Vehicle emission control method, device, electronic equipment and vehicle

Abstract

The application provides a vehicle emission control method and device, electronic equipment and vehicle, and belongs to the technical field of vehicles, and comprises the following steps: obtaining a target parameter based on the working state of an oxygen sensor when an internal combustion engine of a vehicle is working; wherein, when the oxygen sensor is in a non-working state, the target parameter is the air-fuel ratio flow of the internal combustion engine, and when the oxygen sensor is in a working state, the target parameter is the voltage value of the oxygen sensor; and based on the target parameter, the relay state of the relay control of a catalyst is converted, so that the catalyst consumes pollutants in vehicle emission gas. The application can ensure the efficiency of the catalyst in consuming various pollutants in vehicle emission gas, thereby improving the effect of emission control on the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle emission control method, device, electronic equipment, and vehicle. Background Technology

[0002] In related technologies, the efficiency of a catalytic converter in consuming pollutants in vehicle emissions is related to the proportion of various pollutants in the vehicle emissions. For example, when the proportion of various pollutants in the vehicle emissions is at a standard level, the catalytic converter can consume various pollutants with maximum conversion efficiency. However, once the proportion of various pollutants does not reach the standard level, the efficiency of the catalytic converter in consuming various pollutants is very low. Summary of the Invention

[0003] The main objective of this application is to provide a vehicle emission control method, device, electronic device, and vehicle, which aims to ensure the efficiency of the catalyst in consuming various pollutants in vehicle exhaust gases, thereby improving the effectiveness of vehicle emission control.

[0004] To achieve the above objectives, a first aspect of this application provides a vehicle emission control method, the method comprising:

[0005] When the vehicle's internal combustion engine is operating, a target parameter is obtained based on the operating status of the oxygen sensor; wherein, when the oxygen sensor is not operating, the target parameter is the air-fuel ratio flow rate of the internal combustion engine, and when the oxygen sensor is operating, the target parameter is the voltage value of the oxygen sensor.

[0006] Based on the target parameters, the relay state for relay control of the catalyst is switched so that the catalyst consumes pollutants in the vehicle's exhaust gases.

[0007] In some embodiments, when the target parameter is the voltage value of the oxygen sensor, the step of switching the relay state for relay control of the catalyst based on the target parameter includes:

[0008] When the voltage value of the oxygen sensor reaches the switching voltage for relay control of the catalyst, and the oxygen sensor meets the preset delay condition, the relay state for relay control of the catalyst is changed based on the voltage value.

[0009] The preset delay condition is used to characterize the state holding time when the voltage value reaches the jump voltage, which is greater than or equal to the concentration change time of the air-fuel ratio value measured by the oxygen sensor.

[0010] In some embodiments, the oxygen sensor includes a first oxygen sensor and a second oxygen sensor; the catalyst includes a pre-catalyst and a main catalyst, the inlet of the pre-catalyst is connected to the gas outlet of the internal combustion engine, and the inlet of the main catalyst is connected to the gas outlet of the pre-catalyst; the first oxygen sensor is disposed inside the pre-catalyst, and the second oxygen sensor is disposed between the gas outlet of the pre-catalyst and the inlet of the main catalyst;

[0011] The acquisition of target parameters based on the working status of the oxygen sensor includes:

[0012] Obtain the operating status of the first oxygen sensor and the second oxygen sensor respectively;

[0013] When the first oxygen sensor is in working condition, the voltage value of the first oxygen sensor is acquired;

[0014] When the second oxygen sensor is in working condition, the voltage value of the second oxygen sensor is acquired.

[0015] In some embodiments, the step of switching the relay state for relay control of the catalyst based on the target parameter includes:

[0016] When the first oxygen sensor is in working condition, the voltage value of the first oxygen sensor reaches the relay control switching voltage, and the first oxygen sensor meets the preset delay condition, the relay state for relay control of the catalyst is based on the voltage value conversion of the first oxygen sensor.

[0017] When both the first oxygen sensor and the second oxygen sensor are in operation, and the voltage value of the second oxygen sensor reaches the relay control switching voltage, and the second oxygen sensor meets the preset delay condition, the relay state is used to perform relay control on the catalyst based on the voltage value conversion of the second oxygen sensor.

[0018] In some embodiments, the oxygen sensor includes a first oxygen sensor, a second oxygen sensor, and a third oxygen sensor; the catalyst includes a pre-catalyst and a main catalyst, the inlet of the pre-catalyst is connected to the gas exhaust outlet of the internal combustion engine, and the inlet of the main catalyst is connected to the gas exhaust outlet of the pre-catalyst; the first oxygen sensor is disposed inside the pre-catalyst, the second oxygen sensor is disposed between the gas exhaust outlet of the pre-catalyst and the inlet of the main catalyst, and the third oxygen sensor is disposed between the gas exhaust outlet of the internal combustion engine and the inlet of the pre-catalyst;

[0019] The acquisition of target parameters based on the working status of the oxygen sensor includes:

[0020] When both the first oxygen sensor and the second oxygen sensor are in a non-operating state, the air-fuel ratio flow rate through the internal combustion engine is determined based on a preset air-fuel ratio value;

[0021] The preset air-fuel ratio value includes: the air-fuel ratio value calculated by the preset model, and / or the air-fuel ratio value measured by the third oxygen sensor.

[0022] In some embodiments, when the target parameter is the air-fuel ratio flow rate of the internal combustion engine, the step of switching the relay state for relay control of the catalytic converter based on the target parameter includes:

[0023] The maximum cumulative air-fuel ratio is determined by looking up the table based on the air-fuel ratio flow rate.

[0024] Based on the maximum cumulative air-fuel ratio, it is determined whether the pollutants in the vehicle exhaust gas consumed by the catalyst undergo a state change.

[0025] When it is determined that the catalyst consumes the pollutant and undergoes a state transition, the relay control amplitude is determined by looking up a table based on the relay state limit corresponding to the air-fuel ratio flow rate.

[0026] The relay state for relay control of the catalyst according to the relay control amplitude conversion.

[0027] In some embodiments, the method further includes:

[0028] Obtain the cumulative deviation between the preset air-fuel ratio and the actual air-fuel ratio;

[0029] When the accumulated deviation is greater than or equal to a preset limit value, the relay state for relay control of the catalyst is converted based on the accumulated deviation.

[0030] To achieve the above objectives, a second aspect of this application provides a vehicle emission control device, the device comprising:

[0031] The acquisition module is used to acquire target parameters based on the working status of the oxygen sensor when the vehicle's internal combustion engine is operating; wherein, when the oxygen sensor is not operating, the target parameter is the air-fuel ratio flow rate of the internal combustion engine, and when the oxygen sensor is operating, the target parameter is the voltage value of the oxygen sensor.

[0032] A control module is used to switch the relay state of relay control of the catalyst based on the target parameters, so that the catalyst consumes pollutants in the vehicle exhaust gas.

[0033] To achieve the above objectives, a third aspect of this application provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the method described in the first aspect.

[0034] To achieve the above objectives, a fourth aspect of this application provides a vehicle equipped with an electronic device, the electronic device including a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the method described in the first aspect.

[0035] To achieve the above objectives, a fifth aspect of the present application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described in the first aspect.

[0036] To achieve the above objectives, a sixth aspect of the present application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the method provided in the first aspect above.

[0037] The vehicle emission control method, apparatus, electronic device, vehicle, computer-readable storage medium, and computer program product proposed in this application acquire target parameters based on the operating state of an oxygen sensor while the vehicle's internal combustion engine is operating; wherein, when the oxygen sensor is in a non-operating state, the target parameter is the air-fuel ratio flow rate of the internal combustion engine, and when the oxygen sensor is in an operating state, the target parameter is the voltage value of the oxygen sensor; based on the target parameter, the relay state for relay control of the catalytic converter is switched so that the catalytic converter consumes pollutants in the vehicle's exhaust gases.

[0038] Thus, before the vehicle's internal combustion engine is running and the oxygen sensor has entered its working state, the relay state for relay control of the catalytic converter is based on the air-fuel ratio flow control conversion of the internal combustion engine. After the oxygen sensor also enters its working state, the relay state for relay control of the catalytic converter is based on the voltage value control conversion of the oxygen sensor. This ensures that the target air-fuel ratio for the catalytic converter to consume pollutants in the vehicle's exhaust gas always fluctuates near the optimal air-fuel ratio value, ensuring that the catalytic converter can consume pollutants in the vehicle's exhaust gas with a high emission conversion efficiency, thereby improving the effectiveness of vehicle emission control. Attached Figure Description

[0039] Figure 1 A schematic diagram of the dual-motor hybrid system involved in the vehicle emission control method provided in the embodiments of this application;

[0040] Figure 2A flowchart illustrating the steps of the vehicle emission control method provided in some embodiments of this application;

[0041] Figure 3 The vehicle emission control method provided in the embodiments of this application includes schematic diagrams of the catalytic converter and oxygen sensor in some embodiments;

[0042] Figure 4 for Figure 2 A detailed flowchart of step S202;

[0043] Figure 5 A flowchart illustrating the steps of the vehicle emission control method provided in this application in other embodiments;

[0044] Figure 6 for Figure 2 A detailed flowchart of step S201;

[0045] Figure 7 for Figure 1 A schematic diagram of another detailed step in step S202;

[0046] Figure 8 A schematic flowchart illustrating the correction of deviations in the desired air-fuel ratio in some embodiments of the vehicle emission control method provided in this application.

[0047] Figure 9 This is a schematic diagram of the structure of the vehicle emission control device provided in the embodiments of this application;

[0048] Figure 10 This is a schematic diagram of the hardware structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0049] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0050] It should be noted that although functional modules are divided in the device schematic diagram and a logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than the module division in the device or the order in the flowchart. The terms "first," "second," etc., in the specification, claims, and the aforementioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0051] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0052] First, the technical terms involved in the embodiments of this application will be explained.

[0053] Dual-motor hybrid power system.

[0054] like Figure 1 As shown, the dual-motor hybrid system has three motor modes: pure electric mode, series mode, and parallel mode. In series mode, P2 drives the wheels, the C0 clutch is not engaged, the vehicle's internal combustion engine charges the battery through P1, and P2 drives the wheels. In parallel mode, the C0 clutch is engaged, and the internal combustion engine directly drives the wheels.

[0055] Vehicle emission control.

[0056] Vehicle emission control refers to the process of using a catalytic converter to consume pollutants in the exhaust gases produced during the operation of a vehicle's internal combustion engine, thereby ensuring that the vehicle's final emissions meet relevant emission requirements. Whether a vehicle uses a dual-motor hybrid system or another type of hybrid system, as long as an internal combustion engine consumes chemical fuel, a catalytic converter is necessary to consume pollutants in the vehicle's exhaust gases. In the process of catalytic converter consumption of pollutants in vehicle exhaust gases, the optimal exhaust conversion voltage value of the rear oxygen sensor in the vehicle's oxygen sensor is mainly used to determine the target air-fuel ratio.

[0057] Vehicle emissions contain pollutants such as NOx, CH4, and CO. CH4 and CO are produced by oxidation reactions, while NOx is produced by reduction reactions. The proportions of these pollutants in vehicle emissions are affected by combustion and fuel injection conditions. The maximum conversion efficiency of a catalytic converter for NOx, CH4, and CO is related to the proportions of these three pollutants. Under standard conditions, exhaust gases can be consumed by the catalytic converter. However, when the proportions of these three pollutants are not at the standard level, the target air-fuel ratio needs to be maintained near the optimal air-fuel ratio to maximize the catalytic converter's ability to consume these pollutants. Therefore, controlling vehicle emissions is crucial throughout the entire vehicle lifecycle. Effective control of vehicle emissions has a very positive and significant impact on meeting emission requirements and improving vehicle fuel economy.

[0058] Next, the overall concept of the vehicle emission control method provided in the embodiments of this application will be described.

[0059] In related technologies, the efficiency of a catalytic converter in consuming pollutants in vehicle emissions is related to the proportion of various pollutants in the emissions. For example, when the proportion of various pollutants in vehicle emissions is at a standard level, the catalytic converter can consume various pollutants with maximum conversion efficiency. However, if the proportion of various pollutants does not reach the standard level, the efficiency of the catalytic converter in consuming various pollutants is very low. Therefore, how to ensure the efficiency of the catalytic converter in consuming various pollutants in vehicle emissions has become a technical problem that many vehicle manufacturers and parts suppliers are actively seeking solutions to.

[0060] Based on this, embodiments of this application provide a vehicle emission control method, apparatus, electronic device, and vehicle, which aim to ensure the efficiency of the catalytic converter in consuming various pollutants in vehicle exhaust gases, thereby improving the effectiveness of vehicle emission control.

[0061] This application embodiment obtains target parameters based on the operating state of an oxygen sensor while the vehicle's internal combustion engine is operating; wherein, when the oxygen sensor is not operating, the target parameter is the air-fuel ratio flow rate of the internal combustion engine, and when the oxygen sensor is operating, the target parameter is the voltage value of the oxygen sensor; based on the target parameter, the relay state for relay control of the catalytic converter is switched so that the catalytic converter consumes pollutants in the vehicle's exhaust gases.

[0062] Thus, before the vehicle's internal combustion engine is running and the oxygen sensor has entered its working state, the relay state for relay control of the catalytic converter is based on the air-fuel ratio flow control conversion of the internal combustion engine. After the oxygen sensor also enters its working state, the relay state for relay control of the catalytic converter is based on the voltage value control conversion of the oxygen sensor. This ensures that the target air-fuel ratio for the catalytic converter to consume pollutants in the vehicle's exhaust gas always fluctuates near the optimal air-fuel ratio value, ensuring that the catalytic converter can consume pollutants in the vehicle's exhaust gas with a high emission conversion efficiency, thereby improving the effectiveness of vehicle emission control.

[0063] Next, the vehicle emission control method, device, electronic equipment, and vehicle provided in this application will be specifically described through the following embodiments, and the vehicle emission control method provided in this application will be described in detail first.

[0064] It should be noted that the vehicle emission control method provided in this application relates to the field of vehicle technology. The vehicle emission control method provided in this application can be applied to a terminal, a server, or software running on either a terminal or a server. In some embodiments, the terminal can be a terminal configured on a vehicle, or an electronic device associated with the vehicle, such as a smartphone, tablet, laptop, or desktop computer. The association between the terminal and the vehicle means that the terminal can communicate and interact with the vehicle via a network. The server can be a backend server terminal device for the vehicle, which can be configured as an independent physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server providing basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, content delivery networks (CDNs), and big data and artificial intelligence platforms. The software can be an application implementing the vehicle emission control method, a computer program, and a storage medium carrying the computer program. It should be understood that, based on different design needs of practical applications, the terminal, server, and software of the vehicle emission control method provided in this application may also be other forms not listed here, and the vehicle emission control method provided in this application does not specifically limit these.

[0065] Furthermore, this application can also be used in numerous general-purpose or special-purpose computer system environments or configurations. Examples include: vehicles, personal computers, server computers, handheld or portable devices, tablet devices, multiprocessor systems, microprocessor-based systems, set-top boxes, programmable consumer electronics devices, personal computers (PCs), minicomputers, mainframe computers, and distributed computing environments including any of the above systems or devices. This application can be described in the general context of computer-executable instructions executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, etc., that perform specific tasks or implement specific abstract data types. This application can also be practiced in distributed computing environments where tasks are performed by remote processing devices connected via communication networks. In distributed computing environments, program modules can reside in local and remote computer storage media, including storage devices.

[0066] For ease of understanding and explanation, the following text will use examples of terminal devices configured on or associated with vehicles to apply the vehicle emission control method provided in the embodiments of this application, and will provide detailed descriptions of the various specific embodiments of this application. The implementation of the vehicle emission control method provided in the embodiments of this application using any of the above-described subject matter can refer to the process of applying the vehicle emission control method to terminal devices described below.

[0067] It should be noted that in all specific embodiments of this application, when processing data related to user identity or characteristics, such as user information, user behavior data, user historical data, and user location information, user permission or consent is obtained first. Furthermore, the collection, use, and processing of this data comply with relevant laws, regulations, and standards. In addition, when embodiments of this application require access to sensitive personal information of users, separate permission or consent from the user is obtained through pop-ups or redirection to confirmation pages. Only after obtaining the user's separate permission or consent is the necessary user-related data required for the proper functioning of these embodiments acquired.

[0068] Please refer to Figure 2 , Figure 2 The flowchart illustrates the steps of the vehicle emission control method provided in some embodiments of this application. It should be understood that, although... Figure 2 The flowcharts illustrating subsequent steps show the execution order of some method steps. However, based on different design needs in practical applications, the vehicle emission control method provided in this application embodiment can, of course, employ a different execution order of method steps than shown in the figures. That is, Figure 2 The order of the method steps shown does not constitute a limitation on the execution logic order of the vehicle emission control method provided in the embodiments of this application. Any other order based on... Figure 2 Reasonable changes to the sequence of steps shown should be included within the protection scope of the vehicle emission control method provided in the embodiments of this application.

[0069] like Figure 2 As shown, in some embodiments, the embodied intelligent system applying the vehicle emission control method provided in the embodiments of this application may include steps S201 and S202.

[0070] Step S201: With the vehicle's internal combustion engine operating, obtain a target parameter based on the working state of the oxygen sensor; wherein, when the oxygen sensor is not operating, the target parameter is the air-fuel ratio flow rate of the internal combustion engine, and when the oxygen sensor is operating, the target parameter is the voltage value of the oxygen sensor.

[0071] It should be noted that the exhaust outlet of the vehicle's internal combustion engine is connected to the air intake of the catalytic converter, and the vehicle's oxygen sensor is located between the exhaust outlet of the internal combustion engine and the air intake of the catalytic converter. Furthermore, the terminal equipment uses relay control methods to control the catalytic converter to consume pollutants in the vehicle's exhaust gases.

[0072] After the terminal device detects that the vehicle's internal combustion engine has entered the working state, it obtains the working state of the vehicle's oxygen sensor, and then further obtains the target parameters for relay control of the catalytic converter based on the working state.

[0073] In some embodiments, when the terminal device obtains the working status of the oxygen sensor indicating that the oxygen sensor is still in a non-working state, it obtains the air-fuel ratio flow rate flowing through the internal combustion engine as the target parameter for relay control of the catalytic converter.

[0074] In other embodiments, when the terminal device obtains the working status indication of the oxygen sensor, which indicates that the oxygen sensor is in working condition, it obtains the voltage value of the oxygen sensor as the target parameter for relay control of the catalyst.

[0075] Step S202: Based on the target parameters, switch the relay state for relay control of the catalyst so that the catalyst consumes pollutants in the vehicle exhaust gas.

[0076] It's important to note that catalytic converters primarily eliminate pollutants in vehicle emissions by converting NOx, CH4, and CO. Since the optimal conversion rate of a catalytic converter is a window value, but the optimal conversion value differs for each pollutant in the vehicle emissions, the target air-fuel ratio of the catalytic converter must fluctuate around the optimal value to ensure high conversion efficiency for all pollutants. This fluctuation in the target air-fuel ratio not only minimizes pollutant levels in vehicle emissions but also broadens the conversion range of the air-fuel ratio.

[0077] After obtaining the target parameters, the terminal device further converts the relay state of the catalytic converter based on the target parameters, so that the catalytic converter always maintains a high conversion efficiency to consume pollutants in the vehicle exhaust gas.

[0078] In some embodiments, when the oxygen sensor is not in operation and the terminal device acquires the air-fuel ratio flow rate of the internal combustion engine as the target parameter, the terminal device performs feedforward control on the catalytic converter to consume pollutants in the vehicle's exhaust gases based on the air-fuel ratio flow rate. For example, the terminal device determines the relay state for relay control of the catalytic converter to consume pollutants based on the air-fuel ratio flow rate, and then further calculates and determines the relay control amplitude required to switch the relay state after determining the relay state, thereby switching the relay state according to the relay control amplitude, so that the catalytic converter maintains a high conversion efficiency for pollutant consumption.

[0079] In other embodiments, after the oxygen sensor is operational and its voltage value is obtained as a target parameter, the terminal device performs closed-loop control of the catalytic converter to consume pollutants in vehicle emissions based on this voltage value. For example, the terminal device uses the deviation between the set air-fuel ratio and the actual air-fuel ratio as an input error. The accumulation of the error determines the relay state for catalytic converter relay control. When the accumulated error exceeds a certain value, it is considered a condition for relay state transition; the other condition is the oxygen sensor voltage value. During catalytic converter relay control, the terminal device accumulates different amplitudes after each relay state transition until the next relay state transition occurs, then repeats the process of determining the relay state using the two conditions. Thus, by using the oxygen sensor voltage value to determine the relay state and selecting the increment step size and amplitude based on the internal combustion engine's operating state, the target air-fuel ratio of the catalytic converter fluctuates near the optimal air-fuel ratio, thereby minimizing pollutants in vehicle emissions and widening the air-fuel ratio transition range. This can, in turn, improve vehicle emission performance.

[0080] In this embodiment, after the terminal device detects that the vehicle's internal combustion engine has entered the working state, it acquires the working state of the vehicle's oxygen sensor. Then, based on this working state, it further acquires the target parameters for relay control of the catalytic converter. Finally, based on these target parameters, it switches the relay state for relay control of the catalytic converter, thereby ensuring that the catalytic converter maintains a high conversion efficiency to consume pollutants in the vehicle's exhaust gases. Specifically, before the vehicle's internal combustion engine is operating but the oxygen sensor has entered the working state, the relay state for relay control of the catalytic converter is switched based on the air-fuel ratio flow control of the internal combustion engine. After the oxygen sensor also enters the working state, the relay state for relay control of the catalytic converter is switched based on the voltage value of the oxygen sensor. This ensures that the target air-fuel ratio for the catalytic converter to consume pollutants in the vehicle's exhaust gases always fluctuates near the optimal air-fuel ratio value, ensuring that the catalytic converter can consume pollutants in the vehicle's exhaust gases with a high emission conversion efficiency, thus improving the effectiveness of vehicle emission control.

[0081] In some embodiments, where the oxygen sensor includes a front oxygen sensor, an intermediate oxygen sensor, and a rear oxygen sensor, and the catalytic converter also includes a front catalytic converter and a main catalytic converter, if the voltage value of the oxygen sensor obtained by the terminal device is the voltage value of the rear oxygen sensor, then only the voltage value of the rear oxygen sensor is needed to determine the relay status for relay control of the catalytic converter, instead of using the condition of whether the cumulative deviation between the set air-fuel ratio and the actual air-fuel ratio exceeds a limit value as the basis for judgment. In this case, when three oxygen sensors are used to control vehicle emissions, the front oxygen sensor is installed in front of the front catalytic converter, the intermediate oxygen sensor is installed in the front catalytic converter, and the rear oxygen sensor is installed on the exhaust pipe between the front catalytic converter and the main catalytic converter. In some embodiments, the front and rear oxygen sensors are generally selected, but when rapid intervention in closed-loop control for vehicle emissions control is required, the control of the intermediate oxygen sensor is added.

[0082] Please refer to Figure 3 , Figure 3 The vehicle emission control method provided in this application includes schematic diagrams of the catalyst and oxygen sensor in some embodiments. Figure 3 As shown, when the oxygen sensor includes a first oxygen sensor (intermediate oxygen sensor), a second oxygen sensor (rear oxygen sensor), and a third oxygen sensor (front oxygen sensor), and the catalytic converter includes a front catalytic converter and a main catalytic converter, the intake port of the front catalytic converter is connected to the exhaust port of the internal combustion engine, and the intake port of the main catalytic converter is connected to the exhaust port of the front catalytic converter. The first oxygen sensor is located inside the front catalytic converter, the second oxygen sensor is located between the exhaust port of the front catalytic converter and the intake port of the main catalytic converter, and the third oxygen sensor is located between the exhaust port of the internal combustion engine and the intake port of the front catalytic converter. In this case, the step S201 above, "obtaining the target parameter based on the working state of the oxygen sensor," can include:

[0083] When both the first oxygen sensor and the second oxygen sensor are in a non-operating state, the air-fuel ratio flow rate through the internal combustion engine is determined based on a preset air-fuel ratio value.

[0084] It should be noted that the preset air-fuel ratio includes: the air-fuel ratio calculated by the preset model, and / or the air-fuel ratio measured by the third oxygen sensor.

[0085] After the vehicle's internal combustion engine enters the working state, the terminal device acquires the working status of the three oxygen sensors: the front oxygen sensor, the intermediate oxygen sensor, and the rear oxygen sensor. Then, when the front oxygen sensor is in the working state, but the intermediate oxygen sensor and the rear oxygen sensor are both in the non-working state, the terminal device uses the air-fuel ratio value calculated by the preset model and / or the air-fuel ratio value measured by the front oxygen sensor to calculate and determine the air-fuel ratio flow rate through the internal combustion engine, and uses this air-fuel ratio flow rate as the target parameter for subsequent relay control of the catalytic converter.

[0086] In some embodiments, the terminal device uses the air-fuel ratio calculated by the preset model, the air-fuel ratio measured by the pre-oxygen sensor, or the average of the air-fuel ratio calculated by the preset model and the air-fuel ratio measured by the pre-oxygen sensor as the obtained air-fuel ratio value. The actual air-fuel ratio value is obtained by subtracting the actual air-fuel ratio value from the preset adaptive value (1 or -1). The deviation error between the actual air-fuel ratio value and the set value (the air-fuel ratio value calculated by the preset model) is multiplied by the intake air flow of the internal combustion engine, and then multiplied by the preset scheduling time (ts) to obtain the air-fuel ratio flow m_Lam flowing through the internal combustion engine.

[0087] It should be noted that the relay control of the catalytic converter by the terminal equipment based on the air-fuel ratio flow through the internal combustion engine is a feedforward control measure performed when the terminal equipment does not meet the conditions for closed-loop emission control (closed-loop control based on the voltage value of the oxygen sensor, especially the voltage value of the rear oxygen sensor, to control the consumption of pollutants in the vehicle's exhaust gases by the catalytic converter). Closed-loop emission control utilizes oxygen sensors for closed-loop relay control, while feedforward control relies on predicting the oxygen storage capacity of the catalytic converter itself for emission control.

[0088] In some embodiments, when performing feedforward control on vehicle exhaust gases, the terminal device may also pre-calculate whether the control of vehicle exhaust gases meets the feedforward control conditions.

[0089] It should be noted that since feedforward control of vehicle emissions utilizes the oxygen stored in the catalytic converter for pre-control, this requires that feedforward control be implemented when the catalytic converter has a certain catalytic capacity and under conditions where the vehicle's internal combustion engine does not experience fuel cut-off. Therefore, the feedforward control conditions that the terminal equipment needs to calculate for controlling vehicle emissions may include:

[0090] 1) The cylinder wall temperature of the internal combustion engine reaches the minimum limit;

[0091] 2) The time after the internal combustion engine finishes starting reaches a certain limit;

[0092] 3) The catalytic converter heating indicator reaches a certain limit;

[0093] 4) Target air-fuel ratio value output by emission control is required;

[0094] 5) No fuel cut-off occurs in the internal combustion engine;

[0095] 6) No closed-loop control is performed.

[0096] In some embodiments, when the terminal device calculates and determines that the current control of vehicle emissions meets the above-mentioned feedforward control conditions, it determines the rich or lean state of the air-fuel ratio based on the air-fuel ratio flow rate through the internal combustion engine.

[0097] It should be noted that since the terminal equipment uses relay control for the catalytic converter in the feedforward control, it is necessary to determine the rich and lean states of the air-fuel ratio. At this point, since there are no sensors to determine the specific transition state when relay control is applied to the catalytic converter, the calculated cumulative air-fuel ratio flow rate can only be used for judgment. Specifically, by looking up the tables m_FFwdRich and m_FFwdLean using the engine block temperature and catalytic converter temperature, the maximum value of the cumulative air-fuel ratio is obtained, and then compared with this cumulative air-fuel ratio value to determine whether a relay state transition has occurred when relay control of the catalytic converter is applied.

[0098] Please refer to Figure 4 , Figure 4 for Figure 2 A detailed flowchart of step S202.

[0099] like Figure 4 As shown, in some embodiments, when the target parameter is the air-fuel ratio flow rate of the internal combustion engine, the above step S202: based on the target parameter, switching the relay state for relay control of the catalyst may include steps S401 to S404 as shown below.

[0100] Step S401: Determine the maximum value of the cumulative air-fuel ratio based on the air-fuel ratio flow rate by looking up the table.

[0101] When the terminal equipment performs relay control on the catalytic converter based on the air-fuel ratio flow rate as the target parameter to enable the catalytic converter to consume pollutants in the vehicle's exhaust gases, it uses the accumulated air-fuel ratio flow rate to determine whether a relay state switch is required during relay control of the catalytic converter. Specifically, the terminal equipment uses the cylinder block temperature of the internal combustion engine and the catalytic converter temperature to look up the tables m_FFwdRich and m_FFwdLean to obtain the maximum value of the accumulated air-fuel ratio for the switch.

[0102] Step S402: Based on the maximum cumulative air-fuel ratio, determine whether the pollutants in the vehicle exhaust gas consumed by the catalyst have undergone a state change.

[0103] After determining the maximum cumulative air-fuel ratio, the terminal device compares this maximum value with the current cumulative air-fuel ratio to determine whether the relay control applied to the catalytic converter has caused a state transition in the pollutants consumed by the catalytic converter in the vehicle's exhaust gases. For example, if the maximum cumulative air-fuel ratio is greater than or equal to the current cumulative air-fuel ratio, the terminal device determines that the current relay control applied to the catalytic converter has caused a state transition in the pollutants consumed by the catalytic converter; conversely, if the maximum cumulative air-fuel ratio is less than the current cumulative air-fuel ratio, the terminal device determines that the current relay control applied to the catalytic converter has not caused a state transition in the pollutants consumed.

[0104] Step S403: If it is determined that the catalyst consumes the pollutant and undergoes a state change, the relay control amplitude is determined by looking up the relay state limit corresponding to the air-fuel ratio flow rate.

[0105] When the terminal equipment determines that the catalyst is subjected to relay control to cause a change in the state of pollutant consumption, it further determines the relay control amplitude required to change the relay state of the catalyst by looking up a table based on the relay state limit (rich limit or lean limit) determined by the air-fuel ratio flow rate through the internal combustion engine.

[0106] Step S404: The relay state for relay control of the catalyst according to the relay control amplitude conversion.

[0107] After the terminal equipment determines the relay control amplitude, it performs relay control on the catalyst according to the relay control amplitude, thereby changing the relay state for relay control of the catalyst.

[0108] For example, the terminal device performs amplitude control of the rich state when relaying the catalyst according to the rich limit determined by the air-fuel ratio flow rate through the internal combustion engine. That is, when the terminal device uses the air-fuel ratio flow rate to accumulate and judge the rich state, it determines the relay control amplitude Z_FFwdBangAmpRich of the rich state by looking up the table through the cylinder block temperature and catalyst temperature (as shown in Table 1 below), and then outputs the amplitude according to Z_FFwdBangAmpRich.

[0109] Table 1

[0110] Y\X -12.00... -2.000... 0.0000... 40.000... 60.000... 80.000... 110.000... -12.00... 0.0024... 0.0024... 0.0024... 0.0050... 0.0074... 0.0100... 0.0100... 20.000... 0.0024... 0.0024... 0.0024... 0.0050... 0.0074... 0.0100... 0.0100... 200.00... 0.0024... 0.0024... 0.0024... 0.0050... 0.0074... 0.0100... 0.0100... 300.00... 0.0050... 0.0050... 0.0050... 0.0074... 0.0100... 0.0100... 0.0100... 400.00... 0.0074... 0.0074... 0.0074... 0.0050... 0.0050... 0.0100... 0.0100... 500.00... 0.0100... 0.0100... 0.0100... 0.0050... 0.0050... 0.0100... 0.0100...

[0111] Alternatively, the terminal device can control the amplitude of the lean state when relay-controlling the catalytic converter based on the lean limit determined by the air-fuel ratio flow rate through the internal combustion engine. That is, when the terminal device uses the air-fuel ratio flow rate to accumulate and judge the lean state, it determines the relay control amplitude Z_FFwdBangAmpLean of lean by looking up a table (as shown in the table below) based on the cylinder block temperature and catalytic converter temperature, and then outputs the amplitude according to Z_FFwdBangAmpLean.

[0112] Table 2

[0113] Y\X -12.00... -2.000... 0.0000... 40.000... 60.000... 80.000... 110.000... -12.00... 0.002... 0.002... 0.002... 0.005... 0.007... 0.010... 0.010... 20.000... 0.002... 0.002... 0.002... 0.005... 0.007... 0.010... 0.010... 200.00... 0.002... 0.002... 0.002... 0.005... 0.007... 0.010... 0.010... 300.00... 0.005... 0.005... 0.005... 0.007... 0.010... 0.010... 0.010... 400.00... 0.007... 0.007... 0.007... 0.015... 0.015... 0.010... 0.010... 500.00... 0.010... 0.010... 0.010... 0.015... 0.015... 0.010... 0.010...

[0114] In some embodiments, before the terminal device determines the relay control amplitude based on the relay state limit corresponding to the air-fuel ratio flow rate by looking up a table, and outputs the relay control amplitude to switch the relay state for relay control of the catalyst, it may also reset the amplitude of the feedforward control. That is, based on the cylinder block temperature at the start of the internal combustion engine, the rich amplitude or lean amplitude operation is first performed when feedforward control begins, determined by looking up a table. After resetting, the terminal device then performs corresponding rich and lean amplitude control according to the rich and lean limits determined by the air-fuel ratio flow rate through the internal combustion engine.

[0115] In some embodiments, when the oxygen sensor (especially the rear oxygen sensor) is in operation and its voltage value is obtained as a target parameter, the terminal device first determines, based on the voltage value, whether the relay control method is used to control the catalytic converter to consume pollutants in the vehicle exhaust gas when the oxygen sensor is in operation and thus performing closed-loop control of the vehicle exhaust gas. After determining the relay control state, the terminal device then uses factors such as coolant level, catalytic converter temperature, engine speed, and load to determine the increase or decrease in the range of the range when in the rich or lean state, and finally outputs this range.

[0116] Please refer to Figure 5 , Figure 5 The following are schematic flowcharts of the steps of the vehicle emission control method provided in some other embodiments of this application.

[0117] like Figure 5 As shown, in some embodiments, the vehicle emission control method provided in this application may further include steps S501 and S502 as shown below.

[0118] Step S501: Obtain the cumulative deviation between the preset air-fuel ratio and the actual air-fuel ratio.

[0119] When the terminal device performs closed-loop control of vehicle emissions based on the voltage value of the oxygen sensor, it obtains the cumulative deviation between the preset air-fuel ratio and the actual air-fuel ratio based on the preset air-fuel ratio and the actual air-fuel ratio when calculating the internal combustion engine air-fuel ratio flow rate.

[0120] Step S502: When the accumulated deviation is greater than or equal to a preset limit value, the relay state of the catalyst is converted based on the accumulated deviation.

[0121] After obtaining the cumulative deviation between the preset air-fuel ratio and the actual air-fuel ratio, the terminal device compares the cumulative deviation with a preset limit value. If the cumulative deviation is greater than or equal to the preset limit value, it determines whether the relay state for relay control of the catalyst is in a rich state or a lean state based on the cumulative deviation, and then controls the switching of the relay state.

[0122] It's important to note that closed-loop control of vehicle emissions relies on the rear oxygen sensor being operational and providing feedback (such as air-fuel ratio). However, the rear oxygen sensor's ability to stably measure the air-fuel ratio is not the only condition. Closed-loop control determines the delay in catalytic converter relay control (whether it's in a rich or lean state) by accumulating the deviation between the front oxygen sensor's air-fuel ratio and the set air-fuel ratio. Alternatively, it uses the voltage value of the rear oxygen sensor to determine whether relay control of the catalytic converter has reached a rich or lean state. Both conditions are determined by oxygen sensor feedback, and thus, these two factors jointly determine the relay control state transition.

[0123] In some embodiments, the terminal device may also pre-determine whether the control of vehicle emissions has reached the closed-loop control condition. Then, if the closed-loop control condition is determined to have been reached, closed-loop control of vehicle emissions is performed based on the voltage value of the oxygen sensor; that is, the voltage value of the oxygen sensor is used as the target parameter to switch the relay state for relay control of the catalytic converter.

[0124] It should be noted that the terminal equipment calculates whether the control of vehicle emissions meets the closed-loop control conditions, specifically calculating whether the closed-loop control execution conditions of the rear oxygen sensor and the intermediate oxygen sensor are met. The closed-loop control execution conditions of the rear and intermediate oxygen sensors are essentially the same, and mainly consist of:

[0125] 1) The oxygen sensor meets the executable condition; for example, the downstream oxygen sensor is controlled as B_LamBinRe = 1; the intermediate oxygen sensor is controlled as B_LamBinMid = 1. The terminal equipment sets this condition because the oxygen sensor value is needed as a feedback signal in the closed-loop control.

[0126] 2) The coolant temperature exceeds a certain value; for example, it exceeds the minimum value required for normal combustion.

[0127] 3) The catalytic converter temperature reaches a certain value. The terminal equipment sets a catalytic converter temperature condition because: controlling vehicle emissions through the catalytic converter mainly aims to achieve the optimal air-fuel ratio for the catalytic converter, thereby reducing the pollutant content in the vehicle emissions. Therefore, the catalytic converter must be able to operate during vehicle emission control, i.e., the catalytic converter temperature must be greater than the threshold.

[0128] 4) The internal combustion engine needs a certain amount of time after starting. After starting, the engine enters a warm-up phase, during which a request for catalytic heating is issued. Therefore, to ensure closed-loop control of vehicle emissions can begin, control must be initiated some time after the engine has finished starting. Since catalytic heating is significantly affected by different starting conditions, there are two timeframes at play: the time after the first start, which is longer than the time determined by the cylinder block temperature during the first start and the time determined by the cylinder block temperature during a normal start (t_AftFirstStrtRe).

[0129] 5) The catalyst heating pointer reaches a certain value. The catalyst heating pointer indicates the heating state of the catalyst. Since the catalyst needs to reach a certain temperature in closed-loop control to carry out catalytic action, the catalyst pointer needs to reach a certain value.

[0130] In some embodiments, when the terminal device determines that the control of vehicle emissions has reached the closed-loop control condition, and thus uses the oxygen sensor voltage value as the target parameter, step S202 above: based on the target parameter, switching the relay state for relay control of the catalytic converter, may include:

[0131] When the voltage value of the oxygen sensor reaches the switching voltage for relay control of the catalyst, and the oxygen sensor meets the preset delay condition, the relay state for relay control of the catalyst is switched based on the voltage value.

[0132] It should be noted that the preset delay condition is used to characterize the state holding time when the voltage value reaches the jump voltage, which is greater than or equal to the concentration change time of the air-fuel ratio value measured by the oxygen sensor.

[0133] After the oxygen sensor is operational and determines that closed-loop control of vehicle emissions is in effect, the terminal device immediately enters the closed-loop relay control phase using the oxygen sensor and catalytic converter. At this point, the core of the terminal device's continued relay control of the catalytic converter is to first determine the switching state of the downstream and intermediate oxygen sensors. Since both downstream and intermediate oxygen sensors are involved, the terminal device needs to specifically determine whether each has entered a rich or lean state for relay control. After determining the relay control state, the calculation of the increase or decrease in relay control amplitude is then performed. However, regardless of whether the intermediate or downstream oxygen sensor is entering a rich or lean state, the terminal device first checks if the oxygen sensor voltage reaches the switching voltage for relay control of the catalytic converter. If the voltage reaches the switching voltage, it further checks if the oxygen sensor meets a preset delay condition. If the oxygen sensor also meets the preset delay condition, the terminal device then switches the relay control state (rich or lean) for the catalytic converter based on the oxygen sensor voltage value.

[0134] For example, when the terminal device switches the relay state for relay control of the catalytic converter based on the voltage value of the post-oxygen sensor, it needs to determine two conditions: first, whether the voltage value of the post-oxygen sensor reaches the switching voltage; and second, whether the state change based on the post-oxygen sensor meets the delay condition. Only when both conditions are met simultaneously can it be determined that the emission control state has changed.

[0135] When the terminal equipment determines whether the voltage value of the rear oxygen sensor has reached the jump voltage, the state judgment in emission control needs to be divided into two cases. If state delay is not considered, only the influence of the rear oxygen sensor voltage value on the optimal catalytic effect of the catalyst under a certain operating condition needs to be considered. That is: when the rear oxygen sensor voltage value reaches the limit value of the speed and load lookup table m_DlyRichNomRe, it represents a rich state; and when the rear oxygen sensor voltage value drops to the speed and load lookup table m_DlyLeanNomRe, it represents a lean state. When the operating condition is determined (i.e., speed and load are constant), the optimal catalytic window of the catalyst is affected by the catalyst temperature lookup table. This means that when using the rear oxygen sensor voltage value to determine whether emissions are rich or lean, it is necessary to use the speed and load to look up an optimal conversion window of the catalyst under this operating condition. However, when the catalyst is not fully heated, its optimal conversion window is affected by the catalyst temperature. Therefore, the optimal conversion window is the product of two lookup table values.

[0136] When the terminal equipment performs a delay judgment on the post-oxygen sensor, it's important to understand that since the post-oxygen sensor is an inertial sensor, the air-fuel ratio measured by the sensor when the exhaust gas reaches a certain concentration is not the actual air-fuel ratio at that moment. Furthermore, due to the time difference between the transition from lean to rich and from rich to lean air-fuel ratios, controlling vehicle emissions is not strictly symmetrical. Therefore, different delays are needed on the rich and lean sides to achieve optimal catalytic converter conversion. Specifically, the terminal equipment can compare the cumulative integral of the calculated air-fuel ratio flow through the internal combustion engine over time with a delay threshold. The delay condition is met when the cumulative integral of the air-fuel ratio flow over time exceeds the threshold. The delay threshold is calculated by obtaining a basic air-fuel ratio flow value from a table based on the operating conditions (speed and load), and then multiplying this value by the influence of the catalytic converter temperature from a table to obtain the required air-fuel ratio flow delay threshold.

[0137] In some embodiments, when the terminal device controls the vehicle's exhaust gases, whether the state of pollutants consumed by the catalyst in the exhaust gases changes due to relay control requires determining whether the voltage value of the rear oxygen sensor reaches the jump voltage and whether the rear oxygen sensor meets the delay condition after reaching the jump voltage. Only when both conditions are met can it be determined that the state of pollutant consumption by the catalyst has changed. The determination of whether the catalyst has entered a normal state of pollutant consumption mainly involves observing whether the catalyst temperature affects the optimal window and delay time measured by the rear oxygen sensor voltage. Specifically, if the catalyst temperature changes less than 0.001 after looking up table 1, it is determined that the catalyst temperature has no effect on the catalytic effect.

[0138] Furthermore, when the terminal device switches the relay state for relay control of the catalytic converter based on the voltage value of the intermediate oxygen sensor, it also needs to determine two conditions: whether the voltage value of the intermediate oxygen sensor reaches the switching voltage, and whether the state transition based on the intermediate oxygen sensor meets the delay condition. The process by which the terminal device determines whether the intermediate oxygen sensor meets the above two conditions is the same as the process by which it determines whether the post-oxygen sensor meets the same two conditions, and will not be repeated here.

[0139] In some embodiments, after determining that the intermediate oxygen sensor and the post oxygen sensor each meet the execution conditions for closed-loop control, the terminal device further integrates and coordinates the rich and lean states obtained from the intermediate oxygen sensor and the rich and lean states obtained from the post oxygen sensor to perform relay control of the catalyst, so that the catalyst maintains a high conversion efficiency to consume pollutants in the vehicle exhaust gas.

[0140] It should be noted that the intermediate oxygen sensor is added to the terminal device to enable the catalytic converter to consume pollutants and enter closed-loop control more quickly in the initial stage of control. However, when the post-oxygen sensor enters the working state and can perform relay control on the catalytic converter based on its voltage value, to achieve higher control accuracy, the voltage value of the post-oxygen sensor can be directly used to perform relay control on the catalytic converter to consume pollutants. Therefore, in some embodiments, when the intermediate oxygen sensor reaches the closed-loop control execution condition, but the post-oxygen sensor does not, the rich and lean values ​​corresponding to the intermediate oxygen sensor can be used to perform relay control on the catalytic converter. When the post-oxygen sensor reaches the execution condition, only the rich and lean values ​​of the post-oxygen sensor are used to perform relay control on the catalytic converter.

[0141] In some embodiments, when the terminal device performs relay control of the catalytic converter based on the voltage value conversion of the oxygen sensor, it can calculate the amplitude of the relay control to ultimately obtain the correction deviation of emission control for the desired air-fuel ratio. The terminal device primarily calculates the basic amplitude of the relay control by looking up tables based on engine speed and load. However, the amplitude of emission control is affected by emission adaptation, coolant temperature, and catalytic converter temperature. Among these factors, emission adaptation affects basic fuel injection; coolant temperature and catalytic converter temperature both influence catalytic performance due to temperature, so smaller values ​​can be used to reduce excessive amplitude fluctuations in emission control.

[0142] Furthermore, when the terminal device performs relay control of the catalyst based on the voltage value conversion of the oxygen sensor, it can also calculate the catalyst temperature values ​​at the downstream oxygen sensor and the intermediate oxygen sensor, and then comprehensively coordinate whether the catalyst temperature affects the catalytic effect. Specifically, when calculating the catalyst temperature value Te_CatWghtR at the downstream oxygen sensor and the catalyst temperature value Te_CatWghtMid at the intermediate oxygen sensor, the terminal device can use the estimated catalyst temperature Te_CatC, the intermediate catalyst temperature Te_CatMidC, and the downstream catalyst temperature Te_CatRearC, calculated according to the formula shown below based on their respective weights.

[0143] Te_CatWghtR=Te_CatRearC*rt_CatWghtRe+Te_CatMidC*(1-rt_CatWghtRe); Te_CatWghtMid=-Te_CatMidC*rt_CatWghtMid+Te_CatC*(1-rt_CatWghtMid).

[0144] After the terminal device calculates the catalyst temperature value Te_CatWghtR at the rear oxygen sensor and the catalyst temperature value Te_CatWghtMid at the intermediate oxygen sensor, when controlling the catalyst to consume pollutants in the vehicle's exhaust gas based on the voltage value of the intermediate oxygen sensor, it only needs to consider whether the intermediate catalyst temperature Te_CatWghtMid affects the catalytic effect. However, when controlling the catalyst to consume pollutants based on the voltage value of the rear oxygen sensor, it needs to consider whether the temperature of the rear part of the catalyst Te_CatWghtR affects the catalytic effect.

[0145] Please refer to Figure 6 , Figure 6 for Figure 2 A detailed flowchart of step S201.

[0146] like Figure 6 As shown, in some embodiments, the above-described methods are used in the vehicle's internal combustion engine, oxygen sensor, and catalytic converter. Figure 3 When designing the structure shown, the step S201 above, "obtaining target parameters based on the working state of the oxygen sensor", may include steps S601 to S603 as shown below.

[0147] Step S601: Obtain the operating status of the first oxygen sensor and the second oxygen sensor respectively.

[0148] After the vehicle's internal combustion engine starts and enters operating mode, the terminal equipment determines the operating status of the first oxygen sensor (intermediate oxygen sensor) and the second oxygen sensor (rear oxygen sensor) by monitoring whether it receives signals reported by the oxygen sensors. For example, when the terminal equipment detects a signal from the intermediate oxygen sensor, it determines that the intermediate oxygen sensor is already in operating mode. Furthermore, when the terminal equipment detects a signal from the rear oxygen sensor, it determines that the rear oxygen sensor is also in operating mode.

[0149] Step S602: When the first oxygen sensor is in working condition, obtain the voltage value of the first oxygen sensor.

[0150] After determining that the intermediate oxygen sensor has entered the working state, the terminal device immediately acquires the voltage value of the intermediate oxygen sensor and uses the voltage value of the intermediate oxygen sensor as the target parameter for relay control of the catalyst. When it is subsequently confirmed that the intermediate oxygen sensor meets the execution conditions of closed-loop control, the relay state for relay control of the catalyst is changed based on the voltage value of the intermediate oxygen sensor.

[0151] Step S603: When the second oxygen sensor is in working state, acquire the voltage value of the second oxygen sensor.

[0152] After determining that the post-oxygen sensor has entered the working state, the terminal device immediately acquires the voltage value of the post-oxygen sensor, and uses the voltage value of the post-oxygen sensor as the target parameter for relay control of the catalyst. When it is subsequently confirmed that the post-oxygen sensor meets the execution conditions of closed-loop control, the relay state for relay control of the catalyst is changed based on the voltage value of the post-oxygen sensor.

[0153] In addition, please refer to Figure 7 , Figure 7 for Figure 1 A schematic diagram of another detailed step in step S202.

[0154] like Figure 7 As shown, in some embodiments, when the template parameter is the voltage value of the oxygen sensor, the above step S202: based on the target parameter, switching the relay state for relay control of the catalyst may also include the steps S701 and S702 shown below.

[0155] Step S701: When the first oxygen sensor is in working state, the voltage value of the first oxygen sensor reaches the relay control switching voltage, and the first oxygen sensor meets the preset delay condition, the relay state of the catalyst is controlled by relay based on the voltage value conversion of the first oxygen sensor.

[0156] After the terminal device obtains the voltage value of the intermediate oxygen sensor as the target parameter when the intermediate oxygen sensor is in working state, it determines that the voltage value of the intermediate oxygen sensor has reached the switching voltage of the relay control, and the intermediate oxygen sensor also meets the above-mentioned preset delay conditions. Then, it confirms that the intermediate oxygen sensor currently meets the execution conditions of closed-loop control, and the relay state of the catalyst is changed based on the voltage value of the intermediate oxygen sensor.

[0157] Step S702: When both the first oxygen sensor and the second oxygen sensor are in working condition, and the voltage value of the second oxygen sensor reaches the relay control switching voltage, and the second oxygen sensor meets the preset delay condition, the relay state of relay control of the catalyst is performed based on the voltage value conversion of the second oxygen sensor.

[0158] After the terminal device has both the intermediate oxygen sensor and the post oxygen sensor in working condition and has obtained the voltage value of the post oxygen sensor as the target parameter, it determines that the voltage value of the post oxygen sensor has reached the relay control switching voltage and that the post oxygen sensor also meets the above-mentioned preset delay conditions. Then, it confirms that the post oxygen sensor currently meets the execution conditions of closed-loop control and performs relay control on the catalyst based on the voltage value of the post oxygen sensor.

[0159] The following is a complete embodiment of the vehicle emission control method provided in this application.

[0160] Please refer to Figure 8 , Figure 8 The vehicle emission control method provided in the embodiments of this application is illustrated in some embodiments as a flowchart of correcting deviations in the desired air-fuel ratio.

[0161] like Figure 8 As shown, when the rear oxygen sensor is not yet active but the front oxygen sensor has already started working, the terminal device uses the intake air flow rate (air-fuel ratio flow rate) entering the internal combustion engine (more or less) as a feedback signal to control the vehicle's emissions. This feedback signal determines whether the air-fuel ratio at which the catalytic converter consumes pollutants from the vehicle's emissions is at the rich or lean end. Whether the intake air volume or the voltage value of the rear oxygen sensor is used to determine whether the air-fuel ratio is at the rich or lean end, the determining factors are the internal combustion engine's operating conditions (speed, load) and the catalytic converter's catalytic efficiency (catalytic converter temperature). The only difference is that when using the rear oxygen sensor's voltage, the table obtained from looking up the engine's operating conditions (speed, load) and catalytic converter temperature is the rear oxygen sensor's voltage value; when using the intake air volume, the table obtained is the intake air flow rate value. Among these, when the catalytic efficiency (catalyst temperature and coolant temperature) reaches its optimal value, the air-fuel ratio is determined solely by the operating conditions of the internal combustion engine at the rich or lean end. In other words, the catalyst enters its standard state at this time, and its catalytic efficiency reaches its maximum.

[0162] When the feedback signal based on the oxygen sensor voltage value or air-fuel ratio flow rate is rich, it indicates that the air-fuel ratio for catalytic converter to consume pollutants is in a rich state. To ensure the optimal window for catalytic efficiency, the terminal device performs a lean operation on the target air-fuel ratio value until the feedback signal is lean; when the feedback signal is lean, the terminal device performs the reverse operation. This ensures both the optimal window for catalytic converter operation and the optimal conversion efficiency of the catalytic converter for the three pollutants in vehicle exhaust. In some embodiments, when the catalytic converter ages or the front oxygen sensor is inaccurate, if the amplitude of the relay control for the catalytic converter is not changed, the relay control value will continuously execute rich or lean operations. This results in a small emission adaptive value, causing the emission adaptive counter to continuously accumulate. Therefore, the terminal device adds an emission adaptive counter here to adjust the emission control amplitude. As the adaptive counter accumulates, the emission control amplitude increases to identify aging of the front oxygen sensor or catalytic converter, and to quickly bring emission adaptive to a reasonable range. The amplitude of relay control is determined by the catalytic efficiency of the catalyst (catalytic converter temperature), the combustion state (coolant temperature), and the operating conditions of the internal combustion engine (speed and load). After adding the emission adaptive counting (a remedial measure when the rich or lean state cannot be reached), the amplitude of relay control is determined by the aforementioned factors and the emission adaptive counting.

[0163] In this embodiment, the terminal device performs relay control on the catalyst to ensure that the catalyst consumes pollutants in the vehicle's exhaust gas while maintaining a target air-fuel ratio. This is mainly because among the pollutants consumed by the catalyst, NOx is a reduction reaction, while CO and CH are oxidation reactions. Therefore, the optimal air-fuel ratio for the catalyst to convert different pollutants varies. To minimize the pollutant content, it is necessary to control the fluctuation of the target air-fuel ratio. Furthermore, controlling the fluctuation of the target air-fuel ratio for the catalyst's pollutant consumption also aims to broaden the optimal conversion bandwidth of the catalyst, fully utilizing the catalytic oxidation of platinum and the catalytic reduction of palladium and rhodium, as well as the oxygen storage and release functions of cerium. Finally, since the rear oxygen sensor generally uses a narrow oxygen sensor, this type of sensor cannot directly measure the air-fuel ratio, but only shows a jump around the air-fuel ratio of 1. Therefore, based on this consideration, controlling the fluctuation of the target air-fuel ratio for the catalyst's pollutant consumption is also used for rich-lean control.

[0164] Please see Figure 9 This application also provides a vehicle emission control device that can implement the above-described vehicle emission control method. The device includes an acquisition module 901 and a control module 902.

[0165] The acquisition module 901 is used to acquire target parameters based on the working state of the oxygen sensor when the internal combustion engine of the vehicle is working; wherein, when the oxygen sensor is not working, the target parameter is the air-fuel ratio flow rate of the internal combustion engine, and when the oxygen sensor is working, the target parameter is the voltage value of the oxygen sensor.

[0166] The control module 902 is used to switch the relay state of the catalytic converter based on the target parameters, so that the catalytic converter consumes pollutants in the vehicle exhaust gas.

[0167] In some embodiments, when the target parameter is the voltage value of the oxygen sensor, the control module 902 is further configured to, when the voltage value of the oxygen sensor reaches the switching voltage for relay control of the catalyst, and the oxygen sensor meets a preset delay condition, switch the relay state for relay control of the catalyst based on the voltage value.

[0168] The preset delay condition is used to characterize the state holding time when the voltage value reaches the jump voltage, which is greater than or equal to the concentration change time of the air-fuel ratio value measured by the oxygen sensor.

[0169] In some embodiments, the oxygen sensor includes a first oxygen sensor and a second oxygen sensor; the catalyst includes a pre-catalyst and a main catalyst, the inlet of the pre-catalyst is connected to the gas outlet of the internal combustion engine, and the inlet of the main catalyst is connected to the gas outlet of the pre-catalyst; the first oxygen sensor is disposed inside the pre-catalyst, and the second oxygen sensor is disposed between the gas outlet of the pre-catalyst and the inlet of the main catalyst;

[0170] The acquisition module 901 is further configured to acquire the operating status of the first oxygen sensor and the second oxygen sensor respectively; acquire the voltage value of the first oxygen sensor when the first oxygen sensor is in the operating state; and acquire the voltage value of the second oxygen sensor when the second oxygen sensor is in the operating state.

[0171] In some embodiments, the control module 902 is further configured to perform relay control on the catalyst based on the voltage value conversion of the first oxygen sensor when the first oxygen sensor is in operation, the voltage value of the first oxygen sensor reaches the relay control switching voltage, and the first oxygen sensor meets a preset delay condition; and to perform relay control on the catalyst based on the voltage value conversion of the second oxygen sensor when both the first oxygen sensor and the second oxygen sensor are in operation, the voltage value of the second oxygen sensor reaches the relay control switching voltage, and the second oxygen sensor meets a preset delay condition.

[0172] In some embodiments, the oxygen sensor includes a first oxygen sensor, a second oxygen sensor, and a third oxygen sensor; the catalyst includes a pre-catalyst and a main catalyst, the inlet of the pre-catalyst is connected to the gas exhaust outlet of the internal combustion engine, and the inlet of the main catalyst is connected to the gas exhaust outlet of the pre-catalyst; the first oxygen sensor is disposed inside the pre-catalyst, the second oxygen sensor is disposed between the gas exhaust outlet of the pre-catalyst and the inlet of the main catalyst, and the third oxygen sensor is disposed between the gas exhaust outlet of the internal combustion engine and the inlet of the pre-catalyst;

[0173] The acquisition module 901 is further configured to determine the air-fuel ratio flow rate through the internal combustion engine based on a preset air-fuel ratio value when both the first oxygen sensor and the second oxygen sensor are in a non-working state.

[0174] The preset air-fuel ratio value includes: the air-fuel ratio value calculated by the preset model, and / or the air-fuel ratio value measured by the third oxygen sensor.

[0175] In some embodiments, when the target parameter is the air-fuel ratio flow rate of the internal combustion engine, the control module 902 is further configured to: determine the maximum value of the accumulated air-fuel ratio based on the air-fuel ratio flow rate; determine whether the state transition occurs when the catalyst consumes pollutants in the vehicle exhaust gas; if it is determined that the state transition occurs when the catalyst consumes the pollutants, determine the relay control amplitude based on the relay state limit corresponding to the air-fuel ratio flow rate; and, perform relay control on the catalyst according to the relay control amplitude conversion.

[0176] In some embodiments, the acquisition module 901 is further configured to acquire the cumulative deviation between the preset air-fuel ratio and the actual air-fuel ratio; the control module 902 is further configured to, when the cumulative deviation is greater than or equal to a preset limit value, convert the relay state of the catalyst for relay control based on the cumulative deviation.

[0177] The specific implementation of the vehicle emission control device provided in this application is basically the same as the specific implementation of the vehicle emission control method described above, and will not be repeated here.

[0178] This application also provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the above-described vehicle emission control method. This electronic device can be any smart terminal, including a tablet computer or an in-vehicle computer.

[0179] Please see Figure 10 , Figure 10 The hardware structure of an electronic device according to another embodiment is illustrated. The electronic device includes:

[0180] The processor 1001 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application.

[0181] The memory 1002 can be implemented as a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 1002 can store the operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1002 and is called and executed by the processor 1001 to execute the vehicle emission control method of the embodiments of this application.

[0182] Input / output interface 1003 is used to implement information input and output;

[0183] The communication interface 1004 is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0184] Bus 1005 transmits information between various components of the device (e.g., processor 1001, memory 1002, input / output interface 1003, and communication interface 1004);

[0185] The processor 1001, memory 1002, input / output interface 1003 and communication interface 1004 are connected to each other within the device via bus 1005.

[0186] This application also provides a vehicle equipped with electronic devices, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the above-described vehicle emission control method.

[0187] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described vehicle emission control method.

[0188] Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, memory may optionally include memory remotely located relative to the processor, and these remote memories can be connected to the processor via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0189] This application also provides a computer program product, including a computer program. The steps implemented by the computer program when executed by a processor are basically the same as those in the specific embodiments of the vehicle emission control method described above, and will not be repeated here.

[0190] The embodiments described in this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided by the embodiments of this application. As those skilled in the art will know, with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems.

[0191] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of this application, and may include more or fewer steps than shown, or combine certain steps, or different steps.

[0192] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0193] Those skilled in the art will understand that all or some of the steps in the methods disclosed above, as well as the functional modules / units in the systems and devices, can be implemented as software, firmware, hardware, or suitable combinations thereof.

[0194] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0195] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0196] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of the units described above is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0197] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0198] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0199] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes multiple instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing programs, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0200] The preferred embodiments of the present application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of the present application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of the present application shall be within the scope of the claims of the present application.

Claims

1. A vehicle emission control method, characterized in that, The method includes: With the vehicle's internal combustion engine running, target parameters are acquired based on the operating status of the oxygen sensor; wherein, the air intake of the vehicle's front catalytic converter is connected to the gas exhaust outlet of the internal combustion engine, and the air intake of the vehicle's main catalytic converter is connected to the gas exhaust outlet of the front catalytic converter; When the oxygen sensor includes a first oxygen sensor and a second oxygen sensor, and the first oxygen sensor and / or the second oxygen sensor are in a working state, the target parameter is the voltage value of the oxygen sensor in the working state; when the oxygen sensor includes a first oxygen sensor, a second oxygen sensor, and a third oxygen sensor, and the first oxygen sensor and the second oxygen sensor are each in a non-working state, the target parameter is the air-fuel ratio flow rate through the internal combustion engine, the air-fuel ratio flow rate is obtained by multiplying the deviation between a preset air-fuel ratio value and the actual air-fuel ratio by the intake air flow rate of the internal combustion engine and a preset scheduling time, the preset air-fuel ratio value includes the air-fuel ratio value calculated by a preset model and / or the air-fuel ratio value measured by the third oxygen sensor; wherein, the first oxygen sensor is disposed inside the pre-catalytic converter, the second oxygen sensor is disposed between the gas exhaust outlet of the pre-catalytic converter and the air intake of the main catalytic converter, and the third oxygen sensor is disposed between the gas exhaust outlet of the internal combustion engine and the air intake of the pre-catalytic converter; When the target parameter is the air-fuel ratio flow rate, the maximum value of the cumulative air-fuel ratio is determined by looking up a table based on the air-fuel ratio flow rate. The cumulative air-fuel ratio is the integral of the air-fuel ratio flow rate over time. Based on the maximum value of the cumulative air-fuel ratio, it is determined whether the pollutants consumed by the pre-catalyst in the vehicle exhaust gas undergo a state transition. If it is determined that the pre-catalyst consumes the pollutants and undergoes a state transition, the relay control amplitude is determined by looking up a table based on the relay state limit corresponding to the air-fuel ratio flow rate. The state of the pollutants consumed by the catalyst is switched according to the relay control amplitude. The state of the pollutants consumed by the catalyst includes a rich state and a lean state. When the target parameter is the voltage value, and when the voltage value reaches the switching voltage for relay control of the catalyst, and the oxygen sensor in operation meets the preset delay condition, the state of pollutant consumption by the catalyst is determined based on the voltage value; wherein, the preset delay condition is used to characterize the state maintenance time when the voltage value reaches the switching voltage, which is greater than or equal to the concentration change time of the air-fuel ratio value measured by the oxygen sensor.

2. The method according to claim 1, characterized in that, The acquisition of target parameters based on the working status of the oxygen sensor includes: Obtain the operating status of the first oxygen sensor and the second oxygen sensor respectively; When the first oxygen sensor is in working condition, the voltage value of the first oxygen sensor is acquired; When the second oxygen sensor is in working condition, the voltage value of the second oxygen sensor is acquired.

3. The method according to claim 1, characterized in that, Determining the state of pollutant consumption by the catalyst based on the voltage value includes: When the first oxygen sensor is in working condition, the voltage value of the first oxygen sensor reaches the relay control switching voltage, and the first oxygen sensor meets the preset delay condition, the state of the catalyst consuming pollutants is determined based on the voltage value of the first oxygen sensor. When both the first oxygen sensor and the second oxygen sensor are in operation, and the voltage value of the second oxygen sensor reaches the relay control switching voltage, and the second oxygen sensor meets the preset delay condition, the state of pollutant consumption by the catalyst is determined based on the voltage value of the second oxygen sensor.

4. The method according to any one of claims 1 to 3, characterized in that, The method further includes: Obtain the cumulative deviation between the preset air-fuel ratio and the actual air-fuel ratio; If the cumulative deviation is greater than or equal to a preset limit, the state of the catalyst consuming pollutants is determined based on the cumulative deviation.

5. A vehicle emission control device, characterized in that, The device includes: The acquisition module is used to acquire target parameters based on the operating status of oxygen sensors when the vehicle's internal combustion engine is operating. Specifically, the air intake of the vehicle's front catalytic converter is connected to the gas exhaust outlet of the internal combustion engine, and the air intake of the vehicle's main catalytic converter is connected to the gas exhaust outlet of the front catalytic converter. When the oxygen sensors include a first oxygen sensor and a second oxygen sensor, and the first oxygen sensor and / or the second oxygen sensor are in operating condition, the target parameter is the voltage value of the oxygen sensor in operating condition. Furthermore, when the oxygen sensors include a first oxygen sensor, a second oxygen sensor, and a third oxygen sensor, and the first oxygen sensor and the second oxygen sensor... When all components are in a non-operating state, the target parameter is the air-fuel ratio flow rate through the internal combustion engine. The air-fuel ratio flow rate is obtained by multiplying the deviation between a preset air-fuel ratio value and the actual air-fuel ratio by the intake air flow rate of the internal combustion engine and a preset scheduling time. The preset air-fuel ratio value includes the air-fuel ratio value calculated by a preset model and / or the air-fuel ratio value measured by the third oxygen sensor. The first oxygen sensor is located inside the pre-catalytic converter, the second oxygen sensor is located between the gas exhaust outlet of the pre-catalytic converter and the air intake of the main catalytic converter, and the third oxygen sensor is located between the gas exhaust outlet of the internal combustion engine and the air intake of the pre-catalytic converter. The control module is configured to: determine the maximum value of the cumulative air-fuel ratio based on the air-fuel ratio flow rate when the target parameter is the air-fuel ratio flow rate, wherein the cumulative air-fuel ratio flow rate is the integral of the air-fuel ratio flow rate over time; determine whether the pollutants consumed by the pre-catalyst have undergone a state transition based on the maximum value of the cumulative air-fuel ratio flow rate; and, if it is determined that the pollutants consumed by the pre-catalyst have undergone a state transition, determine the relay control amplitude based on the relay state limit value corresponding to the air-fuel ratio flow rate, and switch the state of pollutant consumption by the catalyst according to the relay control amplitude; the state of pollutant consumption by the catalyst includes a rich state and a lean state; and, when the target parameter is the voltage value, determine the state of pollutant consumption by the catalyst based on the voltage value when the voltage value reaches the jump voltage for relay control of the catalyst, and the oxygen sensor in the working state meets a preset delay condition; wherein the preset delay condition is used to characterize the state maintenance time when the voltage value reaches the jump voltage, which is greater than or equal to the concentration change time of the air-fuel ratio value measured by the oxygen sensor.

6. An electronic device, characterized in that, The electronic device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the vehicle emission control method according to any one of claims 1 to 4.

7. A vehicle, characterized in that, The vehicle includes an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the vehicle emission control method according to any one of claims 1 to 4.

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