efficiency of the DPF is reduced.

[0045] In the embodiment of the present application, the after-treatment temperature is reasonably controlled by comprehensively considering the after-treatment inlet temperature, ammonia storage amount and particulate matter capture quality, so as to ensure that the SCR and DPF operate in the best working state, effectively reduce the emission of nitrogen oxides and particulate matter, and improve the environmental performance of the engine 50. In addition, unnecessary high-temperature operation is avoided, fuel consumption is reduced, and the fuel economy of the engine 50 is improved.

[0046] Combination Figure 2 and Figure 3 In some embodiments, a specific implementation of step S300 includes:

[0047] S301. Calculate the post-processing capability potential factor according to the post-processing inlet temperature, the ammonia storage amount and the particulate matter capture mass.

[0048] Specifically, the calculation formula of the post-processing capability potential factor is:

[0049]

[0050] in, is the post-processing capability potential factor;

[0051] is a weight factor, which is a calibration parameter determined by experiments or empirical data. These weight factors reflect the relative importance of aftertreatment inlet temperature, ammonia storage capacity and particulate matter capture mass in calculating the aftertreatment capacity potential factor;

[0052] is the ammonia storage capacity, m is the particulate matter capture mass, and T is the aftertreatment inlet temperature.

[0053] In this embodiment, the post-treatment capability potential factor α is a comprehensive index that can be used to evaluate the processing capability of the post-treatment device 80 (including the selective catalytic reducer SCR and the particulate trap DPF). By comprehensively considering the post-treatment inlet temperature, ammonia storage amount and particulate matter trapping quality, it reflects the comprehensive influence of these factors on the post-treatment effect.

[0054] S302: Determine a post-processing target temperature according to a post-processing capability potential factor.

[0055] Optionally, determining the post-processing target temperature according to the post-processing capability potential factor includes:

[0056] When 0≤post-processing capability potential factor<0.25, the post-processing target temperature is determined to be the first temperature;

[0057] When 0.25≤post-processing capability potential factor<0.5, the post-processing target temperature is determined to be the second temperature;

[0058] When 0.5≤post-processing capability potential factor<0.75, the post-processing target temperature is determined to be the third temperature;

[0059] When 0.75≤post-processing capability potential factor<1, the post-processing target temperature is determined to be the fourth temperature.

[0060] Exemplarily, the first temperature is 250°C, which is suitable for situations with low post-processing capacity potential factors. At this time, the system requires a higher temperature to increase the activity of the catalyst and ensure effective treatment of NOx and PM. The second temperature is 230°C, which is suitable for situations with medium potential factors. At this time, the system can maintain a good treatment effect at a slightly lower temperature while avoiding damage to the equipment due to excessively high temperatures. The third temperature is 210°C, which is suitable for situations with high potential factors. At this time, the system already has a strong processing capability and can operate at a lower temperature to further optimize fuel economy. The fourth temperature is 190°C, which is suitable for situations with very high potential factors. At this time, the system can maintain a good treatment effect at the lowest temperature and minimize fuel consumption.

[0061] By setting different post-processing target temperatures in different stages, the system can automatically adjust the target temperature according to the post-processing capacity potential factor under different working conditions, ensuring that the best post-processing effect can be maintained under various working conditions. The system characteristics, equipment working status and environmental factors are comprehensively considered to select the appropriate post-processing target temperature, ensuring that the post-processing device 80 can maintain the best treatment effect under various working conditions. This can not only improve post-processing efficiency, reduce emissions, and optimize fuel economy, but also enhance the reliability and adaptability of the system.

[0062] In some embodiments, a specific implementation of step S400 includes:

[0063] Based on the after-treatment target temperature and the after-treatment inlet temperature, the injection amount of the close post-injection injector 51 of the engine 50 is adjusted to adjust the after-treatment temperature of the after-treatment device 80 of the engine 50 .

[0064] In this embodiment, by adjusting the injection amount of the near-post injection injector 51 of the engine 50 to adjust the post-processing temperature of the post-processing device 80, the post-processing efficiency can be significantly improved, emissions can be reduced, fuel economy can be optimized, system reliability can be enhanced, different working conditions can be adapted, system response speed can be improved, and maintenance costs can be reduced. This not only ensures that the post-processing device 80 operates in the best working state, but also improves the performance and environmental protection of the entire system.

[0065] Combination Figure 4 Optionally, adjusting the injection amount of the near post-injection fuel injector 51 of the engine 50 based on the post-processing target temperature and the post-processing inlet temperature to adjust the post-processing temperature of the post-processing device 80 of the engine 50 includes:

[0066] Based on the aftertreatment target temperature and the aftertreatment inlet temperature, the injection amount of the near post-injection injector 51 of the engine 50 is adjusted by a proportional integral derivative control algorithm to adjust the aftertreatment temperature of the aftertreatment device 80 of the engine 50.

[0067] The above-mentioned proportional-integral-derivative control algorithm (PID) is a feedback control algorithm widely used in industrial automation and control systems. Through the combination of the three parts of proportional, integral and differential, the output of the system is adjusted to achieve the desired target value. In the after-treatment temperature control of the engine 50 of this embodiment, the PID control algorithm can effectively adjust the injection amount so that the temperature of the after-treatment device 80 is close to the target temperature, ensuring that the after-treatment device 80 operates at the target temperature and improving the removal efficiency of NOx and PM.

[0068] Of course, PID can achieve similar control effects through a variety of alternative methods, including but not limited to: fuzzy logic control, which handles nonlinear and uncertain systems through fuzzy rules and membership functions; adaptive control, which automatically adjusts control parameters according to system dynamic characteristics; model predictive control (MPC), which uses models to predict future behavior and optimize control actions; sliding mode control, which achieves fast response and robustness by switching control laws; and neural network control, which uses neural networks to learn and adapt to system behavior to improve control accuracy and flexibility. These methods can be flexibly selected according to different application scenarios and system requirements.

[0069] The above-mentioned adjustment of the injection amount of the near-after injection injector 51 of the engine 50 is one of the methods for controlling the temperature of the after-treatment device 80, but in some cases, the same goal can also be achieved through other alternatives. For example: by adjusting the opening of the EGR valve, the amount of exhaust gas entering the combustion chamber is controlled, thereby affecting the exhaust temperature; by controlling the bypass valve of the turbocharger, the boost pressure of the turbocharger is adjusted, thereby affecting the exhaust temperature; an electric heater is installed at the inlet of the after-treatment device 80, and the exhaust gas is directly heated by the electric heater to increase the temperature of the after-treatment device 80; a small amount of fuel is directly injected at the inlet of the after-treatment device 80, and the exhaust gas temperature is increased by fuel combustion; by adjusting the opening time and opening of the exhaust valve, the flow rate and temperature of the exhaust are controlled; by adjusting the flow rate and temperature of the coolant, the exhaust temperature of the engine 50 is indirectly affected, etc. It can be flexibly selected according to the specific application scenario, system complexity, cost and performance requirements.

[0070] In some embodiments, a specific implementation of step S100 includes:

[0071] The ammonia storage capacity of the catalytic reducer and the particulate matter trapping quality of the particulate trap are calculated by using the catalytic reducer physical model and the particulate matter trapping quality of the particulate trap.

[0072] The physical model can accurately describe the storage and release process of ammonia in the SCR, as well as the capture and regeneration process of particulate matter in the DPF, and provide high-precision calculation results, which helps to achieve accurate control of the post-treatment system. Through the physical model, the changes in ammonia storage and particulate matter capture quality can be monitored and predicted in real time, and the control strategy can be adjusted in time to ensure that the post-treatment device 80 always operates in the best working state. In addition, accurate ammonia storage and particulate matter capture quality data help optimize the removal efficiency of NOx and PM, reduce emissions, and improve the environmental performance of the engine 50.

[0073] Exemplarily, by using the catalytic reducer physical model and the particulate matter trapping mass of the particulate matter trap to calculate the ammonia storage capacity of the catalytic reducer and the particulate matter trapping mass of the particulate matter trap, it is first necessary to obtain data from multiple sources such as experimental data, sensor data, historical data and simulation software. The experimental data includes laboratory tests and bench tests, the sensor data comes from temperature sensors, pressure sensors, NOx sensors, particulate matter sensors and ammonia sensors, etc., the historical data comes from the operation records and maintenance records of the engine 50 and the aftertreatment system, and the simulation software such as CFD and system simulation software provide detailed simulation data. After cleaning, calibrating and fusing, these data are used to build and verify the physical model, so as to achieve accurate calculation and real-time monitoring of the ammonia storage capacity and particulate matter trapping mass, optimize the performance of the aftertreatment system, improve the emission control effect, and enhance the system reliability and fuel economy.

[0074] Combination Figure 5 , an embodiment of the present application further provides a post-processing temperature control system, comprising:

[0075] A first acquisition module is used to determine the ammonia storage amount of the catalytic reducer and the particulate matter trapping quality of the particulate trap;

[0076] A second acquisition module, used to determine the post-processing inlet temperature of the post-processing device 80;

[0077] A determination module, for determining an aftertreatment target temperature according to an aftertreatment inlet temperature, an ammonia storage amount, and a particulate matter capture quality;

[0078] The control module is configured to adjust the after-treatment temperature of the after-treatment device 80 of the engine 50 based on the after-treatment inlet temperature and the after-treatment target temperature.

[0079] It should be noted that the specific working process of each unit provided in the above embodiment of the present application can refer to the corresponding steps in the above method embodiment accordingly, and will not be repeated here. It should also be noted that a post-processing temperature control system provided in the embodiment of the present application has the technical effects of any of the above embodiments, and the embodiment of the present application will not be repeated here.

[0080] Combination Figure 6 Another embodiment of the present application also provides a post-processing temperature control system, including a detection device and a control device.

[0081] The detection device includes a post-treatment inlet temperature sensor 70, which is used to detect the post-treatment inlet temperature of the post-treatment device 80 of the engine 50. The post-treatment inlet temperature sensor 70 can be installed on the exhaust pipe of the engine 50 to monitor the temperature of the exhaust gas before entering the post-treatment device 80 in real time, and provide accurate temperature data for subsequent temperature control and adjustment.

[0082] Optionally, the detection device may further include a post-treatment inlet nitrogen oxide sensor 60, a post-treatment outlet temperature sensor 90, and a post-treatment outlet nitrogen oxide sensor 100, which are all connected to the control device by signal. The post-treatment inlet nitrogen oxide sensor 60 is installed on the exhaust pipe of the engine 50, and is used to detect the concentration of nitrogen oxides (NOx) in the exhaust gas entering the post-treatment device 80, and provide NOx concentration data, which can be used to optimize the NOx removal efficiency of the post-treatment device 80. The post-treatment outlet temperature sensor 90 is installed at the outlet of the post-treatment device 80, and is used to detect the exhaust gas temperature at the outlet of the post-treatment device 80, and provide outlet temperature data, which can be used to evaluate the temperature control effect of the post-treatment device 80. The post-treatment outlet nitrogen oxide sensor 100 is used to detect the nitrogen oxide concentration in the exhaust gas at the outlet of the post-treatment device 80, and provide outlet nitrogen oxide concentration data, which can be used to evaluate the nitrogen oxide removal effect of the post-treatment device 80.

[0083] The control device is connected to the detection device and the post-injection fuel injector 51 of the engine 50 by signals, and includes a parameter acquisition unit 10 , a temperature control unit 20 and a drive unit 30 .

[0084] The parameter acquisition unit 10 is used to acquire the ammonia storage capacity of the SCR and the particulate matter trapping quality of the DPF. Specifically, the ammonia storage capacity and the particulate matter trapping quality are calculated and acquired through the physical model of the SCR and the particulate matter trap, providing comprehensive parameter data.

[0085] The temperature control unit 20 is used to determine the aftertreatment target temperature according to the aftertreatment inlet temperature, the ammonia storage amount and the particulate matter capture mass. By analyzing these parameters, the temperature control unit 20 can calculate the optimal target temperature to ensure that the aftertreatment device 80 operates in the best working state.

[0086] The drive unit 30 is used to adjust the injection amount of the post-injection injector 51 of the engine 50 based on the post-processing inlet temperature and the post-processing target temperature. Through the PID control algorithm or other control strategies, the drive unit 30 can accurately adjust the injection amount so that the temperature of the post-processing device 80 quickly approaches the target temperature, ensuring the stability and response speed of the system.

[0087] In addition, the control device may also include a signal conversion unit 40, which is connected to the detection device, the temperature control unit 20, the parameter acquisition unit 10 and the drive unit 30, and is responsible for the conversion between analog signals and digital signals to ensure efficient communication and coordination between the units.

[0088] The post-processing temperature control system of this embodiment can execute the steps of the above method embodiment and have the technical effects of the above method embodiment, and the embodiments of this application are not described in detail here.

[0089] An embodiment of the present application further provides a vehicle, comprising an engine 50, a post-treatment device 80 and the above-mentioned post-treatment temperature control system, wherein the engine 50 comprises a near post-injection injector 51, and the post-treatment device 80 is connected to the engine 50 and comprises a catalytic reducer and a particulate trap.

[0090] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0091] The above embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the patent application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent application shall be subject to the attached claims.

Claims

1. A post-processing temperature control method, characterized in that: A post-treatment device applied to an engine, the post-treatment device comprising a catalytic reducer and a particulate trap, the method comprising: determining an ammonia storage amount of the catalytic reducer and a particulate matter trapping quality of the particulate trap; determining a post-processing inlet temperature of the post-processing device; determining a post-treatment target temperature according to the post-treatment inlet temperature, the ammonia storage amount, and the particulate matter trapping mass; Based on the aftertreatment inlet temperature and the aftertreatment target temperature, an aftertreatment temperature of an engine aftertreatment device is adjusted.

2. The post-processing temperature control method according to claim 1, characterized in that: The determining of the after-treatment target temperature according to the after-treatment inlet temperature, the ammonia storage amount and the particulate matter trapping mass includes: calculating a post-treatment capability potential factor according to the post-treatment inlet temperature, the ammonia storage amount and the particulate matter trapping mass; The post-processing target temperature is determined according to the post-processing capability potential factor.

3. The post-processing temperature control method according to claim 2, characterized in that: The calculation formula of the post-processing capability potential factor is: in, is the post-processing capability potential factor; is the weight factor, which is the calibration parameter; is the ammonia storage capacity, m is the particulate matter capture mass, and T is the aftertreatment inlet temperature.

4. The post-processing temperature control method according to claim 2 or 3, characterized in that: Determining the post-processing target temperature according to the post-processing capability potential factor includes: When 0≤post-processing capability potential factor<0.25, the post-processing target temperature is determined to be the first temperature; When 0.25≤post-processing capability potential factor<0.5, the post-processing target temperature is determined to be the second temperature; When 0.5≤post-processing capability potential factor<0.75, the post-processing target temperature is determined to be the third temperature; When 0.75≤post-processing capability potential factor<1, the post-processing target temperature is determined to be the fourth temperature.

5. The post-processing temperature control method according to any one of claims 1 to 3, characterized in that: The adjusting the post-processing temperature of the engine post-processing device based on the post-processing inlet temperature and the post-processing target temperature comprises: Based on the after-treatment target temperature and the after-treatment inlet temperature, the fuel injection amount of the engine's post-injection fuel injector is adjusted to adjust the after-treatment temperature of the engine's after-treatment device.

6. The post-processing temperature control method according to claim 5, characterized in that: Based on the post-treatment target temperature and the post-treatment inlet temperature, adjusting the injection amount of the near post-injection fuel injector of the engine to adjust the post-treatment temperature of the engine post-treatment device includes: Based on the after-treatment target temperature and the after-treatment inlet temperature, the fuel injection amount of the engine's post-injection fuel injector is adjusted through a proportional-integral-derivative control algorithm to adjust the after-treatment temperature of the engine's after-treatment device.

7. The post-processing temperature control method according to claim 1, characterized in that: The determining the ammonia storage amount of the catalytic reducer and the particulate matter trapping quality of the particulate trap includes: The ammonia storage capacity of the catalytic reducer and the particulate matter trapping quality of the particulate trap are calculated by using the catalytic reducer physical model and the particulate matter trapping quality of the particulate trap.

8. A post-processing temperature control system, characterized in that: include: A first acquisition module is used to determine the ammonia storage amount of the catalytic reducer and the particulate matter trapping quality of the particulate trap; A second acquisition module is used to determine a post-processing inlet temperature of a post-processing device; a determination module, configured to determine a post-treatment target temperature according to the post-treatment inlet temperature, the ammonia storage amount, and the particulate matter trapping mass; The control module is used to adjust the aftertreatment temperature of the engine aftertreatment device based on the aftertreatment inlet temperature and the aftertreatment target temperature.

9. A post-processing temperature control system, characterized in that: include: The detection device includes a post-treatment inlet temperature sensor for detecting a post-treatment inlet temperature of a post-treatment device of the engine; A control device is connected to the detection device and the engine's post-injection fuel injector signal, the control device includes a parameter acquisition unit, a temperature control unit and a drive unit, the parameter acquisition unit is used to acquire the ammonia storage amount of the catalytic reducer and the particulate matter trapping mass of the particulate trap, the temperature control unit is used to determine the post-treatment target temperature according to the post-treatment inlet temperature, the ammonia storage amount and the particulate matter trapping mass, and the drive unit is used to adjust the injection amount of the engine's post-injection fuel injector based on the post-treatment inlet temperature and the post-treatment target temperature.

10. A vehicle, characterized in that: include: an engine, including a close-after injector; a post-treatment device connected to the engine, comprising a catalytic reducer and a particulate trap; as well as The post-processing temperature control system as claimed in claim 9.

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