CN111608774A - Method for accelerating ignition process of catalytic converter by utilizing ignition efficiency of engine - Google Patents

Method for accelerating ignition process of catalytic converter by utilizing ignition efficiency of engine Download PDF

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Publication number
CN111608774A
CN111608774A CN202010274996.0A CN202010274996A CN111608774A CN 111608774 A CN111608774 A CN 111608774A CN 202010274996 A CN202010274996 A CN 202010274996A CN 111608774 A CN111608774 A CN 111608774A
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engine
catalyst
efficiency
ignition
light
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CN111608774B (en
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秦龙
刘磊
雷雪
翟刚
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Dongfeng Motor Corp
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Dongfeng Motor Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0255—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus to accelerate the warming-up of the exhaust gas treating apparatus at engine start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
    • F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P9/00—Electric spark ignition control, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Abstract

The invention discloses a method for accelerating the ignition process of a catalyst by utilizing the ignition efficiency of an engine, which adjusts the ignition efficiency of the engine in stages when the engine is started so as to accelerate the temperature of the catalyst to rise to the working temperature. The invention can effectively accelerate the temperature of the catalyst to rise to the working temperature.

Description

Method for accelerating ignition process of catalytic converter by utilizing ignition efficiency of engine
Technical Field
The invention relates to the field of engine control, in particular to a method for accelerating a catalyst ignition process by utilizing the ignition efficiency of an engine.
Technical Field
In order to reduce the emission of harmful substances in the exhaust gas, three-way catalysts are installed in modern automobile exhaust systems, and can convert harmful gases such as CO, HC and NOx discharged by automobile exhaust into harmless carbon dioxide, water and nitrogen through oxidation and reduction. However, the three-way catalytic converter has no catalytic capability at normal temperature, and the catalyst has oxidation or reduction capability only by heating to a certain temperature, and the light-off temperature of the catalytic converter is usually 250-350 ℃, and the normal working temperature is usually 400-800 ℃.
The control objective is achieved by improving the ignition efficiency of the engine to control the post-combustion of the engine, in order to accelerate the rise of the catalyst temperature to the operating temperature, to accelerate the Light-off process, and to thereby control the post-combustion of the engine.
Disclosure of Invention
The invention discloses a method for accelerating the ignition process of a catalyst by utilizing the ignition efficiency of an engine, which adjusts the ignition efficiency of the engine in stages when the engine is started so as to accelerate the temperature of the catalyst to rise to the working temperature.
In a preferred embodiment of the invention, the light-off process is divided into the following four phases according to the enabling conditions:
an initialization stage, enabling the moment when the condition is just met;
in the first stage, when the enabling condition is met, the current actual ignition efficiency r of the engineCatHeatCombEffAnd target ignition efficiency rCatHeatCombEffSPThe difference exceeds a predetermined value C1;
in the second stage, when the enabling condition is met and the condition of the first stage does not occur, the change rate of the air-fuel ratio rise is limited;
the third stage, when the enabling condition is not satisfied, and the ideal optimal ignition efficiency of the engine and the target ignition efficiency r of the catalyst ignitionCatHeatCombEffSPThe difference exceeds a predetermined value C3, and the rate of change of the drop of the air-fuel ratio is restricted;
fourthly, controlling the ignition efficiency of the engine in the ignition process of the catalyst;
the enabling conditions are:
the method comprises the following steps that (1) under the condition of one, the heating rate of a catalyst is lower than a preset value of the heating rate of the catalyst by 0.8;
secondly, the atmospheric pressure is greater than the atmospheric pressure preset value by 72 kPa;
the third condition is that the combustion frequency of the engine is greater than the preset combustion frequency 3, and the combustion frequency of the engine is the sum of the oil injection and ignition frequencies of all cylinders from the start of the engine;
fourthly, the water temperature of the engine during starting is-50 ℃ to 60 ℃ in the preset water temperature;
fifthly, the engine speed exceeds 650 rpm;
in the sixth condition, the catalyst light-off control end flag is not set to 1.
In a preferred embodiment of the invention, the initialization phase is to set the current target ignition efficiency r of the engine current control at the moment when the enabling condition is just metFinalCombEffFinal value r given to engine ignition efficiencyCatHeatCombEffAt this time rCatHeatCombEff＝rFinalCombEff；
The first stage, the final value of the air-fuel ratio updated at every moment
rCatHeatCombEff(n+1)＝rCatHeatCombEff(n)-C1
C1 ═ 2, where rCatHeatCombEff(n) is the last time requested engine light-off efficiency end value at catalyst light-off, rCatHeatCombEff(n +1) is the final value of the engine ignition efficiency requested at the light-off of the catalyst obtained at the current moment;
second stage, ignition efficiency final value after updating every moment
rCatHeatCombEff(n+1)＝rCatHeatCombEff(n)-C2，C2＝1.8；
In the third stage, the optimal ignition efficiency of the engine and the target ignition efficiency r of the catalyst light-off are satisfiedCatHeatCombEffSPIf the difference exceeds a predetermined value C3, the value is updated every momentFinal value r of ignition efficiencyCatHeatCombEff(n +1) the maximum rate of change of increase is not higher than C3; target ignition efficiency r of an engine if the catalyst is ignitedCatHeatCombEffSPIf the ignition efficiency is higher than the ideal optimal ignition efficiency of the engine, the ignition control end mark position 1 of the catalytic converter is marked;
in the fourth stage, the ignition efficiency control in the catalyst ignition control is finished by marking the position 1 at the end of the catalyst ignition control, and the ideal optimal ignition efficiency of the engine is taken as the final value r of the ignition efficiency of the engine for the catalyst ignitionCatHeatCombEffSP(ii) a In the driving cycle process, the flag bit is always set to be 1 until the engine is flamed out, and the flag bit is reset to be 0 after the ignition control of the catalytic converter is finished after the engine controller is completely powered off;
engine ignition efficiency end value r of catalyst light-off during catalyst light-off controlCatHeatAirFuelRatioWill act on the control input of the engine firing efficiency closed loop.
In a preferred embodiment of the present invention, the target engine ignition efficiency value rCatHeatCombEffSPThe determination method comprises the following steps:
[1-fp(pAmb)]×[1-f1(TCoolantAtStart，rCatHeatRatio)]+f1(n，rho)×f1(TCoolantAtStart，rCatHeatRatio)
+fp(pAmb)×[1-f2(TCoolantAtStart，rCatHeatRatio)]+f2(n，rho)×f2(TCoolantAtStart，rCatHeatRatio)
fp(pAmb) -the atmospheric pressure determines a weighting factor,
f1(TCoolantAtStart，rCatHeatRatio) -a low altitude base firing efficiency correction factor,
f1(n, rho) -basic firing efficiency at low altitude,
f2(n, rho) -basic ignition efficiency at high altitude,
f2(TCoolantAtStart，rCatHeatRatio) -a high altitude base ignition efficiency correction factor,
n-engine speed, rho-load, rCatHeatRatio-a catalyst heating rate of the catalyst,
TCoolantAtStartwater temperature at engine start, pAmb-atmospheric pressure.
In a preferred embodiment of the invention, fp(pAmb)、f1(n，rho)、f2The values of (n, rho) are shown in the following table,
Figure RE-GDA0002558512950000031
Figure RE-GDA0002558512950000032
Figure RE-GDA0002558512950000041
Figure RE-GDA0002558512950000042
Figure RE-GDA0002558512950000051
Figure RE-GDA0002558512950000061
in a preferred embodiment of the invention, f1(TCoolantAtStart,rCatHeatRatio)、f2(TCoolantAtStart,rCatHeatRatio) The values of (A) are shown in the following table,
Figure RE-GDA0002558512950000062
Figure RE-GDA0002558512950000063
Figure RE-GDA0002558512950000071
in a preferred embodiment of the invention, the catalyst heating rate rCatHeatRatioFor the total air intake m into the catalystCatWith reference value m of total air inflow into the catalystCatRefRatio of (i.e. r)CatHeatRatio＝mCat/mCatRef。
In a preferred embodiment of the present invention, the total intake air amount mCatThe determination method of (2) is as follows:
mCat＝(∫(dmcyl×K)×Δt)
dmcylis the intake air flow into the cylinder; Δ t is an intake time into the cylinder, and K is a correction coefficient.
In a preferred embodiment of the invention, the method of determining K is as follows:
when the engine is in a fuel cut-off working condition, K is equal to C, and C is a fixed value and is 1.2;
when the engine is in the non-fuel-cut working condition, K is f (n, rho), wherein n is the engine speed, rho is the engine load, and the n is the engine speed, rho is the most basic characteristic parameter of the engine, and f (n, rho) is the function of the engine speed and the engine load
Figure RE-GDA0002558512950000072
In a preferred embodiment of the present invention, the total intake air amount reference value mCatRefThe determination method of (2) is as follows:
mCat Re f＝f(pAmb,TCoolantAtStart)
Figure RE-GDA0002558512950000073
Figure RE-GDA0002558512950000081
the invention has the beneficial effects that: the invention realizes the rapid temperature rise of the catalyst by controlling the ignition efficiency of the engine, accelerates the Light-off process of the catalyst, and thus avoids the catalyst from being inactivated and the emission from being deteriorated when the engine is just started.
Drawings
FIG. 1 is a flow chart of engine ignition efficiency control during catalyst light-off control according to the present disclosure;
FIG. 2 shows engine light-off efficiency control over a final target value during catalyst light-off control of the present patent.
Detailed Description
The patent is described in further detail below with reference to the drawings and the specific examples, which are not intended to limit the patent, so as to facilitate the understanding of the patent.
A method for accelerating the ignition process of catalytic converter by using the ignition efficiency of engine is disclosed, which includes such steps as introducing the heating rate r of catalytic converterCatHeatRatioThe concept of (1). A lower heating rate indicates a higher catalyst light-off request; the higher the heating rate, the lower the catalyst light-off request. The catalyst heating rate is cleared after the engine is shut down and is calculated during the operation of the engine. The heating rate of the catalyst is the total air input m entering the catalystCatWith reference value m of total air inflow into the catalystCatRefRatio of (i.e. r)CatHeatRatio＝mCat/mCatRef。
Total air intake m into the catalystCatFlow dm of intake air into the cylindercylMultiplying by time, and continuously self-accumulating to obtain the total air inflow m entering the cylindercylrawTotal intake air quantity m to be taken into the cylindercylrawMultiplied by a certain correction factor K. If the engine is in the fuel cut-off working condition, K is a constant; and if the engine is in the non-fuel-cut working condition, K is a coefficient obtained by looking up a table based on the rotating speed and the load of the engine. I.e. mCat＝(∫dmcyl× Δ t) × K, wherein ^ dmcyl× Δ t is dmcylTime integral value of (a).
When the engine is in the fuel cut-off working condition, K is equal to C, and C is a fixed value
When the engine is in a non-fuel-cut working condition, K is f (n, rho), wherein n is the engine speed, rho is the engine load, and is the most basic characteristic parameter of the engine, and f (n, rho) is a function of the engine speed and the engine load. The coefficient decreases as the engine speed increases or as the load increases.
Reference value m of total air inflow entering catalystCatRefBased on the atmospheric pressure pAmbAnd the water temperature T at the time of engine startCoolantAtStartDetermined jointly, i.e. mCatRef＝f(pAmb,TCoolantAtStart). The smaller the water temperature is, or the smaller the atmospheric pressure is, the larger the reference value of the total intake air amount into the catalyst is.
Further, enabling conditions for engine target ignition efficiency control during catalyst light-off are determined:
1. the heating rate of the catalyst is lower than the preset heating rate; 0.8
2. The atmospheric pressure is greater than the preset atmospheric pressure; 72kPa
3. The combustion times of the engine are more than 3 times of the preset times, and the combustion times of the engine are the sum of the oil injection ignition times of all cylinders from the start of the engine. When the number of combustion times is too low, the ignition efficiency is changed, and the fluctuation of the engine speed and the deterioration of the emission during the starting process are easily caused
4. The water temperature when the engine is started is within a preset temperature range and is lower than 50 ℃;
5. the engine speed exceeds 650 rpm;
6. the catalyst light-off control end flag is not set to 1. (the conditions will be described later)
Further, the engine target ignition efficiency r of catalyst light-off is calculatedCatHeatCombEffSP. The target value is determined by the engine speed n, the load rho and the water temperature T when the engine is startedCoolantAtStartAtmospheric pressure pAmbAnd catalyst heating rate rCatHeatRatioAnd (4) jointly determining. Determining a weighting factor f from atmospheric pressurep(pAmb)
Low altitude base ignition efficiency determination based on engine speed and loadf1(n, rho) and high altitude base firing efficiency f2(n,rho)
According to the water temperature T at the time of starting by the engineCoolantAtStartCatalyst heating rate rCatHeatRatioDetermining a low altitude base firing efficiency correction factor f1(TCoolantAtStart,rCatHeatRatio) And high altitude basic ignition efficiency correction coefficient f2(TCoolantAtStart,rCatHeatRatio)
The target ignition efficiency r of the engine at which the catalyst is ignitedCatHeatCombEffSPComprises the following steps:
[1-fp(pAmb)]×[1-f1(TCoolantAtStart,rCatHeatRatio)]+f1(n,rho)×f1(TCoolantAtStart,rCatHeatRatio)+fp(pAmb)×[1-f2(TCoolantAtStart,rCatHeatRatio)]+f2(n,rho)×f2(TCoolantAtStart,rCatHeatRatio)
wherein
Figure RE-GDA0002558512950000101
Figure RE-GDA0002558512950000102
Figure RE-GDA0002558512950000111
Figure RE-GDA0002558512950000112
Figure RE-GDA0002558512950000121
Figure RE-GDA0002558512950000122
Further, an engine target ignition efficiency final value r of catalyst light-off is calculatedCatHeatCombEff。
Initializing, namely, at the moment when the enabling condition is just met, setting the current target ignition efficiency r of the current control of the engineFinalCombEffFinal value r given to engine ignition efficiencyCatHeatCombEffAt this time rCatHeatCombEff＝rFinalCombEff；
In the first phase, when the enabling conditions are met, the current actual ignition efficiency r of the engine if the catalyst is ignitedCatHeatCombEffAnd target ignition efficiency rCatHeatCombEffSPIf the difference exceeds a predetermined value C1 (0.01 in the present embodiment), the target ignition efficiency r after update is obtained every time (the update cycle is 10ms)CatHeatCombEff(n+1)＝rCatHeatCombEff(n) -C1, wherein rCatHeatCombEff(n) is the last time requested engine light-off efficiency end value at catalyst light-off, rCatHeatCombEff(n +1) is the final value of the engine ignition efficiency requested at the catalyst light-off obtained at the present time. Gradually transitioning from the current actual ignition efficiency to a target ignition efficiency for catalyst light-off;
and in the second stage, when the enabling condition is met, if the condition of the first stage does not occur, the absolute value of the updated ignition efficiency updating change rate after updating at each moment is limited within C2, the updating period is 10ms, and C2 is not more than C1. (in this embodiment, 0.006)
And a third stage, when the enabling condition is not satisfied, if the ideal optimal ignition efficiency of the engine (the optimal ignition efficiency is obtained by compensating the optimal ignition efficiency according to the ignition efficiency under the Maximum Brake Torque (MBT) and according to the detonation retarding ignition angle) and the target ignition efficiency r of the catalyst ignitionCatHeatCombEffSPIf the difference exceeds a predetermined value C3 (0.08 in the present embodiment), the ignition efficiency final value r is updated every momentCatHeatCombEffThe maximum rate of change of the (n +1) increase is not higher than C3 (the update period of the embodiment is 10ms, and C3 is 0.003); target ignition efficiency r of an engine if the catalyst is ignitedCatHeatCombEffSPGreater than the desired optimal ignition efficiency for the engine, the catalyst light-off control ends flag position 1. The absolute value of C3 is less than the absolute value of C2, and the absolute value of the change rate of the ignition efficiency in the third stage is less than the absolute value of the change rate of the ignition efficiency in the second stage, so that the ignition efficiency of the catalyst is further ensured to meet, and the insufficient ignition of the catalyst is avoided.
In the fourth stage, the ignition efficiency control in the catalyst ignition control is finished by marking the position 1 at the end of the catalyst ignition control, and the ideal optimal ignition efficiency of the engine is taken as the final value r of the ignition efficiency of the engine for the catalyst ignitionCatHeatCombEffSP. And in the driving cycle process, the flag bit is always set to be 1 until the engine is flamed out, and after the engine controller is completely powered off, the ignition control ending flag bit of the catalytic converter is reset to be 0.
Engine ignition efficiency end value r of catalyst light-off during catalyst light-off controlCatHeatCombEffSPWill act on the control input of the engine firing efficiency closed loop. The ignition angle is controlled by obtaining the updated ignition efficiency as a multiplication factor of the ignition efficiency.
The ignition efficiency control of catalyst light-off can be used together with air-fuel ratio control and minimum rotating speed control, the light-off of the catalyst can be improved more quickly, the light-off time is shortened, the ignition efficiency in the specification is indicated by the combustion efficiency in the figure, and the ideal combustion efficiency in the figure is indicated by the ideal generation ignition efficiency in the specification.
The invention has been described above with reference to the accompanying drawings, it is obvious that the invention is not limited to the specific implementation in the above-described manner, and it is within the scope of the invention to apply the inventive concept and solution to other applications without substantial modification.

Claims (10)

1. A method of accelerating a catalyst light-off process using engine light-off efficiency, characterized by: when the engine is started, the ignition efficiency of the engine is adjusted in stages to accelerate the temperature rise of the catalyst to the working temperature.
2. The method of accelerating a catalyst light-off process with engine light-off efficiency as set forth in claim 1, wherein: the light-off process is divided into the following four phases according to enabling conditions:
an initialization stage, enabling the moment when the condition is just met;
in the first stage, when the enabling condition is met, the current actual ignition efficiency r of the engineCatHeatCombEffAnd target ignition efficiency rCatHeatCombEffSPThe difference exceeds a predetermined value C1;
in the second stage, when the enabling condition is met and the condition of the first stage does not occur, the change rate of the air-fuel ratio rise is limited;
the third stage, when the enabling condition is not satisfied, and the ideal optimal ignition efficiency of the engine and the target ignition efficiency r of the catalyst ignitionCatHeatCombEffSPThe difference exceeds a predetermined value C3, and the rate of change of the drop of the air-fuel ratio is restricted;
fourthly, controlling the ignition efficiency of the engine in the ignition process of the catalyst;
the enabling conditions are:
the method comprises the following steps that (1) under the condition of one, the heating rate of a catalyst is lower than a preset value of the heating rate of the catalyst by 0.8;
secondly, the atmospheric pressure is greater than the atmospheric pressure preset value by 72 kPa;
the third condition is that the combustion frequency of the engine is greater than the preset combustion frequency 3, and the combustion frequency of the engine is the sum of the oil injection and ignition frequencies of all cylinders from the start of the engine;
fourthly, the water temperature of the engine during starting is-50 ℃ to 60 ℃ in the preset water temperature;
fifthly, the engine speed exceeds 650 rpm;
in the sixth condition, the catalyst light-off control end flag is not set to 1.
3. The method of accelerating a catalyst light-off process with engine light-off efficiency as set forth in claim 2, wherein:
an initialization phase, at the moment when the enabling conditions are just met, ofCurrent target ignition efficiency r of current engine controlFinalCombEffFinal value r given to engine ignition efficiencyCatHeatCombEffAt this time rCatHeatCombEff＝rFinalCombEff；
The first stage, the final value of the air-fuel ratio updated at every moment
rCatHeatCombEff(n+1)＝rCatHeatCombEff(n)-C1
Wherein r isCatHeatCombEff(n) is the last time requested engine light-off efficiency end value at catalyst light-off, rCatHeatCombEff(n +1) is the final value of the engine ignition efficiency requested at the light-off of the catalyst obtained at the current moment;
second stage, ignition efficiency final value after updating every moment
rCatHeatCombEff(n+1)＝rCatHeatCombEff(n)-C2，C2≤C1；
In the third stage, the optimal ignition efficiency of the engine and the target ignition efficiency r of the catalyst light-off are satisfiedCatHeatCombEffSPIf the difference exceeds a predetermined value C3, the ignition efficiency final value r is updated every momentCatHeatCombEff(n +1) the maximum rate of change of increase is not higher than C3; target ignition efficiency r of an engine if the catalyst is ignitedCatHeatCombEffSPIf the ignition efficiency is higher than the ideal optimal ignition efficiency of the engine, the ignition control end mark position 1 of the catalytic converter is marked;
in the fourth stage, the ignition efficiency control in the catalyst ignition control is finished by marking the position 1 at the end of the catalyst ignition control, and the ideal optimal ignition efficiency of the engine is taken as the final value r of the ignition efficiency of the engine for the catalyst ignitionCatHeatCombEffSP(ii) a In the driving cycle process, the flag bit is always set to be 1 until the engine is flamed out, and the flag bit is reset to be 0 after the ignition control of the catalytic converter is finished after the engine controller is completely powered off;
engine ignition efficiency end value r of catalyst light-off during catalyst light-off controlCatHeatAirFuelRatioWill act on the control input of the engine firing efficiency closed loop.
4. The method of using engine light-off efficiency to accelerate catalyst light-off process of claim 3, wherein: target value r of engine ignition efficiencyCatHeatCombEffSPThe determination method comprises the following steps:
[1-fp(pAmb)]×[1-f1(TCoolantAtStart,rCatHeatRatio)]+f1(n,rho)×f1(TCoolantAtStart,rCatHeatRatio)+fp(pAmb)×[1-f2(TCoolantAtStart,rCatHeatRatio)]+f2(n,rho)×f2(TCoolantAtStart,rCatHeatRatio)
fp(pAmb) -the atmospheric pressure determines a weighting factor,
f1(TCoolantAtStart,rCatHeatRatio) -a low altitude base firing efficiency correction factor,
f1(n, rho) -basic firing efficiency at low altitude,
f2(n, rho) -basic ignition efficiency at high altitude,
f2(TCoolantAtStart,rCatHeatRatio) -a high altitude base ignition efficiency correction factor,
n-engine speed, rho-load, rCatHeatRatio-a catalyst heating rate of the catalyst,
TCoolantAtStartwater temperature at engine start, pAmb-atmospheric pressure.
5. The method of accelerating a catalyst light-off process with engine light-off efficiency as set forth in claim 4, wherein: f. ofp(pAmb)、f1(n,rho)、f2The values of (n, rho) are shown in the following table,
Figure FDA0002444450050000041
Figure FDA0002444450050000042
Figure FDA0002444450050000051
Figure FDA0002444450050000061
Figure FDA0002444450050000062
Figure FDA0002444450050000071
Figure FDA0002444450050000081
6. the method of accelerating a catalyst light-off process with engine light-off efficiency as set forth in claim 4, wherein: f. of1(TCoolantAtStart,rCatHeatRatio)、f2(TCoolantAtStart,rCatHeatRatio) The values of (A) are shown in the following table,
Figure FDA0002444450050000082
Figure FDA0002444450050000091
Figure FDA0002444450050000092
7. the method of accelerating a catalyst light-off process with engine light-off efficiency as set forth in claim 4, wherein: catalyst heating raterCatHeatRatioFor the total air intake m into the catalystCatWith reference value m of total air inflow into the catalystCatRefRatio of (i.e. r)CatHeatRatio＝mCat/mCatRef。
8. The method of using engine light-off efficiency to accelerate a catalyst light-off process of claim 7, wherein: total air intake quantity mCatThe determination method of (2) is as follows:
mCat＝(∫(dmcyl×K)×Δt)
dmcylis the intake air flow into the cylinder; Δ t is an intake time into the cylinder, and K is a correction coefficient.
9. The method of using engine light-off efficiency to accelerate a catalyst light-off process of claim 8, wherein: the determination method of K is as follows:
when the engine is in a fuel cut-off working condition, K is equal to C, and C is a fixed value and is 1.2;
when the engine is in the non-fuel-cut working condition, K is f (n, rho), wherein n is the engine speed, rho is the engine load, and the n is the engine speed, rho is the most basic characteristic parameter of the engine, and f (n, rho) is the function of the engine speed and the engine load
Figure FDA0002444450050000101
10. The method of using engine light-off efficiency to accelerate a catalyst light-off process of claim 7, wherein: reference value m of total air inflowCatRefThe determination method of (2) is as follows:
mCatRef＝f(pAmb,TCoolantAtStart)
Figure FDA0002444450050000111
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