CN109695529B - 适于加热排气后处理系统的方法及混合动力车辆 - Google Patents

适于加热排气后处理系统的方法及混合动力车辆 Download PDF

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CN109695529B
CN109695529B CN201811242794.7A CN201811242794A CN109695529B CN 109695529 B CN109695529 B CN 109695529B CN 201811242794 A CN201811242794 A CN 201811242794A CN 109695529 B CN109695529 B CN 109695529B
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exhaust gas
aftertreatment system
exhaust
electric machine
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CN109695529A (zh
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D·斯洛特思科
J·科瑞塞尔
R·塞巴斯蒂安
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Volvo Car Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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    • B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
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    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
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    • 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
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    • F01N3/2013—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using electric or magnetic heating means
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Abstract

一种用于在包括内燃发动机和电机的混合动力车辆中加热排气后处理系统的方法，包括如下步骤：测量用于排气后处理系统功能的排气状态，确定排气状态是否低于预定极限值，当温度低于预定极限值时从电机向内燃发动机上施加负载从而增加内燃发动机转矩，用来自电机的电力为车辆的电池系统充电，并且当用于排气后处理系统功能的排气状态高于预定极限值时将电机与内燃发动机分离。本发明的优点在于在混合动力车辆的冷启动之后能够改进排气后处理系统的加热，因此能够最小化车辆的废气排放。

Description

适于加热排气后处理系统的方法及混合动力车辆
技术领域
本发明涉及一种用于加热包括内燃发动机的混合动力车辆的排气后处理系统的方法。
背景技术
包括内燃发动机的车辆受到多个不同的法律法规的限制。这些要求和法规中的某些旨在燃料消耗和废气排放。不同的国家或市场可能有不同的要求，但大多数包括特定试验周期，认定该试验周期指示车辆的燃料消耗和废气排放。但是，在试验周期中测量的燃料消耗与废气排放之间通常与实际世界驾驶状态下测量的有差异。
实际世界中的冷启动通常在较大的温度间隔下实施，温度间隔可能始于-40摄氏度并且可能止于40摄氏度。在冷启动期间，主要由于发动机和传动装置中的更高摩擦导致燃料消耗将更高。主要由于排气后处理系统还没有达到最优工作温度，故废气排放也将更高。
当车辆启动时为了最小化废气排放，已知以次最优(suboptimal)的燃烧参数运行发动机，即，用比必要燃料更多的燃料进行燃烧并且点火被调整为以非最佳时机点燃燃料混合物。这样，通过内燃发动机产生更多热量，这将更快地加热排气后处理系统，因此排气后处理系统能够尽可能快地开始降低废气排放。这种方法大多数时间工作良好，但有能量损失。
因而改进混合动力车辆的排气后处理系统的加热的方法仍有改进的空间。
发明内容
因此本发明的一个目的是提供一种用于加热混合动力车辆的排气后处理系统的改进方法。因此本发明的又一目的是提供一种适于以改进的方式加热排气后处理系统的混合动力车辆。
对所述问题的解决方案由根据本发明的方法和车辆实现。
一种用于在包括内燃发动机和电机的混合动力车辆中加热排气后处理系统的方法，包括如下步骤：测量用于排气后处理系统功能的排气状态，确定排气状态是否低于预定极限值，当排气状态低于所述预定极限值时从电机向内燃发动机上施加负载从而增加内燃发动机的转矩，用来自电机的电力为车辆的电池系统充电，并且当用于排气后处理系统功能的排气状态高于所述预定极限值时，将所述电机与所述内燃发动机分离。
通过所述方法的第一实施例，所述方法将能够快速加热内燃发动机的排气后处理系统，同时通过给电池充电来保留能量。通常地，通过调整内燃发动机的点火和燃料喷射以使得内燃发动机不以最佳方式运行，这就产生了过量的热，过量的热将加热可以是催化转化器的排气后处理系统。这样，如果以最佳点火和喷射参数运行内燃发动机，则催化转化器加热地更快。然而这将使用附加能量，其被损失掉。
在本发明的解决方案中，电机用于在内燃发动机上施加附加负载，这将允许内燃发动机传递增加的转矩。同时，将产生更多热量，其将加热排气后处理系统。电机将同时产生电能，其用于为车辆的电池系统充电。这样，用于加热排气后处理系统的大多数能量能够被保存并且因而损失更少的能量。
在第一示例中，通过电机为电池系统充电。在很多情况下，在刚刚启动内燃发动机之后内燃发动机的暖机阶段期间实施排气后处理系统的附加加热。有时，车辆已经停放更长时间连接于充电站，并且电池系统可能被充满电。根据电池的充电状态(SOC)，当车辆启动时电池系统的附加充电可能有净空余量，这取决于长期充电期间电池容许的SOC极限值。有时，电池系统容许的SOC可以是充电期间理论SOC值的80-90％从而当电池在充电站充电时保护电池。附加净空余量随后能够用于当驾驶车辆时再生充电。
在另一示例中，当电池的SOC高于预定极限值时，来自电机的附加电能用于通过利用设置在排气后处理系统中的电加热器来加热排气后处理系统。这将使得排气后处理系统更快地加热，这将保存一些燃料。也可能用电加热器加热进气口从而加热进气。
在一个示例中，排气后处理系统包括催化转化器。催化转化器具备安装在催化转化器内部、优选在最接近催化转化器入口的部段处的电加热器。这样，排气将热量从电加热器传递至催化转化器的基板。排气后处理系统也可包括具备电加热器的颗粒过滤器，其可通过过量电能加热以使颗粒过滤器达到其再生温度。
在包括内燃发动机、电机、电池系统、转换器(converter)单元和排气后处理系统的混合动力车辆中，以下述方式实现本发明的目的：其中当用于排气后处理系统功能的排气状态低于预定极限值时电机适于向内燃发动机施加负载，并且其中转换器单元适于用来自电机的能量为电池系统充电直至用于排气后处理系统功能的排气状态达到预定极限值。
通过根据本发明的混合动力车辆的第一实施例，提供了一种车辆，其中能够降低排气后处理系统加热期间的能量损失。电机将向内燃发动机施加负载从而增加内燃发动机的转矩。因而排气将更快地加热，这将使得排气后处理系统更快地达到其工作温度。电机产生的能量用于为混合动力车辆的电池系统充电。
附图说明
在下文中将参照附图详述本发明，其中：
图1示出根据本发明的示意性车辆，
图2示出用于加热混合动力车辆的排气后处理系统的本发明方法的示意性流程图。
具体实施方式
在下文中描述的带有进一步改进的本发明实施例仅被视为示例并且一点也不限定保护范围，所述范围由专利的权利要求所限定。
图1示出通过内燃发动机2和电机4提供动力的示意性混合动力车辆1。内燃发动机2具备设置在车辆内燃发动机与驱动轮之间的传动装置3。传动装置3可以是手动变速箱、自动变速箱或自动变速的手动变速箱。电机旋转地连接于内燃发动机并且优选被设置为作用于发动机的曲轴上，并且在所示示例中设置在传动装置的前面。电机例如可以是集成的起动机发电机设备，并且可通过偏移构造的带连接于内燃发动机。如果将在车辆的驾驶期间实施所述方法则电机也可设置在车辆的其它位置处，例如后轴处或相应的车轮处。内燃发动机2可以是柴油发动机、汽油发动机或利用液化天然气或压缩天然气的发动机。
混合动力车辆的排气系统包括催化转化器5并且也可包括安装在车辆排气管处的颗粒过滤器6。混合动力车辆包括电池系统7，电池系统7适于在电机被用作电动机时为电机供电。电池系统进一步适于在电机被用作发电机时由电机充电或由来自充电站的输电网充电。电池系统的标称电压是至少48伏并且优选在200-300伏的范围内。在所示示例中，小客车被用作混合动力车辆的示例。
催化转化器5具备电加热器12，电加热器12能够通过电机或通过电池系统经由由控制单元9所控制的转换器单元8提供电力。转换器单元连接于电机且连接于电池系统并且将电压从电机转换至电池系统并且从电池系统至电机。电机例如可以是三相电机并且电池系统是直流电池。转换器单元将用作AC/DC转换器并且也可转换电压级别。通过控制单元9控制转换器单元，该控制单元可以是独立单元，或者可集成在车辆的其它控制单元内，或者可能集成在转换器单元内。电加热器12优选安装在催化转化器内部、优选最靠近催化转化器入口的部段处以便优化催化转化器的性能。
在所示示例中，混合动力车辆1包括颗粒过滤器6，颗粒过滤器6具备适于从电机加热颗粒过滤器的电加热器13。颗粒过滤器适用于车辆所使用的燃料。在包括柴油发动机的车辆中，柴油微粒再生过滤器用于降低排气中炭烟(soot)的数量。在包括汽油发动机的车辆中，如果法律法规要求，则颗粒过滤器也可用于降低排气中颗粒的数量。控制单元9能够用第一排气传感器14测量用于排气后处理系统功能的排气状态。第二排气传感器15能够用于测量排气后处理系统的结果，即排气后处理系统的功能。第一排气传感器14定位在排气后处理系统10的前面，第二排气传感器15定位在排气后处理系统10的后面。
当车辆冷启动即当发动机低温时启动和长时间没有驾驶车辆时启动，排气后处理系统将是冷的并且催化剂转换器将不能降低废气排放的NOx水平。控制单元将检测到用于排气后处理系统功能的排气状态低于预定极限值，并且将从电机向内燃发动机施加负载，因此提高了内燃发动机的转矩。这将生成更多热排气，其将加热所示示例中为催化剂转换器的排气后处理系统。当用于排气后处理系统功能的排气状态已经达到预定极限值，催化剂转换器将正常地起作用并且将减少NOx排放量。用于排气后处理系统功能的排气状态可能基于至少一个以下参数：排气温度、排气炭烟、排气NOx、排气流。排气传感器14可包括适于测量不同参数的若干不同的传感元件。通过控制单元9从排气传感器读取一个或多个值，并且通过控制单元确定排气状态。
在第一示例中，当电机在内燃发动机上施加过多负载时将通过电机给电池系统充电。在该示例中，已经通过外部充电站在静止停车期间给电池系统充电并且充满电。有时，充满电的电池可具有一定的净空余量(headroom)从而当通过充电站给电池系统充电时未完全利用理论的SOC值。通过避免将电池充电至100％的SOC水平，延长了电池系统的寿命。通过充电站充满电的电池系统的SOC水平可能介于理论SOC值的80-90％之间。当驾驶车辆时附加的净空余量能够用于再生充电，这就降低了电池过量充电的风险。在第一示例中，通过电机为电池系统充电。当以混合动力模式驾驶时电池的附加充电随后能够例如用于为其中电机用作电动机的情况下的车辆提供动力。
在另一示例中，已经通过外部充电站在静止停车期间给电池系统充电并且充满电。这种情况下，电池系统被充电为更高水平，例如达到大于90％理论SOC值的SOC水平。在该示例中具有有限量的充电净空余量，并且电池系统因而将不被电机充电。相反，来自电机的附加能量将用于通过安装在催化转化器内的电加热器来加热催化转化器。这将使得排气后处理系统更快地加热，这将保留一些燃料。
在另一示例中，可通过来自电机的附加电能加热颗粒过滤器，或者用电加热器来加热进气口。
当车辆重启和发动机温热时，控制单元测量用于排气后处理系统功能的排气状态。如果排气状态高于预定极限值时，不必通过电机向内燃发动机施加附加转矩，因为排气后处理系统将能从启动开始就降低NOx。这种情况下，不通过电机为电池系统充电。
图2示出用于加热混合动力车辆中排气后处理系统的方法的示意性流程图。当车辆已经启动时或当它冷启动或用热发动机重启时实施所述方法。优选通过车辆电子控制单元中包含和运行的计算机程序和计算机程序产品实施所述方法步骤。
在步骤100中，基于来自安装在排气后处理系统处的排气传感器的测量值通过控制单元确定用于排气后处理系统功能的排气状态。排气传感器测量排气温度、排气炭烟、排气NOx和/或排气流中的一个或多个。排气后处理系统通常是催化转化器，其具备在催化转化器入口处的排气传感器。
在步骤110中，确定用于排气后处理系统功能的排气状态是否低于预定极限值。预定极限值例如可基于排气后处理系统的最低工作温度或基于排气中的NOx水平。如果排气状态低于预定极限值，则所述方法继续步骤120，否则所述方法继续步骤150，即不需要排气后处理系统的附加加热。
在步骤120中，来自电机的负载被施加在内燃发动机上从而增加内燃发动机转矩。该附加负载将增加排气温度以使排气后处理系统加热地更快。
在步骤130中，用来自电机的电力为车辆的电池系统充电。这一直持续到用于排气后处理系统功能的排气状态已经达到预定极限值为止，例如其中达到排气后处理系统的工作温度。
在步骤140中，将用于排气后处理系统功能的排气状态与预定极限值进行比较。如果用于排气后处理系统功能的排气状态低于预定极限值，则继续为电池充电。当用于排气后处理系统功能的排气状态等于预定极限值时，达到排气后处理系统的工作条件，例如达到催化转化器的工作温度。所述方法随后在步骤150终止。
不认为本发明局限于如上所述的实施例，若干其它变型和改进可能都在随后的专利权利要求的范围内。
附图标记
1:混合动力车辆
2:内燃发动机
3:传动装置
4:电机
5:催化转化器
6:颗粒过滤器
7:电池系统
8:转换器单元
9:控制单元
10:排气后处理系统
11:进气加热器
12:催化转化器加热器
13:颗粒过滤器加热器
14:第一排气传感器
15:第二排气传感器

Claims (11)

1.一种用于在包括内燃发动机和电机的混合动力车辆中加热排气后处理系统的方法，包括以下步骤：
-测量用于所述排气后处理系统的功能的排气状态，
-确定所述排气状态是否低于预定极限值，
-当所述排气状态低于所述预定极限值时，来自所述电机的负载被施加在所述内燃发动机上从而增加所述内燃发动机的转矩，
-用来自所述电机的电力为所述车辆的电池系统充电，
-当所述电池系统的充电状态高于指示充满电电池的预定极限值时用来自所述电机的电力加热所述排气后处理系统，由此电池系统将不被电机充电，直接来自电机的附加能量被用于加热排气后处理系统，
-当用于所述排气后处理系统的功能的排气状态高于所述预定极限值时，将所述电机与所述内燃发动机分离。
2.根据权利要求1所述的方法，其中所述排气状态包括排气温度、排气炭烟、排气NOx、排气流中的一个或多个。
3.根据权利要求1或2所述的方法，其中所述方法进一步包括如下步骤：当所述电池系统的充电状态高于预定极限值时用来自所述电机的电力加热进气口。
4.根据权利要求1-2任意一项所述的方法，其中所述方法进一步包括如下步骤：当所述电池系统的充电状态高于预定极限值时用来自所述电机的电力加热颗粒过滤器。
5.根据权利要求1-2任意一项所述的方法，其中所述方法进一步包括如下步骤：当所述电池系统的充电状态高于预定极限值并且用于所述排气后处理系统的功能的排气状态高于所述预定极限值时，用来自所述电机的电力加热所述排气后处理系统。
6.根据权利要求1-2任意一项所述的方法，其中用定位在所述排气后处理系统前面的排气传感器测量所述排气状态。
7.根据权利要求1-2任意一项所述的方法，其中用定位在所述排气后处理系统后面的排气传感器测量所述排气状态。
8.一种混合动力车辆，包括内燃发动机(2)、电机(4)、电池系统(7)、转换器单元(8)和排气后处理系统(10)，其中，当用于所述排气后处理系统(10)的功能的排气状态低于预定极限值时，所述电机(4)适于向所述内燃发动机(2)施加负载，并且其中，所述转换器单元(8)适于用来自所述电机(4)的能量为所述电池系统(7)充电直至用于所述排气后处理系统的功能的排气状态达到所述预定极限值，其中当所述电池系统(7)的充电状态高于指示充满电电池的预定极限值时所述电机适于加热所述排气后处理系统，由此所述电机被配置为停止向所述电池系统(7)充电，并且直接来自电机的附加能量被用于加热排气后处理系统。
9.根据权利要求8所述的车辆，其中所述排气后处理系统(10)包括具有集成电加热器(12)的催化转化器(5)。
10.根据权利要求9所述的车辆，其中当用于所述排气后处理系统的功能的排气状态低于所述预定极限值并且当所述电池系统(7)的充电状态高于所述预定极限值时，所述催化转化器(5)适于被所述电加热器(12)以来自所述电机的能量加热。
11.一种计算机可读介质，包括计算机程序，当在计算机上运行所述计算机程序时用于实施权利要求1-7任意一项的所有步骤。
CN201811242794.7A 2017-10-24 2018-10-24 适于加热排气后处理系统的方法及混合动力车辆 Active CN109695529B (zh)

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