Hybrid multi-mode exhaust aftertreatment method, apparatus, device, and storage medium

Abstract

This application relates to a hybrid multi-mode exhaust aftertreatment method, apparatus, equipment, and storage medium. The method acquires vehicle operating parameters such as battery state of charge, exhaust temperature, and exhaust emission concentration. It determines the target drive mode based on a priority order: exhaust emission concentration first, battery state of charge second, and exhaust temperature as a safety net. For pure electric, hybrid, and fuel modes, it implements electronically controlled valve group adjustment, electrically heated catalytic converter temperature control, and GPF regeneration matching strategies. Simultaneously, it establishes a multi-level fault diagnosis and graded protection mechanism, and dynamically corrects control parameters based on emission deviations, forming a closed-loop adaptive control. This application can stably maintain the efficient operation of the aftertreatment system, effectively avoiding problems such as excessive emissions, catalytic converter temperature fluctuations, and insufficient GPF regeneration. While meeting the stringent China VII emission regulations, it also considers energy economy and component durability, solving the problem of disconnect between the drive mode and exhaust aftertreatment control in traditional hybrid vehicles.

Description

Technical Field

[0001] This application relates to the field of exhaust control for hybrid vehicles, and in particular to a hybrid multi-mode exhaust aftertreatment method, apparatus, equipment and storage medium. Background Technology

[0002] Hybrid electric vehicles (HEVs) combine the advantages of internal combustion engines and electric motors, and have become an important development direction for energy conservation and emission reduction in automobiles. In current technology, the switching of driving modes (such as pure electric mode, hybrid mode, and fuel mode) in hybrid vehicles is mainly determined based on the battery's state of charge (SOC) and the driver's torque demand. For example, when the battery SOC is high, the control system tends to prioritize pure electric drive to reduce fuel consumption; when the battery SOC is low, the engine is started for driving or to generate electricity. However, this control logic, which is centered on energy management, often ignores the impact of the exhaust aftertreatment system's operating status on overall vehicle emissions.

[0003] Specifically, existing mode decision-making methods have the following shortcomings: First, the lack of a real-time monitoring and feedback mechanism for exhaust emission concentrations means that under certain operating conditions, even if the battery charge allows, the vehicle may still produce excessive emissions due to insufficient efficiency of the aftertreatment system; Second, there is a disconnect between exhaust temperature management and drive mode decision-making, and frequent mode switching may cause excessive temperature fluctuations in exhaust aftertreatment devices (such as oxidation catalysts and selective catalytic reduction devices), making it impossible to maintain them within the optimal operating temperature range, thereby reducing catalytic conversion efficiency. Summary of the Invention

[0004] This application provides a hybrid multi-mode exhaust aftertreatment method, apparatus, device, and storage medium to solve the problem in the related art that the drive mode decision of hybrid vehicles is mainly based on battery SOC and torque demand, resulting in excessive exhaust emissions and low catalytic conversion efficiency.

[0005] Firstly, a hybrid multi-mode exhaust aftertreatment method is provided, including: Obtain vehicle operating parameters, which include at least battery state of charge, exhaust temperature, and exhaust gas concentration. The target driving mode is determined based on vehicle operating parameters and a preset priority order. The preset priority order is as follows: first priority is to determine the exhaust gas emission concentration, second priority is to determine the battery state of charge, and third priority is to determine the exhaust temperature. In each level of determination, if the determination condition of the current level is met, the target driving mode is determined based on the determination result of that level and subsequent determinations are stopped. If the determination condition of the current level is not met, the determination proceeds to the next level. According to the target driving mode, multiple control strategies are executed, including at least the control of the opening and closing state of the electronically controlled valve group, the power output of the catalyst heating device, and the GPF regeneration strategy.

[0006] In some embodiments, if the exhaust gas emission concentration is greater than a preset emission limit in the first priority determination, then the target driving mode is pure electric mode.

[0007] In some embodiments, in the second priority determination, the target driving mode is determined based on the comparison result of the battery state of charge and the energy threshold: The power thresholds include an upper power threshold and a lower power threshold; If the battery state of charge is greater than the upper limit threshold of the battery capacity, then the target driving mode is pure electric mode; If the battery state of charge is less than the lower limit threshold, the target driving mode is fuel mode; If the battery state of charge is greater than or equal to the lower limit threshold and less than or equal to the upper limit threshold, then the target driving mode is determined from the pure electric mode, the hybrid mode, or the fuel mode based on the driver's required torque and / or the vehicle's driving conditions.

[0008] In some embodiments, in the third priority determination, the target drive mode is determined based on the comparison result of the exhaust temperature and the temperature threshold and the engine start-stop state: The temperature threshold includes a lower temperature limit threshold and a higher temperature limit threshold; If the exhaust temperature is lower than the lower limit threshold and the engine start-stop state is stopped, then the target drive mode is pure electric mode. If the exhaust temperature is lower than the lower limit threshold and the engine start-stop state is active, then the target drive mode is fuel mode. If the exhaust temperature is greater than the upper temperature threshold, then the target drive mode is fuel mode; If the exhaust temperature is greater than or equal to the lower lower threshold and less than or equal to the upper upper threshold, then the target driving mode is a hybrid mode.

[0009] In some embodiments, the method further includes a mode switching loop determination step: The vehicle operating parameters are collected in real time according to a preset control cycle; Within each control cycle, the target driving mode is re-determined based on the currently collected vehicle operating parameters and the preset priority order. When the re-determined target driving mode is inconsistent with the currently running driving mode, a mode switching command is triggered; The execution process of the mode switching instruction satisfies a preset mode switching delay threshold.

[0010] In some embodiments, the target driving mode includes pure electric mode, fuel mode, and hybrid mode; The electrically controlled valve group includes valves for the main exhaust passage and bypass valves; The step of executing a control strategy that matches the target driving mode includes: If the target driving mode is the pure electric mode, execute the first control strategy; If the target driving mode is the hybrid mode, execute the second control strategy; If the target driving mode is the fuel mode, execute the third control strategy.

[0011] In some embodiments, the first control strategy includes at least: Adjust the valve opening of the main exhaust passage to the closed state, and keep the bypass valve opening within the bypass valve opening threshold range; When the inlet temperature of the oxidation catalyst or the selective catalytic reduction device is lower than the corresponding first start-up heating temperature threshold, the electric heating catalyst is controlled to start heating in the first power range until the temperature reaches the corresponding first stop heating temperature threshold and then heating is stopped. Stop the GPF regeneration process.

[0012] In some embodiments, the second control strategy includes at least: Adjust the valve opening of the main exhaust passage to the fully open state, while keeping the bypass valve in the closed state; When the inlet temperature of the oxidation catalyst or selective catalytic reduction catalyst is lower than its corresponding second start-up heating temperature threshold, the electric heating catalyst is controlled to start heating with the corresponding second power range. When the temperature is maintained within its corresponding heat preservation threshold range, heating is carried out with the corresponding third power range until the temperature of each catalyst reaches its corresponding second stop heating temperature threshold and heating is stopped. The third power range is smaller than the second power range. Passive regeneration is performed when the GPF differential pressure exceeds the regeneration trigger threshold.

[0013] In some embodiments, the third control strategy includes at least: Adjust the valve opening of the main exhaust passage to the fully open state, while keeping the bypass valve in the closed state; Control the electric heating catalyst to stop heating; Active regeneration is performed when the GPF differential pressure exceeds the regeneration trigger threshold.

[0014] In some embodiments, the method further includes using a closed-loop algorithm to control the power of the electrically heated catalyst, and adjusting the temperatures of the oxidation catalyst and the selective catalytic reduction reactor to their respective heat preservation threshold ranges.

[0015] In some embodiments, the method further includes determining the fault type based on the exhaust gas emission concentration and vehicle operating parameters, and executing a corresponding fault protection strategy based on the fault type.

[0016] In some embodiments, the vehicle operating parameters include the power of the electrically heated catalyst, the conversion efficiency of the selective catalytic converter, and the pressure difference of the GPF; Based on the exhaust emission concentration and vehicle operating parameters, the fault type is determined, specifically including: If the exhaust gas emission concentration exceeds the preset emission limit and the duration exceeds the first duration threshold, it is determined to be a level one fault; If the power deviation of the electrically heated catalyst exceeds the deviation threshold and the duration exceeds the second duration threshold, it is determined to be a level two fault; If the conversion efficiency of the selective catalytic reduction unit is lower than the efficiency threshold and the duration exceeds the third duration threshold, it is judged as a level three fault. If the differential pressure of the GPF exceeds the differential pressure threshold and the duration exceeds the fourth duration threshold, it is determined to be a level four fault.

[0017] In some embodiments, a corresponding fault protection strategy is executed according to the fault type, including: If the fault type is a Level 1 fault, the fault protection strategy is to force the vehicle to switch to pure electric mode and trigger a remote warning; If the fault type is a level two fault, the fault protection strategy is to inject heat after starting the engine; If the fault type is a level three fault, the fault protection strategy is to increase the power of the electrically heated catalyst and increase the urea injection volume; If the fault type is the fourth level fault, the fault protection strategy is to perform forced regeneration and limit engine torque output.

[0018] In some embodiments, the method further includes correcting the control parameters in the control strategy based on the deviation between the exhaust gas emission concentration and a preset emission limit, specifically including: Obtain the deviation level between the exhaust gas emission concentration and the preset emission limit; The corresponding correction range is determined based on the deviation level, with a higher deviation level resulting in a larger correction range. Based on the correction magnitude, at least one of the electric heating catalyst start-up temperature threshold, urea injection quantity, or GPF differential pressure threshold is corrected, and the corrected control parameters are updated in the control strategy.

[0019] Secondly, a hybrid multi-mode exhaust aftertreatment device is provided, including: a parameter acquisition module for acquiring vehicle operating parameters, wherein the vehicle operating parameters include at least the battery state of charge, exhaust temperature and exhaust gas concentration. The mode decision module determines the target driving mode based on vehicle operating parameters and a preset priority order, wherein the preset priority order includes: exhaust emission concentration takes priority over battery state of charge, and battery state of charge takes priority over exhaust temperature. The strategy execution module is used to execute a control strategy that matches the target driving mode. The control strategy includes at least controlling the opening and closing state of the electronically controlled valve group, the power output of the catalyst heating device, and the GPF regeneration strategy.

[0020] Thirdly, a hybrid multi-mode exhaust aftertreatment device is provided, the hybrid multi-mode exhaust aftertreatment device including a processor, a memory, and a hybrid multi-mode exhaust aftertreatment program stored in the memory and executable by the processor, wherein when the hybrid multi-mode exhaust aftertreatment program is executed by the processor, it implements the steps of the hybrid multi-mode exhaust aftertreatment method as described in the first aspect.

[0021] Fourthly, a computer-readable storage medium is provided, on which a hybrid multi-mode exhaust aftertreatment program is stored, wherein when the hybrid multi-mode exhaust aftertreatment program is executed by a processor, it implements the steps of the hybrid multi-mode exhaust aftertreatment method as described in the first aspect.

[0022] This application provides a hybrid multi-mode exhaust aftertreatment method, apparatus, equipment, and storage medium. By using exhaust gas emission concentration as the highest priority parameter, it can prioritize pollutant conversion efficiency under any operating condition and avoid ammonia ( ) and nitrogen oxides (NO) xGaseous pollutants such as [list of pollutants] exceed the China VII emission limits. When emission concentrations are controllable, the driving mode is determined based on the battery's state of charge to prevent excessive battery discharge from causing frequent engine start-stop or high-load operation, which would worsen emissions. Exhaust temperature is considered only after both emissions and battery charge meet requirements, avoiding catalytic converter cooling in low-temperature pure electric mode or accelerated thermal aging in inappropriate modes at high temperatures. The opening and closing of the electronically controlled valve group is controlled according to the target driving mode, adjusting the exhaust flow direction to prioritize exhaust gas flow through the electrically heated catalytic converter or the unsaturated GPF channel. Controlling the power output of the electrically heated catalytic converter allows for on-demand heating to maintain DOC and SCR conversion efficiency, avoiding excessive battery consumption. Controlling the GPF regeneration strategy allows for active or passive regeneration timing based on the driving mode and exhaust temperature, preventing unexpected engine starts in pure electric mode or improper regeneration in hybrid mode that causes fuel dilution. Through this prioritization and multi-strategy synergy, the vehicle balances China VII emission compliance, after-treatment durability, and energy economy under different operating conditions and battery charge levels, solving the problems of large exhaust temperature fluctuations, catalytic converter cooling, and insufficient GPF regeneration during hybrid vehicle mode switching. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of the hybrid multi-mode exhaust aftertreatment method provided in an embodiment of this application; Figure 2 This is a schematic diagram of the frame of the hybrid multi-mode exhaust aftertreatment device provided in an embodiment of this application. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0026] This application provides a hybrid multi-mode exhaust aftertreatment method, which can solve the problem in related technologies that the drive mode decision of hybrid vehicles is mainly based on battery SOC and torque demand, resulting in excessive exhaust emissions and low catalytic conversion efficiency.

[0027] First, some of the technical terms used in this application will be explained to help those skilled in the art understand this application.

[0028] DOC: Oxidation Catalyst; SCR: Selective Catalytic Reduction; GPF: Gasoline Particulate Filter; EHC: Electric heating catalyst; OBD: On-board automatic diagnostic system; VIN: Vehicle Identification Number.

[0029] Step S100: Obtain vehicle operating parameters. Vehicle operating parameters include the vehicle's current drive mode, engine start / stop status, exhaust temperature, oxidation catalyst inlet and outlet temperatures, selective catalytic converter inlet and outlet temperatures, exhaust emission concentration, and GPF differential pressure.

[0030] The vehicle controller first collects the vehicle's current driving mode signal at a frequency of 10Hz through the vehicle's CAN network, including pure electric, hybrid, and fuel modes. After receiving the signal, the controller verifies the validity of 10 consecutive sampling points. Only when the percentage of valid data is not less than 95% is the signal considered stable and usable; otherwise, the previous valid mode is maintained and a signal abnormality flag is recorded.

[0031] The engine start / stop status is obtained from the engine control unit at a frequency of 5Hz. The engine is considered to be in a stopped state when the set speed is ≤100rpm for more than 0.5 seconds, and in a running state when the speed is ≥800rpm for more than 0.5 seconds. When the speed is between the two, the former stable state is maintained to avoid critical oscillation.

[0032] The exhaust temperature is sampled at a frequency of 10 Hz, with a measurement range covering -40℃ to 800℃. When any sampled value exceeds this range, the controller determines that the sensor is faulty and activates a backup temperature estimation based on the engine operating condition model.

[0033] Thermocouples are installed independently for the DOC inlet and outlet and the SCR inlet and outlet. The temperature range of the DOC channel is limited to -40℃ to 600℃, and the range of the SCR channel is -40℃ to 500℃. If the temperature exceeds these ranges, the sensor is considered faulty, and historical normal data from adjacent operating conditions is used as a substitute during the fault period.

[0034] Exhaust gas emission concentrations include NO x The concentration signals of NO, NH3, and N2O were acquired by a gas sensor array positioned downstream of the SCR system, with a sampling frequency of 5 Hz. xThe sensor range is 0~500ppm; the NH3 sensor range is 0~50ppm; and the N2O sensor range is 0~30ppm. All gas concentration signals undergo temperature compensation and cross-interference correction by the internal microprocessor before being sent to the controller.

[0035] The GPF differential pressure is collected by a differential pressure sensor installed between the GPF inlet and outlet, with a sampling frequency of 1Hz and a range of 0~50kPa. When the value exceeds the range or abnormal changes such as negative step changes occur, it is determined that the differential pressure sensor is malfunctioning. At this time, the GPF regeneration and differential pressure-related control strategies will switch to limit protection mode.

[0036] The battery state of charge (SOC) is provided by the battery management system (BMS), with a sampling frequency of 1 Hz and a range of 0% to 100%. After receiving the SOC message, the controller cross-validates it with the BMS self-test error, requiring the absolute error to not exceed 2%. If the error exceeds 2%, the SOC signal is considered unreliable.

[0037] After all the parameters collected above enter the controller, they first undergo sliding filtering and anomaly removal preprocessing. The filtering mechanism requires that the deviation of each parameter's three consecutive collected values ​​does not exceed 5%. If a deviation exceeds 5%, the outlier is removed and the system continues to wait for the next sampling point until three consecutive qualified values ​​are formed before updating the control input. The China VII Bin limit threshold is divided into two groups: basic Bin and flexible Bin. The basic Bin requires NO... x Emissions should not exceed 30 mg / km, and PM emissions should not exceed 1.0 mg / km; flexible Bin requirements for NO x The thresholds for PM2.5 concentrations are fixed and cannot be changed; they are no higher than 17 mg / km and no higher than 0.5 mg / km.

[0038] Step S200: Determine the target driving mode based on the vehicle operating parameters and the preset priority order.

[0039] The preset priority order includes: first, determining the exhaust emission concentration; second, determining the battery state of charge; and third, determining the exhaust temperature. A hierarchical priority control logic of "emissions first, battery power second, and temperature as a safety net" is established, aligning with the core control objectives of new energy hybrid vehicles: "environmental protection first, energy efficiency optimal, and component protection." Prioritizing exhaust emissions ensures that vehicle emissions always meet the China VII emission standard, mitigating the risk of exceeding emission limits at the source. Secondary control focuses on battery power, balancing vehicle range and energy economy. Finally, exhaust temperature protection of aftertreatment components achieves an orderly balance between emissions, energy consumption, and component protection, avoiding control logic chaos caused by multiple parameter conflicts.

[0040] The first priority is to determine the exhaust gas emission concentration, the second priority is to determine the battery state of charge, and the third priority is to determine the exhaust temperature. In each level of determination, if the determination condition of the current level is met, the target driving mode is determined according to the determination result of the current level and the subsequent determination is stopped; if the determination condition of the current level is not met, the next level is entered for determination.

[0041] S201: In the first priority determination, if the exhaust emission concentration exceeds the preset emission limit, the target driving mode is pure electric mode. Here, the preset emission limit is 90% of the base Bin limit, meaning that if the exhaust emission concentration exceeds the real-time collected NO... x If the concentration exceeds 27 mg / km, or the real-time PM concentration exceeds 0.9 mg / km, regardless of other parameters, the vehicle's current drive mode will be switched to the target drive mode, i.e., pure electric mode, until the exhaust emission concentration drops below the preset emission limit.

[0042] Using 90% of the basic Bin limit as the early warning and control threshold, and reserving a 10% emission redundancy margin, this system enables early intervention for emission exceedances, preventing instantaneous emission fluctuations from triggering formal exceedances and improving the tolerance for compliance with China VII emission standards. In case of emission exceedances, a mandatory switch to pure electric mode is prioritized, directly cutting off pollutant emissions from engine fuel combustion and rapidly reducing NOx emissions. x The system aims to reduce PM2.5 concentrations, achieve rapid emission reductions, maximize compliance with exhaust emission standards, and adapt to the control needs of emission-sensitive scenarios such as urban road conditions and low-speed operating conditions.

[0043] S202: When the first priority determination condition is not met, a second priority determination is performed, and the target driving mode is determined based on the comparison result between the battery state of charge and the battery charge threshold. Specifically, the battery charge threshold includes an upper charge threshold and a lower charge threshold. For example, the upper charge threshold is 80%, and the lower charge threshold is 30%. If the battery state of charge is greater than the upper charge threshold, the target driving mode is pure electric mode; if the battery state of charge is less than the lower charge threshold, the target driving mode is fuel mode; if the battery state of charge is greater than or equal to the lower charge threshold and less than or equal to the upper charge threshold, the target driving mode is determined from the pure electric mode, the hybrid mode, or the fuel mode based on the driver's required torque and / or the vehicle's driving conditions.

[0044] Under the premise of meeting emission standards, the power mode is optimized based on the battery SOC (State of Charge) to balance vehicle energy consumption and range. High battery level prioritizes pure electric driving, fully utilizing the advantages of clean and low-energy electricity to reduce operating costs and pollutant emissions. Low battery level forces a switch to fuel mode to avoid battery degradation and power limitations caused by excessive battery depletion, ensuring vehicle driving stability. Mid-range battery levels allow for multiple mode adaptations, flexibly adapting to different driving conditions while balancing power, economy, and driving comfort, achieving efficient energy utilization.

[0045] S203: When the first and second priority determination conditions are not met, a third priority determination is performed, determining the target driving mode based on the comparison between exhaust temperature and temperature thresholds and the engine start-stop status. Specifically, the temperature thresholds include a lower temperature threshold and an upper temperature threshold. For example, the lower temperature threshold is 150℃, and the upper temperature threshold is 350℃. If the exhaust temperature is less than the lower temperature threshold and the engine start-stop status is off, the target driving mode is pure electric mode; if the exhaust temperature is less than the lower temperature threshold and the engine start-stop status is on, the target driving mode is fuel mode; if the exhaust temperature is greater than the upper temperature threshold, the target driving mode is fuel mode; if the exhaust temperature is greater than or equal to the lower temperature threshold and less than or equal to the upper temperature threshold, the target driving mode is hybrid mode.

[0046] When emissions and battery power are both at their optimal levels, the system uses exhaust temperature and engine status to determine the operating conditions of the aftertreatment system, achieving refined optimization of the vehicle's overall operating conditions. In low temperatures and when the engine is in standby mode, pure electric drive is prioritized for starting / driving, avoiding engine restarts at low temperatures. This prevents incomplete fuel combustion, carbon buildup, and excessive emissions during cold starts from the source.

[0047] The system prioritizes pure electric drive for starting and driving, avoiding engine cold-start conditions and preventing industry pain points such as incomplete fuel combustion, carbon buildup, and excessive emissions during cold starts. During continuous engine operation in low-temperature conditions, the system retains the fuel mode, which quickly raises the operating temperature of the engine and exhaust system, optimizing fuel combustion and improving aftertreatment activation efficiency. The ultra-high temperature forced fuel mode precisely adapts to high-load driving conditions, effectively avoiding the risks of overheating and component aging in the aftertreatment system, providing comprehensive protection for core aftertreatment components such as DOC, SCR, and GPF. When the temperature is within a moderate and efficient range, the system adopts hybrid mode, balancing the smoothness of vehicle power output with fuel economy, achieving a dual optimization effect of extending the service life of the aftertreatment system and optimizing overall vehicle operating conditions.

[0048] It should be noted that the method in this application also includes a mode switching loop judgment step: Vehicle operating parameters are collected in real time according to a preset control cycle; Within each control cycle, the target driving mode is re-determined based on the currently collected vehicle operating parameters and the preset priority order. When the re-determined target driving mode is inconsistent with the currently running driving mode, a mode switching command is triggered. The execution process of the mode switching command meets the preset mode switching delay threshold. For example, the mode switching delay threshold is set to ≤100ms to ensure the real-time performance of the operating condition switching.

[0049] During the mode transition phase, the system maintains smooth transition control of the EHC electric heating power and urea injection system, limiting the EHC power change rate to no more than 1kW / s and the urea injection quantity change rate to no more than 5% / s. By constraining the abrupt change amplitude of aftertreatment system parameters, instantaneous emission spikes during operating condition switching are effectively suppressed, achieving smooth and disturbance-free switching of drive modes and ensuring stable and controllable emissions across all operating conditions. For example, when the vehicle is currently driving in hybrid mode, with a battery SOC of 50% and an exhaust temperature of 200℃, the controller collects vehicle operating parameters in real time according to a control cycle of 100ms. In the Nth cycle, if the NO downstream of the SCR... x The sensor detected a real-time emission concentration of 35 mg / km, exceeding the preset baseline Bin limit of 30 mg / km. The controller, prioritizing exhaust emission concentration, immediately re-determines the target drive mode as pure electric mode, regardless of SOC and temperature. Since the current operating mode is hybrid, inconsistent with the target pure electric mode, the controller issues a mode switching command within 100ms, ordering the engine to shut down and the vehicle to switch to pure electric drive. During the switching process, to avoid emission fluctuations at the moment the engine shuts off, if the EHC power was 2kW in the original hybrid mode and needs to be adjusted to 1kW after switching to pure electric mode, the controller limits the power change rate to no more than 1kW / s, meaning the power decreases linearly within 1 second, rather than jumping instantaneously. Simultaneously, the urea injection rate change rate is limited to no more than 5% / s to prevent NH3 leakage due to sudden injection changes. Ultimately, the vehicle responds to the emission exceedance event within 100ms, cutting off the pollution source, and the aftertreatment system parameters transition smoothly without any instantaneous emission spikes.

[0050] Step S300: Execute a control strategy matching the target driving mode. Specifically, the target driving mode includes pure electric mode, fuel mode, and hybrid mode. The control strategy includes at least controlling the opening and closing states of the electronically controlled valve group, the power output of the catalytic converter heating device, and the GPF regeneration strategy. In this application, the catalytic converter heating device is an electrically heated catalytic converter.

[0051] Step S301: If the target driving mode is pure electric mode, execute the first control strategy. This includes: Adjust the valve opening of the main exhaust passage to the closed state, that is, the valve opening is less than or equal to 5%, to block the leakage of untreated exhaust gas. At the same time, the bypass valve is slightly opened, that is, the valve opening is between 10% and 15%, to maintain a weak airflow inside the exhaust pipe, effectively avoiding the problems of negative pressure accumulation, water vapor condensation and local temperature imbalance in the pipe, and ensuring the stable operation of the aftertreatment system cavity.

[0052] When the inlet temperature of the oxidation catalyst or selective catalytic reduction (SCR) falls below its corresponding first start-up heating temperature threshold, the electrically heated catalyst is controlled to start heating at a first power range (0.5kW-1kW) until the temperature reaches its corresponding first stop-heating temperature threshold. For example, if the oxidation catalyst temperature is maintained between 150℃ and 180℃, supplemental heating is initiated if the temperature drops below 150℃ and stops if the temperature rises above 180℃. Similarly, if the SCR temperature is maintained between 200℃ and 230℃, supplemental heating is initiated if the temperature drops below 200℃ and stops if the temperature rises above 230℃. This low-energy-consumption method maintains the catalyst at its minimum operating temperature, preventing catalyst cooling failure and ensuring rapid engine restart.

[0053] The GPF regeneration process is stopped, and the system enters a heat preservation and carbon retention state. The carbon load threshold is ≤3g / L; if it exceeds this threshold, pre-regeneration preparation is triggered. This prevents unexpected engine starts under pure electric conditions, reducing energy consumption and noise; it also preserves the GPF carbon load margin to prevent over-regeneration and component damage.

[0054] Step S302: If the target driving mode is hybrid mode, execute the second control strategy, including: Adjust the valve opening of the main exhaust passage to the fully open state (i.e., valve opening greater than or equal to 95%), and close the bypass valve (i.e., valve opening less than or equal to 5%). Ensure that all exhaust gas flows through the after-treatment system to guarantee thorough purification of pollutants and improve conversion efficiency.

[0055] When the inlet temperature of the oxidation catalyst or selective catalytic reduction catalyst is lower than its corresponding second start-up heating temperature threshold, the electric heating catalyst is controlled to start heating with the corresponding second power range. When the temperature is maintained within its corresponding heat preservation threshold range, the corresponding third power range is used for heating until the temperature of each catalyst reaches its corresponding second stop heating temperature threshold and heating is stopped. The third power range is smaller than the second power range.

[0056] Specifically, for the front end of the catalyst, when the inlet temperature of the oxidation catalyst is lower than the second heating trigger threshold, for example, less than 200°C, the electric heating catalyst is controlled to heat at the second power range, for example, 2kW~3kW. When the temperature of the oxidation catalyst is maintained within the heat preservation threshold range, that is, greater than or equal to 200°C and less than or equal to 250°C, the third power range is used for heating, that is, 1.5kW~2kW. When the temperature is greater than 250°C, heating is stopped.

[0057] For the back end of the catalyst, when the inlet temperature of the selective catalytic reduction unit is lower than the second heating trigger threshold, for example, less than 250°C, the electric heating catalyst is controlled to heat at the second power range, for example, 3kW~4kW. When the temperature of the selective catalytic reduction unit is maintained within the heat preservation threshold range, that is, greater than or equal to 250°C and less than or equal to 300°C, the third power range is used for heating, 2kW~3kW. When the temperature is greater than 300°C, heating is stopped.

[0058] Staged heating and closed-loop temperature control quickly maintain the catalyst in the optimal conversion temperature range, improving NO efficiency. x Improve conversion efficiency while reducing power consumption.

[0059] Passive regeneration is initiated when the GPF pressure difference exceeds the regeneration trigger threshold. Specifically, when the GPF pressure difference exceeds 20 kPa, active regeneration preparation is initiated, and the EHC is preheated to 300°C. When the GPF pressure difference is less than or equal to 15 kPa, regeneration preparation is stopped. This method gently removes carbon, avoiding the increased fuel consumption and emission spikes caused by active regeneration, while balancing regeneration effectiveness and driving smoothness.

[0060] Step S303: If the target driving mode is fuel mode, execute the third control strategy, including: Adjust the valve opening of the main exhaust passage to the fully open state, i.e., the valve opening is greater than or equal to 95%, and close the bypass valve, i.e., the valve opening is less than or equal to 5%. Make full use of the engine exhaust airflow and heat to maximize the aftertreatment purification efficiency.

[0061] In fuel mode, when the temperature is greater than or equal to 350℃, the electric catalytic converter stops heating, and the power is less than or equal to 0.1kW, utilizing exhaust waste heat to operate. This saves battery power and reduces energy consumption; it also utilizes the high-temperature exhaust heat of the engine to maintain the catalytic converter's efficient operation and extend the life of the electric heating components.

[0062] Active regeneration is executed when the GPF pressure differential exceeds the regeneration trigger threshold. Specifically, when the GPF pressure differential exceeds 20 kPa, active regeneration is initiated, raising the exhaust temperature to 600℃~650℃ and continuing for a specified regeneration time, such as 10~15 minutes. Regeneration stops when the carbon load drops to less than 2 g / L. This rapidly burns off carbon deposits, restores the GPF's ventilation capacity, and prevents blockages that could lead to increased back pressure, higher fuel consumption, and reduced power.

[0063] In step S302 above, to accurately and stably maintain the oxidation catalyst and selective catalytic reduction unit within their optimal operating temperature ranges, reduce temperature fluctuations, improve conversion efficiency, and reduce power consumption and emission fluctuations, a closed-loop algorithm is used to control the power of the electrically heated catalyst, adjusting the temperatures of the oxidation catalyst and selective catalytic reduction unit to their respective heat preservation threshold ranges. This application primarily employs a PID closed-loop algorithm, specifically including the following sub-steps: S3021: Obtain the deviation between the measured temperature of the oxidation catalyst and the selective catalytic reduction catalyst and the second start-up heating temperature threshold, respectively.

[0064] As shown in step S302, the second start-up heating temperature threshold for the oxidation catalyst is 200℃, and the second start-up heating temperature threshold for the selective catalytic reduction catalyst is 250℃, denoted as... The measured temperatures of both are recorded as .

[0065] S3022: Determine the current vehicle operating condition based on the exhaust temperature, and select the corresponding PID parameter group based on the current vehicle operating condition.

[0066] The following parameters are used for different operating conditions: Cold start condition (exhaust temperature less than 150℃): Kp = 2.5 ± 0.2, Ki = 0.8 ± 0.1, Kd = 0.5 ± 0.1; Low speed condition (exhaust temperature greater than or equal to 150℃ and less than 250℃): Kp = 2.0 ± 0.2, Ki = 0.6 ± 0.1, Kd = 0.4 ± 0.1; Steady-state condition (exhaust temperature greater than or equal to 250℃): Kp = 1.5 ± 0.2, Ki = 0.4 ± 0.1, Kd = 0.3 ± 0.1.

[0067] PID parameters are configured according to different operating conditions, enabling rapid heating during cold starts, stable temperature control at low speeds, and smooth, energy-saving output in steady state, while balancing heating speed, temperature stability, and the response accuracy of the electric heating catalyst.

[0068] S3023: Calculates the power output value based on the deviation and the selected PID parameter group, and controls the rate of change of the power output value to not exceed the preset power change rate threshold, that is, the power change rate is less than or equal to 1kW / s.

[0069] The specific formula is as follows:

[0070] Through the above steps S100-S300, the hybrid vehicle can achieve coordinated control of the drive mode and exhaust after-treatment system under all operating conditions, prioritizing compliance with exhaust emission standards while also taking into account battery energy management, catalytic converter temperature stability and reasonable GPF regeneration. This effectively solves the problems of excessive emissions, large temperature fluctuations and short component life caused by the disconnect between the drive mode decision and after-treatment conditions in traditional hybrid vehicles.

[0071] Furthermore, in order to achieve real-time monitoring of vehicle emission status, accurate fault identification and rapid protection, meet the mandatory requirements of China VII regulations for OBD online diagnostics and data reporting, and improve vehicle operation safety and after-sales traceability, this application also includes OBD monitoring and data reporting steps.

[0072] S400: Based on exhaust emission concentration and vehicle operating parameters, determine the fault type and execute corresponding fault protection strategies according to the fault type.

[0073] The system calculates emission results in real time and compares them with the China VII Bin limit. It performs threshold-based fault diagnosis and IUPR (In-use Monitoring Frequency) statistics, and reports remotely according to specific reporting rules. All diagnostic and reporting thresholds are quantitatively designed.

[0074] In this application, the fault types include multiple levels, and each level of fault has a corresponding fault protection strategy, specifically including: S401: If the exhaust gas emission concentration exceeds the preset emission limit and the duration exceeds the first duration threshold, it is determined to be a Level 1 fault, i.e., NO x >30mg / km or PM>1.0mg / km, duration ≥3s. Under this condition, the exhaust emission concentration exceeds the preset emission limit, which is the most serious fault. At this time, the fault protection strategy is to force the vehicle to switch to pure electric mode and trigger a remote warning, reporting a fault code. Using the China VII emission limit and duration as the basis for determining the first-level fault, the forced switch to pure electric mode can directly cut off the source of engine pollutants and quickly suppress the excessive exhaust emissions. For the first-level fault, the system switches to a 5-second high-frequency reporting, with a reporting delay of ≤1s, until the emissions drop below the threshold.

[0075] S402: If the power deviation of the electrically heated catalytic converter exceeds the deviation threshold and the duration exceeds the second duration threshold, it is judged as a level two fault. The power deviation of the electrically heated catalytic converter is greater than 20%, and the duration is ≥5s. This condition indicates that the electrically heated catalytic converter has failed. The fault protection strategy is to inject supplemental heating after startup, with a post-injection volume ≥0.2L / h, and report the fault code. By judging the abnormality of the electrically heated catalytic converter through power deviation and duration, heating failure can be detected in time. Using engine post-injection supplemental heating to replace the electric heating can stably maintain the catalytic converter operating temperature and ensure aftertreatment conversion efficiency.

[0076] S403: If the conversion efficiency of the selective catalytic reduction (SCR) is lower than the efficiency threshold and the duration exceeds the third duration threshold, it is classified as a Level 3 fault. Specifically, when the conversion efficiency of the SCR is lower than 80% and the duration reaches or exceeds 30 seconds, it is classified as a Level 3 fault, indicating a decrease in the conversion efficiency of the SCR. The corresponding fault protection strategy is to increase the power of the electrically heated catalyst by 0.5kW to 1kW, while increasing the urea injection rate by 10% to 15%, and report the fault code. Determining SCR performance degradation based on the conversion efficiency threshold and duration provides early warning of insufficient conversion capacity. By increasing the electrically heated power and the urea injection rate, the catalytic reduction effect can be quickly improved, preventing further deterioration of the fault.

[0077] S404: If the GPF pressure differential exceeds the pressure differential threshold and the duration exceeds the fourth duration threshold, it is determined to be a Level 4 fault. Specifically, when the GPF pressure differential exceeds 30 kPa and the duration reaches or exceeds 10 seconds, it is determined to be a Level 4 fault, indicating that the GPF is severely blocked. The corresponding fault protection strategy is to perform forced regeneration, raise the exhaust temperature to 650°C to 700°C, limit the engine torque output to no more than 70% of the maximum torque, and report a fault code. By accurately identifying the severity of blockage through the GPF pressure differential threshold and duration, performing high-temperature forced regeneration can quickly remove carbon deposits and restore exhaust flow. Limiting the engine torque output can reduce heat load and exhaust back pressure, avoiding problems such as overheating damage and power degradation during the regeneration process, and comprehensively ensuring the safe and stable operation of the aftertreatment system and the engine.

[0078] For level 2 to 4 faults, switch to 10-second high-frequency reporting with a reporting delay of ≤2 seconds; under normal operating conditions, report once every 1 minute with a reporting delay of ≤5 seconds. Mandatory reporting items include VIN code, time (error ≤1 second), geographical location (accuracy ≤10m), operating mode, real-time emission value, Bin compliance status, fault code, and IUPR statistical value; none can be omitted. The IUPR statistical threshold is calculated every 100 working cycles; when the IUPR value is greater than 0.8, an abnormal statistical report is submitted. Regarding the sampling frequency threshold, the temperature signal is 10Hz, and NO... x The NH3 / N2O concentration signal is 5Hz, the GPF differential pressure signal is 1Hz, and the sampling deviation does not exceed 5%.

[0079] The aforementioned multi-level fault diagnosis and protection mechanism, by configuring differentiated trigger thresholds and corresponding fault-tolerance strategies (forced pure electric, after-injection supplemental heating, increased heating power and increased urea injection volume, high-temperature forced regeneration and torque limiting) for each of the following: excessive exhaust emissions (Level 1), abnormal power of the electric heating catalyst (Level 2), decreased SCR conversion efficiency (Level 3), and severe GPF blockage (Level 4). Combined with graded high-frequency reporting, it achieves a closed-loop management of the entire chain, from rapid suppression of excessive emissions and proactive fault tolerance of component failures to early intervention in the degradation of aftertreatment performance. While meeting the requirements of China VII regulations for OBD online diagnosis and data reporting, it significantly improves the reliability, safety, and maintainability of the exhaust aftertreatment system of hybrid vehicles.

[0080] To ensure that the aftertreatment control parameters are accurately matched with the real-time emission status and to further improve the stability and adaptability of emission control, step S500 is also included.

[0081] Step S500: Based on the deviation between the exhaust emission concentration and the preset emission limit, the control parameters in the control strategy are corrected. The control parameters in the control strategy refer to the control parameters in step S300 for the three modes of pure electric / hybrid / fuel, such as the electric heating catalytic converter start / stop temperature threshold, urea injection quantity, GPF regeneration trigger pressure difference threshold, and catalytic converter insulation temperature range. Specifically, step S500 includes: S501: Obtain the deviation level between the exhaust emission concentration and the preset emission limit.

[0082] Specifically, the deviation level between the exhaust gas emission concentration and the preset emission limit is first obtained, and the deviation is divided into three levels: slight, moderate and severe. The slight deviation is when the emission value reaches 80% to 90% of the Bin limit; the moderate deviation is when the emission value reaches 90% to 95% of the Bin limit; and the severe deviation is when the emission value reaches 95% to 100% of the Bin limit.

[0083] S502: Determine the corresponding correction range based on the deviation level; the higher the deviation level, the larger the correction range. Minor deviations correspond to a correction range of no more than 5%; moderate deviations correspond to a correction range of 5% to 10%; and severe deviations correspond to a correction range of 10% to 15%.

[0084] S503: Based on the correction magnitude, correct at least one of the electric heating catalyst start-up temperature threshold, urea injection quantity, or GPF differential pressure threshold, and update the corrected control parameters into the control strategy.

[0085] The correction range for the start-up temperature threshold of the electrically heated catalytic converter is ±5℃. After correction, the DOC temperature must be no lower than 195℃ and the SCR temperature no lower than 245℃. The correction range for urea injection quantity is ±5% to 15%. After correction, the ammonia-to-nitrogen ratio must be maintained within the threshold range of the corresponding drive mode. The correction range for the GPF regeneration start-up pressure difference is ±2kPa. After correction, it must be maintained within the range of 18kPa to 22kPa. A calibration cycle threshold is also set, with parameter calibration performed every 10 working cycles. Each calibration session must not exceed 10 seconds to avoid interference with normal emission control during the calibration process and to ensure continuous, stable, and compliant vehicle emissions.

[0086] For example, after a hybrid vehicle has been driving continuously at low speeds in pure electric mode, the engine restarts. At this time, the NO concentration in the exhaust emissions will be... xThe measured value was 28 mg / km, while the preset emission limit was 30 mg / km, indicating a "severe deviation," corresponding to a correction range of 10%–15%. Based on this, the controller lowered the EHC start-up temperature threshold by 13%, reducing the original start-up temperature threshold of the oxidation catalyst from 200℃ by approximately 26℃ to approximately 174℃; and reducing the original start-up temperature threshold of the selective catalytic reduction catalyst from 250℃ by approximately 32℃ to approximately 218℃. After the correction, EHC heating is activated when the DOC inlet temperature reaches 174℃, allowing the catalyst to enter the high-efficiency conversion zone earlier, thereby suppressing NO. x Emissions continue to rise. The corrected parameters are stored in non-volatile memory and used as a new control baseline in subsequent operations until the next calibration cycle.

[0087] For example, after a vehicle has been operating under urban conditions for a long time, the carbon load inside the GPF gradually accumulates. The measured pressure difference often reaches 19 kPa when the regeneration trigger is detected, while the original GPF regeneration initiation pressure difference threshold is 20 kPa. At this time, the PM concentration in the exhaust emissions is 0.85 mg / km, close to the preset limit of 0.9 mg / km, corresponding to 85% of the Bin limit of 1.0 mg / km, which is considered a "slight deviation" and the correction range is no more than 5%. The controller corrects the GPF regeneration initiation pressure difference threshold downward by 3%, from 20 kPa to 19.4 kPa. After correction, when the pressure difference reaches 19.4 kPa, passive regeneration (hybrid mode) or active regeneration preparation (fuel mode) is triggered in advance to prevent the PM concentration from rising further into the excessive range. The corrected threshold is updated in the control strategy and remains effective for the next 10 working cycles.

[0088] By dynamically adjusting the control parameters in the control strategy based on the deviation level of exhaust emission concentration from the preset emission limit, the control logic of the aftertreatment system can be matched with the real-time emission status of the vehicle, effectively improving the adaptability and stability of emission control and avoiding emission fluctuations caused by fixed parameters failing to adapt to changes in operating conditions. Differentiated adjustment of the correction magnitude according to the deviation level allows for minor adjustments without interfering with normal operation, while timely increases in correction magnitude to quickly curb the risk of exceeding emission standards in cases of severe deviation, balancing control smoothness and emission compliance. Targeted adjustments to the electric heating catalyst start-up temperature threshold, urea injection quantity, and GPF differential pressure threshold can continuously maintain the catalyst in the high-efficiency conversion temperature range, enhance the reduction effect of nitrogen oxides, and optimize the particulate matter capture and regeneration rhythm, improving aftertreatment purification efficiency from all dimensions. Simultaneously, it extends the service life of electric heating components, catalysts, and GPFs, reduces energy consumption and component wear, and ensures that the vehicle stably meets the China VII emission regulations throughout its entire life cycle, improving the robustness and reliability of the vehicle's emission control.

[0089] Secondly, a hybrid multi-mode exhaust aftertreatment device is provided, comprising: The parameter acquisition module is used to acquire vehicle operating parameters, which include at least the battery state of charge, exhaust temperature, and exhaust gas emission concentration. The mode decision module determines the target driving mode based on vehicle operating parameters and a preset priority order. The preset priority order includes: exhaust emission concentration takes precedence over battery state of charge, and battery state of charge takes precedence over exhaust temperature. The strategy execution module is used to execute a control strategy that matches the target driving mode. The control strategy includes at least the control of the opening and closing state of the electronically controlled valve group, the power output of the catalyst heating device, and the GPF regeneration strategy. The fault diagnosis and protection module is used to determine the fault type based on the exhaust emission concentration and vehicle operating parameters, and to execute the corresponding fault protection strategy according to the fault type. The parameter adaptive correction module is used to correct the control parameters in the control strategy based on the deviation between the exhaust gas emission concentration and the preset emission limit.

[0090] Thirdly, a hybrid multi-mode exhaust aftertreatment device is provided, the hybrid multi-mode exhaust aftertreatment device including a processor, a memory, and a hybrid multi-mode exhaust aftertreatment program stored in the memory and executable by the processor, wherein when the hybrid multi-mode exhaust aftertreatment program is executed by the processor, it implements the steps of the hybrid multi-mode exhaust aftertreatment method of the first aspect.

[0091] Fourthly, a computer-readable storage medium is provided, on which a hybrid multi-mode exhaust aftertreatment program is stored, wherein when the hybrid multi-mode exhaust aftertreatment program is executed by a processor, it implements the steps of the hybrid multi-mode exhaust aftertreatment method of the first aspect.

[0092] In summary, this application establishes quantified threshold ranges, unique ordered judgment logic, and dedicated closed-loop calibration thresholds. By identifying parameters such as vehicle drive mode, exhaust temperature, power battery SOC, and real-time emission concentration, and combining these with quantified thresholds, it executes switching control between pure electric insulation mode, hybrid dynamic adjustment mode, and fuel high-efficiency purification mode. Furthermore, it incorporates EHC electric heating PID adjustment and OBD monitoring and reporting strategies to ensure emissions consistently meet the China VII basic Bin and flexible Bin limits. Bin limit adaptation is precise: through priority judgment of emission exceedances and threshold-based pre-correction, it ensures emissions remain consistently within the China VII basic Bin (NO... x ≤30mg / km, PM≤1.0mg / km), and can be optimized to achieve flexible Bin (NO xWith emissions of ≤17mg / km and PM≤0.5mg / km, emissions are reduced by more than 50% compared to China VI emission standards, fully meeting the dual-track control requirements of China VII. It has strong adaptability to hybrid operating conditions, and the three-mode switching adopts quantitative threshold + priority judgment. EHC adopts PID threshold-based temperature control, solving the pain points of difficult low-temperature ignition and large emission fluctuations in hybrid vehicles. The catalyst ignition time is shortened by 50%, and EHC energy consumption is reduced by 30%. It has built-in threshold-based fault diagnosis, IUPR statistics and hierarchical reporting logic. The reporting cycle, content and fault judgment all meet the remote supervision requirements of China VII, realizing fault diagnosis, over-limit warning and data traceability.

[0093] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0094] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0095] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A hybrid multi-mode exhaust aftertreatment method, characterized in that, include: Obtain vehicle operating parameters, which include at least battery state of charge, exhaust temperature, and exhaust gas concentration. The target driving mode is determined based on vehicle operating parameters and a preset priority order; the preset priority order is as follows: first priority is to determine the exhaust gas emission concentration, second priority is to determine the battery state of charge, and third priority is to determine the exhaust temperature. In each level of judgment, if the judgment condition of the current level is met, the target driving mode is determined according to the judgment result of that level and subsequent judgments are stopped; if the judgment condition of the current level is not met, the next level is entered for judgment. According to the target driving mode, multiple control strategies are executed, including at least the control of the opening and closing state of the electronically controlled valve group, the power output of the catalyst heating device, and the GPF regeneration strategy.

2. The hybrid multi-mode exhaust aftertreatment method as described in claim 1, characterized in that, In the first priority determination, if the exhaust gas emission concentration is greater than the preset emission limit, then the target driving mode is pure electric mode.

3. The hybrid multi-mode exhaust aftertreatment method as described in claim 1, characterized in that, In the second priority determination, the target driving mode is determined based on the comparison result between the battery state of charge and the power threshold: The power thresholds include an upper power threshold and a lower power threshold; If the battery state of charge is greater than the upper limit threshold of the battery capacity, then the target driving mode is pure electric mode; If the battery state of charge is less than the lower limit threshold, then the target driving mode is fuel mode; If the battery state of charge is greater than or equal to the lower limit threshold and less than or equal to the upper limit threshold, then the target driving mode is determined from the pure electric mode, the hybrid mode, or the fuel mode based on the driver's required torque and / or the vehicle's driving conditions.

4. The hybrid multi-mode exhaust aftertreatment method as described in claim 1, characterized in that, In the third priority determination, the target drive mode is determined based on the comparison result of the exhaust temperature and the temperature threshold, as well as the engine start-stop state: The temperature threshold includes a lower temperature limit threshold and a higher temperature limit threshold; If the exhaust temperature is lower than the lower limit threshold and the engine start-stop state is stopped, then the target drive mode is pure electric mode. If the exhaust temperature is lower than the lower limit threshold and the engine start-stop state is active, then the target drive mode is fuel mode. If the exhaust temperature is greater than the upper temperature threshold, the target drive mode is fuel mode; If the exhaust temperature is greater than or equal to the lower lower threshold and less than or equal to the upper upper threshold, then the target driving mode is a hybrid mode.

5. The hybrid multi-mode exhaust aftertreatment method as described in claim 1, characterized in that, The method also includes a mode switching loop judgment step: The vehicle operating parameters are collected in real time according to a preset control cycle; Within each control cycle, the target driving mode is re-determined based on the currently collected vehicle operating parameters and the preset priority order. When the re-determined target driving mode is inconsistent with the currently running driving mode, a mode switching command is triggered; The execution process of the mode switching instruction satisfies a preset mode switching delay threshold.

6. The hybrid multi-mode exhaust aftertreatment method as described in claim 1, characterized in that, The target driving modes include pure electric mode, fuel mode and hybrid mode; The electrically controlled valve group includes valves for the main exhaust passage and bypass valves; The step of executing a control strategy that matches the target driving mode includes: If the target driving mode is the pure electric mode, execute the first control strategy; If the target driving mode is the hybrid mode, execute the second control strategy; If the target driving mode is the fuel mode, execute the third control strategy.

7. The hybrid multi-mode exhaust aftertreatment method as described in claim 6, characterized in that, The first control strategy includes at least: Adjust the valve opening of the main exhaust passage to the closed state, and keep the bypass valve opening within the bypass valve opening threshold range; When the inlet temperature of the oxidation catalyst or the selective catalytic reduction device is lower than the corresponding first start-up heating temperature threshold, the electric heating catalyst is controlled to start heating in the first power range until the temperature reaches the corresponding first stop heating temperature threshold and then heating is stopped. Stop the GPF regeneration process.

8. The hybrid multi-mode exhaust aftertreatment method as described in claim 6, characterized in that, The second control strategy includes at least: Adjust the valve opening of the main exhaust passage to the fully open state, while keeping the bypass valve in the closed state; When the inlet temperature of the oxidation catalyst or selective catalytic reduction catalyst is lower than its corresponding second start-up heating temperature threshold, the electric heating catalyst is controlled to start heating with the corresponding second power range. When the temperature is maintained within its corresponding heat preservation threshold range, heating is carried out with the corresponding third power range until the temperature of each catalyst reaches its corresponding second stop heating temperature threshold and heating is stopped. The third power range is smaller than the second power range. Passive regeneration is performed when the GPF differential pressure exceeds the regeneration trigger threshold.

9. The hybrid multi-mode exhaust aftertreatment method as described in claim 6, characterized in that, The third control strategy includes at least: Adjust the valve opening of the main exhaust passage to the fully open state, while keeping the bypass valve in the closed state; Control the electric heating catalyst to stop heating; Active regeneration is performed when the GPF differential pressure exceeds the regeneration trigger threshold.

10. The hybrid multi-mode exhaust aftertreatment method as described in claim 8, characterized in that, The method further includes using a closed-loop algorithm to control the power of the electrically heated catalyst, and adjusting the temperatures of the oxidation catalyst and the selective catalytic reduction reactor to their respective heat preservation threshold ranges.

11. The hybrid multi-mode exhaust aftertreatment method as described in claim 1, characterized in that, The method further includes determining the fault type based on the exhaust gas emission concentration and vehicle operating parameters, and executing a corresponding fault protection strategy based on the fault type.

12. The hybrid multi-mode exhaust aftertreatment method as described in claim 11, characterized in that, The vehicle operating parameters include the power of the electrically heated catalyst, the conversion efficiency of the selective catalytic converter, and the pressure difference of the GPF; Based on the exhaust emission concentration and vehicle operating parameters, the fault type is determined, specifically including: If the exhaust gas emission concentration exceeds the preset emission limit and the duration exceeds the first duration threshold, it is determined to be a level one fault; If the power deviation of the electrically heated catalyst exceeds the deviation threshold and the duration exceeds the second duration threshold, it is determined to be a level two fault; If the conversion efficiency of the selective catalytic reduction unit is lower than the efficiency threshold and the duration exceeds the third duration threshold, it is judged as a level three fault. If the differential pressure of the GPF exceeds the differential pressure threshold and the duration exceeds the fourth duration threshold, it is determined to be a level four fault.

13. The hybrid multi-mode exhaust aftertreatment method as described in claim 12, characterized in that, Execute the corresponding fault protection strategy according to the fault type, including: If the fault type is a Level 1 fault, the fault protection strategy is to force the vehicle to switch to pure electric mode and trigger a remote warning; If the fault type is a level two fault, the fault protection strategy is to inject heat after starting the engine; If the fault type is a level three fault, the fault protection strategy is to increase the power of the electrically heated catalyst and increase the urea injection volume; If the fault type is the fourth level fault, the fault protection strategy is to perform forced regeneration and limit engine torque output.

14. The hybrid multi-mode exhaust aftertreatment method as described in claim 11, characterized in that, The method further includes correcting the control parameters in the control strategy based on the deviation between the exhaust gas emission concentration and the preset emission limit, specifically including: Obtain the deviation level between the exhaust gas emission concentration and the preset emission limit; The corresponding correction range is determined based on the deviation level, with a higher deviation level resulting in a larger correction range. Based on the correction magnitude, at least one of the electric heating catalyst start-up temperature threshold, urea injection quantity, or GPF differential pressure threshold is corrected, and the corrected control parameters are updated in the control strategy.

15. A hybrid multi-mode exhaust aftertreatment device, characterized in that, include: The parameter acquisition module is used to acquire vehicle operating parameters, which include at least the battery state of charge, exhaust temperature, and exhaust gas concentration. The mode decision module determines the target driving mode based on vehicle operating parameters and a preset priority order, wherein the preset priority order includes: exhaust emission concentration takes priority over battery state of charge, and battery state of charge takes priority over exhaust temperature. The strategy execution module is used to execute a control strategy that matches the target driving mode. The control strategy includes at least controlling the opening and closing state of the electronically controlled valve group, the power output of the catalyst heating device, and the GPF regeneration strategy.

16. A hybrid multi-mode exhaust aftertreatment device, characterized in that, The hybrid multi-mode exhaust aftertreatment device includes a processor, a memory, and a hybrid multi-mode exhaust aftertreatment program stored in the memory and executable by the processor, wherein when the hybrid multi-mode exhaust aftertreatment program is executed by the processor, it implements the steps of the hybrid multi-mode exhaust aftertreatment method as described in any one of claims 1 to 14.

17. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a hybrid multi-mode exhaust aftertreatment program, wherein when the hybrid multi-mode exhaust aftertreatment program is executed by a processor, it implements the steps of the hybrid multi-mode exhaust aftertreatment method as described in any one of claims 1 to 14.

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