Method, device and equipment for heating catalytic converter and storage medium

Abstract

The application discloses a heating control method, device and equipment of a catalytic converter and a storage medium. The method comprises the following steps: if a vehicle meets the entering catalytic converter heating working condition, determining the current engine speed, the current excess air coefficient and the current ignition efficiency based on the coolant temperature and the altitude when the engine starts; determining the current target intake amount of the engine for heating the catalytic converter to the preset optimal working temperature interval and making the emissions meet the preset emission target based on the current engine speed, the current excess air coefficient and the current ignition efficiency; determining the current actual cumulative intake amount of the engine; and heating the catalytic converter until the current actual cumulative intake amount is equal to the current target intake amount if the current actual cumulative intake amount is less than the current target intake amount. Through the method, the catalytic converter can be quickly worked in the optimal working temperature interval and the emissions can meet the emission target when the vehicle heats the catalytic converter under different engine starting coolant temperatures and altitudes.

Description

Technical Field

[0001] This application belongs to the field of vehicle control technology, and in particular relates to a heating control method, device, equipment and storage medium for a catalytic converter. Background Technology

[0002] As a crucial component of a vehicle's exhaust system, the catalytic converter's primary function is to convert the three main harmful gases emitted from the engine into harmless substances through chemical reactions. The optimal conversion efficiency temperature range for the catalytic converter is typically between 400°C and 800°C. To ensure the catalytic converter operates within this optimal temperature range as quickly as possible, it needs to be heated.

[0003] The heating time for a catalytic converter is usually determined by the historical driving cycle oxygen storage and vehicle mileage. Heating the catalytic converter in this way can easily lead to the vehicle's emissions failing to meet relevant emission targets. Summary of the Invention

[0004] The embodiments of this application provide a method, apparatus, device, and storage medium for heating a catalyst, thereby enabling the catalyst to operate in its optimal operating temperature range as quickly as possible when the vehicle heats the catalyst at different engine start-up coolant temperatures and altitudes, and ensuring that emissions meet emission targets.

[0005] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0006] According to a first aspect of the embodiments of this application, a method for heating control of a catalyst is provided, comprising: If the vehicle meets the conditions for entering the catalytic converter heating mode, the current engine speed, current excess air coefficient, and current ignition efficiency are determined based on the coolant temperature and altitude at engine start-up. Based on the current engine speed, current excess air coefficient and current ignition efficiency, determine the current target intake air volume of the engine that heats the catalyst to the preset optimal operating temperature range and meets the preset emission targets; Determine the current actual cumulative intake air volume of the engine; If the current actual cumulative intake volume is less than the current target intake volume, the catalytic converter will be heated until the current actual cumulative intake volume equals the current target intake volume.

[0007] In some embodiments, determining the current target intake air volume for an engine that heats the catalyst to a preset optimal operating temperature range and whose emissions meet preset emission targets, based on the current engine speed, current excess air coefficient, and current ignition efficiency, includes: In the first mapping relationship, the intake volume corresponding to the current engine speed, current excess air coefficient and current ignition efficiency is found, and the found intake volume is used as the candidate intake volume. The first mapping relationship characterizes the relationship between engine speed, excess air coefficient, ignition efficiency and intake volume when the catalyst is heated to the preset optimal operating temperature range and the emissions meet the preset emission targets. Based on the historical oxygen storage capacity of the catalyst, the aging correction coefficient of the catalyst is determined, wherein the aging correction coefficient is negatively correlated with the historical oxygen storage capacity. The current target intake volume is determined by multiplying the catalyst aging correction factor by the candidate intake volume.

[0008] In some embodiments, determining the current engine speed, current excess air coefficient, and current ignition efficiency based on the coolant temperature and altitude at engine start-up includes: The current engine speed is determined based on the coolant temperature and altitude at the time of engine startup; Determine the current excess air coefficient based on the current engine speed or the preset excess air coefficient; Determine the current ignition efficiency based on the current engine speed.

[0009] In some embodiments, determining the current excess air coefficient based on the current engine speed or a preset excess air coefficient includes: In the second mapping relationship, the excess air coefficient corresponding to the current engine speed and the current intake air density is found, and the found excess air coefficient is determined as the current excess air coefficient. The second mapping relationship characterizes the relationship between engine speed, intake air density and excess air coefficient when the catalyst is heated to the preset optimal operating temperature range and the emissions meet the preset emission targets. Alternatively, the preset excess air coefficient can be set as the current excess air coefficient.

[0010] In some embodiments, determining the current ignition efficiency based on the current engine speed includes: The ignition efficiency corresponding to the current engine speed and current intake air density is found in the third mapping relationship, and the found ignition efficiency is determined as the current ignition efficiency. The third mapping relationship represents the relationship between engine speed, intake air density and ignition efficiency.

[0011] In some embodiments, the method for controlling the heating of the catalyst further includes: Determine the ratio between the previous actual cumulative intake volume and the previous target intake volume; The current ignition efficiency is corrected based on the ratio and the coolant temperature at engine start-up.

[0012] In some embodiments, the method for controlling the heating of the catalyst further includes: If the engine status is that the engine restarts after the vehicle is powered off and in a dormant state, or if the engine status is that the engine restarts while the vehicle is not powered off and in a dormant state and the catalytic converter temperature is lower than the preset temperature, then the vehicle is determined to meet the conditions for entering the catalytic converter heating mode.

[0013] According to a second aspect of the embodiments of this application, a heating control device for a catalyst is provided, comprising: The first parameter determination module is used to determine the current engine speed, current excess air coefficient and current ignition efficiency based on the coolant temperature and altitude at engine start if the vehicle meets the conditions for entering the catalytic converter heating condition. The second parameter determination module is used to determine the current target intake volume of the engine that heats the catalyst to a preset optimal operating temperature range and whose emissions meet preset emission targets, based on the current engine speed, current excess air coefficient and current ignition efficiency. The third parameter determination module is used to determine the current actual cumulative intake volume of the engine; The heating control module is used to heat the catalyst if the current actual cumulative intake volume is less than the current target intake volume, until the current actual cumulative intake volume equals the current target intake volume.

[0014] According to a third aspect of the present application, a heating control device for a catalyst is provided, including a processor and a memory. The memory stores computer program instructions that can be executed by the processor. When the processor executes the computer program instructions, it implements the steps of the method as described in any of the first aspects above.

[0015] According to a fourth aspect of the embodiments of this application, a computer-readable storage medium is provided, which stores computer program instructions that, when executed by a processor, cause the processor to perform the steps of the method as described in any of the first aspects above.

[0016] In this application, if the vehicle meets the conditions for entering the catalytic converter heating condition, the current engine speed, current excess air coefficient, and current ignition efficiency are determined based on the coolant temperature and altitude at engine start. Based on these parameters, the current target intake air volume for heating the catalytic converter to a preset optimal operating temperature range and ensuring emissions meet preset emission targets is determined. The catalytic converter is then heated according to the calculated target intake air volume. This allows for precise control of whether to heat the catalytic converter after the vehicle enters the catalytic converter heating condition at different engine start coolant temperatures and altitudes, enabling the catalytic converter to quickly reach its optimal operating temperature range and ensuring emissions meet emission targets.

[0017] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0018] 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. In the drawings: Figure 1 A schematic diagram of a car exhaust system is shown. Figure 2 A schematic flowchart of a heating control method for a catalyst according to some embodiments of this application is shown; Figure 3 A schematic diagram showing the relationship between engine speed, intake air density, and ignition efficiency; Figure 4 A block diagram of a heating control device for a catalyst according to some embodiments of this application is shown; Figure 5 A schematic diagram of the structure of a heating control device for a catalyst according to some embodiments of this application is shown. Detailed Implementation

[0019] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0020] 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, components, 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.

[0021] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0022] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0023] To enable those skilled in the art to better understand this application, firstly, in conjunction with Figure 1 A brief description of the application scenarios involved in this application is provided.

[0024] Figure 1 A schematic diagram of a car exhaust system is shown. Figure 1 As shown, a car exhaust system typically includes an intake manifold 101, an engine 102, a catalytic converter 103, an oxygen sensor 104, a main muffler 105, and an exhaust port 106. The catalytic converter 103 is used to convert the harmful gases emitted by the engine 102 into harmless substances through a chemical reaction.

[0025] The heating time of a catalytic converter is usually determined by historical driving cycle oxygen storage and vehicle mileage. However, increasingly stringent emission regulations require vehicles to meet emission standards at different engine start-up coolant temperatures and altitudes. The aforementioned method does not consider the impact of engine start-up coolant temperature and altitude on the heating time of the catalytic converter. Therefore, heating the catalytic converter according to this method may easily lead to the vehicle's emissions failing to meet relevant emission targets (such as emission regulations).

[0026] Based on this, this application provides a method for heating a catalytic converter. When calculating the current target intake air volume of the engine, the influence of the coolant temperature and altitude during engine startup is considered. The catalytic converter is heated according to the calculated current target intake air volume. This allows for precise control of whether to heat the catalytic converter after the vehicle enters the catalytic converter heating condition under different engine startup coolant temperatures and altitudes. This enables the catalytic converter to quickly reach the optimal operating temperature range and ensures that emissions meet emission targets.

[0027] Figure 2 A schematic flowchart illustrating a heating control method for a catalyst according to some embodiments of this application is shown. Figure 2 As shown, a method for controlling the heating of a catalyst is provided, which may include the following steps: Step 201: If the vehicle meets the conditions for entering the catalytic converter heating mode, then determine the current engine speed, current excess air coefficient and current ignition efficiency based on the coolant temperature and altitude when the engine starts. Step 202: Based on the current engine speed, current excess air coefficient and current ignition efficiency, determine the current target intake air volume of the engine that heats the catalyst to the preset optimal operating temperature range and meets the preset emission target. Step 203: Determine the current actual cumulative intake air volume of the engine; Step 204: If the current actual cumulative intake volume is less than the current target intake volume, the catalyst is heated until the current actual cumulative intake volume equals the current target intake volume.

[0028] Understandably, the catalytic converter heating condition is different from the normal condition. Under normal conditions, the engine torque and speed are controlled according to the driver's needs. However, under heating conditions, torque and speed are usually kept stable in order to quickly heat the catalytic converter to the preset optimal operating temperature range.

[0029] The preset optimal operating temperature range can be set according to actual conditions. In some examples, the preset optimal operating temperature range can be 400°C to 800°C.

[0030] Preset emission targets can be emission limits required by emission regulations, such as GB 18352.6. The emission limits required in the 2016 "Limits and Measurement Methods for Pollutant Emissions from Light-Duty Vehicles (China Stage VI)".

[0031] In step 201, it can be determined whether the vehicle meets the conditions for entering the catalytic converter heating mode based on the engine status or by combining the engine status and the catalytic converter temperature.

[0032] In some embodiments, if the engine is in a state where the engine restarts after the vehicle is powered off and in a dormant state, or if the engine is in a state where the engine restarts while the vehicle is not powered off and in a dormant state and the temperature of the catalyst is lower than a preset temperature, then the vehicle is determined to meet the conditions for entering the catalyst heating condition.

[0033] For gasoline vehicles, the condition for entering the catalytic converter heating stage can be determined when the vehicle restarts after being powered off and dormant; for hybrid vehicles, the condition for entering the catalytic converter heating stage can be determined when the vehicle restarts without being powered off and the catalytic converter temperature is lower than the preset temperature.

[0034] The preset temperature can be determined based on experience with the deterioration of emissions; in some examples, the preset temperature can be 300°C.

[0035] Understandably, in a hybrid vehicle's driving cycle, the engine may experience multiple prolonged shutdowns and restarts due to vehicle control issues. In such cases, the catalytic converter may require multiple heating cycles. The vehicle can be confirmed to meet the catalytic converter heating conditions and enter the heating state when the engine has been shut down for a period, the catalytic converter temperature is below 300°C, and the engine restarts. In contrast, in a gasoline vehicle's driving cycle, the engine typically stops running due to a power outage and restarts upon power restoration. In this case, the vehicle can be directly confirmed to meet the catalytic converter heating conditions upon engine restart.

[0036] In step 201, based on the coolant temperature and altitude at engine start-up, the current engine speed, current excess air coefficient, and current ignition efficiency can be determined in various ways.

[0037] In some embodiments, the current engine speed can be determined based on the coolant temperature and altitude at engine start-up; the current excess air coefficient can be determined based on the current engine speed or a preset excess air coefficient; and the current ignition efficiency can be determined based on the current engine speed.

[0038] It is understandable that altitude and atmospheric pressure can be calculated from each other using formulas. Therefore, by pre-calibrating the relationship between different coolant temperatures, atmospheric pressures, and engine speeds (the fourth mapping relationship), the current atmospheric pressure can be calculated based on the altitude at engine start-up. Based on the coolant temperature at engine start-up and the current atmospheric pressure, the fourth mapping relationship can be found to obtain the current engine speed.

[0039] During the calibration of the fourth mapping relationship, emissions at different coolant temperatures, atmospheric pressures, and engine speeds during the catalytic converter heating stage can be scanned on the emission hub. When the catalytic converter is heated to the preset optimal operating temperature range and the emissions meet the preset emission targets, the coolant temperature, atmospheric pressure, and corresponding engine speed are added to the fourth mapping relationship.

[0040] Specifically, the fourth mapping relationship can be found in Table 1 below: Table 1

[0041] As shown in Table 1, when the atmospheric pressure is 75 kPa and the coolant temperature at engine start is -10°C, 0°C, 20°C, and 30°C, the engine speed is 1600 r / min; when the atmospheric pressure is 82 kPa and the coolant temperature at engine start is -10°C, 0°C, 20°C, and 30°C, the engine speed is 1600 r / min.

[0042] In some embodiments, the excess air coefficient corresponding to the current engine speed and the current intake air density can be found in the second mapping relationship, and the found excess air coefficient can be determined as the current excess air coefficient. The second mapping relationship characterizes the relationship between engine speed, intake air density and excess air coefficient when the catalyst is heated to a preset optimal operating temperature range and the emissions meet the preset emission target; or, the preset excess air coefficient can be determined as the current excess air coefficient.

[0043] It is understandable that the excess air coefficient refers to the ratio of the actual amount of air supplied for fuel combustion to the theoretical amount of air. In the implementation process, the excess air coefficient can be preset to 1, then the current excess air coefficient is also 1; or the relationship between different engine speeds, intake air densities and excess air coefficients (second mapping relationship) can be pre-calibrated, and then the current excess air coefficient can be obtained by finding the second mapping relationship based on the current engine speed and the current intake air density.

[0044] During the calibration of the second mapping relationship, emissions at different engine speeds, intake air densities, and excess air coefficients during the catalytic converter heating stage can be scanned on the emission hub. When the catalytic converter is heated to the preset optimal operating temperature range and the emissions meet the preset emission targets, the engine speed, intake air density, and corresponding excess air coefficient are added to the second mapping relationship.

[0045] In some embodiments, the ignition efficiency corresponding to the current engine speed and the current intake air density can be found in the third mapping relationship, and the found ignition efficiency is determined as the current ignition efficiency. The third mapping relationship represents the relationship between engine speed, intake air density and ignition efficiency.

[0046] In the implementation process, the relationship between different engine speeds, intake air densities, and ignition efficiencies (the third mapping relationship) can be pre-calibrated. Then, based on the current engine speed and current intake air density, the third mapping relationship can be found to obtain the current ignition efficiency. The third mapping relationship can be obtained by scanning and calibrating on an engine test bench using a combustion analyzer.

[0047] Figure 3 This diagram illustrates the relationship between engine speed, intake air density, and ignition efficiency. Figure 3 As shown, x is the engine speed and y is the intake air density. Ignition efficiency varies greatly under different engine speeds and intake air densities.

[0048] In some embodiments, after determining the current engine speed, the ratio between the previous actual cumulative intake volume and the previous target intake volume can be determined; the current ignition efficiency is corrected based on the ratio and the coolant temperature at engine start.

[0049] Specifically, the fifth mapping relationship can be found based on the ratio and the coolant temperature when the engine starts, and the correction coefficient can be obtained. Then, the correction coefficient can be used to correct the current ignition efficiency.

[0050] The fifth mapping relationship can be found in Table 2 below: Table 2

[0051] Taking a ratio of 0.75 and a coolant temperature of 0°C as an example, by referring to Table 2, we can find that the correction coefficient is 0, so no correction is needed for the current ignition efficiency. Taking a ratio of 0.75 and a coolant temperature of 10°C as an example, by referring to Table 2, we can find that the correction coefficient is 0.5, so we can substitute 0.5 into the pre-fitted correction formula to correct the current ignition efficiency.

[0052] In step 202, the current target intake air volume can be found in a pre-calibrated mapping relationship based on the current engine speed, the current excess air coefficient, and the current ignition efficiency.

[0053] In some embodiments, the intake air volume corresponding to the current engine speed, current excess air coefficient, and current ignition efficiency can be found in the first mapping relationship, and the found intake air volume can be used as a candidate intake air volume. The first mapping relationship characterizes the relationship between engine speed, excess air coefficient, ignition efficiency, and intake air volume when the catalyst is heated to a preset optimal operating temperature range and the emissions meet the preset emission targets. Based on the historical oxygen storage of the catalyst, a catalyst aging correction coefficient is determined, wherein the aging correction coefficient is negatively correlated with the historical oxygen storage. The product of the catalyst aging correction coefficient and the candidate intake air volume is determined as the current target intake air volume.

[0054] Understandably, the heating control of the catalytic converter depends on how much heat from the combustion of air and gas can raise the catalytic converter's temperature to its optimal operating range. This can be achieved by pre-calibrating the relationship (first mapping relationship) between different engine speeds, excess air coefficients, ignition efficiency, and intake air volume, and then finding the candidate intake air volume based on the current engine speed, current excess air coefficient, and current ignition efficiency.

[0055] During the calibration of the first mapping relationship, emissions at different engine speeds, excess air coefficients, and ignition efficiencies during the catalytic converter heating stage can be scanned on the emission hub. When the catalytic converter is heated to the preset optimal operating temperature range and the emissions meet the preset emission targets, the engine speed, excess air coefficient, ignition efficiency, and corresponding intake volume are added to the first mapping relationship.

[0056] Considering the differences in oxygen storage performance between fresh and aged catalysts, resulting in different optimal operating temperature ranges for the catalysts, the optimal operating temperature range for aged catalysts is higher. The required intake air volume for catalyst heating can be corrected by adjusting the oxygen storage volume. Furthermore, the higher the historical oxygen storage volume, the lower the aging correction coefficient of the catalyst, and consequently, the lower the calculated corrected intake air volume.

[0057] In the implementation process, the oxygen storage capacity (historical oxygen storage capacity) of the catalytic converter is diagnosed and stored in the previous driving cycle. In the next driving cycle, the intake volume is corrected using the historical oxygen storage capacity and the pre-calibrated mapping relationship.

[0058] The mapping relationship between historical oxygen storage and catalyst aging correction factor can be seen in Table 3 below: Table 3

[0059] As shown in Table 3, when the historical oxygen storage is 1000 mg, the catalyst aging correction factor can be 1; when the historical oxygen storage is 800 mg, the catalyst aging correction factor can be 1.1; when the historical oxygen storage is 600 mg, the catalyst aging correction factor can be 1.25; when the historical oxygen storage is 500 mg, the catalyst aging correction factor can be 1.3; and when the historical oxygen storage is 400 mg, the catalyst aging correction factor can be 1.35.

[0060] If the catalyst aging correction factor is 1, the candidate intake volume can be used as the current target intake volume; if the catalyst aging correction factor is 1.1, 1.1 times the candidate intake volume can be used as the current target intake volume; if the catalyst aging correction factor is 1.25, 1.25 times the candidate intake volume can be used as the current target intake volume; if the catalyst aging correction factor is 1.35, 1.35 times the candidate intake volume can be used as the current target intake volume.

[0061] In step 203, an air flow meter can be installed on the intake pipe to continuously calculate the cumulative intake volume and use the cumulative intake volume as the current actual cumulative intake volume. Alternatively, the cumulative intake volume can be corrected using the current engine speed and intake air density, and the corrected intake volume can be used as the current actual cumulative intake volume.

[0062] In step 204, the current cumulative intake air volume can be compared with the current target intake air volume. If the current actual cumulative intake air volume is less than the current target intake air volume, the catalytic converter is kept heated. If the current actual cumulative intake air volume is equal to the current target intake air volume, the catalytic converter heating is stopped, and the catalytic converter heating condition is exited, entering normal operating condition. Under normal operating condition, the engine torque and speed are controlled according to the driver's needs.

[0063] This application, when a vehicle meets the conditions for entering the catalytic converter heating mode, determines the current engine speed, current excess air coefficient, and current ignition efficiency based on the coolant temperature and altitude at engine start. Then, based on these parameters, it determines the current target intake air volume for heating the catalytic converter to a preset optimal operating temperature range while ensuring emissions meet preset emission targets. The catalytic converter is then heated according to this calculated target intake air volume. This allows for precise control of catalytic converter heating at different engine start coolant temperatures and altitudes, enabling the catalytic converter to quickly reach its optimal operating temperature range. This prevents accelerated aging due to improper heating and ensures engine emissions meet emission regulations.

[0064] The following describes an embodiment of the apparatus described in this application, which can be used to execute the catalytic converter heating control method described in the above embodiments of this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the catalytic converter heating control method described above.

[0065] See Figure 4 The diagram shows a block diagram of the heating control device for the catalyst in an embodiment of this application.

[0066] like Figure 4 As shown, the catalytic converter heating control device of this application embodiment includes: a first parameter determination module 401, a second parameter determination module 402, a third parameter determination module 403, and a heating control module 404. The first parameter determination module 401 is used to determine the current engine speed, current excess air coefficient, and current ignition efficiency based on the coolant temperature and altitude at engine startup if the vehicle meets the conditions for entering the catalytic converter heating state. The second parameter determination module 402 is used to determine the current target intake air volume of the engine that heats the catalytic converter to a preset optimal operating temperature range and whose emissions meet preset emission targets, based on the current engine speed, current excess air coefficient, and current ignition efficiency. The third parameter determination module 403 is used to determine the current actual cumulative intake air volume of the engine. The heating control module 404 is used to heat the catalytic converter until the current actual cumulative intake air volume equals the current target intake air volume if the current actual cumulative intake air volume is less than the current target intake air volume.

[0067] Based on the same inventive concept, embodiments of this application also provide a heating control device for a catalyst, see reference. Figure 5The diagram shows a schematic of the structure of a heating control device for a catalyst according to an embodiment of this application. The heating control device for the catalyst includes one or more memories 504, one or more processors 502, and at least one computer program (computer program instruction) stored in the memory 504 and executable on the processor 502. When the processor 502 executes the computer program, it implements the method described above.

[0068] Among them, Figure 5 In this document, a bus architecture (represented by bus 500) is used. Bus 500 may include any number of interconnected buses and bridges, linking various circuits including one or more processors represented by processor 502 and memory represented by memory 504. Bus 500 may also link various other circuits such as peripheral devices, voltage regulators, and power management circuits, which are well known in the art and therefore will not be described further herein. Bus interface 505 provides an interface between bus 500 and receiver 501 and transmitter 503. Receiver 501 and transmitter 503 may be the same element, i.e., a transceiver, providing a unit for communicating with various other devices over a transmission medium. Processor 502 is responsible for managing bus 500 and general processing, while memory 504 can be used to store data used by processor 502 during operation.

[0069] Based on the same inventive concept, embodiments of this application provide a computer-readable storage medium storing computer program instructions, which, when executed by a processor, cause the processor to perform the steps of the method described above.

[0070] Based on the same inventive concept, embodiments of this application provide a computer program product, including a computer program, which, when executed by a processor, causes the processor to perform the steps of the method described above.

[0071] The functions described herein may be implemented in hardware, software executed by a processor, firmware, or any combination thereof. If implemented in software executed by a processor, the functions may be stored as one or more instructions or codes on or transmitted via a computer-readable medium. Other examples and embodiments are within the scope and spirit of this application and the appended claims. For example, due to the nature of software, the functions described above may be implemented using software executed by a processor, hardware, firmware, hardwired, or any combination thereof. Furthermore, the functional units may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit.

[0072] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0073] The units described as separate components may or may not be physically separate. Similarly, the components of the control device may or may not be physical units; they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0074] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing computer program instructions, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0075] The above description is merely an embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A method for controlling the heating of a catalyst, characterized in that, include: If the vehicle meets the conditions for entering the catalytic converter heating mode, the current engine speed, current excess air coefficient, and current ignition efficiency are determined based on the coolant temperature and altitude at engine start-up. Based on the current engine speed, current excess air coefficient, and current ignition efficiency, determine the current target intake air volume of the engine that heats the catalyst to a preset optimal operating temperature range and whose emissions meet preset emission targets. Determine the current actual cumulative intake air volume of the engine; If the current actual cumulative intake volume is less than the current target intake volume, the catalyst is heated until the current actual cumulative intake volume equals the current target intake volume.

2. The heating control method for the catalyst according to claim 1, characterized in that, The determination of the current target intake volume of the engine, based on the current engine speed, current excess air coefficient, and current ignition efficiency, to heat the catalyst to a preset optimal operating temperature range and meet preset emission targets, includes: The intake air volume corresponding to the current engine speed, current excess air coefficient and current ignition efficiency is found in the first mapping relationship, and the found intake air volume is used as a candidate intake air volume. The first mapping relationship characterizes the relationship between engine speed, excess air coefficient, ignition efficiency and intake air volume when the catalyst is heated to the preset optimal operating temperature range and the emissions meet the preset emission target. Based on the historical oxygen storage capacity of the catalyst, an aging correction coefficient for the catalyst is determined, wherein the aging correction coefficient is negatively correlated with the historical oxygen storage capacity. The current target intake volume is determined by multiplying the catalyst aging correction factor by the candidate intake volume.

3. The heating control method for the catalyst according to claim 1, characterized in that, The determination of the current engine speed, current excess air coefficient, and current ignition efficiency based on the coolant temperature and altitude at engine start-up includes: The current engine speed is determined based on the coolant temperature and altitude at the time of engine startup; The current excess air coefficient is determined based on the current engine speed or a preset excess air coefficient. The current ignition efficiency is determined based on the current engine speed.

4. The heating control method for the catalyst according to claim 3, characterized in that, Determining the current excess air coefficient based on the current engine speed or a preset excess air coefficient includes: In the second mapping relationship, the excess air coefficient corresponding to the current engine speed and the current intake air density is found, and the found excess air coefficient is determined as the current excess air coefficient. The second mapping relationship characterizes the relationship between engine speed, intake air density and excess air coefficient when the catalyst is heated to the preset optimal operating temperature range and the emissions meet the preset emission target. Alternatively, the preset excess air coefficient can be determined as the current excess air coefficient.

5. The heating control method for the catalyst according to claim 3, characterized in that, Determining the current ignition efficiency based on the current engine speed includes: The ignition efficiency corresponding to the current engine speed and current intake air density is found in the third mapping relationship, and the found ignition efficiency is determined as the current ignition efficiency. The third mapping relationship represents the relationship between engine speed, intake air density and ignition efficiency.

6. The heating control method for the catalyst according to claim 3, characterized in that, Also includes: Determine the ratio between the previous actual cumulative intake volume and the previous target intake volume; The current ignition efficiency is corrected based on the ratio and the coolant temperature at engine startup.

7. The heating control method for the catalyst according to claim 1, characterized in that, Also includes: If the engine is in a state where it restarts after the vehicle is powered off and in a dormant state, or if the engine is in a state where it restarts while the vehicle is not powered off and in a dormant state and the temperature of the catalyst is lower than a preset temperature, then the vehicle is determined to meet the conditions for entering the catalyst heating state.

8. A heating control device for a catalytic converter, characterized in that, include: The first parameter determination module is used to determine the current engine speed, current excess air coefficient and current ignition efficiency based on the coolant temperature and altitude at engine start if the vehicle meets the conditions for entering the catalytic converter heating condition. The second parameter determination module is used to determine the current target intake volume of the engine that heats the catalyst to a preset optimal operating temperature range and whose emissions meet preset emission targets, based on the current engine speed, current excess air coefficient and current ignition efficiency. The third parameter determination module is used to determine the current actual cumulative air intake of the engine; The heating control module is used to heat the catalyst if the current actual cumulative intake volume is less than the current target intake volume, until the current actual cumulative intake volume equals the current target intake volume.

9. A heating control device for a catalytic converter, comprising a processor and a memory, characterized in that, The memory stores computer program instructions that can be executed by the processor, and when the processor executes the computer program instructions, it implements the steps of the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program instructions that, when executed by a processor, cause the processor to perform the steps of the method as described in any one of claims 1 to 7.

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