CN111980813A - Method and system for reducing engine emissions in a hybrid vehicle - Google Patents
Method and system for reducing engine emissions in a hybrid vehicle Download PDFInfo
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- CN111980813A CN111980813A CN201910425642.9A CN201910425642A CN111980813A CN 111980813 A CN111980813 A CN 111980813A CN 201910425642 A CN201910425642 A CN 201910425642A CN 111980813 A CN111980813 A CN 111980813A
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- battery pack
- temperature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
Abstract
The invention discloses a system and a method for reducing engine emission in a hybrid vehicle.A controller controls a throttle to be opened when an engine is cut off, and judges whether the temperature of a catalyst carrier is higher than a preset temperature or not when the rotating speed is reduced to a first preset rotating speed; if the temperature of the catalyst carrier is higher than the preset temperature, controlling the motor to drive the engine to maintain the second preset rotating speed until the temperature of the catalyst carrier is higher than the preset temperature, stopping driving the engine and closing the throttle valve; if not, the throttle valve is closed. According to the system and the method for reducing the engine emission, after the engine is cut off, the throttle valve is not closed but is kept in an open state, so that air can continuously enter a cylinder of the engine, pollutants remained in the cylinder are brought out to a catalyst with a certain temperature, the remained pollutants can still be subjected to catalytic conversion, the pollutant residues are reduced, and a large amount of cold-start gas emission pollutants caused by the engine and the catalyst which is not ignited in a cold-start state are avoided.
Description
Technical Field
The invention relates to the technical field of vehicle emission control, in particular to a method and a system for reducing engine emission in a hybrid vehicle.
Background
When the state of the battery pack reaches a certain value, the engine stops running, and the battery pack drives the motor to provide running power of the vehicle. Thus, the engine in a hybrid vehicle may frequently experience engine stops and restarts.
When the engine is in cold start, the oil-gas mixture is poor in a cold state, the temperature of the catalyst at the exhaust pipe is low, the catalyst cannot work normally, and the catalyst has no catalytic conversion capacity or weak capacity, so that more cold start emission pollutants can be generated.
Disclosure of Invention
The invention provides a system for reducing engine emission in a hybrid vehicle, wherein the hybrid vehicle comprises an engine and a motor, and the hybrid vehicle comprises a controller, a temperature detection element for detecting the temperature of a catalyst carrier, and a rotating speed detection element for detecting the rotating speed of the engine; the controller prestores a first preset rotating speed, a second preset rotating speed and a preset temperature;
When the engine is out of oil, the controller controls a throttle valve to be opened, the controller acquires the detected rotating speed of the engine, and when the rotating speed is reduced to the first preset rotating speed, the controller judges whether the acquired temperature of the catalyst carrier is higher than the preset temperature or not;
if the temperature of the catalyst carrier is higher than the preset temperature, the controller controls the motor to drive the engine to maintain the second preset rotating speed until the temperature of the catalyst carrier is higher than the preset temperature, the driving of the engine is stopped, and a signal for closing the throttle valve is output; if not, the controller outputs a signal for closing the throttle valve.
Optionally, at least one of the following is provided:
the first motor is connected to the input end of the engine;
the second motor is connected to the output end of the engine;
the third motor is connected to the input end of the transmission, and the transmission is arranged between the transmission and the engine;
a fourth electric machine connected to the transmission output;
the motor for driving the engine is one of the four motors.
Optionally, the controller further comprises an electric quantity detection element for detecting the electric quantity of a battery pack of the hybrid vehicle, and the controller is further provided with a first preset electric quantity; and when the electric quantity of the battery pack reaches a first preset electric quantity, the controller controls the engine to cut off the fuel.
Optionally, the controller prestores a third predetermined electric quantity, after the engine stops running, the controller monitors the state of the battery pack, and the controller controls the catalyst to heat the catalyst carrier in advance, so that when the electric quantity of the battery pack decreases to the third predetermined electric quantity, the catalyst heats the catalyst carrier to reach the predetermined temperature.
Optionally, the controller prestores a second predetermined electric quantity, and after the engine stops running, when the controller monitors that the electric quantity of the battery pack reaches the second predetermined electric quantity, the controller obtains a falling time when the electric quantity of the battery pack falls to a third predetermined electric quantity according to a falling rate of the electric quantity of the battery pack;
the controller judges whether the descending time is longer than the heating time, if so, the descending time required for descending the current electric quantity to the third preset electric quantity is continuously obtained according to the descending rate, and the descending time is continuously compared with the heating time; if not, the catalyst is controlled to start heating the catalyst carrier.
Optionally, the catalyst is an electrically heated catalyst.
Alternatively, the controller starts the engine and the catalyst stops heating when the catalyst carrier is heated to the predetermined temperature.
The invention also provides a method of reducing engine emissions in a hybrid vehicle comprising an engine and an electric machine, the engine being de-fuelled and the throttle valve being controlled to open, when the rotational speed of the engine has decreased to a first predetermined rotational speed, the following steps being performed:
judging whether the temperature of the catalyst carrier is higher than a preset temperature or not;
if so, controlling the motor to drive the engine to maintain at a second preset rotating speed until the temperature of the catalyst carrier is not higher than the preset temperature, stopping driving the engine and closing the throttle valve;
and if not, closing the throttle valve.
Alternatively, the state of a battery pack of a hybrid vehicle is monitored, and when the electric quantity of the battery pack reaches a first predetermined electric quantity, the engine is controlled to cut off fuel.
Optionally, the first predetermined charge is 90% or more of the total capacity of the battery pack.
Optionally, a third predetermined electric quantity is prestored, after the engine stops operating, the state of the battery pack is monitored, and the catalyst is controlled to heat the catalyst carrier in advance, so that when the electric quantity of the battery pack drops to the third predetermined electric quantity, the catalyst heats the catalyst carrier to reach the predetermined temperature.
Optionally, pre-storing a second predetermined electric quantity;
according to the descending rate of the electric quantity of the battery pack, the descending time required for the electric quantity of the battery pack to descend from the second preset electric quantity to the third preset electric quantity is obtained;
judging whether the descending time is greater than the heating time, if so, continuing to obtain the descending time required by the descending of the current electric quantity to the third preset electric quantity according to the descending rate, and continuing to compare with the heating time; and if not, controlling the catalyst to start heating the catalyst carrier.
Optionally, the second predetermined amount of power is 20% -30% of the total capacity of the battery pack, and the third predetermined amount of power is 10% -20% of the total capacity of the battery pack.
Alternatively, when the catalyst carrier is heated to the predetermined temperature, the engine is started and the catalyst stops heating.
Optionally, the first predetermined rotation speed and the second predetermined rotation speed range from 0 to 1500 r/min.
According to the system and the method for reducing the engine emission, after the engine is cut off, the throttle valve is not closed, but is kept in an open state, so that air can continue to enter a cylinder of the engine, and the air can carry pollutants remained in the cylinder out to a catalyst of an exhaust pipe. Although the engine is not combusted to provide power after fuel cut, the catalyst carrier of the exhaust pipe still maintains a certain temperature (cannot be immediately reduced), so that the residual pollutants can still be subjected to catalytic conversion when passing through the catalyst, and the residual pollutants are reduced. When the engine is restarted, a large amount of cold start gas emission pollutants caused by the engine and a catalyst which is not ignited in a cold start state can be avoided.
Drawings
FIG. 1 is a schematic diagram of a particular embodiment of a system for reducing engine emissions in a hybrid vehicle according to the present invention;
FIG. 2 is a flowchart of an exemplary embodiment of a method for reducing engine emissions in a hybrid vehicle;
FIG. 3 is a flow chart of catalyst warm-up control in an embodiment of a method of reducing engine emissions in a hybrid vehicle according to the present invention.
The reference numerals in fig. 1 are explained as follows:
the engine comprises an air filter 1, an air inlet pipe 2, a throttle valve 3, an engine 4, a first motor 5, an exhaust pipe 6, a catalyst 7, a temperature sensor 8, a second motor 9, a third motor 10, a transmission 11, a fourth motor 12, a VCU controller 13, a battery pack 14 and a clutch 15.
Detailed Description
In order to make the technical solutions of the present invention better understood by those skilled in the art, the present invention will be further described in detail with reference to the accompanying drawings and specific embodiments.
Referring to fig. 1-2, fig. 1 is a schematic diagram of an embodiment of a system for reducing engine emissions in a hybrid vehicle according to the present invention.
As shown in fig. 1, the hybrid vehicle includes an engine 4, an electric motor, the electric power of which can be supplied by a battery pack 14, an intake pipe 2 of the engine 4 is provided with a throttle valve 3, the throttle valve 3 is used to control the amount of intake air into the engine 4, and an air cleaner 1 is provided upstream of the intake pipe 2 to filter the intake air. The exhaust pipe 6 of the engine 4 is provided with a catalyst 7, such as a three-way catalyst 7, a catalyst carrier is provided in the catalyst 7, the catalyst carrier reaches a certain temperature, catalytic efficiency can be ensured, it is ensured that the exhausted pollutants can be catalytically converted, and emission of the pollutants is reduced.
Specifically, in fig. 1, four motors, namely a first motor 5, a second motor 9, a third motor 10, and a fourth motor 12, are provided. The first motor 5 is positioned at the input end of the engine 4, can be connected with a crankshaft of the engine 4 through a belt, and can start the engine 4; the second motor 9 is positioned at the output end of the engine 4 and can be connected with a flywheel of the engine 4; the third motor 10 is located at the input end of the transmission 11 and between the engine 4 and the transmission 11, a clutch 15 is further arranged between the third motor 10 and the output end of the engine 4, as shown in fig. 1, two sides of the clutch 15 are respectively connected with the second motor 9 and the third motor 10; the fourth electric machine 12 is located at the output of the transmission 11. In the hybrid vehicle, the provided motor may include at least one of the above four motors.
A controller, such as the VCU controller 13(Vehicle Control Unit) shown in fig. 1, i.e., a Vehicle Control Unit including an electrically powered Vehicle, is also included in the present embodiment. The system is also provided with a temperature detection element 8 for detecting the temperature of the catalyst carrier and a rotating speed detection element for detecting the rotating speed of the engine 4; the controller is also pre-stored with a first predetermined speed, a second predetermined speed, and a predetermined temperature of the catalyst support.
When the engine 4 is cut off, the controller controls the throttle valve 3 to open, and the controller acquires the rotation speed of the engine 4 detected by the rotation speed detection element, and when the rotation speed is reduced to a first preset rotation speed, the controller judges whether the acquired temperature of the catalyst carrier is greater than a preset temperature;
if the temperature of the catalyst carrier is higher than the preset temperature, the controller starts the motor to drag the engine 4 to maintain the second preset rotating speed until the temperature of the catalyst carrier is lower than the preset temperature, the dragging of the engine 4 is stopped, and a signal for closing the throttle valve 3 is output; if not, the controller outputs a signal to close the throttle 3.
In this embodiment, after the fuel cut of the engine 4, the throttle valve 3 is not closed but is kept open so that air can continue to enter the cylinder of the engine 4, and the opening degree of the throttle valve 3 is preferably 10% or more to ensure a sufficient intake air amount. The entering air can bring out the pollutants remained in the cylinder to the catalyst 7 of the exhaust pipe 6, namely, the cylinder after the oil is cut off is purged. Although the engine 4 is not combusted to provide power after fuel cut, the catalyst carrier of the exhaust pipe 6 still maintains a certain temperature (does not immediately decrease), so that the residual pollutants can still be catalytically converted when passing through the catalyst 7, and the residual pollutants are reduced. When the engine 4 is restarted, a large amount of cold start gas emission pollutants caused by the engine 4 and the catalyst 7 that has not yet ignited in the cold start state can be avoided.
Particularly for a hybrid vehicle, the battery pack 14 can be charged when the engine 4 works, after the battery pack 14 is charged, the vehicle is driven by the motor, and the engine 4 is stopped, so that the engine 4 in the hybrid vehicle can be frequently started and stopped in the running process, and the mode can reduce pollutant emission during multiple cold starts.
The first preset rotating speed is set, namely after oil cut, the rotating speed of the engine 4 is reduced in a gradual process, the engine 4 can automatically suck air when the engine 4 has a certain rotating speed and the throttle valve 3 is opened, when the rotating speed is lower than the first preset rotating speed, the power of the engine 4 is insufficient, the air cannot be effectively sucked, at the moment, if the temperature of the catalyst carrier is still at the temperature with certain catalytic efficiency, the motor is started, the motor drives the engine 4 to continuously maintain at the second preset rotating speed, so that the air is continuously sucked, the catalyst carrier which is not cooled is continuously utilized until the temperature of the catalyst carrier is reduced to be lower than the preset temperature, and the air is not sucked any more.
Therefore, the first predetermined rotation speed and the second predetermined rotation speed are only required to ensure that air can be sucked into the engine 4 from the throttle valve 3 to carry away residual pollutants, and therefore the values of the first predetermined rotation speed and the second predetermined rotation speed are not required to be very high, and are generally set below 4000r/min, for example, about 1500r/min, and the first predetermined rotation speed and the second predetermined rotation speed may be equal or unequal.
Fig. 1 shows four kinds of motors, and as mentioned above, one of them, or two or more of them may be used as a coupling form, and when one kind of motor is provided, it is obvious that the motor is used to drive the engine 4, and if two or more kinds of motors are provided, it is easier to drive physically. As shown in fig. 1, the motors that are easier to drive the engine 4 are the first motor 5, the second motor 9, the third motor 10, and the fourth motor 12.
In addition, it is mentioned above that the temperature of the catalyst 7 needs to be at a predetermined temperature for continued utilization to reduce the residual pollutants, where the predetermined temperature is a temperature at which the catalyst carrier has a certain catalytic efficiency and can achieve the desired catalytic effect, for example, the predetermined temperature may be set to correspond to an efficiency of the catalyst 7 of 50% or more.
For a hybrid vehicle, the fuel cut of the engine 4 can be determined according to the electric quantity of the battery pack 14, and referring to fig. 2, fig. 2 is a flowchart of an embodiment of the method for reducing the emission of the engine 4 in the hybrid vehicle.
S1, monitoring the rotating speed of the engine 4 and the state of the battery pack 14, and entering S2 when the electric quantity of the battery pack 14 reaches a first preset electric quantity;
S2, oil is cut off from the engine 4;
s3, controlling the throttle valve 3 to open;
s4, when the rotating speed of the engine 4 is monitored to be reduced to a first preset rotating speed, the operation goes to S5;
s5, judging whether the temperature of the catalyst carrier is higher than a preset temperature or not according to the detected temperature of the catalyst carrier, if so, entering S6, and if not, entering S8;
s6, controlling the motor to start to drag the engine 4 to keep the engine at a second preset rotating speed, stably running until the temperature of the catalyst carrier is not more than the preset temperature, and entering S7;
s7, stopping the motor;
s8, closing the throttle valve 3;
s9, the engine 4 stops operating.
In the above steps, the fuel cut of the engine 4 is determined according to the electric quantity of the battery pack 14, an electric quantity detecting element may be provided to feed back the electric quantity of the battery pack 14 to the controller in real time, and the first predetermined electric quantity is directly stored in the controller. The first predetermined amount of charge should reflect that the charge of the battery pack 14 is in a relatively sufficient state, for example, the first predetermined amount of charge may be that the charge of the battery pack 14 reaches more than 90% of the total capacity. At this time, the battery pack 14 can provide enough power for the motor, so that the motor can become a power source of the vehicle, and then the controller can output a signal to control the engine 4 to cut off the oil, so as to switch to the electric mode instead of charging the battery pack 14, thereby saving the oil consumption. Of course, the method for reducing emissions in this embodiment may be used in other operating conditions that require fuel cut of the engine 4, for example, the vehicle needs to be stopped, and the operating condition of fuel cut of the engine 4 is not limited in this embodiment, and as long as the engine 4 is fuel cut, the opening and closing of the throttle valve 3 may be controlled according to the temperature of the catalyst carrier.
The controller can also prestore a second preset electric quantity and a third preset electric quantity. After the engine 4 stops operating, the controller may continue to monitor the electric quantity of the battery pack 14, and when the electric quantity of the battery pack 14 reaches the second predetermined electric quantity, the controller may obtain a falling time, denoted as t1, when the electric quantity of the battery pack 14 falls to a third predetermined electric quantity according to the falling rate of the electric quantity of the battery pack 14;
the controller can also obtain the heating time of the catalyst carrier heated to the preset temperature, which is recorded as t 2;
the controller judges whether the falling time t1 is greater than the heating time, if so, the falling time from the current electric quantity to a third preset electric quantity is continuously obtained according to the falling rate; if not, the catalyst 7 is controlled to start heating the catalyst carrier.
The second predetermined amount of power and the third predetermined amount of power may be set to be small, indicating that the amount of power of the battery pack 14 is insufficient and that the engine 4 needs to be started to provide power after a certain time. When the engine 4 is started, it takes a certain time for the catalyst 7 to heat the catalyst carrier to a predetermined temperature, during which time the catalyst carrier is not actually effective in catalytically converting exhaust pollutants, so that pollutants are still discharged within a certain time after the engine 4 is started. The second predetermined electric quantity and the third predetermined electric quantity are set to provide reference for early heating of the catalyst 7, namely, after the control system is adopted, the catalyst carrier is heated in advance before the battery pack 14 is switched to the engine 4 to work due to insufficient electric quantity, and is heated to a temperature corresponding to the required catalytic efficiency when the engine 4 is actually switched to work, so that the exhaust catalytic state is timely achieved, and heating energy is not wasted due to excessive early heating.
The third predetermined amount of power is insufficient, i.e. a threshold value at which the mode of the engine 4 is to be switched, and the second predetermined amount of power is slightly greater than the third predetermined amount of power, with a difference therebetween, the falling time t1 is preferably slightly greater than t2 at which the catalyst carrier is heated to the predetermined temperature, so that sufficient heating time can be reserved. The third predetermined amount of power may be, for example, 10% -20% of the total capacity of the battery pack 14, and the second predetermined amount of power may be, for example, 20% -30% of the total capacity of the battery pack 14. During the process of decreasing the power of the battery pack 14, the decreasing rate of the obtained power can be calculated according to the actual variation of the power, so as to calculate the time t1 for the obtained power to decrease from the second predetermined power to the third predetermined power.
Of course, the performance of the battery pack 14 is measured before the battery pack is put into use, and the power reduction rate can be stored as a known data in advance, so that the time t1 required when the power is reduced from the second predetermined power to the third predetermined power is directly obtained, that is, t1 can be actually stored as a known data.
In fact, in addition to the rate of decrease in the amount of electricity, the time t2 required for the catalyst carrier to heat up to the predetermined temperature may also be obtained in advance. Thus, according to the third predetermined power, the descending rate and the time t2, the heating power of the battery pack 14 corresponding to the beginning of heating the catalyst 7 can be calculated, when the current power of the battery pack 14 is detected to reach the heating power, that is, the catalyst 7 is started to heat, and when the power is descended to the third predetermined power, the catalyst carrier theoretically just heats to the required predetermined temperature.
Of course, as the battery pack 14 is used, the decreasing rate of the electric quantity may change, the second predetermined electric quantity is set according to the above manner, and the decreasing rate of the electric quantity is obtained in real time, so that the time for decreasing to the third predetermined electric quantity can be obtained more accurately, and a more reliable reference is provided for timely starting of the heating of the catalyst 7. The method is particularly suitable for systems in which the catalyst 7 is electrically heated.
The above state is assumed to be the case where two or more battery packs are mounted on the vehicle, and the battery pack 14 does not drive the vehicle as the drive motor power supply to travel. If the battery pack 14 is also used as a power source of the vehicle motor to drive the vehicle, the rate of decrease in the amount of electricity of the battery pack is related to the vehicle speed, the vehicle load, and the like.
As shown in fig. 3, fig. 3 is a flowchart of the heating control of the catalyst 7 in the embodiment of the method for reducing the emission of the engine 4 in the hybrid vehicle according to the present invention.
The specific steps of the catalyst 7 heating are as follows:
s11, monitoring the speed of the vehicle and the state of the battery pack 14, and when the electric quantity of the battery pack 14 reaches a second preset electric quantity;
s12, calculating the descending rate of the electric quantity of the battery pack 14;
s13, calculating the time t1 for the battery power to drop to a third preset power according to the dropping rate;
S14, acquiring time t2 required by heating the catalyst carrier to a preset temperature, judging whether t1 is greater than t2, and returning to S12 if t is greater than t 2; if not, go to step S15;
s15, starting heating the catalyst carrier by the catalyst 7;
s16, when the catalyst carrier reaches the preset temperature, starting the engine 4 to work;
s17, the catalyst 7 stops heating.
It can be seen that the present embodiment provides a further optimized design of the catalyst 7 heating after the engine 4 is shut down. When the engine 4 is cut off (for example, the engine is stopped or enters an electric mode), the temperature of the catalyst carrier is used for continuously catalyzing through the control of the throttle valve 3 so as to reduce the residue of pollutants; in addition, when the engine 4 does not work, the catalyst 7 is preheated in advance in time according to the electric quantity change of the battery pack 14, so that the catalyst carrier can have the required catalytic function after the engine 4 is started.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that it is obvious to those skilled in the art that various modifications and improvements can be made without departing from the principle of the present invention, and these modifications and improvements should also be considered as the protection scope of the present invention.
Claims (15)
1. System for reducing engine emissions in a hybrid vehicle comprising an engine (4) and an electric machine, characterized by comprising a controller, a temperature detection element (8) for detecting the temperature of a catalyst support, a rotation speed detection element for detecting the rotation speed of said engine (4); the controller prestores a first preset rotating speed, a second preset rotating speed and a preset temperature;
when the engine (4) is cut off, the controller controls a throttle valve (3) to be opened, acquires the detected rotating speed of the engine (4), and judges whether the acquired temperature of the catalyst carrier is greater than the preset temperature or not when the rotating speed is reduced to the first preset rotating speed;
if so, the controller controls the motor to drive the engine (4) to maintain the second preset rotating speed until the temperature of the catalyst carrier is not more than the preset temperature, stops driving the engine (4) and outputs a signal for closing the throttle valve (3); if not, the controller outputs a signal for closing the throttle valve (3).
2. The system for reducing engine emissions in a hybrid vehicle as set forth in claim 1, wherein at least one of:
A first motor (5) connected to an input end of the engine (4);
a second motor (9) connected to an output end of the engine (4);
a third motor (10) connected to the input of a transmission (11), a clutch (15) being provided between the transmission and the engine (4);
a fourth electric machine (12) connected to the output of the transmission (11);
the motor driving the engine (4) is one of the four motors.
3. The system for reducing engine emissions in a hybrid vehicle according to claim 1, further comprising a charge detection element for detecting a charge level of a battery pack (14) of the hybrid vehicle, the controller further being provided with a first predetermined charge level; when the electric quantity of the battery pack (14) reaches a first preset electric quantity, the controller controls the engine (4) to cut off oil.
4. The system for reducing engine emissions in a hybrid vehicle according to claim 1, wherein the controller prestores a third predetermined charge, the controller monitors the state of the battery pack after the engine (4) is stopped, and the controller controls the catalyst (7) to heat the catalyst support in advance so that the catalyst (7) heats the catalyst support to the predetermined temperature when the charge of the battery pack (14) decreases to the third predetermined charge.
5. The system for reducing engine emissions in a hybrid vehicle according to claim 4, wherein the controller prestores a second predetermined charge amount, and after the engine (4) stops operating, the controller monitors that the charge amount of the battery pack (14) reaches the second predetermined charge amount, and obtains a falling time when the charge amount of the battery pack (14) falls to a third predetermined charge amount according to a falling rate of the charge amount of the battery pack (14);
the controller judges whether the descending time is longer than the heating time, if so, the descending time required for descending the current electric quantity to the third preset electric quantity is continuously obtained according to the descending rate, and the descending time is continuously compared with the heating time; if not, the catalyst (7) is controlled to start heating the catalyst carrier.
6. System for reducing engine emissions in a hybrid vehicle according to claim 4 or 5, characterized in that the catalyst (7) is an electrically heated catalyst.
7. The system for reducing engine emissions in a hybrid vehicle according to claim 4 or 5, wherein the controller starts the engine (4) and the catalyst (7) stops heating when the catalyst carrier is heated to the predetermined temperature.
8. Method for reducing engine emissions in a hybrid vehicle comprising an engine (4) and an electric machine, characterized in that the throttle (3) is controlled to open when the engine (4) is de-fuelled, and in that the following steps are performed when the rotational speed of the engine (4) is reduced to a first predetermined rotational speed:
judging whether the temperature of the catalyst carrier is higher than a preset temperature or not;
if so, controlling the motor to drive the engine (4) to maintain at a second preset rotating speed until the temperature of the catalyst carrier is not more than the preset temperature, stopping driving the engine (4) and closing the throttle valve (3);
if not, the throttle valve (3) is closed.
9. The method of reducing engine emissions in a hybrid vehicle according to claim 8, wherein the state of a battery pack (14) of the hybrid vehicle is monitored, and the engine (4) is controlled to cut off fuel when the charge of the battery pack (14) reaches a first predetermined charge.
10. The method of reducing engine emissions in a hybrid vehicle according to claim 9, wherein the first predetermined charge is 90% or more of the total capacity of the battery pack (14).
11. The method of reducing engine emissions in a hybrid vehicle according to claim 8, wherein a third predetermined charge is prestored, and after the engine (4) is stopped, the state of the battery pack (14) is monitored, and a catalyst (7) is controlled to heat the catalyst support in advance, so that when the charge of the battery pack (14) falls to the third predetermined charge, the catalyst (7) heats the catalyst support to the predetermined temperature.
12. The method of reducing engine emissions in a hybrid vehicle according to claim 11, wherein a second predetermined amount of power is pre-stored;
obtaining a drop time required for the electric quantity of the battery pack (14) to drop from the second preset electric quantity to the third preset electric quantity according to the drop rate of the electric quantity of the battery pack (14);
judging whether the descending time is greater than the heating time, if so, continuing to obtain the descending time required by the descending of the current electric quantity to the third preset electric quantity according to the descending rate, and continuing to compare with the heating time; if not, the catalyst (7) is controlled to start heating the catalyst carrier.
13. The method of reducing engine emissions in a hybrid vehicle according to claim 12, wherein the second predetermined charge is 20% -30% of the total capacity of the battery pack (14), and the third predetermined charge is 10% -20% of the total capacity of the battery pack (14).
14. Method of reducing engine emissions in a hybrid vehicle according to claim 11, characterized in that the engine (4) is started and the catalyst (7) stops heating when the catalyst carrier is heated to the predetermined temperature.
15. A method of reducing engine emissions in a hybrid vehicle as set forth in any of claims 8-14, wherein the first predetermined speed and the second predetermined speed range from 0-1500 r/min.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN113879274A (en) * | 2021-09-29 | 2022-01-04 | 广西玉柴机器股份有限公司 | Hybrid power control method for protecting catalyst from high-temperature aging |
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