Vehicle control method, controller, vehicle, and storage medium

Abstract

The application discloses a vehicle control method, a controller, a vehicle and a storage medium, and belongs to the technical field of engine control. The method comprises the following steps: acquiring running state information of an engine of a vehicle, a first voltage and a target voltage of a rear oxygen sensor in the vehicle, and basic proportional integral differential (PID) parameters; compensating the basic PID parameters according to the running state information and the target voltage to obtain target PID parameters; and controlling the engine to run according to the difference between the target voltage and the first voltage and the target PID parameters. The application can make the controller adjust its response characteristics in real time through a dynamic compensation mechanism, effectively overcome the limitations of a traditional fixed parameter PID under transient working conditions, and ensure the control accuracy of the engine.

Description

Technical Field

[0001] This application relates to the field of engine control technology, and in particular to a vehicle control method, controller, vehicle, and storage medium. Background Technology

[0002] The engine air-fuel ratio control uses a fixed-parameter proportional-integral-derivative (PID) control strategy. However, when the engine is under transient operating conditions, the fixed-parameter PID control strategy cannot quickly adapt to the engine's workload, resulting in decreased air-fuel ratio control accuracy and poor engine emissions performance. Summary of the Invention

[0003] This application provides a vehicle control method, controller, vehicle, and storage medium, which can be used to solve problems existing in related technologies. The technical solution is as follows: On one hand, embodiments of this application provide a vehicle control method, the method comprising: acquiring engine operating status information of a vehicle, a first voltage and a target voltage of a rear oxygen sensor in the vehicle, and basic proportional-integral-derivative (PID) parameters; compensating the basic PID parameters according to the operating status information and the target voltage to obtain target PID parameters; and controlling engine operation according to the difference between the target voltage and the first voltage and the target PID parameters.

[0004] In some embodiments, the operating status information includes the engine speed and the engine power load. Compensating the basic PID parameters based on the operating status information and the target voltage to obtain target PID parameters includes: determining a first compensation coefficient based on the operating status information and the target voltage; the first compensation coefficient indicates: the change in engine speed at the engine's maximum speed, the change in power load at the engine's maximum power load, and the difference between the first voltage and the target voltage; and determining the target PID parameters based on the basic PID parameters and the first compensation coefficient.

[0005] In some embodiments, determining a first compensation coefficient for the basic PID parameters based on operating status information and target voltage includes: determining a first operating condition of the engine based on operating status information; determining a first basic compensation coefficient matching the first operating condition from a first correspondence between multiple operating conditions and multiple basic compensation coefficients; and determining the first compensation coefficient based on operating status information, target voltage, and the first basic compensation coefficient.

[0006] In some embodiments, the operating status information includes engine speed and engine power load at multiple times. Determining a first operating condition of the engine based on the operating status information includes: determining a first speed change based on the engine speed at multiple times; determining a first load change based on the power load at multiple times; and determining a first operating condition that matches the combination of the first speed change and the first load change from a second correspondence between combinations of multiple speed changes and load changes and multiple operating conditions.

[0007] In some embodiments, the operating status information further includes at least two of the engine's combustion parameters, thermal emission parameters, operating time, and exhaust gas recirculation rate. The target PID parameter is obtained by compensating the basic PID parameter based on the operating status information and the target voltage, including: determining a second compensation coefficient based on the combustion parameters, thermal emission parameters, operating time, and exhaust gas recirculation rate; and compensating the basic PID parameter based on the first compensation coefficient and the second compensation coefficient to determine the target PID parameter.

[0008] In some embodiments, determining a second compensation coefficient based on combustion parameters, thermal emission parameters, operating time, and exhaust gas recirculation rate includes: determining a first exhaust gas mass flow rate of the engine based on combustion parameters, thermal emission parameters, exhaust gas recirculation rate, engine speed, and power load; determining a first aging coefficient of the engine's catalyst based on the first exhaust gas mass flow rate, catalyst inlet temperature in the thermal emission parameters, and operating time; and determining a second compensation coefficient based on the first exhaust gas mass flow rate and the first aging coefficient.

[0009] In some embodiments, determining a first aging coefficient of the engine catalyst based on a first exhaust mass flow rate, catalyst inlet temperature in the thermal emission parameters, and operating time includes: obtaining a reference value for the oxygen storage capacity of the engine; determining a first oxygen storage capacity of the engine based on the first exhaust mass flow rate, catalyst inlet temperature, and operating time; and determining a first aging coefficient based on the reference value for oxygen storage capacity and the first oxygen storage capacity.

[0010] In some embodiments, determining a second compensation coefficient based on a first exhaust mass flow rate and a first aging coefficient includes: determining a second compensation coefficient that matches the combination of the first exhaust mass flow rate and the first aging coefficient from a third correspondence between a combination of multiple exhaust mass flow rates and aging coefficients and a combination of compensation coefficients.

[0011] In some embodiments, determining a second compensation coefficient based on a first exhaust mass flow rate and a first aging coefficient includes: determining a third compensation coefficient that matches the first exhaust mass flow rate from a fourth correspondence between multiple exhaust mass flow rates and multiple compensation coefficients; determining a fourth compensation coefficient that matches the first aging coefficient from a fifth correspondence between multiple aging coefficients and multiple compensation coefficients; and determining the second compensation coefficient based on the third compensation coefficient and the fourth compensation coefficient.

[0012] In some embodiments, controlling engine operation based on the difference between a target voltage and a first voltage and a target PID parameter includes: determining an air-fuel ratio correction amount based on the difference and the target PID parameter, and determining a target air-fuel ratio based on the air-fuel ratio correction amount; and controlling engine operation based on the target air-fuel ratio.

[0013] In some embodiments, the method further includes: acquiring thermal state parameters of the engine and activation information of the engine's post-oxygen sensor; determining the engine's operating stage based on the thermal state parameters and activation information, and determining a first control mode corresponding to the operating stage; the operating stage is a cold start stage, a warm-up stage, or a normal operating condition; if the engine is in a normal operating condition, the first control mode is determined to be a closed-loop control mode, and the step of determining the target air-fuel ratio is executed.

[0014] On the other hand, a vehicle control device is provided, comprising: a first acquisition module for acquiring engine operating status information of the vehicle, a first voltage and a target voltage of the vehicle's rear oxygen sensor, and basic proportional-integral-derivative (PID) parameters; a compensation module for compensating the basic PID parameters according to the operating status information and the target voltage to obtain target PID parameters; and a control module for controlling engine operation according to the difference between the target voltage and the first voltage and the target PID parameters.

[0015] On the other hand, a controller is provided, the vehicle including: a processor; a memory storing computer-readable instructions, wherein when the computer-readable instructions are executed by the processor, a method for vehicle control of any of the above is implemented.

[0016] On the other hand, a vehicle is also provided, the vehicle comprising: a body and a controller, the controller being used to implement a vehicle control method as described above.

[0017] On the other hand, a computer-readable storage medium is also provided, which stores at least one computer program, which is loaded and executed by a processor to enable the computer to implement the vehicle control method described above.

[0018] On the other hand, a computer program product or computer program is also provided, which includes computer instructions stored in a computer-readable storage medium. The processor of the computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform any of the vehicle control methods described above.

[0019] The technical solution provided in this application provides at least the following beneficial effects: by acquiring the engine's operating status information, the target voltage and first voltage of the rear oxygen sensor, and the basic PID parameters in real time, and dynamically compensating the basic PID parameters according to the operating status information and the target voltage, a target PID parameter adapted to the current operating condition is obtained. In this way, the controller can adjust its response characteristics in real time through the dynamic compensation mechanism, effectively overcoming the limitations of traditional fixed parameter PID under transient operating conditions and ensuring the accuracy of engine control. Attached Figure Description

[0020] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0021] Figure 1 A schematic diagram of a vehicle control system provided in an embodiment of this application; Figure 2 A schematic flowchart illustrating the first vehicle control method provided in this application embodiment; Figure 3 A schematic flowchart illustrating the second vehicle control method provided in this application embodiment; Figure 4 A schematic flowchart illustrating the specific steps of step 320 in the second vehicle control method provided in this application embodiment; Figure 5 A flowchart illustrating the third vehicle control method provided in this application embodiment; Figure 6 A schematic flowchart illustrating the specific steps of step 430 in the third vehicle control method provided in this application embodiment; Figure 7 A flowchart illustrating the fourth vehicle control method provided in this application embodiment; Figure 8 A schematic flowchart illustrating the specific steps of step 530 in the fourth vehicle control method provided in this application embodiment; Figure 9A schematic flowchart of a closed-loop control method for an engine rear oxygen sensor provided in an embodiment of this application; Figure 10 A block diagram of a vehicle control device provided in an embodiment of this application; Figure 11 A hardware structure diagram of a controller provided in an embodiment of this application; Figure 12 This is a hardware structure diagram of a vehicle provided in an embodiment of this application.

[0022] The accompanying drawings have illustrated specific embodiments of the present application. More detailed descriptions will follow. These drawings and descriptions are not intended to limit the scope of the present application's embodiments in any way, but rather to illustrate the concepts of the present application's embodiments to those skilled in the art through specific embodiments. Detailed Implementation

[0023] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.

[0024] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0025] In traditional closed-loop control strategies using the engine's after-oxygen sensor, a fixed-parameter PID controller is commonly employed. As shown in the example above, when the vehicle is under transient conditions such as rapid acceleration, due to the inherent lag in the engine system, the fixed-parameter PID controller often responds slowly, which can easily lead to overshoot or oscillation in the air-fuel ratio control.

[0026] Therefore, this application provides a vehicle control method that compensates for PID parameters by introducing operating status information and target voltage, enabling the control strategy to dynamically adjust control parameters according to the actual operating conditions of the engine. This maintains a better control effect across the entire operating range, ensuring that the engine's air-fuel ratio can be controlled quickly and stably. It avoids the performance degradation that may occur under traditional single-mode control, significantly improves the control accuracy and stability of the engine under various complex operating conditions, and provides strong technical support for meeting increasingly stringent emission regulations.

[0027] Please see Figure 1 , Figure 1 This is a schematic diagram of a vehicle control system provided in an embodiment of this application, such as... Figure 1 As shown below, the vehicle control system implements a vehicle control method by way of example.

[0028] In one alternative implementation, the vehicle control system 100 includes a sensor module 110, a processing unit 120, and a control unit 130. The processing unit 120 and control unit 130 refer to software units or modules, while the sensor module 110 refers to a hardware device.

[0029] For example, sensor module 110 is used to acquire the engine operating status information of the vehicle, the first voltage and target voltage of the vehicle's rear oxygen sensor, and basic proportional-integral-derivative (PID) parameters; processing unit 120 is used to compensate the basic PID parameters according to the operating status information and target voltage to obtain target PID parameters, and finally send the target PID parameters to control unit 130. After receiving the target PID parameters, control unit 130 controls the engine operation according to the difference between the target voltage and the first voltage and the target PID parameters.

[0030] Figure 1 The system in [the document] can be used to implement the following Figure 2 For the described vehicle control method, please refer to [link / reference]. Figure 2 , Figure 2 This is a flowchart illustrating a first vehicle control method provided in an embodiment of this application. In a specific embodiment, this vehicle control method can be applied to, for example... Figure 10 The vehicle control device 600 shown and the vehicle equipped with the vehicle control device 600 are shown. Figure 12 The specific process of this embodiment will be described below. Of course, it is understood that this method can be executed by an electronic device with computing power, such as a vehicle-mounted server, a cloud server, or other processors. The following will focus on... Figure 2 The process shown is described in detail. The vehicle control method may specifically include the following steps 210-230.

[0031] Step 210: Obtain the engine operating status information of the vehicle, the first voltage and target voltage of the vehicle's rear oxygen sensor, and the basic proportional-integral-derivative (PID) parameters.

[0032] As an alternative approach, since the voltage signal of the rear oxygen sensor varies depending on the engine's operating state, in order to accurately control the adjustment of the vehicle's engine air-fuel ratio based on the voltage value of the rear oxygen sensor, the engine's operating status information can be obtained first. This allows for the determination of the engine's target air-fuel ratio, which in turn enables control of the engine's operation, thereby ensuring stable engine operation.

[0033] Optionally, since engine power and engine speed directly affect the engine's air-fuel ratio, and the actual air-fuel ratio can be reflected by the voltage signal of the rear oxygen sensor, the target air-fuel ratio of the engine can be determined based on the first voltage of the rear oxygen sensor, engine speed, and engine power load. Engine speed reflects the engine's power frequency, affecting exhaust flow and catalytic converter response time; power load reflects the engine's output demand, affecting combustion state and air-fuel ratio.

[0034] Optionally, the engine's operating messages can be obtained through the vehicle's Electronic Control Unit (ECU) via the vehicle's CAN network bus, and then the engine's operating messages can be analyzed to obtain the engine's operating status information.

[0035] Optionally, in order to accurately control the engine, the operating status information may also include information such as engine coolant temperature, running time, catalytic converter temperature, and catalytic converter aging status.

[0036] As an alternative approach, engine control is typically based on a PID controller and a rear oxygen sensor. To accurately control the engine, basic PID parameters can be acquired first, and then adjusted according to the actual operating state of the engine. This compensates for the initial parameters used to control the air-fuel ratio of the vehicle engine.

[0037] Optionally, in order to accurately obtain the basic PID parameters, the engine can be tested in advance, and the corresponding basic PID parameter curve or basic PID parameter mapping table can be generated based on the test data. The basic PID parameter curve or mapping table includes the basic PID parameters corresponding to different engine operating states.

[0038] Optionally, the basic PID parameter curve includes basic proportional parameter Kp0, basic integral parameter Ti0, and basic derivative parameter Td0, which can be obtained from engine bench calibration. For example, a small-step air-fuel ratio disturbance test can be conducted under different engine speeds, loads, catalyst temperatures, and exhaust flow rates to identify the steady-state gain G, delay time τ, and first-order time constant T of the post-oxygen closed-loop object. Then, based on the identification results, initial parameters are obtained using pre-calibration rules or internal model control tuning rules. For example, Kp0 = T / (G × (λc + τ)), Ti0 = T + τ / 2, Td0 = T × τ / (2T + τ), where λc is the desired closed-loop time constant. Finally, the results of emission, oscillation amplitude, and response time tests are combined for correction to form a basic PID parameter curve or mapping table indexed by engine speed, load, and operating condition range. Thus, after obtaining the engine's operating status information, the basic PID parameter curve or mapping table can be queried based on this operating status information to obtain the basic PID parameters matching the operating status information.

[0039] Optionally, since the voltage signal of the rear oxygen sensor can reflect the actual air-fuel ratio of the engine, and when the actual air-fuel ratio of the engine deviates from the theoretical air-fuel ratio, the actual air-fuel ratio can be adjusted according to the voltage signal fed back by the voltage signal of the rear oxygen sensor, thereby ensuring the control accuracy of the engine.

[0040] Optionally, since the voltage value corresponding to different engine operating conditions is different, in order to accurately determine the operation of the engine, the target voltage of the oxygen sensor corresponding to the operating condition can be determined first based on the engine operating status information.

[0041] Optionally, to ensure the accuracy of the determined target voltage of the after-oxygen sensor, the voltage of the corresponding after-oxygen sensor can be preset according to different engine operating states, thereby obtaining the target voltage MAP of the after-oxygen controller. In the target voltage MAP, the voltage value of the after-oxygen sensor corresponding to the ideal air-fuel ratio is different when the engine is in different states. For example, under different engine speeds, engine loads, catalytic converter temperatures, and exhaust mass flow rates, the voltage value of the after-oxygen sensor corresponding to the ideal air-fuel ratio is also different. Therefore, after obtaining the engine operating state information, a lookup table can be performed based on this operating state information to obtain the target voltage of the after-oxygen sensor.

[0042] Step 220: Compensate the basic PID parameters based on the operating status information and the target voltage to obtain the target PID parameters.

[0043] As an alternative approach, since the operating status information can directly represent the actual air-fuel ratio of the engine during actual operation, in order to ensure that the actual operation of the engine is close to the ideal state, the basic PID parameters can be compensated based on the operating status information and the target voltage of the rear oxygen sensor to obtain the target PID parameters. Then, the engine can be compensated and controlled based on the target PID parameters to ensure that the actual operating state of the engine is constantly close to the ideal state, thereby ensuring the accuracy of engine control.

[0044] Optionally, compensation coefficients for calculating the basic PID parameters can be determined based on the engine speed, engine power load, and the difference between the target voltage and the first voltage of the rear oxygen sensor from the operating status information. Then, the target PID parameters are determined based on these compensation coefficients and the basic PID parameters. These compensation coefficients include at least proportional term compensation coefficients, integral term compensation coefficients, and derivative term compensation coefficients.

[0045] Optionally, to accurately determine the target PID parameters, the mapping relationship between the compensation coefficient and the rate of change of speed, the rate of change of load, and the voltage deviation can be predetermined. Then, based on the operating status information and the target voltage of the rear oxygen sensor, the corresponding target compensation coefficient is determined according to this mapping relationship. The target PID parameters are then determined based on the target compensation coefficient and the basic PID parameters. The compensation coefficient can increase the proportional term and shorten the integral time as the voltage deviation increases, and enhance the dynamic response capability as the drastic change in speed / load increases. Optionally, the target PID parameters can be obtained by multiplying the basic PID parameters by the corresponding compensation coefficient.

[0046] As an alternative approach, the basic PID parameters can be adjusted using simple linear interpolation or table lookup based on changes in engine speed and power load, combined with the difference between the first voltage and the target voltage. For example, when engine speed or power load changes significantly, the proportional term in the basic PID parameters can be appropriately increased to improve the system's response speed; simultaneously, the integral term can be adjusted to reduce steady-state error.

[0047] Step 230: Control the engine operation based on the difference between the target voltage and the first voltage and the target PID parameters.

[0048] As an alternative approach, to ensure the accuracy of air-fuel ratio control under different engine operating conditions, the target air-fuel ratio of the engine can be determined based on the difference between the target voltage and the first voltage, as well as the target PID parameters. Then, the engine operation can be controlled by the target air-fuel ratio. This allows for compensated control of the engine's air-fuel ratio based on the specific voltage signal of the post-oxygen sensor, thus realizing closed-loop control of the engine's target air-fuel ratio based on the post-oxygen controller.

[0049] Optionally, the actual air-fuel ratio and the target air-fuel ratio of the post-oxygen sensor can be obtained by consulting the post-oxygen voltage-air-fuel ratio conversion table based on the actual post-oxygen voltage and the target post-oxygen voltage, respectively. The post-oxygen voltage-air-fuel ratio conversion table is established based on the calibration curve of the post-oxygen sensor. The table stores the corresponding air-fuel ratio or excess air coefficient with voltage breakpoints as indexes. When the collected voltage is between two voltage breakpoints, linear interpolation is used to obtain the corresponding air-fuel ratio, and it can be corrected according to the sensor temperature, diagnostic status, or catalytic converter aging status.

[0050] Optionally, the actual air-fuel ratio and target air-fuel ratio of the post-oxygen sensor are obtained by consulting the post-oxygen voltage-air-fuel ratio conversion table based on the actual post-oxygen voltage and the target post-oxygen voltage, respectively. This conversion table is established based on the post-oxygen sensor calibration curve, storing the corresponding air-fuel ratio or excess air coefficient using voltage breakpoints as indices. When the acquired voltage is between two voltage breakpoints, linear interpolation is used to obtain the base air-fuel ratio λ0. Subsequently, corrections ΔλT, ΔλD, and ΔλA are calculated. ΔλT is obtained from the temperature correction table based on the difference between the post-oxygen sensor temperature and the reference temperature Tref; ΔλD is obtained from the diagnostic correction table based on the post-oxygen sensor diagnostic status, response delay, or bias diagnostic results; and ΔλA is obtained from the aging correction table based on the catalyst aging coefficient A. The corrected air-fuel ratio is λ = λ0 + ΔλT + ΔλD + ΔλA. When the diagnostic status determines that the post-oxygen sensor signal is invalid, the previous valid air-fuel ratio is maintained or the post-oxygen closed-loop control is exited, and invalid signals are not used in PID calculations.

[0051] In the embodiments of this application, by acquiring the engine's operating status information, the target voltage and first voltage of the rear oxygen sensor, and the basic PID parameters in real time, and dynamically compensating the basic PID parameters according to the operating status information and the target voltage, a target PID parameter adapted to the current operating condition is obtained. In this way, the controller can adjust its response characteristics in real time through the dynamic compensation mechanism, effectively overcoming the limitations of traditional fixed parameter PID under transient operating conditions and ensuring the accuracy of engine control.

[0052] Please see Figure 3 , Figure 3 This is a flowchart illustrating a second vehicle control method provided in an embodiment of this application. The following will focus on... Figure 3 The process shown is described in detail. The operating status information includes the engine speed and engine power load. The vehicle control method may specifically include the following steps 310-340.

[0053] Step 310: Obtain the vehicle's engine operating status information, the first voltage and target voltage of the vehicle's rear oxygen sensor, and the basic PID parameters.

[0054] Step 320: Determine the first compensation coefficient based on the operating status information and the target voltage; the first compensation coefficient is used to indicate: the change in engine speed at the maximum engine speed, the change in power load at the maximum engine power load, and the difference between the first voltage and the target voltage.

[0055] As an alternative approach, to ensure the accuracy of engine control, after obtaining the operating status information and the target voltage of the rear oxygen sensor, the first compensation coefficient of the basic PID parameters can be determined based on the operating status information and the target voltage. In this way, the target PID parameters of the engine can be determined based on the first compensation coefficient.

[0056] Optionally, the indicative function of the first compensation coefficient is to capture the dynamic changes in engine operating status and the degree of deviation in air-fuel ratio. The change in engine speed at the engine's maximum speed can be understood as the relative proportion or trend of the current speed to the engine's design limit speed, reflecting the engine's dynamic response requirements; similarly, the change in power load at the engine's maximum power load reflects the relative proportion or trend of the current load to the engine's maximum output capacity, indicating the engine's transient load requirements; the difference between the first voltage and the target voltage directly quantifies the degree of deviation in air-fuel ratio.

[0057] Optionally, the changes in engine speed, the changes in engine power, and the voltage difference of the rear oxygen sensor together constitute the basis for dynamically adjusting the PID parameters, so that the compensation can accurately reflect the characteristics of the current operating conditions.

[0058] Optionally, the degree of correction to the basic PID parameters can be directly quantified based on the engine's real-time operating status (operating status information) and the desired air-fuel ratio (target voltage). To ensure the accuracy of the determined first compensation coefficient, a mapping table between operating status information and compensation coefficients can be pre-set, allowing the first compensation coefficient to be determined by looking up the table based on the operating status information. Alternatively, the first compensation coefficient can be determined through calculation using a pre-set mathematical model. A fuzzy controller can also be designed to derive the first compensation coefficient based on the fuzzy set and fuzzy rules of the first operating status and the target voltage.

[0059] In some embodiments, such as Figure 4 As shown, based on the operating status information and the target voltage, step 320 includes steps 321-323.

[0060] Step 321: Determine the first operating condition of the engine based on the operating status information.

[0061] As an alternative approach, to ensure the accuracy of the determined first compensation coefficient, the operating status information can be analyzed first to identify the specific operating state of the engine and determine the first operating condition of the engine. Based on the first operating condition, the first compensation coefficient can be determined.

[0062] Optionally, the engine operating conditions can be divided into steady-state operating conditions, gradually changing operating conditions, rapid acceleration operating conditions, and rapid deceleration operating conditions based on the changing trends and numerical ranges of engine speed, power load, and the first voltage of the rear oxygen sensor.

[0063] Optionally, different parameter change ranges or thresholds can be preset. When the change rate of both engine speed and power load is lower than the preset threshold, the first operating condition is determined to be a steady-state condition. When one or both of the change rates of engine speed and power load are in the middle range, the first operating condition is determined to be a slowly changing condition. When the change rate exceeds a higher threshold, the first operating condition is determined to be a transient condition (such as rapid acceleration or rapid deceleration).

[0064] In some embodiments, the operating status information includes engine speed and engine power load at multiple times. Step 321 includes: determining a first speed change based on the engine speed at multiple times; determining a first load change based on the power load at multiple times; and determining a first operating condition that matches the combination of the first speed change and the first load change from a second correspondence between combinations of multiple speed changes and load changes and multiple operating conditions.

[0065] As an alternative approach, when the operating status information includes engine speed and engine power load at multiple moments, it indicates that the operating status information not only includes instantaneous measurements but also indicates engine speed and engine power load data continuously collected over a period of time. This allows for the determination of the dynamic change trend of engine operating parameters based on data continuously collected over a short period of time, thereby enabling the determination of a more accurate first operating condition of the engine based on the operating status information.

[0066] Optionally, the first speed change can be used to quantify the dynamic change of engine speed over a period of time, thereby refining a series of instantaneous speed data into a single or composite value that reflects the speed trend (such as acceleration, deceleration, or stability). Specifically, the first speed change can be obtained by calculating the difference between the maximum and minimum engine speeds within a preset time window to represent the speed fluctuation range. Alternatively, it can be obtained by calculating the sum of the absolute values ​​of the speed differences at two consecutive moments.

[0067] Optionally, the first load change can be used to quantify the dynamic change of engine power load over a period of time, thereby refining a series of instantaneous power load data into a single or composite value that reflects load trends (such as load increase, load decrease, or load stability). Specifically, the load fluctuation range can be represented by calculating the difference between the maximum and minimum power load values ​​within a preset time window, thus obtaining the first load change. Alternatively, the sum of the absolute values ​​of the power load differences at two consecutive moments can be used to obtain the first load change.

[0068] Optionally, the second correspondence is a pre-established mapping mechanism used to associate the engine's dynamic characteristics (characterized by the first speed change and the first load change) with specific operating conditions. This second correspondence can be a MAP table, which may include different ranges of first speed change and first load change, along with corresponding operating condition types. This allows for the determination of a first operating condition that matches the combination of the first speed change and the first load change within the second correspondence.

[0069] Optionally, the first operating condition may include a steady-state condition, a gradually changing condition, and a transient condition. In the steady-state condition, the rate of change of speed is less than 400 rpm / s and the rate of change of load is less than 15 / s. The gradually changing condition is an intermediate condition that does not meet the steady-state condition and does not meet the transient condition, and is between 400 rpm / s and 800 rpm / s or between 15 / s and 40 / s, and does not reach the threshold of the transient condition. In the transient condition, the rate of change of speed is greater than 800 rpm / s or the rate of change of load is greater than 40 / s.

[0070] This embodiment introduces engine speed and power load data at multiple moments and calculates their changes, making the identification of engine operating conditions more precise and dynamic. This significantly improves the accuracy and real-time performance of PID parameter compensation, especially under transient conditions where engine operating conditions change rapidly. It can adjust PID parameters more promptly, thereby effectively suppressing overshoot and oscillation in air-fuel ratio control, improving the accuracy and stability of engine air-fuel ratio control, and thus optimizing emission performance.

[0071] Step 322: Determine the first basic compensation coefficient that matches the first operating condition from the first correspondence between multiple operating conditions and multiple basic compensation coefficients.

[0072] As an alternative approach, in order to ensure the accuracy of the determined first basic compensation coefficient, a mapping table between different types of operating conditions and their corresponding basic compensation coefficients can be pre-set to obtain the first correspondence. In this way, the first basic compensation coefficient can be determined in the first correspondence when determining the first operating condition.

[0073] Optionally, the first correspondence can be a multidimensional lookup table (MAP) containing the basic compensation coefficients corresponding to different operating conditions. For example, for steady-state conditions, a smaller basic compensation coefficient may be used to ensure the smoothness of control; for transient conditions, a larger basic compensation coefficient may be used to improve the response speed.

[0074] Optionally, the first basic compensation coefficient may include a proportional term compensation coefficient Cp_base, an integral term compensation coefficient Ci_base, and a derivative term compensation coefficient Cd_base, which differ under different operating conditions. For example, the first basic compensation coefficients for steady-state operating conditions are: Cp_base=0.80, Ci_base=1.30, Cd_base=0.90; for gradually changing operating conditions, they are: Cp_base=1.00, Ci_base=1.00, Cd_base=1.10; and for transient operating conditions, they are: Cp_base=1.35, Ci_base=0.65, Cd_base=1.30. Cp_base is used to correct the proportional coefficient, Ci_base is used to correct the integral time, and Cd_base is used to correct the derivative time.

[0075] Step 323: Determine the first compensation coefficient based on the operating status information, target voltage, and first basic compensation coefficient.

[0076] As an alternative approach, after determining the first basic compensation coefficient, the basic compensation coefficient can be finely adjusted by combining real-time operating status information (including the change in engine speed at the engine's maximum speed, the change in power load at the engine's maximum power load, and the difference between the first voltage and the target voltage) to obtain the final first compensation coefficient used for PID parameter compensation.

[0077] Optionally, the first basic compensation coefficient can be further modified based on the deviation between the first voltage and the target voltage, as well as the changes in engine speed and power load, using methods such as weighted average, multiplication correction, or nonlinear functions, to more accurately reflect the actual control requirements under the current operating conditions.

[0078] Optionally, based on the first basic compensation coefficient, a real-time compensation coefficient is further calculated according to the first basic compensation coefficient, the actual speed change rate, the load change rate, and the post-oxygen voltage deviation, thereby obtaining the first compensation coefficient. Normalized speed change Nn = sat((|dn / dt|-400) / (800-400), 0, 1), normalized load change NL = sat((|dL / dt|-15) / (40-15), 0, 1), and normalized voltage deviation NV = sat(|ΔV| / Vlim, 0, 1), where ΔV = Vtgt - Vact, Vlim is the pre-calibrated upper limit of voltage deviation, and sat(x, 0, 1) indicates that x is limited to the range of 0 to 1. The real-time compensation functions for the proportional, integral, and differential terms are as follows: Cp = sat(Cp_base × (1 + ap × Nn + bp × NL + cp × NV), Cp_min, Cp_max); Ci = sat(Ci_base / (1 + ai × Nn + bi × NL + ci × NV), Ci_min, Ci_max); Cd = sat(Cd_base × (1 + ad × Nn + bd × NL) × Gv, Cd_min, Cd_max). Where ap, bp, cp, ai, bi, ci, ad, and bd are pre-calibrated weights; Gv is the voltage noise suppression factor. When the post-oxygen voltage fluctuation frequency or noise amplitude exceeds the preset threshold, Gv takes a value less than 1 to suppress differential amplification; Vtgt is the target voltage; Vac is the first voltage; n is the rotational speed; L is the load; Cp_min is the minimum value of the proportional term real-time compensation; Cp_max is the maximum value of the proportional term real-time compensation; Ci_min is the minimum value of the integral term real-time compensation; Ci_max is the maximum value of the integral term real-time compensation; Cd_min is the minimum value of the differential term real-time compensation; and Cd_max is the maximum value of the differential term real-time compensation. Therefore, we can obtain three different compensation logics: proportional, integral, and derivative, namely f1, f2, and f3. Among them, f1 indicates that the proportional, integral, and derivative compensation improves the response as the operating conditions change and the deviation increases; f2 indicates that the proportional, integral, and derivative compensation shortens the integration time as the operating conditions change and the deviation increases, but is limited by amplitude constraints; f3 indicates that the proportional, integral, and derivative compensation mainly improves damping with dynamic changes, while reducing the derivative effect according to the noise state.

[0079] In this embodiment, by accurately identifying the engine's operating conditions and combining the preset correspondence between operating conditions and basic compensation coefficients, the PID parameter compensation can be initially optimized based on the characteristics of the current operating conditions. On this basis, fine adjustments are made by combining real-time operating status information and target voltage, ensuring that the final first compensation coefficient is both adaptable to operating conditions and responsive to instantaneous deviations. This significantly improves the accuracy and real-time performance of PID parameter compensation, thereby effectively enhancing the stability and response accuracy of air-fuel ratio control across the entire engine operating range, especially under transient conditions. It avoids control overshoot or oscillation, thus optimizing emission control performance.

[0080] Please continue reading. Figure 3 Step 330: Determine the target PID parameters based on the basic PID parameters and the first compensation coefficient.

[0081] As an alternative approach, after determining the first compensation coefficient, the first compensation coefficient is weighted and calculated with the basic PID parameters, or a more complex nonlinear function relationship is used for adjustment to obtain the target PID parameters. This allows the basic PID parameters to be dynamically corrected according to the actual operating conditions of the engine to adapt to different operating requirements.

[0082] Step 340: Control the engine operation based on the difference between the target voltage and the first voltage and the target PID parameters.

[0083] For a detailed description of steps 310 and 340, please refer to steps 210 and 230, which will not be repeated here.

[0084] In this embodiment, because the operating status information comprehensively includes the first voltage of the rear oxygen sensor, engine speed, and power load, and the first compensation coefficient can indicate the changes in engine speed and power load at their respective maximum values, as well as the difference between the first voltage and the target voltage, the compensation of the basic PID parameters is more refined and dynamic. This effectively solves the problem of response lag and insufficient control accuracy caused by the inability to fully capture dynamic changes in operating conditions when engine speed and power load fluctuate frequently, as in traditional control methods. Furthermore, by comprehensively considering the dynamic operating conditions of the engine, target PID parameters that are more adapted to the current operating state are generated, thereby significantly improving the robustness and response speed of air-fuel ratio control and ensuring the stability and accuracy of engine control under complex and changing engine operating conditions.

[0085] Please see Figure 5 , Figure 5 This is a flowchart illustrating the third vehicle control method provided in this application embodiment. The following will focus on... Figure 5The process shown is described in detail. The operating status information also includes at least two of the engine's combustion parameters, thermal emission parameters, operating time, and exhaust recycling rate. The vehicle control method may specifically include the following steps 410-450.

[0086] Step 410: Obtain the vehicle's engine operating status information, the first voltage and target voltage of the vehicle's rear oxygen sensor, and the basic PID parameters.

[0087] Step 420: Determine the first compensation coefficient based on the operating status information and the target voltage; the first compensation coefficient is used to indicate: the change in engine speed at the maximum engine speed, the change in power load at the maximum engine power load, and the difference between the first voltage and the target voltage.

[0088] Step 430: Determine the second compensation coefficient based on combustion parameters, thermal emission parameters, operating time, and waste recycling rate.

[0089] As an alternative approach, multi-dimensional parameters of the engine's current operating state can be acquired in real time or periodically through sensors, ECU (Engine Control Unit) internal calculations, or communication interfaces, thereby obtaining the engine's second operating state information. This second operating state information reflects the engine's combustion process, exhaust characteristics, and the thermal state and aging degree of the catalytic converter.

[0090] Optionally, the intake air flow can be obtained by a flow sensor installed at the intake manifold, the fuel injection quantity can be calculated by the fuel injector drive signal, the engine speed can be obtained by a crankshaft position sensor, the power load can be calculated by the accelerator pedal position and engine speed, the exhaust gas recirculation rate can be obtained by an EGR (Exhaust Gas Recirculation) valve position sensor or an internal ECU model, the corresponding temperature information can be obtained by an intake air temperature sensor, an exhaust air temperature sensor, and a catalytic converter inlet temperature sensor, and the running time can be obtained by an internal ECU timer.

[0091] Optionally, the aforementioned operating status parameters stored internally or calculated in real time by the ECU can also be read through the On-Board Diagnostics (OBD) system interface. For example, intake air flow can be directly measured by a MAF (Mass Air Flow) sensor, fuel injection quantity can be calculated by the injection pulse width and injector flow characteristics, engine speed and power load are commonly used control parameters of the ECU, exhaust gas recirculation rate can be obtained by the opening of the EGR valve or a flow sensor, various temperature information is provided by corresponding thermistor or thermocouple sensors, and operating time is recorded by the cumulative timer inside the ECU.

[0092] As an alternative approach, in order to accurately determine the second compensation coefficient, one or a set of coefficients for correcting the basic PID parameters can be calculated through preset logic, models, or mapping relationships. This yields the relationship between the second compensation coefficient and the second operating state information, which in turn allows for the determination of the second compensation coefficient that matches the second operating state information.

[0093] Optionally, this second compensation coefficient is used to reflect the influence of other complex factors besides engine speed, load, and post-oxygen voltage deviation on the air-fuel ratio control characteristics, such as catalytic converter efficiency, exhaust flow rate, and ambient temperature. Optionally, a multidimensional lookup table (MAP) can be established, using key parameters from the second operating state information (such as intake flow rate, catalytic converter inlet temperature, and operating time) as input, and directly outputting the corresponding second compensation coefficient through table lookup and interpolation. Alternatively, the second compensation coefficient can be calculated using mathematical functions based on physical or empirical models. For example, a model can be constructed that comprehensively considers factors such as intake flow rate, exhaust temperature, and catalytic converter aging, and calculates a comprehensive compensation factor as the second compensation coefficient.

[0094] In some embodiments, the second operating status information includes intake air flow rate, fuel injection quantity, engine speed, engine power load, exhaust gas recirculation rate, intake air temperature, exhaust gas temperature, catalytic converter inlet temperature, and operating time, such as... Figure 6 As shown, step 430 includes steps 431-433.

[0095] Step 431: Determine the first exhaust mass flow rate of the engine based on combustion parameters, thermal emission parameters, exhaust recirculation rate, engine speed, and power load.

[0096] As an optional method, the exhaust mass flow rate can be calculated using an exhaust flow calculation model. The inputs to this model include the intake mass flow rate m_air, the single-cycle or unit-time fuel injection quantity m_fuel, the EGR rate rEGR, engine speed n, engine load L, intake air temperature Tint, exhaust air temperature Texh, and ambient pressure Pamb. Engine speed n and load L are used to make reasonable corrections or table lookup compensations for the intake mass flow rate, fuel injection quantity, and EGR rate. The specific calculation process is as follows: When the intake mass flow rate m_air is the fresh air mass flow rate, first calculate the EGR mass flow rate m_EGR that participates in combustion and returns to the exhaust side based on the EGR rate: m_EGR = m_air × rEGR / (1 - rEGR); then calculate the exhaust mass flow rate Qraw = m_air + m_fuel + m_EGR to obtain the first exhaust mass flow rate.

[0097] Optionally, to ensure the accuracy of the first exhaust mass flow rate, a temperature and pressure correction coefficient can be determined based on the intake temperature, exhaust temperature, and ambient pressure, and then temperature, pressure, and EGR corrections can be performed.

[0098] Step 432: Determine the first aging coefficient of the engine's catalyst based on the first exhaust mass flow rate, the catalyst inlet temperature in the thermal emission parameters, and the operating time.

[0099] As an alternative approach, since the catalyst will gradually age due to factors such as engine running time, high temperature and pollutant corrosion, its oxygen storage capacity and catalytic efficiency will gradually decline. In order to quantify the degree of degradation of catalyst performance, a first aging coefficient can be determined. The compensation coefficient for correcting the basic PID parameters can then be determined using the first aging coefficient, thereby ensuring the accuracy of the determined target PID.

[0100] Optionally, the first aging coefficient can be determined by establishing a catalytic converter aging model. This aging model can take parameters such as the first exhaust gas mass flow rate, catalytic converter inlet temperature, and operating time as inputs, and its output parameters are the degree of catalytic converter aging, such as the percentage decrease in oxygen storage capacity or the degree of reduction in catalytic conversion efficiency. Alternatively, the first aging coefficient can be estimated by monitoring changes in the response characteristics of oxygen sensor signals before and after the catalytic converter (such as prolonged signal response time and attenuated signal amplitude), combined with the cumulative operating time effect, using machine learning algorithms or empirical formulas.

[0101] In some embodiments, step 432 includes: obtaining a baseline value for the oxygen storage capacity of the engine; determining a first oxygen storage capacity of the engine based on a first exhaust mass flow rate, a catalyst inlet temperature, and operating time; and determining a first aging coefficient based on the baseline value for the oxygen storage capacity and the first oxygen storage capacity.

[0102] As an alternative approach, relying solely on simple operating time or a single parameter assessment in determining the first aging factor of the catalyst is insufficient to accurately reflect the actual decline in the catalyst's oxygen storage capacity, leading to calculation errors in the aging factor and consequently affecting the accuracy of PID parameter compensation. Therefore, the first aging factor can be accurately determined based on parameters that can measure catalyst performance, thus ensuring the accuracy of the determined first aging factor.

[0103] Optionally, the engine's oxygen storage baseline value refers to the maximum amount of oxygen that the engine catalytic converter can store in a brand-new or healthy state. This value serves as an initial reference standard for evaluating catalytic converter performance. The oxygen storage baseline value can be pre-defined by bench testing a brand-new catalytic converter under standard operating conditions, measuring its maximum oxygen storage capacity, and storing it in the engine control unit.

[0104] Optionally, determining the engine's first oxygen storage capacity based on the first exhaust mass flow rate, catalytic converter inlet temperature, and operating time refers to estimating the actual oxygen storage capacity of the catalytic converter under the current engine operating conditions using a model or algorithm, based on real-time monitored parameters such as exhaust mass flow rate, catalytic converter inlet temperature, and engine operating time. This can be achieved by establishing a catalytic converter oxygen storage capacity model based on a physical model or empirical data. This model takes exhaust mass flow rate, catalytic converter inlet temperature, and operating time as inputs and outputs the current first oxygen storage capacity of the catalytic converter. Alternatively, it can be achieved using a lookup table combined with an interpolation algorithm. A multidimensional lookup table is pre-stored in the ECU, and the first oxygen storage capacity is calculated using lookup and interpolation based on real-time input parameters.

[0105] Optionally, a first aging factor is determined based on the baseline oxygen storage capacity and the first oxygen storage capacity. This factor is an indicator that quantifies the degree of performance degradation of the catalyst, typically expressed as the ratio or difference between the current actual oxygen storage capacity and its baseline oxygen storage capacity. Specifically, the first aging factor can be defined as the ratio of the first oxygen storage capacity to the baseline oxygen storage capacity.

[0106] Optionally, the current oxygen storage capacity OSCcur can be estimated based on an oxygen storage capacity calculation model, and the catalyst aging coefficient can be calculated. This oxygen storage capacity calculation model uses the pre-oxygen signal, post-oxygen signal, catalyst inlet temperature or catalyst temperature model value Tcat, engine running time, cumulative mileage or equivalent high-temperature aging time, post-oxygen response delay τo, and the obtained exhaust mass flow rate Qexh. Specifically, the pre-oxygen signal and the post-oxygen signal after delay compensation are first converted into the catalyst inlet excess air coefficient λin and the catalyst outlet excess air coefficient λou, respectively. The delay compensation is achieved using λout(t) = λrear(t-τo) or a delay queue alignment method, where λrear is the post-oxygen signal.

[0107] Optionally, within each control cycle Δt, the oxygen storage / release capacity of the catalyst is estimated based on the difference between λin and λout: ΔOSC = Kosc × Qexh × (λin - λout) × Δt, where Kosc is the oxygen mass conversion factor or pre-calibration ratio factor. When ΔOSC > 0, it indicates that the catalyst is in the oxygen storage process, and the current oxygen storage capacity is updated as OSCcur(k) = min(OSCmax, OSCcur(k-1) + ηstore(Tcat) × ΔOSC); when ΔOSC < 0, it indicates that the catalyst is in the oxygen release process, and the current oxygen storage capacity is updated as OSCcur(k) = max(0, OSCcur(k-1) + ηrelease(Tcat, Aold) × ΔOSC). Here, ηstore and ηrelease are oxygen storage / release efficiency coefficients related to catalyst temperature, cumulative mileage, or equivalent high-temperature aging time, and Aold is the aging coefficient of the previous cycle.

[0108] Optionally, using the new oxygen storage capacity (OSCnew) obtained from the calibration of the new catalytic converter as a benchmark, the catalytic converter aging coefficient A is calculated as A = sat(1 - OSCcur / OSCnew, 0, 1). In another embodiment, a first aging coefficient can also be obtained from a pre-calibrated aging coefficient table based on cumulative mileage, equivalent high-temperature aging time, and catalytic converter temperature, and then corrected or verified using the OSCcur estimate based on the pre-oxygen / post-oxygen signals. Thus, the current estimation process of oxygen storage capacity and aging coefficient explicitly uses the various inputs of the oxygen storage capacity calculation model.

[0109] Step 433: Determine the second compensation coefficient based on the first exhaust mass flow rate and the first aging coefficient.

[0110] As an alternative approach, the basic PID parameters are modified a second time based on the current exhaust mass flow rate and catalytic converter aging level. This allows the second compensation coefficient to be determined from a pre-defined two-dimensional or multi-dimensional lookup table (MAP). The first exhaust mass flow rate and the first aging coefficient can be used as inputs to directly look up the corresponding second compensation coefficient in the table. Alternatively, a mathematical model or fuzzy logic controller can be established to dynamically calculate the second compensation coefficient based on the first exhaust mass flow rate and the first aging coefficient, for example, through weighted averaging, linear interpolation, or nonlinear function mapping.

[0111] Optionally, based on the exhaust flow rate and the first aging coefficient of the catalyst, the exhaust flow rate compensation table and the aging compensation table are queried respectively, or a two-dimensional compensation table with the exhaust flow rate and the first aging coefficient as dual inputs is queried to obtain the proportional term compensation coefficient, integral term compensation coefficient, differential term compensation coefficient and aging compensation coefficient.

[0112] This embodiment introduces multi-dimensional operating status information and accurately calculates the first exhaust mass flow rate and the first aging coefficient based on this information, achieving secondary fine compensation of the basic PID parameters. This effectively solves the problem that traditional control strategies cannot adaptively adjust PID parameters when the engine exhaust status changes dynamically or the catalyst ages. As a result, the engine control can more accurately reflect the actual oxygen storage capacity and exhaust environment inside the catalyst. Thus, it maintains excellent control accuracy and stability across the entire operating range, especially when facing complex situations such as catalyst aging or exhaust flow fluctuations, significantly improving emission treatment effect and extending the effective service life of the catalyst.

[0113] In some embodiments, step 433 includes: determining a second compensation coefficient that matches the combination of the first exhaust mass flow rate and the first aging coefficient from a third correspondence between a combination of multiple exhaust mass flow rates and aging coefficients and a combination of multiple compensation coefficients.

[0114] As an optional approach, the second compensation coefficient is used to correct the basic PID parameters. The PID parameters are dynamically adjusted according to the engine's operating status and the aging degree of the catalyst to adapt to different operating conditions and changes in catalyst performance, thereby improving the accuracy and stability of air-fuel ratio control.

[0115] Optionally, the second compensation coefficient can be a single multiplicative or additive factor, or multiple coefficients that adjust the P, I, and D parameters of the PID controller separately. The combination of multiple exhaust mass flow rates and aging coefficients refers to the various combinations of exhaust mass flow rate values ​​and catalyst aging coefficient values ​​that may occur during engine operation. This combination of multiple exhaust mass flow rates and aging coefficients covers the engine's operating conditions under different operating conditions and different degrees of catalyst aging.

[0116] Optionally, the combination of multiple exhaust mass flow rates and aging coefficients can be determined in advance through experimental calibration, simulation, or empirical accumulation, and used as the input dimension of the multidimensional mapping table. Here, multiple compensation coefficients refer to a pre-defined set of second compensation coefficient values ​​corresponding to the combinations of multiple exhaust mass flow rates and aging coefficients.

[0117] Optionally, the compensation coefficients are optimized for different operating conditions and aging levels to provide the most suitable PID parameter correction. These compensation coefficients can be stored in the controller's internal non-volatile memory, such as flash memory or EEPROM, in the form of tables, arrays, or functions.

[0118] Optionally, the third correspondence refers to the mapping relationship between various combinations of exhaust mass flow rate and aging coefficient and the corresponding second compensation coefficient. This correspondence can be a multidimensional lookup table, where exhaust mass flow rate and aging coefficient are input variables, and the output is the corresponding second compensation coefficient. Alternatively, this correspondence can also be represented by a mathematical function or a neural network model, where the second compensation coefficient is calculated by inputting exhaust mass flow rate and aging coefficient.

[0119] In some embodiments, step 433 includes: determining a third compensation coefficient that matches the first exhaust mass flow rate from a fourth correspondence between multiple exhaust mass flow rates and multiple compensation coefficients; determining a fourth compensation coefficient that matches the first aging coefficient from a fifth correspondence between multiple aging coefficients and multiple compensation coefficients; and determining a second compensation coefficient based on the third compensation coefficient and the fourth compensation coefficient.

[0120] Optionally, based on the fourth correspondence between the first exhaust mass flow rate and various compensation coefficients, a third compensation coefficient matching the first exhaust mass flow rate is determined, aiming to independently correct the impact of exhaust mass flow rate on the air-fuel ratio control response. The fourth correspondence can be established in advance through experiments or simulations. For example, it can be a lookup table with the first exhaust mass flow rate as input and the corresponding third compensation coefficient as output; or it can be a mathematical function obtained by regression analysis fitting a large amount of experimental data, with the first exhaust mass flow rate as the independent variable and the third compensation coefficient as the dependent variable.

[0121] Optionally, a fourth compensation coefficient matching the first aging coefficient is determined from a fifth correspondence between multiple aging coefficients and multiple compensation coefficients, thereby independently compensating for control lag caused by catalyst aging. The fifth correspondence can also be established in advance through catalyst aging experiments or a lifespan prediction model. For example, it can be a lookup table with the first aging coefficient as input and the corresponding fourth compensation coefficient as output; or it can be a mathematical function obtained by testing and fitting catalysts at different aging levels, with the first aging coefficient as the independent variable and the fourth compensation coefficient as the dependent variable.

[0122] Optionally, determining the second compensation coefficient based on the third and fourth compensation coefficients involves combining the two independently determined compensation factors. This can be achieved using a weighted summation method, where the second compensation coefficient equals the weighted sum of the third and fourth compensation coefficients; a product method, where the second compensation coefficient equals the product of the third and fourth compensation coefficients; or, a multidimensional mapping relationship can be established, with the third and fourth compensation coefficients as input and the final second compensation coefficient as output.

[0123] In this embodiment, the determination of the second compensation coefficient is more accurate and flexible during the process of compensating the basic PID parameters at least twice. This significantly improves the stability and adaptability of air-fuel ratio control under different exhaust flow rates and catalyst aging levels, effectively solving the limitations of traditional methods in dealing with the effects of multivariable coupling. This avoids engine control overshoot or oscillation, improves emission control performance, and maintains superior control performance, especially in the full range of engine operating conditions, including transient conditions.

[0124] Please continue reading. Figure 5 Step 440: Compensate the basic PID parameters according to the first compensation coefficient and the second compensation coefficient to determine the target PID parameters.

[0125] As an alternative approach, the first and second compensation coefficients can be applied in stages or hierarchically to correct the basic PID parameters, ultimately yielding the target PID parameters suitable for the current operating conditions. This step-by-step compensation mechanism allows for independent or sequential correction of different influencing factors, thereby improving the accuracy and flexibility of the compensation.

[0126] Optionally, multiplicative compensation can be used. For example, the basic PID parameters are multiplied by the first compensation coefficient to obtain the PID parameters after the first compensation; then, the PID parameters after the first compensation are multiplied by the second compensation coefficient to obtain the target PID parameters. Additive compensation or mixed compensation can also be used, thereby enabling the PID parameters to adapt more precisely to multi-dimensional changes in operating conditions through at least two compensation processes.

[0127] Step 450: Control the engine operation based on the difference between the target voltage and the first voltage and the target PID parameters.

[0128] For a detailed description of steps 410 and 450, please refer to steps 210 and 230. For a detailed description of step 420, please refer to step 320. These details will not be repeated here.

[0129] In this embodiment, a multi-dimensional PID parameter compensation mechanism is constructed by introducing parameters such as intake air flow, fuel injection quantity, exhaust gas recirculation rate, and various temperature parameters. This enables fine-grained correction of engine control parameters and comprehensively reflects the current combustion environment and exhaust characteristics of the engine, thereby calculating a second compensation coefficient. This expands the adjustment of PID parameters from a single speed and load dimension to a comprehensive dimension that includes thermodynamic state and system operating history, allowing the controller to dynamically adjust the response characteristics of PID parameters according to the real-time changes in engine operating conditions.

[0130] Meanwhile, by applying compensation at least twice to the first and second compensation coefficients, a stepwise optimization of the basic PID parameters is achieved. This ensures that the PID controller maintains optimal control gain under different intake conditions, temperature environments, and catalyst operating conditions. This effectively solves the problem of control parameter lag or overshoot under a single compensation dimension, significantly enhancing the robustness and adaptability of the air-fuel ratio control system across the entire operating range. This multi-dimensional compensation strategy enables the engine to maintain precise air-fuel ratio control under various complex operating conditions, especially transient changes and catalyst aging, thereby effectively reducing emissions and improving fuel economy.

[0131] Please see Figure 7 This is a flowchart illustrating the fourth vehicle control method provided in this application embodiment. The following will focus on... Figure 7The process shown is described in detail. The vehicle control method may specifically include the following steps 510-540.

[0132] Step 510: Obtain the vehicle's engine operating status information, the first voltage and target voltage of the vehicle's rear oxygen sensor, and basic PID parameters.

[0133] Step 520: Compensate the basic PID parameters based on the operating status information and the target voltage to obtain the target PID parameters.

[0134] The specific steps of steps 510-520 can be found in steps 210-220, and will not be repeated here.

[0135] Step 530: Determine the air-fuel ratio correction amount based on the difference and the target PID parameters, and determine the target air-fuel ratio based on the air-fuel ratio correction amount.

[0136] Optionally, the voltage difference between the target voltage and the first voltage can be used as the input deviation of the rear oxygen closed-loop PID controller. Combined with the target PID parameters, PID calculation is performed to obtain the air-fuel ratio correction amount. Then, the air-fuel ratio correction amount is superimposed on the pre-calibrated base air-fuel ratio, or directly superimposed on the initial air-fuel ratio given by the front oxygen sensor closed loop, so as to obtain the target air-fuel ratio of the engine, and then the engine operation can be controlled according to the target air-fuel ratio.

[0137] In some embodiments, such as Figure 8 As shown, step 530 includes steps 531-533.

[0138] Step 531: Obtain the engine's thermal state parameters and the activation information of the engine's rear oxygen sensor.

[0139] As an alternative, engine coolant temperature is typically obtained using a temperature sensor installed in the engine coolant circuit. This sensor can be a thermistor or thermocouple, and its output signal reflects the overall thermal state of the engine. Operating time can be obtained using a timer or cumulative operating time counter within the engine control unit to assess the engine's cumulative operating time. The activation information of the after-oxygen sensor can be determined by monitoring the operating current of the after-oxygen sensor heating circuit or the characteristics of the sensor's output signal to confirm whether the sensor has reached its normal operating temperature and is providing a reliable signal. The temperature of the engine's catalytic converter is typically obtained using a temperature sensor installed at the catalytic converter inlet or outlet in the exhaust manifold to assess whether the catalytic converter has reached its optimal operating temperature.

[0140] Step 532: Determine the engine's operating stage based on thermal state parameters and activation information, and determine the first control mode corresponding to the operating stage; the operating stage is the cold start stage, the warm-up stage, or the normal operating condition.

[0141] As an alternative approach, the engine's actual operating conditions can be divided into different operating stages, and the most suitable control strategy can be matched to each stage. For example, this can be achieved through preset thresholds and logical judgments. When the engine coolant temperature is below a certain preset value (e.g., 40°C) and the operating time is short, it can be judged as a cold start stage, at which point an open-loop control mode or a special fuel-rich strategy may be required.

[0142] Optionally, when the engine coolant temperature is between the cold start and normal operating temperature (e.g., 40°C to 80°C), and the rear oxygen sensor is not yet fully activated or the catalytic converter temperature has not reached its effective operating temperature, it can be considered as the warm-up stage. In this case, conservative closed-loop control parameters or restrictive control strategies may be required. When the engine coolant temperature reaches its normal operating temperature (e.g., above 80°C), and the rear oxygen sensor is activated and the catalytic converter temperature has also reached its effective operating temperature, it is considered as normal operating condition. In this case, a refined closed-loop control mode can be used. Alternatively, a lookup table method can be used to establish a mapping relationship between thermal state parameters and activation information and the operating stage and control mode, thereby quickly and accurately determining the current operating stage and the corresponding control mode.

[0143] Optionally, during the warm-up phase (engine coolant temperature 40℃-70℃), after the rear oxygen sensor signal becomes valid, a closed-loop correction for rear oxygen is gradually introduced, using conservative PID parameters. For example, the proportional gain Kp is reduced by 20%-40% compared to normal operating conditions, the integral time Ti is increased by 30%-50%, and the derivative time Td is maintained at 80%-100% of the normal value; the integral limit Ilim is set to 40%-70% of the normal operating limit, the rear oxygen closed-loop output limit Ulim is set to ±3%-±5% of the injection correction amount, and the deviation dead zone edb is set to 0.003-0.008 excess air coefficients or equivalent rear oxygen voltage deviation. The above values ​​are for reference only; specific calibration should be defined according to the actual engine model, catalytic converter condition, emission specifications, etc.

[0144] Optionally, under normal operating conditions (engine coolant temperature above 70°C, effective after-oxygen sensor and stable system operation), full adaptive closed-loop control is enabled, that is, the operating condition identification, target voltage acquisition, voltage-air-fuel ratio conversion and adaptive PID parameter calculation in Method 1 are executed, and the exhaust flow and catalyst aging compensation are determined, and the after-oxygen closed-loop PID control quantity is output.

[0145] Optionally, specific restrictions may be imposed on switching between different modes. For example, when switching from cold start to warm-up, the water temperature must be higher than 45°C or the oxygen sensor must be continuously effective for more than 5 seconds; when switching from warm-up to normal operation, the water temperature must be higher than 70°C, the catalytic converter must reach the ignition temperature, and the air-fuel ratio deviation must be less than the stable threshold within 5-10 seconds; when returning from normal operation to warm-up, the water temperature must be lower than 65°C or the oxygen sensor must be continuously ineffective for more than 2 seconds.

[0146] Optionally, a minimum hold time of no less than 5 seconds should be set after mode switching, and a change rate limit should be set for the closed-loop correction amount. For example, the change amount in a single control cycle should not exceed 0.2%-0.5% of the injection correction amount, or the change amount per second should not exceed 1%-2% of the injection correction amount, to avoid frequent mode switching and sudden changes in the correction amount. The above values ​​are for reference only, and the specific calibration should be defined according to the actual engine model, catalytic converter status, emission specifications, etc.

[0147] Step 533: If the engine is in normal operating condition, determine that the first control mode is closed-loop control mode, and execute the step of determining the target air-fuel ratio.

[0148] As an alternative approach, precise air-fuel ratio adjustment based on feedback from the rear oxygen sensor is only activated when the engine is in a stable operating condition suitable for closed-loop control. This avoids blind adjustment when the sensor signal is unreliable or the system dynamics are unstable, thereby preventing oscillations or overshoots in the control system.

[0149] Optionally, when the system determines that the engine is under normal operating conditions, it can identify the current first control mode as a closed-loop control mode. In this case, the engine control unit will activate or call the air-fuel ratio determination process described in the above method, that is, determine the target air-fuel ratio of the engine based on the difference between the target voltage and the first voltage and the target PID parameters, and control the engine operation according to the target air-fuel ratio. Conversely, if the current mode is a non-closed-loop mode (such as open-loop control during cold start or warm-up), this step will be temporarily suspended or not executed, and other preset control strategies will be adopted instead.

[0150] Step 540: Control engine operation according to the target air-fuel ratio.

[0151] As an alternative approach, the target fuel injection quantity for the engine can be determined based on the target air-fuel ratio. The fuel injection quantity is then adjusted via the engine's fuel injection actuator to control engine operation and achieve closed-loop correction of the actual air-fuel ratio downstream of the catalytic converter. For example, when the first voltage is detected to be lower than the target voltage, it indicates that the oxygen content in the exhaust is too high and the air-fuel ratio is too lean. In this case, the controller will calculate a correction amount to increase the fuel injection quantity, thereby adjusting the air-fuel ratio towards a richer state.

[0152] This embodiment effectively avoids abnormal air-fuel ratio control or system oscillations caused by sensor inactivation or system instability during abnormal operating conditions such as engine cold starts and warm-ups. This solution ensures that the closed-loop control logic is activated only when the engine is operating stably and the sensors are reliable, thereby significantly improving the robustness and stability of the engine's air-fuel ratio control. This enables the engine to achieve precise air-fuel ratio control across the entire operating range, thereby optimizing emissions performance and fuel economy.

[0153] Figure 9 This is a flowchart illustrating a closed-loop control method for an engine rear oxygen sensor provided in an embodiment of this application, as shown below. Figure 9 As shown, firstly, operating condition identification and target voltage / air-fuel ratio conversion are performed. Then, engine operating parameters are collected in real time, including engine speed, load, engine coolant temperature, engine running time, and actual post-oxygen voltage signal, and the engine speed change rate and load change rate are calculated. Simultaneously, based on the current engine speed, load, engine coolant temperature or catalyst temperature, running time, and catalyst aging status, the current engine operating condition region is determined according to the slope of speed and load changes. This is identified using a pre-calibrated operating condition region division table, identifying steady-state / gradually changing / transient operating conditions. Then, the post-oxygen target voltage Vtgt is obtained by looking up values ​​in the pre-calibrated post-oxygen target voltage MAP table and interpolating. The operating condition region is used as the basic parameter and compensation coefficient for PID calculation. The index is used to determine the air-fuel ratio. Then, the actual and target air-fuel ratios are obtained by consulting the air-fuel ratio conversion table based on the actual and target air-fuel ratios. The air-fuel ratio conversion table is established based on the calibration curve of the air-fuel sensor. The table stores the corresponding air-fuel ratio or excess air coefficient using voltage breakpoints as indices. When the collected voltage is between two voltage breakpoints, linear interpolation is used to obtain the corresponding air-fuel ratio, which can be corrected based on sensor temperature, diagnostic status, or catalyst aging status. The difference between the target and actual air-fuel ratios is used as the control deviation e. The basic coefficients corresponding to the operating condition are multiplied by the obtained proportional, integral, and derivative real-time compensation coefficients to obtain the adaptive PID parameters based on the operating condition identification.

[0154] Next, exhaust flow rate and catalytic converter aging coefficient are obtained based on the exhaust flow rate calculation model and the oxygen storage capacity calculation model. The exhaust flow rate calculation model's inputs include intake air mass flow rate, fuel injection quantity, engine speed, engine load, EGR rate, intake air temperature, exhaust air temperature, and ambient pressure. The model calculates the exhaust mass flow rate based on the amount of fresh air entering the cylinder, the amount of fuel, and temperature and pressure correction coefficients. The oxygen storage capacity calculation model's inputs include the pre-oxygen signal, post-oxygen signal, catalytic converter inlet temperature or catalytic converter temperature model value, engine running time, cumulative mileage or equivalent high-temperature aging time, and post-oxygen response delay. The model uses the new catalytic converter's oxygen storage capacity OSCnew as a benchmark, estimates the current oxygen storage capacity OSCcur based on the current oxygen storage / release process, and calculates the catalytic converter aging coefficient A, where A can be expressed as A=1. OSCcur / OSCnew can be obtained directly through a pre-calibrated aging coefficient table. Based on the post-oxygen closed-loop adaptive PID control strategy obtained from the above process, the exhaust flow rate Qexh and catalyst aging coefficient A are added to the model input, so that the exhaust flow rate and aging degree jointly participate in the compensation of PID parameters and control signals. Then, according to the exhaust flow rate Qexh and catalyst aging coefficient A, the exhaust flow rate compensation table and aging compensation table are consulted respectively, or the two-dimensional compensation table with Qexh and A as dual inputs is consulted to obtain the proportional term compensation coefficient Cqp, integral term compensation coefficient Cqi, derivative term compensation coefficient Cqd, and aging compensation coefficients Cap, Cai, Cad. The specific compensation process is: Kp2=Kp·Cqp·Cap, Ti2=Ti·Cqi·Cai, Td2=Td·Cqd·Cad, or the PID output signal u is multiplied by the comprehensive compensation coefficient Cu=f(Qexh,A) to obtain the compensated control signal u. 2. When the exhaust flow rate is low and the transmission lag is large, reduce the proportional gain and increase the integral time; when the exhaust flow rate is high and the response speed is fast, appropriately increase the proportional gain and shorten the integral time; when the catalyst aging coefficient increases and the oxygen storage capacity decreases, reduce the control gain and increase filtering or limiting to avoid overshoot caused by fluctuations in the post-oxygen signal; then, the compensated PID parameters Kp2, Ti2, Td2 or the compensated control signal u2 are introduced into the post-oxygen closed-loop control loop to generate the post-oxygen closed-loop correction amount used to correct the fuel injection quantity or the target air-fuel ratio, thereby improving the dynamic response of the system; then, the controller re-acquires the operating parameters at a preset control cycle, and when the exhaust flow rate, catalyst aging coefficient, or operating range changes exceed the preset threshold, the compensation parameters are updated by looking up the table again to obtain the coefficient CQ / CA for the second compensation, and a second compensation is performed; the update process adopts limiting, hysteresis, and rate of change to prevent abrupt changes in the compensation parameters and ensure the compensation effect and control stability.

[0155] Finally, the current control mode is determined based on engine coolant temperature, engine running time, rear oxygen sensor heating / activation status, rear oxygen signal validity, catalytic converter temperature or ignition status, and air-fuel ratio deviation stability. When the engine coolant temperature is below the first temperature threshold or the rear oxygen sensor is not activated, it is determined to be in the cold start phase. When the engine coolant temperature is between the first and second temperature thresholds, or the catalytic converter has not fully ignited, it is determined to be in the warm-up phase. When the engine coolant temperature is above the second temperature threshold, the rear oxygen signal is valid, and the air-fuel ratio deviation is less than the stability threshold within a preset time, it is determined to be in normal operating condition. During the cold start phase (engine coolant temperature below 40℃ or rear oxygen sensor not activated), an open-loop control strategy is adopted. Based on engine speed, load, engine coolant temperature, and running time after start-up, the open-loop air-fuel ratio or injection correction MAP is queried to obtain the cold start fuel correction coefficient, which is then applied to the injection quantity or target air-fuel ratio. In this phase, air-fuel ratio control is the objective, and engine coolant temperature is only used as a mode judgment and MAP index parameter. No closed-loop control is performed on the engine coolant temperature itself. During the warm-up phase (engine coolant temperature 40℃-70℃), after the rear oxygen sensor signal becomes valid, a closed-loop correction for the rear oxygen sensor is gradually introduced, using conservative PID parameters. Specifically, the proportional gain is reduced by 20%-40% compared to normal operating conditions, the integral time is increased by 30%-50%, and integral limits, output limits, and deviation dead zones are set to ensure a smooth transition from open-loop correction to the closed-loop correction, preventing control system oscillation. Under normal operating conditions (engine coolant temperature above 70℃, the rear oxygen sensor is valid, and the system is running stably), complete adaptive closed-loop control is enabled, which involves performing the operating condition identification, target voltage acquisition, voltage-air-fuel ratio conversion, and adaptive PID parameter calculation described above. Furthermore, compensation is made for exhaust flow and catalyst aging, outputting the rear oxygen closed-loop PID control quantity. Time delay, hysteresis threshold, and correction change rate limits are used to ensure that the switching between different modes avoids frequent mode switching, achieving closed-loop PID control / air-fuel ratio correction output from the rear oxygen sensor.

[0156] By combining the above methods, accurate and stable control of the engine's rear oxygen sensor is achieved across the entire operating range. Specifically, the target voltage, air-fuel ratio deviation, and adaptive PID basic parameters are first obtained, then compensation is performed, and finally, these parameters are used to select open-loop, conservative closed-loop, or full closed-loop control modes based on the engine's operating status, thereby effectively improving emission control performance and engine operating efficiency.

[0157] The above embodiments describe in detail the vehicle control method provided by the embodiments of this application. In other embodiments, this application also provides a vehicle control device. Figure 10 A block diagram of a vehicle control device provided in an embodiment of this application, such as... Figure 10 As shown, the vehicle control device 600 includes a first acquisition module 610, a compensation module 620, and a control module 630.

[0158] The first acquisition module 610 is used to acquire the engine operating status information of the vehicle, the first voltage and target voltage of the vehicle's rear oxygen sensor, and the basic proportional-integral-derivative (PID) parameters; the compensation module 620 is used to compensate the basic PID parameters according to the operating status information and the target voltage to obtain the target PID parameters; the control module 630 is used to control the engine operation according to the difference between the target voltage and the first voltage and the target PID parameters.

[0159] In some embodiments, the operating status information includes the engine speed and the engine power load. The compensation module 620 includes: a first compensation coefficient determination submodule, used to determine a first compensation coefficient based on the operating status information and the target voltage; the first compensation coefficient is used to indicate: the change in engine speed at the engine's maximum speed, the change in power load at the engine's maximum power load, and the difference between the first voltage and the target voltage; and a first compensation submodule, used to determine target PID parameters based on basic PID parameters and the first compensation coefficient.

[0160] In some embodiments, the first compensation submodule includes: a first operating condition determination unit, configured to determine a first operating condition of the engine based on operating status information; a first basic compensation coefficient determination unit, configured to determine a first basic compensation coefficient matching the first operating condition from a first correspondence between multiple operating conditions and multiple basic compensation coefficients; and a first compensation coefficient determination unit, configured to determine a first compensation coefficient based on operating status information, target voltage, and the first basic compensation coefficient.

[0161] In some embodiments, the operating status information includes engine speed and engine power load at multiple times. The first operating condition determination unit includes: a first speed change determination subunit, configured to determine a first speed change based on the engine speed at multiple times; a first load change determination subunit, configured to determine a first load change based on the power load at multiple times; and a first operating condition determination subunit, configured to determine a first operating condition matching the combination of the first speed change and the first load change from a second correspondence between combinations of multiple speed changes and load changes and multiple operating conditions.

[0162] In some embodiments, the operating status information further includes at least two of the engine's combustion parameters, thermal emission parameters, operating time, and exhaust gas recirculation rate. The compensation module 620 further includes: a second compensation coefficient determination submodule, used to determine a second compensation coefficient based on the combustion parameters, thermal emission parameters, operating time, and exhaust gas recirculation rate; and a second compensation submodule, used to compensate the basic PID parameters based on the first compensation coefficient and the second compensation coefficient to determine the target PID parameters.

[0163] In some embodiments, the second compensation coefficient determination submodule includes: a first exhaust mass flow rate determination unit, configured to determine the first exhaust mass flow rate of the engine based on combustion parameters, thermal emission parameters, exhaust recirculation rate, engine speed, and power load; a first aging coefficient determination unit, configured to determine the first aging coefficient of the engine catalyst based on the first exhaust mass flow rate, catalyst inlet temperature in the thermal emission parameters, and operating time; and a second compensation coefficient determination unit, configured to determine the second compensation coefficient based on the first exhaust mass flow rate and the first aging coefficient.

[0164] In some embodiments, the first aging coefficient determination unit includes: an oxygen storage reference value acquisition subunit, used to acquire an oxygen storage reference value of the engine; a first oxygen storage determination subunit, used to determine a first oxygen storage of the engine based on a target exhaust mass flow rate, a catalyst inlet temperature, and operating time; and a first aging coefficient determination subunit, used to determine a first aging coefficient based on the oxygen storage reference value and the first oxygen storage.

[0165] In some embodiments, the second compensation coefficient determining unit includes: a second compensation coefficient first determining subunit, configured to determine a second compensation coefficient that matches the combination of the first exhaust mass flow rate and the first aging coefficient from a third correspondence between a combination of multiple exhaust mass flow rates and aging coefficients and a combination of multiple compensation coefficients.

[0166] In some embodiments, determining a second compensation coefficient based on a first exhaust mass flow rate and a first aging coefficient includes: a third compensation coefficient determining subunit, configured to determine a third compensation coefficient matching the first exhaust mass flow rate from a fourth correspondence between multiple exhaust mass flow rates and multiple compensation coefficients; a fourth compensation coefficient determining subunit, configured to determine a fourth compensation coefficient matching the first aging coefficient from a fifth correspondence between multiple aging coefficients and multiple compensation coefficients; and a second compensation coefficient determining subunit, configured to determine a second compensation coefficient based on the third compensation coefficient and the fourth compensation coefficient.

[0167] In some embodiments, the control module 630 includes: a target air-fuel ratio determination submodule, configured to determine an air-fuel ratio correction amount based on the difference, and to determine a target air-fuel ratio based on the air-fuel ratio correction amount; and a control submodule, configured to control engine operation based on the target air-fuel ratio.

[0168] In some embodiments, the control module 630 further includes: an activation information acquisition submodule, used to acquire the engine's thermal state parameters and the activation information of the engine's post-oxygen sensor; a first determination submodule, used to determine the engine's operating stage based on the thermal state parameters and activation information, and determine a first control mode corresponding to the operating stage; the operating stage is a cold start stage, a warm-up stage, or a normal operating condition; and a second determination submodule, used to determine that the first control mode is a closed-loop control mode if the engine is in a normal operating condition, and to execute the step of determining the target air-fuel ratio.

[0169] According to one aspect of the embodiments of this application, a controller is also provided, such as Figure 11 As shown, the controller 700 also includes a processor 710 and one or more memories 720. The one or more memories 720 are used to store program instructions executed by the processor 710. When the processor 710 executes the program instructions, it implements the vehicle control method described above.

[0170] Furthermore, the processor 710 may include one or more processing cores. The processor 710 runs or executes instructions, programs, code sets, or instruction sets stored in the memory 720, and retrieves data stored in the memory 720. Optionally, the processor 710 may be implemented using at least one hardware form selected from Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), and Programmable Logic Array (PLA). The processor 1110 may integrate one or a combination of several of the following: a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), and a modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the displayed content; and the modem handles wireless communication. It is understood that the modem may also not be integrated into the processor and may be implemented using a separate communication chip.

[0171] According to one aspect of this application, this application also provides a vehicle, such as Figure 12 As shown, the vehicle includes a body 810 and a controller 820, which implements the vehicle control method described above when executed.

[0172] According to one aspect of this application, a computer-readable storage medium is also provided, which may be included in the cloud server described in the above embodiments; or it may exist independently and not assembled into the cloud server. The aforementioned computer-readable storage medium carries computer-readable instructions that, when executed by a processor, implement the methods in any of the above embodiments.

[0173] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. Computer-readable storage media can be, for example, but not limited to: electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections with one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such transmitted data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0174] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0175] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the embodiments disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein.

[0176] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A vehicle control method, characterized in that, The method includes: Acquire the vehicle's engine operating status information, the first voltage and target voltage of the rear oxygen sensor in the vehicle, and the basic proportional-integral-derivative (PID) parameters; The basic PID parameters are compensated based on the operating status information and the target voltage to obtain the target PID parameters; The engine is controlled to operate based on the difference between the target voltage and the first voltage and the target PID parameters.

2. The method according to claim 1, characterized in that, The operating status information includes the engine speed and the engine power load. The step of compensating the basic PID parameters based on the operating status information and the target voltage to obtain the target PID parameters includes: Based on the operating status information and the target voltage, a first compensation coefficient is determined; the first compensation coefficient is used to indicate: the change in engine speed at the maximum engine speed, the change in power load at the maximum power load of the engine, and the difference between the first voltage and the target voltage; The target PID parameters are determined based on the basic PID parameters and the first compensation coefficient.

3. The method according to claim 2, characterized in that, The step of determining the first compensation coefficient of the basic PID parameters based on the operating status information and the target voltage includes: Based on the operating status information, the first operating condition of the engine is determined; From the first correspondence between multiple operating conditions and multiple basic compensation coefficients, determine the first basic compensation coefficient that matches the first operating condition; The first compensation coefficient is determined based on the operating status information, the target voltage, and the first basic compensation coefficient.

4. The method according to claim 3, characterized in that, The operating status information includes engine speed and engine power load at multiple times. Determining the first operating condition of the engine based on the operating status information includes: The first speed change is determined based on the engine speed at the multiple moments; The first load change is determined based on the power load at the multiple times. From the second correspondence between various combinations of speed changes and load changes and various operating conditions, a first operating condition that matches the combination of the first speed change and the first load change is determined.

5. The method according to claim 2, characterized in that, The operating status information also includes at least two of the following: engine combustion parameters, thermal emission parameters, operating time, and exhaust gas recirculation rate. The step of compensating the basic PID parameters based on the operating status information and the target voltage to obtain the target PID parameters includes: The second compensation coefficient is determined based on the combustion parameters, the thermal emission parameters, the operating time, and the waste recycling rate; The target PID parameters are determined by compensating the basic PID parameters based on the first compensation coefficient and the second compensation coefficient.

6. The method according to claim 5, characterized in that, The determination of the second compensation coefficient based on the combustion parameters, the thermal emission parameters, the operating time, and the waste recycling rate includes: The first exhaust mass flow rate of the engine is determined based on the combustion parameters, the thermal emission parameters, the exhaust recirculation rate, the engine speed, and the power load. The first aging coefficient of the engine catalyst is determined based on the first exhaust mass flow rate, the catalyst inlet temperature in the thermal emission parameters, and the operating time. The second compensation coefficient is determined based on the first exhaust mass flow rate and the first aging coefficient.

7. The method according to claim 6, characterized in that, The step of determining the first aging coefficient of the engine catalyst based on the first exhaust mass flow rate, the catalyst inlet temperature in the thermal emission parameters, and the operating time includes: Obtain the baseline value of the oxygen storage capacity of the engine; The first oxygen storage capacity of the engine is determined based on the first exhaust mass flow rate, the catalyst inlet temperature, and the operating time. The first aging coefficient is determined based on the oxygen storage benchmark value and the first oxygen storage value.

8. The method according to claim 6, characterized in that, The step of determining the second compensation coefficient based on the first exhaust mass flow rate and the first aging coefficient includes: From the third correspondence between various combinations of exhaust mass flow rate and aging coefficient and various compensation coefficients, a second compensation coefficient that matches the combination of the first exhaust mass flow rate and the first aging coefficient is determined.

9. The method according to claim 6, characterized in that, The step of determining the second compensation coefficient based on the first exhaust mass flow rate and the first aging coefficient includes: From the fourth correspondence between various exhaust mass flow rates and various compensation coefficients, a third compensation coefficient that matches the first exhaust mass flow rate is determined; From the fifth correspondence between multiple aging coefficients and multiple compensation coefficients, determine the fourth compensation coefficient that matches the first aging coefficient; The second compensation coefficient is determined based on the third compensation coefficient and the fourth compensation coefficient.

10. The method according to claim 1, characterized in that, The step of controlling the engine operation based on the difference between the target voltage and the first voltage and the target PID parameters includes: The air-fuel ratio correction amount is determined based on the difference and the target PID parameter, and the target air-fuel ratio is determined based on the air-fuel ratio correction amount; The engine operation is controlled according to the target air-fuel ratio.

11. The method according to claim 10, characterized in that, The method further includes: Acquire the thermal state parameters of the engine and the activation information of the engine's rear oxygen sensor; The engine's operating stage is determined based on the thermal state parameters and the activation information, and a first control mode corresponding to the operating stage is determined; the operating stage is a cold start stage, a warm-up stage, or a normal operating condition. If the engine is in the normal operating condition, the first control mode is determined to be a closed-loop control mode, and the step of determining the target air-fuel ratio is executed.

12. A controller, characterized in that, The controller includes a processor; A memory storing computer-readable instructions that, when executed by the processor, implement the vehicle control method as described in any one of claims 1-11.

13. A vehicle, characterized in that, The vehicle includes: a body and a controller; the controller is used to implement the vehicle control method as described in any one of claims 1-11.

14. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one computer program, which is loaded and executed by a processor to enable the computer to implement the vehicle control method as described in any one of claims 1-11.

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