Aftertreatment temperature control methods, systems, and vehicles

Abstract

This application relates to an aftertreatment temperature control method, system, and vehicle. The aftertreatment temperature control method includes: determining the ammonia storage capacity of the catalytic converter and the particulate matter capture mass of the particulate matter trap; determining the aftertreatment inlet temperature of the aftertreatment equipment; determining the aftertreatment target temperature based on the aftertreatment inlet temperature, the ammonia storage capacity, and the particulate matter capture mass; and adjusting the aftertreatment temperature of the engine aftertreatment equipment based on the aftertreatment inlet temperature and the aftertreatment target temperature. This application comprehensively considers the aftertreatment inlet temperature, the ammonia storage capacity of the catalytic converter, and the particulate matter capture mass of the particulate matter trap to adjust the aftertreatment temperature of the aftertreatment equipment, achieving multi-factor coordinated control of the aftertreatment temperature, which is beneficial to improving aftertreatment capacity and reducing nitrogen oxide and particulate matter emissions.

Description

Technical Field

[0001] This application relates to the field of post-treatment technology, and in particular to post-treatment temperature control methods, systems, and vehicles. Background Technology

[0002] In commercial vehicles and other vehicles, the main pollutants in the engine include nitrogen oxides (NOx) and particulate matter. Currently, the most effective methods for removing nitrogen oxides and particulate matter on the market are selective catalytic reduction (SCR) and particulate filters (DPF). The nitrogen oxide reaction efficiency of SCR and the passive regeneration reaction efficiency of DPF are affected by the aftertreatment temperature. A reasonable aftertreatment temperature helps SCR and DPF remove nitrogen oxides and particulate matter.

[0003] The most common method for controlling engine aftertreatment temperature is the SCR temperature-based aftertreatment temperature control method. Specifically, when the SCR temperature is below a threshold, the exhaust temperature management function is activated. This aftertreatment temperature control method considers fewer factors and has a limited effect on improving aftertreatment capabilities. Summary of the Invention

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

[0005] This invention provides an aftertreatment temperature control method applied to an engine aftertreatment device, the aftertreatment device including a catalytic converter and a particulate filter. The method includes: determining the ammonia storage capacity of the catalytic converter and the particulate matter capture mass of the particulate filter; determining the aftertreatment inlet temperature of the aftertreatment device; determining a target aftertreatment temperature based on the aftertreatment inlet temperature, the ammonia storage capacity, and the particulate matter capture mass; and adjusting the aftertreatment temperature of the engine aftertreatment device based on the aftertreatment inlet temperature and the target aftertreatment temperature.

[0006] According to one embodiment of the present invention, determining the post-treatment target temperature based on the post-treatment inlet temperature, the ammonia storage amount, and the particulate matter capture mass includes: calculating a post-treatment capacity potential factor based on the post-treatment inlet temperature, the ammonia storage amount, and the particulate matter capture mass; and determining the post-treatment target temperature based on the post-treatment capacity potential factor.

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

[0008]

[0009] in, As a potential factor for post-processing capabilities;

[0010] These are weighting factors, which are calibration parameters;

[0011] denoted as ammonia storage, m as particulate matter capture mass, and T as post-treatment inlet temperature.

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

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

[0014] When 0.25 ≤ post-processing capability potential factor < 0.5, the post-processing target temperature is determined as 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 after-treatment temperature of the engine after-treatment device based on the after-treatment inlet temperature and the after-treatment target temperature includes: adjusting the fuel injection quantity of the engine's near-rear injector based on the after-treatment target temperature and the after-treatment inlet temperature, so as to adjust the after-treatment temperature of the engine after-treatment device.

[0018] According to one embodiment of the present invention, adjusting the fuel injection quantity of the engine's near-rear injector based on the aftertreatment target temperature and the aftertreatment inlet temperature to adjust the aftertreatment temperature of the engine aftertreatment device includes: adjusting the fuel injection quantity of the engine's near-rear injector using a proportional-integral-derivative control algorithm based on the aftertreatment target temperature and the aftertreatment inlet temperature to adjust the aftertreatment temperature of the engine aftertreatment device.

[0019] According to one embodiment of the present invention, determining the ammonia storage capacity of the catalytic reducer and the particulate matter capture capacity of the particulate matter trap includes: calculating the ammonia storage capacity of the catalytic reducer and the particulate matter capture capacity of the particulate matter trap using a physical model of the catalytic reducer and a physical model of the particulate matter trap.

[0020] The present invention also provides an aftertreatment temperature control system, comprising: a first acquisition module for determining the ammonia storage capacity of the catalytic reducer and the particulate matter collection mass of the particulate matter trap; a second acquisition module for determining the aftertreatment inlet temperature of the aftertreatment equipment; a determination module for determining a target aftertreatment temperature based on the aftertreatment inlet temperature, the ammonia storage capacity, and the particulate matter collection mass; and a control module for adjusting the aftertreatment temperature of the engine aftertreatment equipment based on the aftertreatment inlet temperature and the target aftertreatment temperature.

[0021] The present invention also provides an aftertreatment temperature control system, comprising: a detection device including an aftertreatment inlet temperature sensor for detecting the aftertreatment inlet temperature of the engine's aftertreatment equipment; and a control device connected to the detection device and the engine's near- and far-injector fuel injectors. 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 level of the catalytic converter and the particulate matter collection mass of the particulate matter trap. The temperature control unit is used to determine the aftertreatment target temperature based on the aftertreatment inlet temperature, the ammonia storage level, and the particulate matter collection mass. The drive unit is used to adjust the fuel injection quantity of the engine's near- and far-injector fuel injectors based on the aftertreatment inlet temperature and the aftertreatment target temperature.

[0022] The present invention also provides a vehicle comprising: an engine including near and rear fuel injectors; an aftertreatment device connected to the engine including a catalytic converter and a particulate filter; and the above-described aftertreatment temperature control system.

[0023] The above-mentioned aftertreatment temperature control method, system, and vehicle comprehensively consider the aftertreatment inlet temperature, the ammonia storage capacity of the catalytic reducer, and the particulate matter capture quality of the particulate matter trap, and adjust the aftertreatment temperature of the aftertreatment equipment to achieve multi-factor coordinated control of the aftertreatment temperature, which is conducive to improving the aftertreatment capacity and reducing the emission of nitrogen oxides and particulate matter. Attached Figure Description

[0024] Figure 1 This is a schematic flowchart of a post-processing temperature control method provided in an embodiment of this application.

[0025] Figure 2 This is a schematic diagram of the target temperature acquisition process in a post-processing temperature control method provided in an embodiment of this application.

[0026] Figure 3 This is a flowchart illustrating the target temperature in a post-processing temperature control method provided in an embodiment of this application.

[0027] Figure 4 This is a flowchart illustrating the adjustment of the processing temperature in a post-processing temperature control method provided in an embodiment of this application.

[0028] Figure 5 This is a schematic diagram of a post-processing temperature control system provided in an embodiment of this application.

[0029] Figure 6 This is a schematic diagram of a post-processing temperature control system provided in another embodiment of this application.

[0030] 10. Parameter acquisition unit; 20. Temperature control unit; 30. Drive unit; 40. Signal conversion unit; 50. Engine; 51. Proximal and rear fuel injectors; 60. Aftertreatment inlet nitrogen-oxygen sensor; 70. Aftertreatment inlet temperature sensor; 80. Aftertreatment equipment; 90. Aftertreatment outlet temperature sensor; 100. Aftertreatment outlet nitrogen-oxygen sensor. Detailed Implementation

[0031] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0032] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0033] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0034] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0035] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0036] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, 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 possible implementation.

[0037] Figure 1 This is a schematic flowchart of a post-processing temperature control method provided in an embodiment of this application.

[0038] See Figure 1 An embodiment of this application provides an aftertreatment temperature control method applied to an aftertreatment device 80 of an engine 50. The aftertreatment device 80 includes a catalytic converter and a particulate filter. The method includes:

[0039] S100. Determine the ammonia storage capacity of the catalytic reducer and the particulate matter collection quality of the particulate trap.

[0040] S200, Determine the post-processing inlet temperature of the post-processing equipment 80.

[0041] S300. Determine the target temperature for post-treatment based on the inlet temperature of the post-treatment, the amount of ammonia stored, and the quality of particulate matter collection.

[0042] S400, based on the aftertreatment inlet temperature and the aftertreatment target temperature, adjusts the aftertreatment temperature of the engine 50 and the aftertreatment equipment 80.

[0043] 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, converting them into nitrogen and water. The amount of ammonia stored directly affects the SCR reaction efficiency. The particulate matter capture mass in the particulate filter refers to the mass of particulate matter (PM) captured by the DPF filter element. These particles are burned off during regeneration to restore the DPF's filtration capacity.

[0044] When ammonia storage is sufficient, the SCR achieves a high NOx conversion rate, effectively reducing NOx emissions. Conversely, insufficient ammonia storage leads to a decrease in NOx conversion rate. The quality of particulate matter capture directly affects the DPF's filtration efficiency. Excessive particulate matter capture can cause DPF clogging, increasing back pressure and impacting engine performance. Insufficient particulate matter capture may result in decreased DPF filtration efficiency.

[0045] In this embodiment, by comprehensively considering the aftertreatment inlet temperature, ammonia storage capacity, and particulate matter capture quality, the aftertreatment temperature is rationally controlled to ensure that the SCR and DPF operate under optimal conditions. This effectively reduces nitrogen oxide and particulate matter emissions, improving the environmental performance of engine 50. Furthermore, it avoids unnecessary high-temperature operation, reducing fuel consumption and improving the fuel economy of engine 50.

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

[0047] S301. Calculate the post-treatment capacity potential factor based on the post-treatment inlet temperature, ammonia storage capacity, and particulate matter capture quality.

[0048] Specifically, the formula for calculating the post-processing capability potential factor is as follows:

[0049]

[0050] in, As a potential factor for post-processing capabilities;

[0051] These are weighting factors, calibration parameters determined through experimental or empirical data. These weighting factors reflect the relative importance of post-treatment inlet temperature, ammonia storage capacity, and particulate matter capture quality in calculating the post-treatment capacity potential factor;

[0052] denoted as ammonia storage, m as particulate matter capture mass, and T as post-treatment inlet temperature.

[0053] In this embodiment, the post-treatment capacity potential factor α is a comprehensive index that can be used to evaluate the treatment capacity of the post-treatment equipment 80 (including the selective catalytic reduction (SCR) and the particulate filter (DPF). By comprehensively considering the post-treatment inlet temperature, ammonia storage capacity, and particulate matter capture quality, it reflects the combined impact of these factors on the post-treatment effect.

[0054] S302. Determine the target temperature for post-processing based on the post-processing capability potential factor.

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

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

[0057] When 0.25 ≤ post-processing capability potential factor < 0.5, the post-processing target temperature is determined as 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] For example, the first temperature is 250°C, suitable for situations with a low aftertreatment capacity potential factor. In this case, the system requires a higher temperature to enhance catalyst activity and ensure effective treatment of NOx and PM. The second temperature is 230°C, suitable for situations with a medium potential factor. In this case, the system can maintain good treatment performance at a slightly lower temperature while avoiding damage to the equipment from excessively high temperatures. The third temperature is 210°C, suitable for situations with a high potential factor. In this case, the system already possesses strong treatment capabilities and can operate at even lower temperatures, further optimizing fuel economy. The fourth temperature is 190°C, suitable for situations with a very high potential factor. In this case, the system can maintain good treatment performance even at the lowest temperature, minimizing fuel consumption.

[0061] By setting different target temperatures for aftertreatment in segments, the system can automatically adjust the target temperature according to the aftertreatment capacity potential factor under different operating conditions, ensuring optimal aftertreatment performance under various conditions. This achieves the goal of comprehensively considering system characteristics, equipment operating status, and environmental factors to select an appropriate target temperature for aftertreatment, ensuring that the aftertreatment equipment maintains optimal treatment performance under various operating conditions. This not only improves aftertreatment efficiency, reduces emissions, and optimizes fuel economy, but also enhances the system's reliability and adaptability.

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

[0063] Based on the target temperature and inlet temperature of the aftertreatment system, the amount of fuel injected by the near-rear injector 51 of the engine 50 is adjusted to adjust the aftertreatment temperature of the aftertreatment device 80 of the engine 50.

[0064] In this embodiment, by adjusting the fuel injection quantity of the near-rear injector 51 of the engine 50 to adjust the aftertreatment temperature of the aftertreatment device 80, the aftertreatment efficiency can be significantly improved, emissions reduced, fuel economy optimized, system reliability enhanced, adaptability to different operating conditions increased, system response speed improved, and maintenance costs reduced. This not only ensures that the aftertreatment device 80 operates under optimal conditions but also improves the performance and environmental friendliness of the entire system.

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

[0066] Based on the target temperature and inlet temperature of the aftertreatment system, the fuel injection quantity of the near-rear 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 aforementioned Proportional-Integral-Derivative (PID) control algorithm is a feedback control algorithm widely used in industrial automation and control systems. By combining the proportional, integral, and derivative components, the system output is adjusted to achieve the desired target value. In the aftertreatment temperature control of the engine 50 in this embodiment, the PID control algorithm can effectively adjust the fuel injection quantity, bringing the temperature of the aftertreatment equipment 80 close to the target temperature, ensuring that the aftertreatment equipment 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 various 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 based on the system's 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, improving control accuracy and flexibility. These methods can be flexibly selected according to different application scenarios and system requirements.

[0069] The aforementioned adjustment of the fuel injection quantity of the near-rear injector 51 of engine 50 is one method for controlling the temperature of aftertreatment equipment 80. However, in some cases, the same goal can be achieved through other alternatives. For example: adjusting the opening of the EGR valve to control the amount of exhaust gas entering the combustion chamber, thereby affecting the exhaust temperature; adjusting the turbocharger boost pressure by controlling the turbocharger bypass valve, thereby affecting the exhaust temperature; installing an electric heater at the inlet of aftertreatment equipment 80 to directly heat the exhaust gas and increase the temperature of aftertreatment equipment 80; directly injecting a small amount of fuel at the inlet of aftertreatment equipment 80 to increase the exhaust gas temperature through fuel combustion; controlling the exhaust flow and temperature by adjusting the opening time and opening degree of the exhaust valve; indirectly affecting the exhaust temperature of engine 50 by adjusting the flow and temperature of the coolant, etc. The appropriate method can be flexibly selected based on the specific application scenario, system complexity, cost, and performance requirements.

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

[0071] The ammonia storage capacity of the catalytic reducer and the particulate matter capture capacity of the particulate matter trap were calculated using physical models of the catalytic reducer and the particulate matter capture capacity of the particulate matter trap.

[0072] The physical model accurately describes the storage and release process of ammonia in the SCR (Self-Containing Refractory Catalytic Reduction) system, as well as the capture and regeneration process of particulate matter in the DPF (Diverterless Power Filter), providing high-precision calculation results that facilitate precise control of the aftertreatment system. Through the physical model, changes in ammonia storage and particulate matter capture quality can be monitored and predicted in real time, allowing for timely adjustments to control strategies and ensuring that the aftertreatment equipment 80 always operates at its optimal state. Furthermore, accurate data on ammonia storage and particulate matter capture quality helps optimize NOx and PM removal efficiency, reduce emissions, and improve the environmental performance of the engine 50.

[0073] For example, calculating the ammonia storage capacity of the catalytic reducer and the particulate matter capture quality of the particulate matter trap using physical models of the catalytic reducer and particulate matter trap requires acquiring data from multiple sources, including experimental data, sensor data, historical data, and simulation software. Experimental data includes laboratory tests and bench tests; sensor data comes from temperature sensors, pressure sensors, NOx sensors, particulate matter sensors, and ammonia sensors; historical data comes from engine and aftertreatment system operation and maintenance records; and simulation software such as CFD and system simulation software provides detailed simulation data. After cleaning, calibration, and fusion, this data is used to build and validate the physical model, thereby achieving accurate calculation and real-time monitoring of ammonia storage capacity and particulate matter capture quality, optimizing the performance of the aftertreatment system, improving emission control effectiveness, and enhancing system reliability and fuel economy.

[0074] Combination Figure 5 An embodiment of this application also provides a post-processing temperature control system, comprising:

[0075] The first acquisition module is used to determine the ammonia storage capacity of the catalytic reducer and the particulate matter capture quality of the particulate matter trap.

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

[0077] The determination module is used to determine the target temperature for post-treatment based on the post-treatment inlet temperature, ammonia storage capacity, and particulate matter capture quality.

[0078] The control module is used to adjust the after-treatment temperature of the engine 50 after-treatment device 80 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 embodiments of this application can be referred to the corresponding steps in the above method embodiments, and will not be repeated here. It should also be noted that the post-processing temperature control system provided in the embodiments of this application has the technical effects of any of the above embodiments, and will not be repeated here.

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

[0081] The detection device includes an aftertreatment inlet temperature sensor 70, which is used to detect the aftertreatment inlet temperature of the aftertreatment device 80 of the engine 50. The aftertreatment inlet temperature sensor 70 can be installed on the exhaust pipe of the engine 50 to monitor the temperature of the exhaust before it enters the aftertreatment device 80 in real time, providing accurate temperature data for subsequent temperature control and adjustment.

[0082] Optionally, the detection device may further include an aftertreatment inlet nitrogen oxide sensor 60, an aftertreatment outlet temperature sensor 90, and an aftertreatment outlet nitrogen oxide sensor 100, all of which are signal-connected to the control device. The aftertreatment 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 aftertreatment device 80, providing NOx concentration data. This NOx concentration data can be used to optimize the NOx removal efficiency of the aftertreatment device 80. The aftertreatment outlet temperature sensor 90 is installed at the outlet of the aftertreatment device 80 and is used to detect the exhaust temperature at the outlet of the aftertreatment device 80, providing outlet temperature data. This outlet temperature data can be used to evaluate the temperature control effect of the aftertreatment device 80. The aftertreatment outlet nitrogen oxide sensor 100 is used to detect the concentration of nitrogen oxides in the exhaust gas at the outlet of the aftertreatment device 80, providing outlet nitrogen oxide concentration data. This outlet nitrogen oxide concentration data can be used to evaluate the nitrogen oxide removal effect of the aftertreatment device 80.

[0083] The control device is connected to the detection device and the near and rear fuel injectors 51 of the engine 50 via signal, 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 catalytic reducer (SCR) and the particulate matter capture mass of the particulate filter (DPF). Specifically, the ammonia storage capacity and particulate matter capture mass are calculated and acquired through the physical models of the catalytic reducer and the particulate filter, providing comprehensive parameter data.

[0085] The temperature control unit 20 determines the target temperature for post-treatment based on the post-treatment inlet temperature, ammonia storage capacity, and particulate matter capture quality. By analyzing these parameters, the temperature control unit 20 can calculate the optimal target temperature, ensuring that the post-treatment equipment 80 operates under optimal conditions.

[0086] The drive unit 30 is used to adjust the fuel injection quantity of the near-rear injector 51 of the engine 50 based on the aftertreatment inlet temperature and the aftertreatment target temperature. Through PID control algorithms or other control strategies, the drive unit 30 can precisely adjust the fuel injection quantity so that the temperature of the aftertreatment 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, temperature control unit 20, parameter acquisition unit 10 and drive unit 30, and is responsible for the conversion between analog signals and digital signals, ensuring efficient communication and coordinated operation between the units.

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

[0089] One embodiment of this application also provides a vehicle, including an engine 50, an aftertreatment device 80, and the aforementioned aftertreatment temperature control system. The engine 50 includes near- and rear-injector fuel injectors 51, and the aftertreatment device 80 is connected to the engine 50, including a catalytic converter and a particulate filter.

[0090] The technical features of the above embodiments can be combined in any way. For the sake of brevity, 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 merely illustrate several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A post-processing temperature control method, characterized in that, An aftertreatment device for an engine, the aftertreatment device including a catalytic reducer and a particulate filter, the method comprising: Determine the ammonia storage capacity of the catalytic reducer and the particulate matter capture capacity of the particulate trap; Determine the post-processing inlet temperature of the post-processing equipment; The target temperature for post-treatment is determined based on the post-treatment inlet temperature, the amount of ammonia stored, and the mass of particulate matter captured. Based on the aftertreatment inlet temperature and the aftertreatment target temperature, adjust the aftertreatment temperature of the engine aftertreatment equipment; Determining the target post-treatment temperature based on the post-treatment inlet temperature, the ammonia storage capacity, and the particulate matter capture mass includes: The post-treatment capacity potential factor is calculated based on the post-treatment inlet temperature, the ammonia storage capacity, and the particulate matter capture quality. The post-processing target temperature is determined based on the post-processing capability potential factor. The formula for calculating the post-processing capability potential factor is as follows: in, As a potential factor for post-processing capabilities; These are weighting factors, which are calibration parameters; Where m is the ammonia storage capacity, T is the particulate matter capture mass, and T is the post-treatment inlet temperature. Determining the post-processing target temperature based on the post-processing capability potential factor includes: When 0 ≤ post-processing capability potential factor < 0.25, the post-processing target temperature is determined as the first temperature; When 0.25 ≤ post-processing capability potential factor < 0.5, the post-processing target temperature is determined as 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.

2. The post-processing temperature control method according to claim 1, characterized in that, The adjustment of the aftertreatment temperature of the engine aftertreatment equipment based on the aftertreatment inlet temperature and the aftertreatment target temperature includes: Based on the target aftertreatment temperature and the aftertreatment inlet temperature, the fuel injection quantity of the engine's near-rear injector is adjusted to adjust the aftertreatment temperature of the engine aftertreatment equipment.

3. The post-processing temperature control method according to claim 2, characterized in that, Based on the target aftertreatment temperature and the aftertreatment inlet temperature, the fuel injection quantity of the engine's near-rear injectors is adjusted to adjust the aftertreatment temperature of the engine aftertreatment equipment, including: Based on the target after-treatment temperature and the after-treatment inlet temperature, the fuel injection quantity of the engine's near-rear injectors is adjusted using a proportional-integral-derivative control algorithm to adjust the after-treatment temperature of the engine's after-treatment equipment.

4. The post-processing temperature control method according to claim 1, characterized in that, Determining the ammonia storage capacity of the catalytic reducer and the particulate matter capture quality of the particulate trap includes: The ammonia storage capacity of the catalytic reducer and the particulate matter capture capacity of the particulate matter trap were calculated using physical models of the catalytic reducer and the particulate matter capture capacity of the particulate matter trap.

5. A post-processing temperature control system applying the post-processing temperature control method as described in any one of claims 1 to 4, characterized in that, include: The first acquisition module is used to determine the ammonia storage capacity of the catalytic reducer and the particulate matter capture quality of the particulate matter trap. The second acquisition module is used to determine the post-processing inlet temperature of the post-processing equipment. The determination module is used to determine the target temperature for post-treatment based on the post-treatment inlet temperature, the ammonia storage amount, and the particulate matter capture mass; The control module is used to adjust the after-treatment temperature of the engine after-treatment equipment based on the after-treatment inlet temperature and the after-treatment target temperature.

6. A post-processing temperature control system applying the post-processing temperature control method as described in any one of claims 1 to 4, characterized in that, include: The detection device includes an aftertreatment inlet temperature sensor for detecting the aftertreatment inlet temperature of the engine's aftertreatment equipment; A control device is connected to the detection device and the engine's near and rear injectors. 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 level of the catalytic converter and the particulate matter capture quality of the particulate matter trap. The temperature control unit is used to determine the aftertreatment target temperature based on the aftertreatment inlet temperature, the ammonia storage level, and the particulate matter capture quality. The drive unit is used to adjust the fuel injection quantity of the engine's near and rear injectors based on the aftertreatment inlet temperature and the aftertreatment target temperature.

7. A vehicle, characterized in that, include: Engine, including near-rear fuel injectors; An aftertreatment system, connected to the engine, includes a catalytic converter and a particulate filter; as well as The post-processing temperature control system as described in claim 6.

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