Classifications

• • 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
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—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
  • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/22—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
  • B60K6/24—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • 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
  • B60W20/15—Control strategies specially adapted for achieving a particular effect
  • B60W20/16—Control strategies specially adapted for achieving a particular effect for reducing engine exhaust emissions
• • 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
  • F02D41/30—Controlling fuel injection
  • F02D41/38—Controlling fuel injection of the high pressure type
  • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
  • F02D41/402—Multiple injections
• • 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
  • F02P15/00—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits
  • F02P15/08—Electric spark ignition having characteristics not provided for in, or of interest apart from, groups F02P1/00 - F02P13/00 and combined with layout of ignition circuits having multiple-spark ignition, i.e. ignition occurring simultaneously at different places in one engine cylinder or in two or more separate engine cylinders
• • 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
  • F02P5/00—Advancing or retarding ignition; Control therefor
  • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
  • F02P5/045—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions combined with electronic control of other engine functions, e.g. fuel injection
• • 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
  • F02P5/00—Advancing or retarding ignition; Control therefor
  • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
  • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
  • F02P5/15—Digital data processing
  • F02P5/1502—Digital data processing using one central computing unit
• • 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
  • F02D2200/08—Exhaust gas treatment apparatus parameters
  • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
• • 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
  • Y02T10/12—Improving ICE efficiencies

Definitions

• TITLE Process for heating a catalyst in a hybrid motorized vehicle
• Modern combustion engines are equipped with various systems for post-treatment of polluting molecules emitted in the combustion gases of said engines, in order to limit releases of harmful species into the outside atmosphere.
• efficiency we mean the proportion of polluting molecules of a given type which enter the system, which the said system manages to treat.
• the efficiency begins to reach acceptable values, for example between 50% and 90%, when the temperature of the catalyst is for example between approximately 250°C and 300°C.
• the effectiveness of a catalyst is zero until the temperature has reached a value of around 150°C.
• hybrid engines conventionally delayed combustion is carried out inside the engine cylinders to heat the catalyst, so as to degrade the combustion efficiency and increase the thermal losses of the engine.
• a delayed ignition advance it is common to use a delayed ignition advance and perform a series of fuel injections with a final injection close to ignition.
• the current catalyst heating strategy is not sufficient and it is necessary to couple it with complex and expensive technical solutions such as an electrically heated catalyst (EHC) potentially added to an exhaust air injection system allowing the heat produced upstream by the EHC to be diffused throughout the post-treatment system before the actual starting of the engine.
• EHC electrically heated catalyst
• the invention proposes to remedy the defects of known methods of priming a heat engine catalyst in a hybrid motorization device, that is to say in the case where the thermal engine is associated with at least one electric machine.
• Said heating step comprises a step of adjusting post-combustion of the engine comprising a step of injecting fuel into at least one cylinder of the engine around the top dead center of combustion, followed by a step of igniting said injected fuel around the exhaust bottom dead center.
• the post-combustion adjustment aims to improve the heating of the catalyst and corresponds to the adjustment of the operation of at least one cylinder of the heat engine to transfer all the chemical energy contained in the fuel to the catalyst, eliminating the exchange of mechanical energy with the piston of the cylinder during the expansion phase and frictional losses.
• the fuel injection step comprises a sequence of injections carried out around the top dead center of combustion.
• the ignition of said fuel injected around the exhaust bottom dead center is carried out with several sparks.
• said engine post-combustion adjustment step is applied to only part of the engine cylinders or is applied to a sub-unit fraction of the engine cycles.
• the afterburner adjustment step is applied to all engine cylinders but only for every other engine cycle.
• the afterburner adjustment step is applied to a single cylinder.
• the invention also relates to a spark-ignition internal combustion engine for a motor vehicle implementing a method as described above.
• FIG 1 is a schematic plan view of a hybrid motorization device according to the prior art
• FIG 2 is a schematic view of a heat engine according to the prior art
• FIG 3 illustrates the injection and ignition signals in the compression and expansion phases of an engine cycle according to the prior art
• FIG 4 illustrates the openings of the exhaust and intake valves respectively in the exhaust and intake phases of an engine cycle according to the prior art
• FIG 5 is a flowchart illustrating the different stages of a process for heating a catalyst according to the invention.
• FIG 6 illustrates the injection and ignition signals in the compression and expansion phases of an engine cycle according to the invention
• FIG 7 illustrates the openings of the exhaust and intake valves respectively in the exhaust and intake phases of a cycle of the engine according to the invention
• FIG 8 illustrates a post-combustion adjustment of the engine according to one embodiment
• FIG 9 illustrates an engine post-combustion adjustment according to another embodiment.
• the hybrid motorization device 1 comprises a thermal engine 2 with internal combustion and spark ignition, a first electric machine 3 and a second electric machine 4.
• the electrical machines 3, 4 are able to operate in “generator” mode under the supervision of a control box not shown.
• at least the first electric machine 3 is able to operate in “motor” mode.
• the first electric machine is reversible.
• the second electric machine 4 is able to operate in “motor” mode.
• an electric machine 3, 4 is an alternator which supplies an electric current intended to be stored in a battery of accumulators not shown.
• the first electric machine 3 is on the contrary powered by current previously stored in the accumulator battery and provides a motor torque which can be transmitted to the wheels of the vehicle, in addition to or in replacement of the torque provided by the thermal engine 2.
• the transmission system 5 includes in particular a gearbox 7, a differential bridge 8 and a transmission shaft 9.
• the gearbox is connected to the heat engine 2 and to the electric machines 3, 4 on the one hand, and on the other goes to the wheels 6 via the differential 8 and the transmission shaft 9.
• Figure 2 illustrates the operation of the heat engine 2 of Figure 1.
• the heat engine 2 illustrated here is a supercharged three-cylinder in-line engine.
• Such a heat engine 2 sucks air in the direction of the arrow E via an intake pipe 10, and rejects its exhaust gases via an exhaust pipe 11 in order to direct them towards a depollution device 12.
• the depollution device 12 comprises a three-way catalyst 13 and a particle filter 14.
• the exhaust gases are evacuated into the external atmosphere in the direction of the arrow S.
• the engine also consumes fuel, for example gasoline, a mixture of gasoline and ethanol, or even pure ethanol, which is brought to the engine using an injection system (not shown), by example a direct injection system which comprises a supply rail common to the cylinders and at least one fuel injector per cylinder capable of injecting the fuel directly into each of the cylinders.
• an injection system not shown
• a direct injection system which comprises a supply rail common to the cylinders and at least one fuel injector per cylinder capable of injecting the fuel directly into each of the cylinders.
• an air filter 15 which makes it possible to eliminate dust contained in the air and an intake flap 16, or throttle body 16 which makes it possible to regulate the flow admitted into the engine 2 by obstructing the intake pipe 10 to a greater or lesser extent.
• the thermal engine 2 also comprises a turbocharger 17 whose compressor 18 is interposed in the intake pipe 10 between the air filter 15 and the throttle body 16.
• a temperature exchanger 19 is arranged in the inlet pipe 10, between the compressor 18 and the throttle body 16 so as to cool the air compressed by the compressor 18.
• the engine thermal 2 may comprise one or more exhaust gas recirculation circuits at the intake (not shown), more particularly a so-called high pressure EGR circuit and/or a low pressure EGR circuit, EGR being the English acronym for "Exhaust Gas Recycling” or recycling of exhaust gases.
• the thermal engine 2 can also have a variable distribution with the acronym VVT for “Variable Valve Timing” in English.
• the catalyst can be equipped with means for determining a parameter representative of the temperature T of the exhaust gases passing through it, for example the temperature T of the catalyst itself, measured by a temperature sensor 21.
• the engine 2 comprises an electronic control unit 22 configured to control the different elements of the engine 2 from data collected by sensors at different locations of the engine.
• the electronic control unit 22 comprises a calculation module 23, a measurement module 24 and a control module 25.
• the measuring module 24 is for example capable of receiving temperature measurements from the temperature sensor 21.
• the control module 25 is for example capable of controlling the fuel injection system and the opening and closing of the throttle body 16.
• hybrid engines as described above require a heating phase of the catalyst during a cold start of the thermal engine.
• This phase of heating the catalyst lasts approximately 30 seconds and makes it possible to bring the temperature of the catalyst up to a priming temperature at which it has a predefined minimum treatment efficiency.
• the PMB and PMH zones correspond respectively to the bottom dead center and the top dead center of a heat engine 2. It should be noted that engine 2 operates according to a four-stroke cycle.
• Adjusting the engine consists of using a delayed ignition advance and carrying out a series of injections 26 including a final injection close to ignition 27.
• three injections 26 are carried out and Ignition is achieved at approximately 15 crankshaft degrees with a single spark.
• ignition according to the nominal setting occurs a few moments before TDC, in order to take into account the time necessary for combustion to develop.
• Figure 3 illustrates the injection and ignition signals in the compression and expansion phases
• Figure 4 illustrates the openings of the exhaust valves 28 and the intake valves 29 respectively in the exhaust phases. and admission.
• Figure 5 illustrates the different stages of a process 30 for heating the catalyst 13 according to one embodiment of the invention, using a motorization device 1 as described previously, in which the temperature T of the catalyst 13 is brought up to at a starting temperature Ta at which it has a predefined minimum treatment efficiency.
• the targeted efficiency may be of the order of 50%, and the corresponding initiation temperature may be close to 250°C.
• the method is in particular implemented by means of a motorization device 1 comprising, as previously described, a heat engine 2 associated with electrical machines 3, 4 which are capable of operating in "generator” mode and of which at least the first electric machine 3 is also capable of operating in “motor” mode under the supervision of a control box.
• the process continues, iteratively, with a step 32 of measuring the temperature T of the catalyst 13, then by a step 33 of comparing said temperature T with a predefined initiation temperature Ta.
• the measurement of the temperature T of the catalyst 13 can be determined by the electronic control unit 22 using a temperature sensor 21 which equips the catalyst 13.
• the process continues with a step 34 of heating the catalyst 13 in which the torque C necessary to the drive of the vehicle is entirely provided by the first electric machine 3.
• step 38 If the temperature T of the catalyst is not lower than the priming temperature Ta, the process goes to step 38 of adjusting the engine to nominal operation.
• the electronic control unit 22 controls the adjustment of at least one cylinder of the heat engine so as to transfer all the chemical energy contained in the fuel to the catalyst 13 by eliminating the exchange of mechanical energy with the piston during the expansion phase.
• Step 34 comprises a step 35 of post-combustion adjustment of the engine 2 comprising a step 36 of injecting fuel into at least one cylinder of the engine 2 around the combustion TDC, followed by a step 37 of igniting said fuel injected around the exhaust BDC.
• Combustion TDC is the moment of transition from a compression phase to an expansion phase and corresponds to the start of stroke three of a conventional four-stroke cycle.
• Exhaust BDC is the moment of transition from an expansion phase to an exhaust phase where the piston of an engine operating on a conventional four-stroke cycle begins to rise just after the expansion phase.
• Figure 6 illustrates the injection and ignition signals in the compression and expansion phases
• Figure 7 illustrates the openings of the exhaust valves and the intake valves respectively in the exhaust and expansion phases. ' admission.
• the post-combustion adjustment of the engine consists of burning the air-fuel charge very late in the engine cycle with ignition carried out at the end of the expansion phase before the opening of the exhaust valves, i.e. around the BDC of exhaust.
• the pressure and temperature conditions of an ignition carried out around the exhaust BDC are rather low in comparison to an ignition carried out around the combustion TDC.
• the fuel injection step 36 comprises a sequence of injections 40 carried out around the combustion TDC (figure 6). Indeed, it is at TDC of combustion that the aerodynamic speeds and intensities are the highest, making it possible to obtain ideal air-fuel homogenization.
• the electronic control unit 22 carries out in step 37 the ignition of the air-fuel mixture with several sparks 41 in the form of a train of sparks making it possible to increase the ignition energy and ensure the initiation of combustion (figure 6).
• the other cylinders or engine cycles operating either with a catalyst heating setting of the state of the art as described previously, or with a nominal setting conventionally used outside the catalyst heating phase.
• the engine 2 has three cylinders and the post-combustion is activated only on the second cylinder.
• the first and third cylinders provide constant torque, while the second cylinder provides no torque.
• the engine 2 has three cylinders and the post-combustion is activated on all three cylinders, at the rate of one engine cycle out of two.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Combustion & Propulsion (AREA)
• Chemical & Material Sciences (AREA)
• General Engineering & Computer Science (AREA)
• Transportation (AREA)
• Automation & Control Theory (AREA)
• Theoretical Computer Science (AREA)
• Signal Processing (AREA)
• Exhaust Gas After Treatment (AREA)
• Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
• Combined Controls Of Internal Combustion Engines (AREA)
• Hybrid Electric Vehicles (AREA)
• Ignition Installations For Internal Combustion Engines (AREA)
• Electrical Control Of Ignition Timing (AREA)

Applications Claiming Priority (2)

Publications (1)

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• 2022
  • 2022-10-13 FR FR2210533A patent/FR3140910A1/fr active Pending
• 2023
  • 2023-10-12 JP JP2025520980A patent/JP2025535888A/ja active Pending
  • 2023-10-12 KR KR1020257013983A patent/KR20250085766A/ko active Pending
  • 2023-10-12 EP EP23786609.0A patent/EP4602256A1/de active Pending
  • 2023-10-12 WO PCT/EP2023/078435 patent/WO2024079298A1/fr not_active Ceased

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