Engine control method and device, storage medium, electronic equipment and vehicle

Abstract

The invention relates to an engine control method and device, a storage medium, electronic equipment and a vehicle, and the method comprises the steps that in response to the situation that the vehicle is in a preset high-speed working condition, actual urea consumption and theoretical urea consumption within a preset unit distance are determined; and in response to the fact that the actual urea consumption is larger than the theoretical urea consumption, the operation mode of the engine is switched into a low-nitrogen-oxygen mode, and the low-nitrogen-oxygen mode is used for indicating the engine of the vehicle to operate according to a preset adjustment scheme so as to reduce generation of nitric oxide. When the vehicle is in the preset high-speed working condition, the actual urea consumption and the theoretical urea consumption within the preset unit distance can be calculated, and when the actual urea consumption is larger than the theoretical urea consumption, the operation mode of the engine is controlled to be switched into the low-nitrogen-oxygen mode, that is, operation is conducted according to the preset adjustment scheme, generation of nitric oxide is reduced, and the service life of the engine is prolonged. Therefore, emission limitation is met, and meanwhile excessive urea solution is prevented from being jetted.

Description

Technical Field

[0001] This disclosure relates to the field of engine control technology, and more specifically, to an engine control method, apparatus, storage medium, electronic equipment, and vehicle. Background Technology

[0002] Nitrogen oxides (NOx) and particulate matter (PM) are the core pollutants from vehicle exhaust. Particulate matter is formed by the incomplete combustion of fuel, which leads to the adsorption, condensation, and agglomeration of pollutants. While improving fuel efficiency can reduce the amount of particulate matter in vehicle exhaust, it will also generate more NOx. NOx is formed during fuel combustion when nitrogen and oxygen are oxidized under high temperature and pressure. The vehicle's SCR (Selective Catalytic Reduction) system, also known as a urea injection system, injects urea solution into a mixer. After uniform hydrolysis in the mixer, ammonia is produced, which then undergoes a selective catalytic reaction with NOx, converting NOx in vehicle exhaust into nitrogen and water, thus reducing the NOx content in vehicle exhaust.

[0003] To address the increasingly stringent demands for air pollution control, restrictions on nitrogen oxide (NOx) levels in vehicle exhaust are becoming stricter, necessitating the injection of more urea solution to reduce NOx. However, the evaporation and decomposition of urea solution are affected by various factors, and it may not completely decompose into ammonia, easily leading to crystal formation. Summary of the Invention

[0004] To address the aforementioned technical problems, this disclosure provides a control method for an engine, the control method comprising:

[0005] In response to the vehicle being in a preset high-speed operating condition, the actual urea consumption and theoretical urea consumption within a preset unit distance are determined; In response to the actual urea consumption being greater than the theoretical urea consumption, the engine's operating mode is switched to a low-NOx mode. The low-NOx mode is used to instruct the vehicle's engine to operate according to a preset adjustment scheme to reduce the generation of nitrogen oxides.

[0006] Optionally, the preset high-speed operating condition needs to meet one or more of the following: The vehicle's current speed is greater than the preset speed threshold for high-speed conditions. The current speed of the vehicle's engine is greater than the preset speed threshold for the high-speed operating condition. The engine did not perform the active regeneration process of the vehicle's emission aftertreatment system; The metering control subsystem of the vehicle's urea injection system is in metering control mode. The metering control subsystem is used to determine the required urea volume based on the current state parameters when in metering control mode.

[0007] Optionally, determining the actual urea consumption and theoretical urea consumption within a preset unit distance includes: Determine the actual urea consumption volume and the current cycle distance of the vehicle; The actual urea consumption is determined based on the ratio of the actual urea consumption volume to the current cycle distance. Obtain the time and volume of urea required for urea injection into the vehicle; The theoretical urea consumption volume per unit time is obtained based on the ratio of the required urea volume to the urea injection time. The theoretical urea consumption is obtained by using the ratio of the theoretical urea consumption volume to the current cycle distance.

[0008] Optionally, determining the actual urea consumption volume and the vehicle's current cycle distance includes: The preset urea concentration, the current cycle distance of the vehicle, and the actual urea solution injection volume per unit time are obtained. Determine the urea density based on the preset urea concentration; The ratio of the actual urea solution injection volume to the urea density is calculated to obtain the actual urea consumption volume.

[0009] Optionally, before determining the actual urea consumption based on the ratio of the actual urea consumption volume to the current cycle distance, the method further includes: The theoretical cyclic driving distance is calculated based on the current state parameters of the vehicle; If the current cycle driving distance is greater than the theoretical cycle driving distance, the current cycle driving distance is corrected.

[0010] Optionally, the control method further includes: In response to any failure to meet any of the preset high-speed operating conditions, or if the actual urea consumption is less than or equal to the theoretical urea consumption, the engine mode is switched to normal mode.

[0011] Secondly, this disclosure provides a control device for an engine, comprising: The urea consumption calculation module is used to determine the actual urea consumption and theoretical urea consumption per unit distance in response to the vehicle being in a preset high-speed operating condition. The mode control module is used to switch the engine operating mode to a low nitrogen oxide mode in response to the actual urea consumption being greater than the theoretical urea consumption. The low nitrogen oxide mode is used to instruct the vehicle's engine to operate according to a preset adjustment scheme to reduce the generation of nitrogen oxides.

[0012] Thirdly, this disclosure provides a computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the steps of the method described in the first aspect.

[0013] Fourthly, this disclosure provides an electronic device, comprising: a memory having a computer program stored thereon; and a processor for executing the computer program in the memory to implement the steps of the method described in the first aspect.

[0014] Fifthly, this disclosure provides a vehicle including the control device described in the second aspect.

[0015] Through the above technical solution, this disclosure can calculate the actual urea consumption and theoretical urea consumption within a preset unit distance when the vehicle is in a preset high-speed operating condition, and control the engine to switch to a low nitrogen oxide mode when the actual urea consumption is greater than the theoretical urea consumption, that is, to operate according to a preset adjustment scheme to reduce the generation of nitrogen oxides, thereby avoiding the injection of too much urea solution while meeting emission limits.

[0016] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0017] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings: Figure 1 This is a flowchart illustrating the engine control method in an embodiment of this disclosure; Figure 2 This is a schematic diagram of the engine control device in an embodiment of the present disclosure; Figure 3 This is a schematic diagram of the modules of an electronic device in an embodiment of this disclosure. Detailed Implementation

[0018] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0019] It should be noted that the illustrations provided in the embodiments of this disclosure are merely schematic representations of the basic concept of this disclosure. The figures only show components relevant to this disclosure and are not drawn according to the actual number, shape, and size of components in implementation. In actual implementation, the shape, quantity, and proportion of each component can be arbitrarily changed, and the component layout may also be more complex. The structures, proportions, sizes, etc., depicted in the accompanying drawings are only used to complement the content disclosed in the specification for those skilled in the art to understand and read, and are not intended to limit the implementation conditions of this disclosure. Therefore, they have no substantial technical significance. Any modification to the structure, change in the proportional relationship, or adjustment of the size, without affecting the effects and purposes that this disclosure can produce, should still fall within the scope of the technical content disclosed in this disclosure. At the same time, the terms such as "upper," "lower," "left," "right," "middle," and "one" used in this specification are only for clarity of description and are not intended to limit the scope of implementation of this disclosure. Changes or adjustments in their relative relationships, without substantially altering the technical content, should also be considered within the scope of implementation of this disclosure.

[0020] In an exemplary embodiment, the engine control method provided in this disclosure is as follows: Figure 1 As shown, steps S101-102 are included: S101. In response to the vehicle being in a preset high-speed operating condition, determine the actual urea consumption and theoretical urea consumption within a preset unit distance. S102. In response to the actual urea consumption being greater than the theoretical urea consumption, the engine operating mode is switched to low nitrogen oxide mode. Low nitrogen oxide mode is used to instruct the vehicle's engine to operate according to a preset adjustment scheme to reduce the generation of nitrogen oxides.

[0021] Based on this, when the vehicle is under preset high-speed operating conditions, the actual urea consumption and theoretical urea consumption per unit distance can be calculated. When the actual urea consumption is greater than the theoretical urea consumption, the engine operating mode can be switched to low nitrogen oxide mode, that is, it can operate according to the preset adjustment scheme to reduce the generation of nitrogen oxides, thereby avoiding the injection of too much urea solution while meeting emission limits.

[0022] Understandably, when a vehicle is operating at high speeds, it produces higher levels of nitrogen oxides, requiring the injection of more urea solution to convert them and meet environmental emission requirements. Therefore, the system can intelligently identify the vehicle's current operating condition based on its current parameters and, based on the difference between the actual and theoretical urea consumption under the current condition, control the engine to switch to a low-NOx mode to reduce nitrogen oxide generation and thus reduce the amount of urea solution that needs to be injected.

[0023] The vehicle's emission aftertreatment system is a collection of devices located after the engine's exhaust manifold and before the exhaust gases are released into the atmosphere. Its core function is to convert harmful pollutants produced by engine combustion into harmless or less harmful substances through physical, chemical, or catalytic reactions, ultimately meeting the limits required by national or international emission regulations.

[0024] The configuration of a vehicle's after-treatment system varies depending on the vehicle model and fuel type. After the full implementation of the National VI emission standard for motor vehicles, the after-treatment system of vehicles generally adopts the combination of "DOC+DPF+SCR+ASC".

[0025] DOC (Diesel Oxidation Catalyst) is used to oxidize CO and HC into harmless substances; it also oxidizes some NO into NO2, providing conditions for DPF regeneration and SCR reaction.

[0026] A Diesel Particulate Filter (DPF) physically intercepts particulate matter (PM / smoke) in exhaust gases and converts it into CO2 through regeneration (oxidation). When the amount of PM captured by the DPF reaches a certain level, or when the pressure difference sensor across the DPF reaches a preset threshold, oxidation cannot be completed by natural temperature alone. An active regeneration process is then required to oxidize the particulate matter into CO2 for discharge, ensuring the DPF remains unobstructed and the efficiency of the after-treatment system is maintained. During the active regeneration process, urea injection must be paused (to avoid the high regeneration temperature affecting the SCR catalyst, and because NH3 may react with O2 to produce byproducts). Residual urea in the urea pipeline is then pumped back to the urea tank, and the urea injection valve is purged with compressed air to prevent high-temperature crystallization.

[0027] SCR is used to utilize the NH3 produced by the decomposition of urea to convert NO into nitrogen under the action of a catalyst. x It is reduced to N2 and H2O. ASC (Ammonia Slip Catalyst) is used to oxidize the remaining NH3 that has not been reacted by SCR, avoiding secondary pollution of NH3 (such as the formation of ammonium salt crystals and the generation of odor).

[0028] Therefore, in an exemplary embodiment, the preset high-speed operating condition needs to satisfy one or more of the following: The vehicle's current speed is greater than the preset speed threshold for high-speed conditions. The vehicle's engine is currently running at a speed greater than the preset speed threshold for high-speed operation. The engine did not execute the active regeneration process of the vehicle's emissions aftertreatment system; The metering control subsystem in the vehicle's urea injection system is in metering control mode.

[0029] The preset vehicle speed threshold and preset engine speed threshold can be set according to actual needs. The metering control subsystem is one of the core components of the SCR system, used to determine the required urea volume based on the vehicle's current state parameters when in metering control mode.

[0030] In an exemplary embodiment, step S101 includes: S1011. Determine the actual urea consumption volume and the vehicle's current cycle driving distance; S1012. Determine the actual urea consumption based on the ratio of the actual urea consumption volume to the current cycle travel distance. S1013. Obtain the time and volume of urea required for urea injection into the vehicle; S1014. Based on the ratio of the required urea volume to the urea injection time, the theoretical urea consumption volume per unit time is obtained. S1015. The theoretical urea consumption is obtained based on the ratio of the theoretical urea consumption volume to the current cycle distance.

[0031] The vehicle's current cycle distance can be obtained by calculating the difference between the vehicle's current cumulative distance and the historical cumulative distance at the previous moment.

[0032] For example, step S1011 includes: Obtain the preset urea concentration, the vehicle's current cycle distance, and the actual urea solution injection volume per unit time; Determine the urea density based on the preset urea concentration; Calculate the ratio of the actual urea solution injection volume to the urea density to obtain the actual urea consumption volume.

[0033] It is understandable that there is a unique and quantifiable correspondence between urea concentration (the percentage of urea mass in the total mass of the urea solution, i.e., the urea content in the solution) and urea density (the total mass per unit volume of urea solution) at a fixed temperature. Therefore, urea density can be calculated based on a preset urea concentration. Since urea density decreases with increasing temperature, ambient temperature can also be obtained to correct the calculated urea density, thus obtaining a more accurate urea density.

[0034] By calculating the ratio of the actual urea solution injection volume to the urea density, the actual urea consumption volume can be obtained. Then, by calculating the ratio of the actual urea consumption volume to the current cycle travel distance, the actual urea consumption of the vehicle within a preset unit distance can be obtained.

[0035] In one exemplary embodiment, prior to step S1012, the method further includes: The theoretical cycle travel distance is calculated based on the current state parameters; If the current cycle distance is greater than the theoretical cycle distance, the current cycle distance will be corrected.

[0036] For example, the theoretical driving distance of a vehicle can be calculated based on the vehicle's preset wheel parameters. For instance, the theoretical driving distance can be calculated using the current wheel speed and the preset rolling radius of the wheel.

[0037] If the current cycle distance is greater than the theoretical cycle distance, it indicates that there may be an error in the current cycle distance, and therefore it can be corrected. For example, the actual transmission ratio can be calculated from the current engine speed and the current wheel speed. The current wheel speed can then be corrected based on the ratio between the actual transmission ratio and the preset transmission ratio. In this way, a more accurate current cycle distance can be calculated based on the corrected current wheel speed and the preset rolling radius of the wheel.

[0038] In step S1013, the ratio of the current cycle travel distance to the vehicle's current speed is calculated to obtain the time required for urea injection. The required urea volume is calculated by the metering control subsystem in the urea injection system. In step S1014, the ratio between the required urea volume and the required urea injection time is calculated and integrated to obtain the theoretical urea consumption volume per unit time. In step S1015, the ratio between the theoretical urea consumption volume per unit time and the current cycle travel distance is calculated to obtain the theoretical urea consumption per preset unit distance.

[0039] For example, the formula for calculating the theoretical urea consumption can be expressed as: ; in, This represents the theoretical urea consumption per unit distance. This indicates the required urea volume calculated by the metering and control subsystem in the SCR system based on the vehicle's current state parameters. Indicates the current travel distance in the cycle. This indicates the vehicle's current speed.

[0040] In step S102, if the actual urea consumption within a preset unit distance is greater than the theoretical urea consumption calculated above, the engine operating mode can be switched to low nitrogen oxide mode, instructing the vehicle's engine to operate according to a preset adjustment scheme to reduce nitrogen oxide generation, thereby reducing the actual urea consumption.

[0041] The preset adjustment scheme mainly involves adjusting combustion parameters to reduce the generation of nitrogen oxides while ensuring emissions meet standards, thereby reducing urea consumption.

[0042] Adjusting combustion parameters includes at least one of lowering the combustion temperature or adjusting the fuel injection parameters.

[0043] For example, when the vehicle is in a preset high-speed operating condition, some exhaust gas can be introduced into the cylinder to reduce the combustion temperature, and fuel injection can be appropriately delayed to reduce the combustion peak, thereby reducing the generation of nitrogen oxides.

[0044] In one exemplary embodiment, the method further includes: If any of the preset high-speed operating conditions are not met, or if the actual urea consumption is less than or equal to the theoretical urea consumption, the engine mode will be switched to normal mode.

[0045] Based on this, by continuously evaluating the relationship between actual urea consumption and theoretical urea consumption, the engine's operating mode can be intelligently switched according to the vehicle's current operating conditions, thereby avoiding the injection of too much urea, which could lead to crystal formation or waste.

[0046] Based on the same inventive concept, this disclosure also provides an engine control device, such as... Figure 2 As shown, it includes: Urea consumption calculation module 201 is used to determine the actual urea consumption and theoretical urea consumption within a preset unit distance in response to the vehicle being in a preset high-speed operating condition. The mode control module 202 is used to switch the engine operating mode to low nitrogen oxide mode in response to the actual urea consumption being greater than the theoretical urea consumption. The low nitrogen oxide mode is used to instruct the vehicle's engine to operate according to a preset adjustment scheme to reduce the generation of nitrogen oxides.

[0047] In one exemplary embodiment, the preset high-speed operating condition includes one or more of the following: The vehicle's current speed is greater than the preset speed threshold for high-speed conditions. The vehicle's engine is currently running at a speed greater than the preset speed threshold for high-speed operation. The engine did not execute the active regeneration process of the vehicle's emissions aftertreatment system; The metering control subsystem in the vehicle's urea injection system is in metering control mode.

[0048] In an exemplary embodiment, the urea consumption calculation module 201 is specifically used for: Determine the actual urea consumption volume and the vehicle's current cycle distance; The actual urea consumption is determined by the ratio of the actual urea consumption volume to the current cycle distance. Obtain the time and volume of urea required for urea injection into the vehicle; The theoretical urea consumption volume per unit time is obtained by using the ratio of the required urea volume to the urea injection time. The theoretical urea consumption is obtained by using the ratio of the theoretical urea consumption volume to the current cycle distance.

[0049] In one exemplary embodiment, determining the actual urea consumption volume and the vehicle's current cycle distance includes: Obtain the preset urea concentration, the vehicle's current cycle distance, and the actual urea solution injection volume per unit time; Determine the urea density based on the preset urea concentration; Calculate the ratio of the actual urea solution injection volume to the urea density to obtain the actual urea consumption volume.

[0050] In one exemplary embodiment, before determining the actual urea consumption based on the ratio of the actual urea consumption volume to the current cycle distance, the method further includes: The theoretical cycle travel distance is calculated based on the current state parameters; If the current cycle distance is greater than the theoretical cycle distance, the current cycle distance will be corrected.

[0051] In one exemplary embodiment, the mode control module 202 is further configured to: If any of the preset high-speed operating conditions are not met, or if the actual urea consumption is less than or equal to the theoretical urea consumption, the engine mode will be switched to normal mode.

[0052] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0053] Based on the same inventive concept, this disclosure also provides a vehicle including the above-described control device.

[0054] Figure 3 This is a block diagram illustrating an electronic device 300 according to an exemplary embodiment. Figure 3 As shown, the electronic device 300 may include a processor 301 and a memory 302. The electronic device 300 may also include one or more of a multimedia component 303, an input / output (I / O) interface 304, and a communication component 305.

[0055] The processor 301 controls the overall operation of the electronic device 300 to complete all or part of the steps in the engine control method described above. The memory 302 stores various types of data to support the operation of the electronic device 300. This data may include, for example, instructions for any application or method operating on the electronic device 300, and application-related data such as contact data, sent and received messages, pictures, audio, video, etc. The memory 302 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The multimedia component 303 may include a screen and audio components. The screen may be, for example, a touchscreen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in memory 302 or transmitted via communication component 305. The audio component also includes at least one speaker for outputting audio signals. I / O interface 304 provides an interface between processor 301 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual or physical buttons. Communication component 305 is used for wired or wireless communication between the electronic device 300 and other devices. Wireless communication may include Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, or 4G, or a combination thereof; therefore, the corresponding communication component 305 may include a Wi-Fi module, a Bluetooth module, or an NFC module.

[0056] In an exemplary embodiment, the electronic device 300 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to execute the control method of the engine described above.

[0057] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the engine control method described above. For example, the computer-readable storage medium may be the memory 302 including the program instructions described above, which may be executed by the processor 301 of the electronic device 300 to complete the engine control method described above.

[0058] In another exemplary embodiment, a computer program product is also provided, which includes a computer program executable by a processor, which, when executed by the processor, implements the steps of the engine control method described above.

[0059] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0060] It should also be noted that the various specific technical features described in the above embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0061] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A method for controlling an engine, characterized in that, The control method includes: In response to the vehicle being in a preset high-speed operating condition, the actual urea consumption and theoretical urea consumption within a preset unit distance are determined; In response to the actual urea consumption being greater than the theoretical urea consumption, the engine's operating mode is switched to a low-NOx mode. The low-NOx mode is used to instruct the vehicle's engine to operate according to a preset adjustment scheme to reduce the generation of nitrogen oxides.

2. The control method according to claim 1, characterized in that, The preset high-speed operating condition needs to meet one or more of the following: The vehicle's current speed is greater than the preset speed threshold for high-speed conditions. The current speed of the vehicle's engine is greater than the preset speed threshold for the high-speed operating condition. The engine did not perform the active regeneration process of the vehicle's emission aftertreatment system; The metering control subsystem of the vehicle's urea injection system is in metering control mode. The metering control subsystem is used to determine the required urea volume based on the current state parameters when in metering control mode.

3. The control method according to claim 1 or 2, characterized in that, Determining the actual urea consumption and theoretical urea consumption within a preset unit distance includes: Determine the actual urea consumption volume and the current cycle distance of the vehicle; The actual urea consumption is determined based on the ratio of the actual urea consumption volume to the current cycle distance. Obtain the time and volume of urea required for urea injection into the vehicle; The theoretical urea consumption volume per unit time is obtained based on the ratio of the required urea volume to the urea injection time. The theoretical urea consumption is obtained by using the ratio of the theoretical urea consumption volume to the current cycle distance.

4. The control method according to claim 3, characterized in that, Determining the actual urea consumption volume and the vehicle's current cycle distance includes: The preset urea concentration, the current cycle distance of the vehicle, and the actual urea solution injection volume per unit time are obtained. Determine the urea density based on the preset urea concentration; The ratio of the actual urea solution injection volume to the urea density is calculated to obtain the actual urea consumption volume.

5. The control method according to claim 3, characterized in that, Before determining the actual urea consumption based on the ratio of the actual urea consumption volume to the current cycle distance, the method further includes: The theoretical cyclic driving distance is calculated based on the current state parameters of the vehicle; If the current cycle driving distance is greater than the theoretical cycle driving distance, the current cycle driving distance is corrected.

6. The control method according to claim 2, characterized in that, Also includes: In response to any failure to meet any of the preset high-speed operating conditions, or if the actual urea consumption is less than or equal to the theoretical urea consumption, the engine mode is switched to normal mode.

7. A control device for an engine, characterized in that, The control device includes: The urea consumption calculation module is used to determine the actual urea consumption and theoretical urea consumption per unit distance in response to the vehicle being in a preset high-speed operating condition. The mode control module is used to switch the engine operating mode to a low nitrogen oxide mode in response to the actual urea consumption being greater than the theoretical urea consumption. The low nitrogen oxide mode is used to instruct the vehicle's engine to operate according to a preset adjustment scheme to reduce the generation of nitrogen oxides.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the program implements the steps of the method described in any one of claims 1-6.

9. An electronic device, characterized in that, include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the steps of the method according to any one of claims 1-6.

10. A vehicle, characterized in that, The vehicle includes the control device as described in claim 7.

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