A diesel particulate emission control method, electronic device and readable storage medium

Abstract

The application discloses a diesel particulate emission control method, an electronic device and a readable storage medium, and solves the problems of poor vehicle economy and increased reliability risk of diesel engines and DPFs caused by frequent triggering of vehicle regeneration under the reverse short working condition. The method comprises the following steps: judging whether the diesel vehicle is in the reverse short working condition; if yes, closing the vehicle regeneration function, increasing the triggering threshold of the parking regeneration function to a preset value C3, and obtaining the current carbon load of the diesel particulate filter; when the carbon load is not lower than the preset value C1, controlling the diesel engine to enter a regeneration heat management mode to improve the carbon removal rate of the passive regeneration function; when the carbon load is not lower than the preset value C2, controlling the diesel engine to exit the regeneration heat management mode; and when the carbon load is not lower than the preset value C3, controlling the vehicle to perform parking regeneration, and C1

Description

TECHNICAL FIELD

[0001] The present application relates to the field of diesel particulate emission purification technology, and more particularly to a diesel particulate emission control method, an electronic device and a readable storage medium. BACKGROUND

[0002] A DPF (Diesel Particulate Filter) is used to filter out the particulates in the exhaust gas of a diesel engine, which mainly consists of soot, soluble organic matter and sulfate. As the working time increases, the particulates accumulated in the DPF increase, which leads to the deterioration of the power performance and economic performance of the diesel engine, and therefore the particulates in the DPF must be removed in time, which is referred to as DPF regeneration. The DPF regeneration is divided into passive regeneration and active regeneration. The passive regeneration refers to the regeneration by using the energy of the exhaust gas of the diesel engine when the exhaust temperature of the diesel engine is relatively high. The active regeneration refers to the regeneration by using an additional energy source to increase the exhaust temperature when the exhaust temperature of the diesel engine is relatively low and the passive regeneration cannot be triggered. The active regeneration is further divided into on-road regeneration and parked regeneration. The on-road regeneration refers to the process of automatically triggering the regeneration when the system detects that the carbon loading (i.e. the content of the particulates accumulated in the DPF) of the DPF reaches a certain value during the normal driving of the vehicle. The parked regeneration refers to the process of manual intervention for regeneration when the carbon loading of the DPF is too high and the system cannot completely clean it up.

[0003] The short-distance reverse transportation refers to the transportation scenario of multiple trips in a short distance without pursuing the time efficiency. The speed of the short-distance reverse vehicle is low and the vehicle is frequently started and stopped, so the exhaust temperature of the diesel engine is relatively low. At this time, in order to ensure that the exhaust emission meets the emission standard, the traditional scheme generally controls the diesel engine to run in the aftertreatment thermal management mode. However, in this mode, the soot content in the exhaust gas of the diesel engine is high, and the passive regeneration efficiency is low due to the low exhaust temperature of the diesel engine, which leads to a rapid increase in the carbon loading of the DPF and frequent triggering of the on-road regeneration, resulting in poor vehicle economy and increased reliability risk of the diesel engine and the DPF. SUMMARY

[0004] Therefore, the present application provides a diesel particulate emission control method, an electronic device and a readable storage medium to solve the problems of poor vehicle economy and increased reliability risk of the diesel engine and the DPF caused by frequent triggering of the on-road regeneration under the short-distance reverse working condition.

[0005] A diesel particulate emission control method, comprising:

[0006] judging whether the diesel vehicle is in a short-distance reverse working condition;

[0007] if yes, closing the on-road regeneration function, increasing the triggering threshold of the parked regeneration function to a preset value C3, and obtaining the current carbon loading of the diesel particulate filter;

[0008] When the carbon load is not less than a preset value C1, the diesel engine is controlled to enter a regeneration thermal management mode to improve the carbon removal rate of the passive regeneration function;

[0009] When the carbon load is not less than a preset value C2, the diesel engine is controlled to exit the regeneration thermal management mode;

[0010] When the carbon load is not less than the preset value C3, the vehicle is controlled to perform a parking regeneration, and C1

[0011] Optionally, the determining whether the diesel vehicle is in a short-reversing condition comprises:

[0012] It is determined that the diesel vehicle is in the short-reversing condition if a signal indicating that the vehicle is in the short-reversing condition is received.

[0013] Optionally, the determining whether the diesel vehicle is in a short-reversing condition comprises:

[0014] A vehicle speed proportion D1 is calculated; the vehicle speed proportion D1 is a proportion of a time in which the vehicle speed is less than or equal to a first set vehicle speed in a whole life cycle of the vehicle;

[0015] The in-factory short-reversing identification function is enabled when the vehicle speed proportion D1 is greater than a first preset proportion, and the short-distance short-reversing identification function is enabled when the vehicle speed proportion D1 is less than the first preset proportion;

[0016] The in-factory short-reversing identification function comprises: dividing the whole life cycle of the vehicle into a plurality of unit times, calculating a vehicle speed proportion D2 in each unit time, the vehicle speed proportion D2 being a proportion of a time in which the vehicle speed is less than or equal to the first set vehicle speed in the unit time; after each ignition of the vehicle, if the vehicle speed proportion D2 is greater than a second preset proportion for more than a first preset number of times and the vehicle speed is less than a second set vehicle speed, it is determined that the vehicle is in the in-factory short-reversing; the second set vehicle speed is greater than the first set vehicle speed;

[0017] The short-distance short-reversing identification function comprises: calculating a driving mileage in each driving cycle of the vehicle; and when the number of times that the driving mileage is less than a preset mileage exceeds a second preset number of times, it is determined that the vehicle is in the short-distance short-reversing; a driving cycle of the vehicle is from ignition to ignition-off.

[0018] Optionally, the controlling the diesel engine to enter the regeneration thermal management mode comprises:

[0019] The diesel engine exhaust temperature is increased and the original engine smoke is controlled by reducing the diesel engine intake air volume, delaying the fuel injection advance angle, enabling post-injection 2, and increasing the diesel engine idle speed.

[0020] Optionally, the controlling the diesel engine to exit the regeneration thermal management mode comprises:

[0021] Control the diesel engine to exit the regenerative heat management mode and enter the non-heat management mode.

[0022] Optionally, the preset value C1 is equal to the trigger threshold of this in-driving regeneration function when the in-driving regeneration function is not turned off.

[0023] Optionally, when it is determined that the diesel vehicle is in the short-distance operation condition, it further includes:

[0024] Control the diesel engine to enter a dedicated driving mode, and the dedicated driving mode is used to optimize the combustion of the diesel engine and reduce the original engine smoke density on the premise of ensuring the normal emission level of the aftertreatment.

[0025] Optionally, the dedicated driving mode optimizes the rail pressure of the common rail pipe and the fuel injection advance angle to achieve optimizing the combustion of the diesel engine and reducing the original engine smoke density on the premise of ensuring the normal emission level of the aftertreatment.

[0026] An electronic device includes: a processor and a memory. A program is stored on the processor, and when the program is executed by the processor, it implements any one of the diesel particulate emission control methods disclosed above.

[0027] A computer-readable storage medium has a program stored thereon, and when the program is executed by a processor, it implements any one of the diesel particulate emission control methods disclosed above.

[0028] As can be seen from the above technical solutions, after identifying the short-distance use, the present invention turns off the in-driving regeneration function and increases the trigger threshold of the parking regeneration function to the preset value C3. When the carbon loading of the DPF is not lower than the preset value C1, control the diesel engine to enter the regenerative heat management mode, thereby greatly increasing the exhaust gas temperature of the diesel engine and making full use of passive regeneration to eliminate carbon. When the carbon loading of the DPF increases to not lower than the preset value C2, it means that passive regeneration can no longer efficiently inhibit the carbon loading growth rate. At this time, control the diesel engine to exit the regenerative heat management mode until the carbon loading of the DPF increases to not lower than the preset value C3 for parking regeneration (C1 < C2 < C3). It can be seen that the present invention makes full use of passive regeneration to eliminate carbon and turns off the in-driving regeneration, avoiding the problems of poor vehicle economy and increased reliability risks of the diesel engine and DPF caused by frequent triggering of in-driving regeneration. In addition, increasing the trigger threshold of the parking regeneration function can leave sufficient working time for passive regeneration and can extend the parking regeneration cycle, thereby further improving the vehicle economy. Description of the Drawings

[0029] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description only constitute some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained from these drawings without creative labor.

[0030] Figure 1 A flow chart of a diesel particulate emission control method disclosed by the embodiments of the present application;

[0031] Figure 2 A flow chart of a factory short reverse identification method disclosed by the embodiments of the present application;

[0032] Figure 3 A flow chart of another diesel particulate emission control method disclosed by the embodiments of the present application;

[0033] Figure 4 A structural schematic diagram of an electronic device disclosed by the embodiments of the present application. DETAILED DESCRIPTION

[0034] For the sake of citation and clarity, the technical terms, abbreviations or acronyms used in the following are summarized as follows:

[0035] DPF: Diesel Particulate Filter, diesel particulate filter;

[0036] NO2: Nitrogen Dioxide;

[0037] CO2: Carbon Dioxide;

[0038] O2: Oxygen;

[0039] SCR: Selective Catalytic Reduction, selective catalytic reduction method;

[0040] DOC: Diesel Oxidation Catalyst, oxidation type catalytic converter;

[0041] NOx: Nitrogen Oxide;

[0042] CO: Carbon Monoxide;

[0043] HC: Hydrocarbon;

[0044] ROM: Read-Only Memory, read-only memory;

[0045] RAM: Random Access Memory, random access memory;

[0046] CD-ROM: Compact Disc Read-Only Memory, compact disc read-only memory;

[0047] PC: Personal Computer, personal computer;

[0048] PAD: Portable Android Device, tablet computer;

[0049] ECU: Electronic Control Unit, electronic controller unit;

[0050] VCU: Vehicle Control Unit, vehicle control unit;

[0051] MCU: Micro Controller Unit, microcontroller unit;

[0052] HCU: Hybrid Control Unit, hybrid control system.

[0053] Diesel engines are widely used in the fields of transportation and engineering machinery due to their good fuel economy, strong power, high reliability and low maintenance cost. However, the high particulate matter (PM) emission of diesel engines poses a serious threat to human health, and therefore, the PM emission of diesel engines must be controlled.

[0054] The control of PM emission of diesel engines can be divided into in-engine control and after-engine control.

[0055] In-engine control mainly adopts some measures to improve the combustion condition of diesel in the combustion chamber to reduce the PM emission of diesel engines. These measures include but are not limited to increasing the diesel injection pressure, improving the shape of the combustion chamber to enable sufficient mixing of fuel, reducing the amount of engine oil, etc.

[0056] After-engine control mainly refers to installing a DPF in the exhaust system of a diesel vehicle to filter out PM. The DPF is equivalent to a mask for the exhaust system of a diesel vehicle. When the exhaust gas (also known as tail gas or waste gas) passes through, the PM is captured by the filter body of the DPF through the principles of diffusion, interception, inertial collision and gravitational sedimentation, thereby reducing the PM emission of diesel engines. The capture efficiency is mainly affected by factors such as particle size, filter body pore size, exhaust flow rate, gas temperature, etc. As the working time increases, the accumulation of PM in the filter body increases, and the back pressure of the diesel engine will rise, leading to deterioration of the power performance and economic performance of the diesel engine. Therefore, the PM in the filter body must be removed in time, which is called DPF regeneration.

[0057] The DPF traps particulates (mainly carbon particles) inside. The trapped particulates will react differently under different exhaust temperatures and be treated. According to the intervention conditions, DPF regeneration can be divided into passive regeneration and active regeneration.

[0058] Passive regeneration refers to using the energy of the diesel engine exhaust itself to regenerate. Specifically, when the diesel engine is running at high speed and high load, the exhaust temperature of the diesel engine is relatively high (about 250-400℃), and the NO2 in the exhaust reacts with the trapped carbon particles inside the DPF to generate CO2 and other gaseous substances. As long as the exhaust temperature of the diesel engine meets the conditions, passive regeneration is always ongoing.

[0059] Active regeneration refers to using external energy (mainly the post-injection amount of diesel engine) to raise the exhaust temperature to the ignition temperature of carbon particles (above about 500℃) when the exhaust temperature of the diesel engine is too low to trigger passive regeneration, so that O2 reacts with trapped carbon particles inside the DPF (commonly known as combustion) to generate CO2 and other gaseous substances. Active regeneration can be further divided into on-road regeneration and parked regeneration. On-road regeneration refers to the process of automatically triggering active regeneration when the diesel engine thermal management system detects that the carbon load of the DPF (i.e., the content of particulates stored in the DPF) reaches a certain value during normal vehicle operation. Parked regeneration refers to the process of manually triggering regeneration when the carbon load of the DPF is too high and the system cannot completely treat the carbon particles. The trigger threshold of parked regeneration is higher than that of on-road regeneration.

[0060] The DPF installed in the exhaust system of a diesel vehicle is an important component of the diesel engine exhaust aftertreatment system, which also includes an SCR system and a DOC, etc. The DPF is placed downstream of the DOC, and the SCR is usually placed downstream of the DPF. The exhaust aftertreatment system is used to treat the exhaust gas of the diesel engine to reduce environmental pollution and meet emission standards (including particulate emission standards, NOx emission standards, CO emission standards, HC emission standards, etc.).

[0061] Diesel engine thermal management refers to the rational management and control of the heat generated by the diesel engine to ensure that the diesel engine operates within an appropriate temperature range. Through effective thermal management, the thermal efficiency of the diesel engine can be improved, emissions can be reduced, the service life of the diesel engine can be extended, and the stability and reliability of the vehicle can be ensured. In simple terms, diesel engine thermal management is mainly to ensure that the exhaust temperature of the diesel engine quickly reaches the temperature at which each component of the exhaust aftertreatment system can perform normally. Diesel engine thermal management modes include aftertreatment thermal management mode and regeneration thermal management mode, etc.

[0062] The post-processing thermal management mode refers to improving the exhaust temperature of the diesel engine to ensure that the SCR system quickly functions to reduce the tail emissions by delaying the fuel injection advance angle, reducing the intake throttle opening, and deteriorating the diesel engine combustion. The regeneration thermal management mode refers to improving the exhaust temperature of the diesel engine to ensure that the hydrocarbon in the DOC can be quickly combusted during the active regeneration, and the temperature upstream of the DPF is improved to completely eliminate the soot inside the DPF, by delaying the fuel injection advance angle, reducing the intake throttle opening, and deteriorating the diesel engine combustion, and opening the post-injection 2 (the diesel engine fuel injection is composed of pre-injection, main injection, and post-injection, the main injection of the diesel engine ensures the normal operation of the diesel engine, the post-injection is performed after the main injection, and the post-injection 2 is suitable for improving the exhaust temperature of the diesel engine, which is far away from the main injection, and the combustion of the injected oil is poor, and the exhaust temperature of the diesel engine is low, and the post-injection 2 is close to the main injection, and will interfere with the main injection, affecting the performance of the diesel engine).

[0063] The short-distance transportation refers to the transportation scene of multiple trips in a short distance, without pursuing the timeliness. The speed of the short-distance vehicle is low, and the vehicle is frequently started and stopped, so the exhaust temperature of the diesel engine is low. At this time, in order to ensure that the exhaust emission meets the emission standard, the traditional scheme generally controls the diesel engine to operate in the post-processing thermal management mode, but in this mode, the original engine smoke is large (that is, the soot content in the exhaust gas of the diesel engine is high), and the passive regeneration efficiency is low due to the low exhaust temperature of the diesel engine (or even the passive regeneration does not occur at all), which leads to a rapid growth rate of the carbon load of the DPF, and the on-road regeneration is frequently triggered, which leads to poor economy of the whole vehicle, and the reliability risk of the diesel engine and the DPF is increased (the active regeneration needs additional fuel injection to improve the exhaust temperature, which leads to poor economy of the whole vehicle; the in-cylinder injection of diesel oil will cause the oil dilution, the viscosity is low, the lubricating performance is reduced, and the diesel engine is easily to be cylinder-pulled, which increases the reliability risk of the diesel engine; if the carbon particles in the DPF cannot be burned by the on-road regeneration or the parked regeneration, the carbon particles will always grow beyond the limit, which is easy to burn the DPF).

[0064] In order to solve the problems of poor economy of the whole vehicle and increased reliability risk of the diesel engine and the DPF caused by the frequent triggering of the on-road regeneration in the short-distance working condition, the traditional scheme directly closes the on-road regeneration function after identifying the short-distance use, and performs the parked regeneration when the carbon load meets the triggering threshold of the parked regeneration function. However, the parked regeneration will affect the running efficiency of the vehicle, and affect the running benefit of the whole vehicle.

[0065] To this end, the embodiment of the present application closes the driving regeneration function and increases the triggering threshold of the parking regeneration function to a preset value C3 after identifying the reverse short use, controls the diesel engine to enter a regeneration heat management mode when the carbon load of the DPF is not lower than the preset value C1, thereby greatly increasing the diesel engine exhaust temperature and fully utilizing passive regeneration to eliminate carbon, and controls the diesel engine to exit the regeneration heat management mode when the carbon load of the DPF grows to not lower than the preset value C2, which indicates that passive regeneration cannot efficiently inhibit the growth rate of the carbon load, and parking regeneration is performed when the carbon load of the DPF grows to not lower than the preset value C3 (C1 < C2 < C3). It can be seen that, by fully utilizing passive regeneration to eliminate carbon and closing the driving regeneration, the embodiment of the present application avoids the problems of poor vehicle economy and increased reliability risk of the diesel engine and the DPF caused by frequent triggering of the driving regeneration, and in addition, increasing the triggering threshold of the parking regeneration function can leave sufficient working time for passive regeneration and prolong the parking regeneration cycle, that is, reduce the parking regeneration frequency, thereby further improving the vehicle economy.

[0066] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.

[0067] The plurality referred to in the embodiments of the present application means greater than or equal to two. It should be noted that in the description of the embodiments of the present application, the terms "first", "second", etc. are only used for distinguishing purposes of description and cannot be understood as indicating or implying relative importance, nor can they be understood as indicating or implying order.

[0068] Referring to Figure 1 The diesel engine particulate emission control method disclosed by the embodiments of the present application specifically comprises:

[0069] Step S01: determining whether the vehicle is in a reverse short working condition, if yes, proceeding to step S02, and if no, ending the current round of control.

[0070] Specifically, the embodiments of the present application are applied to electronic equipment, and whether the vehicle is in a reverse short working condition can be determined by human judgment or automatically determined by the electronic equipment.

[0071] The human judgment of whether the vehicle is in a reverse short working condition includes, for example, that when a user observes that the vehicle is in a reverse short working condition, a signal is sent to the electronic equipment, and after the electronic equipment receives the signal sent by the user to indicate that the vehicle is in a reverse short working condition, it is determined that the vehicle is in a reverse short working condition.

[0072] The electronic device automatically determines whether the vehicle is in a short-reversing condition, for example, including: calculating a vehicle speed ratio D1; the ratio of the time when the vehicle speed is less than or equal to a first set vehicle speed in the vehicle's entire life cycle is the vehicle speed ratio D1, the vehicle's entire life cycle is from the vehicle being assembled and running to being scrapped; when the vehicle speed ratio D1 is greater than a first preset ratio, the in-factory short-reversing recognition function is enabled, and when the vehicle speed ratio D1 is less than the first preset ratio, the short-distance short-reversing recognition function is enabled.

[0073] The short-reversing condition can be divided into in-factory short-reversing and short-distance short-reversing.

[0074] In-factory short-reversing refers to a vehicle only reversing in a factory, and the vehicle speed is always low throughout the vehicle's entire life cycle. For example, a vehicle that just reverses in a factory to transport ore and slag has a very low running speed, and the vehicle does not shut down and runs all the time, and only the driver changes every 24 hours.

[0075] Short-distance short-reversing refers to a vehicle that frequently starts and stops, and the driving distance in each driving cycle (from ignition to shutdown of the vehicle as a driving cycle) is very short. For example, the delivery vehicle runs a short distance to each station to deliver and pick up express delivery, and the driver will stop to save fuel when loading and unloading goods.

[0076] Based on this, as shown in Figure 2 The in-factory short-reversing recognition function can include:

[0077] Step S011: dividing the vehicle's entire life cycle into multiple unit times, calculating the vehicle speed ratio D2 in each unit time, and the vehicle speed ratio D2 is the ratio of the time when the vehicle speed is less than or equal to the first set vehicle speed in the unit time;

[0078] Step S012: after the vehicle is ignited each time, determining whether the number of times when the vehicle speed ratio D2 is greater than a second preset ratio is greater than a first preset number of times, and whether the vehicle speed is less than a second set vehicle speed; if so, proceed to step S013; if not, proceed to step S014; wherein the second set vehicle speed is greater than the first set vehicle speed

[0079] Step S013: determining that the vehicle is in the in-factory short-reversing, and the in-factory short-reversing recognition function is executed.

[0080] Step S014: determining that the vehicle is not in the short-reversing condition, and the in-factory short-reversing recognition function is executed.

[0081] The short-distance short-reversing recognition function can include: calculating the driving distance in each driving cycle, and when the number of times when the driving distance is less than a preset distance exceeds a second preset number of times, determining that the vehicle is in short-distance short-reversing.

[0082] Step S02: closing the driving regeneration function, increasing the triggering threshold of the parking regeneration function to a preset value C3, and obtaining the current carbon load of the DPF, and then entering step S03.

[0083] Step S03: when the carbon load is not less than the preset value C1, controlling the diesel engine to enter a regeneration thermal management mode to improve the carbon removal rate of the passive regeneration function, and then entering step S04.

[0084] Specifically, the regeneration thermal management mode improves the exhaust temperature of the diesel engine while controlling the smoke degree by reducing the intake air amount of the diesel engine (i.e., adjusting the opening degree of the intake air throttle valve), delaying the fuel injection advance angle, enabling post-injection 2, and increasing the idle speed of the diesel engine, so as to fully utilize the passive regeneration carbon removal of the DPF and ensure that the passive regeneration carbon removal rate of the DPF is higher than the carbon deposition rate.

[0085] Step S04: when the carbon load is not less than the preset value C2, controlling the diesel engine to exit the regeneration thermal management mode, and then entering step S05.

[0086] Specifically, when the passive regeneration carbon removal rate of the DPF is lower than the carbon deposition rate, the carbon load continues to increase, and when the carbon load is not less than the preset value C2, it indicates that the passive regeneration cannot well inhibit the growth of the carbon load, at which time the diesel engine is controlled to exit the regeneration thermal management mode, for example, it can enter a no-thermal management mode. As the name implies, the no-thermal management mode is a mode without diesel engine thermal management.

[0087] Step S05: when the carbon load is not less than the preset value C3, controlling the vehicle to perform parking regeneration, C1 < C2 < C3.

[0088] Optionally, if the preset value C1 is set too large, the modified triggering threshold of the parking regeneration function is too close, which is easy to trigger the parking regeneration, and the passive regeneration cannot be fully utilized. If the preset value C1 is set too small, the vehicle frequently enters the regeneration thermal management mode, which leads to poor vehicle economy. Therefore, the preset value C1 needs to be reasonably valued, and the present embodiment recommends that the preset value C1 is set to be equal to or close to the triggering threshold of the driving regeneration function when the driving regeneration function is not closed.

[0089] Optionally, based on any of the above disclosed embodiments, after determining that the diesel vehicle is in the reverse short working condition, the method further includes: controlling the diesel engine to enter a special driving mode. The special driving mode can optimize the diesel engine combustion by optimizing the common rail pressure, the fuel injection advance angle, etc. under the premise of ensuring normal emission level of the aftertreatment, so as to reduce the smoke degree, control the smoke degree to be optimal, reduce the carbon deposition rate, thereby prolonging the regeneration period, ensuring the operation benefit of the vehicle, and further ensuring the reliability of the diesel engine and the DPF. The corresponding diesel particulate emission control method is as shown in Figure 3 , which includes:

[0090] Step S11: judging whether the vehicle is in the reverse short working condition, if yes, entering step S12, if not, ending the current control.

[0091] Step S12: controlling the diesel engine to enter the special driving mode, closing the driving regeneration function, increasing the trigger threshold of the parking regeneration function to a preset value C3, and obtaining the current carbon load of the DPF, and then entering step S13.

[0092] Step S13: when the carbon load is not less than a preset value C1, controlling the diesel engine to enter the regeneration heat management mode to improve the carbon removal rate of the passive regeneration function, and then entering step S14.

[0093] Step S14: when the carbon load is not less than a preset value C2, controlling the diesel engine to exit the regeneration heat management mode, and then entering step S15.

[0094] Step S15: when the carbon load is not less than the preset value C3, controlling the vehicle to perform parking regeneration, C1 < C2 < C3.

[0095] In addition, corresponding to the above method embodiments, the embodiments of the present application also disclose a computer readable storage medium, a program is stored on the computer readable storage medium, and the program is executed by a processor to realize any one of the diesel engine particulate emission control methods disclosed above.

[0096] The computer readable storage medium can be a non-transitory computer readable storage medium, for example, the non-transitory computer readable storage medium can be a ROM, a RAM, a CD-ROM, a magnetic tape, a floppy disk, and an optical data storage device, etc.

[0097] In addition, corresponding to the above method embodiments, the embodiments of the present application also disclose an electronic device, as shown in the description, comprising a processor and a memory, a program is stored on the processor, and the program is executed by the processor to realize any one of the diesel engine particulate emission control methods disclosed above. Figure 4

[0098] The electronic device herein can be a server, a PC, a PAD, a mobile phone, an ECU, a VCU, an MCU, an HCU, etc.

[0099] In addition, corresponding to the above method embodiments, the embodiments of the present application also disclose a computer program product, comprising a computer program, the computer program is executed by a processor to realize any one of the diesel engine particulate emission control methods disclosed above.

[0100] ​The various method embodiments described in this specification are presented in a progressive order, each embodiment highlighting differences from the previous embodiment. The same or similar parts between embodiments are cross-referenced between embodiments. The computer-readable storage medium and electronic device embodiments disclosed in the embodiments are straightforward and cross-referenced to the method embodiments.

[0101] The above description of disclosed embodiments enables one of ordinary skill in the art to make and use the application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein can be applied to other embodiments without departing from the spirit or scope of the embodiments. Thus, the present embodiments are not to be limited to the embodiments shown herein but are to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method of diesel particulate emission control, characterized by, The method comprises: determining whether the diesel vehicle is in a short-reversing condition; if yes, turning off the driving regeneration function, increasing the triggering threshold of the parking regeneration function to a preset value C3, and obtaining the current carbon load of the diesel particulate filter; when the carbon load is not less than a preset value C1, controlling the diesel engine to enter a regeneration thermal management mode to improve the carbon removal rate of the passive regeneration function; the preset value C1 is equal to the triggering threshold of the driving regeneration function when the driving regeneration function is not turned off; when the carbon load is not less than a preset value C2, controlling the diesel engine to exit the regeneration thermal management mode; when the carbon load is not less than the preset value C3, controlling the vehicle to perform parking regeneration, C1 < C2 < C3; The determination of whether the diesel vehicle is in a short-reversing condition comprises: calculating a vehicle speed ratio D1; the vehicle speed ratio D1 is the ratio of the time when the vehicle speed is less than or equal to a first set vehicle speed in the whole life cycle of the vehicle; when the vehicle speed ratio D1 is greater than a first preset ratio, enabling a factory short-reversing identification function, and when the vehicle speed ratio D1 is less than the first preset ratio, enabling a short-distance short-reversing identification function; The factory short-reversing identification function comprises: dividing the whole life cycle of the vehicle into multiple unit times, calculating a vehicle speed ratio D2 in each unit time, the vehicle speed ratio D2 being the ratio of the time when the vehicle speed is less than or equal to the first set vehicle speed in the unit time; after each ignition of the vehicle, if the number of times when the vehicle speed ratio D2 is greater than a second preset ratio is greater than a first preset number and the vehicle speed is less than a second set vehicle speed, it is determined that the vehicle is in a factory short-reversing condition; the second set vehicle speed is greater than the first set vehicle speed; The short-distance short-reversing identification function comprises: calculating the driving mileage in each driving cycle of the vehicle; when the number of times when the driving mileage is less than a preset mileage exceeds a second preset number, it is determined that the vehicle is in a short-distance short-reversing condition; the vehicle from ignition to ignition is a driving cycle.

2. The diesel particulate emission control method according to claim 1, characterized by, The determination of whether the diesel vehicle is in a short-reversing condition comprises: determining whether a signal representing that the vehicle is in a short-reversing condition is received from the user, and if yes, determining that the diesel vehicle is in a short-reversing condition.

3. The diesel particulate emission control method according to claim 1, characterized by, The control of the diesel engine to enter the regeneration thermal management mode comprises: by reducing the intake air amount of the diesel engine, delaying the injection advance angle, enabling post-injection 2, and increasing the idle speed of the diesel engine, to improve the exhaust temperature of the diesel engine while controlling the original engine smoke.

4. The diesel particulate emission control method according to claim 1, characterized by, The control of the diesel engine to exit the regeneration thermal management mode comprises: controlling the diesel engine to exit the regeneration thermal management mode and enter a non-thermal management mode.

5. The diesel particulate emission control method according to any one of claims 1 to 4, characterized by, When it is determined that the diesel vehicle is in a short-reversing condition, it further comprises: controlling the diesel engine to enter a special driving mode, the special driving mode being used to optimize the diesel engine combustion and reduce the original engine smoke on the premise of ensuring the normal emission level of the aftertreatment.

6. The diesel particulate emission control method according to claim 5, characterized by The special driving mode optimizes the common rail pressure and the injection advance angle to optimize the diesel engine combustion and reduce the original engine smoke on the premise of ensuring the normal emission level of the aftertreatment.

7. An electronic device, comprising: The method comprises: a processor and a memory, the processor having a program stored thereon, the program being executed by the processor to implement the diesel engine particulate emission control method according to any one of claims 1 to 6.

8. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a program, and the program is executed by the processor to implement the diesel particulate emission control method according to any one of claims 1 to 6.

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