GB2326857A - Catalyst temperature control in hybrid vehicles - Google Patents

Catalyst temperature control in hybrid vehicles Download PDF

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Publication number
GB2326857A
GB2326857A GB9813294A GB9813294A GB2326857A GB 2326857 A GB2326857 A GB 2326857A GB 9813294 A GB9813294 A GB 9813294A GB 9813294 A GB9813294 A GB 9813294A GB 2326857 A GB2326857 A GB 2326857A
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United Kingdom
Prior art keywords
temperature
electrical machine
vehicle
torque
engine
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Granted
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GB9813294A
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GB2326857B (en
GB9813294D0 (en
Inventor
Carl Charles Bourne
John Lewis Outram
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MG Rover Group Ltd
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MG Rover Group Ltd
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Priority claimed from GBGB9714132.9A external-priority patent/GB9714132D0/en
Application filed by MG Rover Group Ltd filed Critical MG Rover Group Ltd
Priority to GB9813294A priority Critical patent/GB2326857B/en
Publication of GB9813294D0 publication Critical patent/GB9813294D0/en
Publication of GB2326857A publication Critical patent/GB2326857A/en
Application granted granted Critical
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Classifications

    • 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 ; 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
    • 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
    • B60K6/42—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 characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • 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
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • 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
    • F02D2041/026—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 using an external load, e.g. by increasing generator load or by changing the gear ratio
    • 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
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Description

Temnerature Control of Exhaust Gas Catalytic Converters in Vehicles -This invention relates to temperature control of exhaust gas catalytic converters in vehicles and in particular to: a temperature control system for a catalytic converter in a vehicle; and to a method of controlling the temperature of a catalytic converter in a vehicle.
The temperature of a catalytic converter is one of the most significant factors which affects its efficiency. The efficiency drops off rapidly at both high and low temperatures, leaving a relatively narrow band of operating temperatures within which efficiency is highest.
One known method of controlling the temperature of a catalytic converter is to provide a heater and one version of such a system is disclosed in EP 0570241.
For hybrid vehicles, the use of a heated catalytic converter is further developed by providing power to the heater from regenerative braking and one such system is known from EP 0511654.
Apart from providing a special heater, one other way of controlling the temperature of a catalytic converter is by controlling the temperature of the exhaust gases passing through it. This is difficult to achieve because the exhaust gas temperature is primarily a function of the load on the engine, which cannot normally be controlled. Factors affecting catalyst performance are particularly important in compression ignition engines, such as diesel engines, where it is difficult to modify fuelling so as to attain optimum conversion efficiency, as is done in spark ignition engines, such as petrol engines.
A further problem with controlling catalytic converter temperatures is that the efficiency of modern engines is increasing, with the result that they produce less waste heat in the exhaust system. This slows down the rate at which catalytic converters can be heated up to a suitable operating temperature and can also mean that the operating temperature is not maintained while the load on the engine is low, for example when it is at idle.
In US 5,545,928 a method of controlling catalytic converter temperature is disclosed for a series hybrid vehicle, which is a type of vehicle comprising an engine which drives an electrical machine and the electrical machine provides all the torque to the driven wheels. The system controls the rate of generation of electrical power to achieve various results, including increasing the temperature of the catalytic converter. It is a problem of this system that it is difficult to reduce the rate at which electrical power is generated so as to reduce the load on the engine in order in turn to reduce the temperature of the catalytic converter, without also losing a related amount of torque at the wheels.
It is an object of this invention to provide: an improved temperature control system for a catalytic converter in a vehicle; and to provide an improved method of controlling the temperature of a catalytic converter in a vehicle.
According to the present invention there is provided a temperature control system for a catalytic converter in a parallel hybrid vehicle, the system comprising: an engine for producing driving torque for the vehicle; an electrical machine capable of producing driving or braking torque for the vehicle; an exhaust system including treating means for treating exhaust gases from the engine, the efficiency of the treating means being at least partially dependent on the temperature of the exhaust gases; sensing means for sensing the temperature of at least one place in the exhaust system; and control means arranged to monitor the temperature sensed by the sensing means and to control the torque produced by the electrical machine and the engine in response said sensed temperature so as to control the efficiency of the treating means whilst maintaining the desired output torque from the powertrain, wherein the control means is arranged to temporarily increase the torque produced by the electrical machine if the temperature sensed by the sensing means indicates that the treating means is at a temperature above a desired working temperature so as to temporarily decrease the load on the engine, whereby the temperature of said exhaust gases is lowered in order to cool down the treating means.
The control means may be arranged to temporarily increase the torque produced by the electrical machine by controlling the electrical machine to decrease the braking torque or increase the driving torque it produces.
The system may further comprise an electrical storage battery connected to the electrical machine, wherein the electrical machine may be arranged to draw power from the battery in order to increase the driving torque provided by said electrical machine.
The control means may be arranged to control the electrical machine to temporarily decrease the driving torque or increase the braking torque it produces, if the temperature sensed by the sensing means indicates that the treating means is at a temperature below a desired working temperature, so as to increase the load on the engine, whereby the temperature of said exhaust gases is increased in order to heat up the treating means.
The system may further comprise an electrical storage battery arranged to provide power to a heater of the treating means during a period when the control means has temporarily decreased the driving torque or increased the braking torque produced by the electrical machine, so as to increase the rate at which the treating means is heated up to a rate above the rate which is achieved by an increase in the load alone on the engine.
The electrical machine may comprise an electrical traction motor capable of producing driving and braking torque for the vehicle.
The system may further comprise an electrical storage battery, wherein the electrical machine may be arranged to produce electrical power for recharging the battery when it produces a braking torque for the vehicle.
The control means may have two operating modes, in only one of which the efficiency of the treating means is controlled.
In the other of said modes the torque produced by the engine and the electrical machine m-ay be controlled so as to optimise the fuel efficiency of the powertrain.
The control means may be arranged to switch between said modes in response to changes~in at least one driving parameter of the vehicle. The driving parameter may be the speed of the vehicle. The engine may comprise a compression ignition engine.
The invention also provides a method of controlling the temperature of a catalytic converter in a parallel hybrid vehicle, the vehicle comprising: an engine for producing driving torque for the vehicle; an electrical machine capable of producing driving or braking torque for the vehicle; an exhaust system including treating means for treating exhaust gases from the engine, the efficiency of the treating means being at least partially dependent on the temperature of the exhaust gases; sensing means for sensing the temperature of at least one place in the exhaust system; and control means arranged to monitor the temperature sensed by the sensing means and to control the torque produced by the electrical machine and the engine in response to said sensed temperature so as to control the efficiency of the treating means whilst maintaining the desired output torque from the powertrain, the method including temporarily increasing the torque produced by the electrical machine if the temperature sensed by the sensing means indicates that the treating means is at a temperature above a desired working temperature so as to temporarily decrease the load on the engine whereby the method includes lowering the temperature of said exhaust gases in order to cool down the treating means.
The method may include increasing the torque produced by the electrical machine by controlling the electrical machine to temporarily decrease the braking torque or increase the driving torque it produces.
The vehicle may further comprise an electrical storage battery connected to the electrical machine, and the method may include drawing power from the battery for the electrical machine in order to increase the driving torque provided by said electrical machine.
The method may include decreasing the driving torque or increasing the braking torque that the electrical machine produces, if the temperature sensed by the sensing means indicates that the treating means is at a temperature below a desired working temperature, so as to temporarily increase the load on the engine, whereby the method includes increasing the temperature of said exhaust gases in order to heat up the treating means.
The vehicle may further comprise an electrical storage battery, and the method may include providing power to a heater of the treating means during a period when the control means has temporarily decreased the driving torque or increased the braking torque produced by the electrical machine, so that the method includes increasing the rate at which the treating means is heated up to a rate above the rate which is achieved by an increase in the load alone on the engine.
The vehicle may further comprise an electrical storage battery, and the method may include producing electrical power for recharging the battery when the electrical machine produces a braking torque for the vehicle.
The method may include operating the control means in two operating modes, in only one of which the method includes controlling the efficiency of the treating means.
The method may include controlling the production of torque by the engine and the electrical machine in the other of said modes so as to optimise the fuel efficiency of the powertrain.
The method may include switching between said modes in response to changes in at least one driving parameter of the vehicle and the driving parameter may be the speed of the vehicle.
The invention will now be described by way of example only with reference to the accompanying drawing, in which: Figure 1 is a schematic representation of a vehicle powertrain which includes a temperature control system for a catalytic converter in accordance with the invention.
Referring to the figure, a parallel hybrid vehicle powertrain comprises an internal combustion engine 10 having an output shaft 12 through which torque is provided to the vehicle wheels via a transmission system, and an electrical machine in the form of an electric traction motor 14 which is coupled to the output shaft 12. The motor 14 is arranged such that it can produce a driving torque for the output shaft 12 whilst powered by a battery 16, or can apply a braking torque to the output shaft 12 and use the electrical power produced by the regenerative braking to recharge the battery 16. -The amount of torque produced by each of the engine 10 and the motor 14 and their respective contributions to the overall torque supplied to the output shaft 12 is controlled by a control unit 18, as will be described below.
The engine 10 has an exhaust manifold leading to an exhaust pipe 20, through which exhaust gases are passed into the atmosphere. A catalytic converter 22 is provided in the exhaust pipe 20 such that the exhaust gases will pass through it and thereby pass over catalyst materials which reduce the noxious content of the exhaust gases.
The control unit 18 monitors various parameters of the vehicle by receiving input signals from a number of sensors on the vehicle as follows: a vehicle speed sensor 24 which produces a signal indicative of the ground speed of the vehicle, a motor speed sensor 26 which produces a signal indicative of the speed of the motor 14, an engine speed sensor 28 which produces a signal indicative of the speed of the engine 10, a charge sensor 30 which produces a signal indicative of the state of charge of the battery 16, a catalyst temperature sensor 32 which produces a signal indicative of the temperature of the catalytic converter 22, an exhaust gas temperature sensor 34 which produces a signal indicative of the temperature of the exhaust gas in the exhaust pipe 20, a throttle demand sensor 36 which produces a signal indicative of the position of the accelerator pedal 38 of the vehicle, a brake demand sensor 40 which produces a signal indicative of the position of the brake pedal 42 of the vehicle, and a gear selector sensor 44 which produces a signal indicative of the gear selected in the gearbox of the vehicle.
The control unit 18 has two different modes, urban mode and highway mode, which will be described below. When the vehicle is being driven, the control unit 18 continuously monitors the vehicle speed and operation of the accelerator pedal 38 to determine which of these two modes should be selected. At low speeds and low throttle demands the control unit 18 assumes that the vehicle is being driven in an urban environment, where emissions should preferable be kept low, and operates in urban mode. At high speeds and high throttle demands the control unit 18 assumes that the vehicle is in a non-urban environment and operates in highway mode. In highway mode the control unit 18 operates the engine 10 and motor 14 in known manner so as to optimise the fuel economy of the vehicle. In urban mode the control unit 18 operates so as to ensure that the catalytic converter is maintained at optimum operating temperature as will now be described.
When the vehicle is being driven and the control unit 18 is in urban mode, the control unit 18 monitors the temperature of the catalytic converter 22. If the catalytic converter 22 is within its range of optimum operating temperatures, the control unit 18 continues to control the torque contributions of the engine 10 and motor 14 so as to maximise fuel economy.
If the control unit 18 detects that the temperature of the catalytic converter 22 has dropped below a minimum desirable temperature, the control unit 18 increases the torque output of the engine 10 whilst maintaining the total torque output of the powertrain by increasing the braking torque or decreasing the driving torque provided by the motor 14.
The increased torque output, or power, of the engine 10 raises the temperature of the exhaust gases it produces, which in turn heats the catalytic converter 22 above the minimum desirable operating temperature.
In addition, or in the alternative, the battery 16 could also be used to provide electrical power to a catalyst heater to boost or fine-tune the warmup operation, as it would be required to provide less power to the motor 14 during this phase.
If, however, the control unit 18 detects that the temperature of the catalytic converter 22 has risen above a predetermined maximum temperature, the control unit 18 performs a control method which is arranged to reduce the temperature of the catalytic converter 22. The load on the engine 10 is reduced by increasing the torque contribution of the motor 14 or, if the motor is providing a braking torque, by reducing the braking torque. The variation in the contribution of the motor 14 is made subject to the state of charge of the battery not falling below a predetermined minimum level. This method results in lower exhaust gas temperatures and thus reduces the temperature of the catalytic converter 22. The motor 14 is provided with additional power from the battery 16 during this period of catalyst cooling, so that it can provide the additional torque necessary to reduce the engine load.
If the motor 14 is producing a braking torque, the electric energy it produces is stored in the battery 16, thereby recharging it. If the battery 16 becomes fully charged, either the braking torque will be limited or the surplus electric power will be dissipated in some way, such as for example through an electrically powered heat exchanger (not shown).
This invention can be seen to be particularly useful for parallel hybrid vehicles, i.e. vehicles in which an engine and a motor selectively provide torque to the wheels either individually or in parallel. The advantage arises because, when compared to a series vehicle of the type disclosed in US 5,545,928, it is easier to reduce the load on the engine without losing torque to the wheels. In this manner, the catalyst temperature can be better maintained within a narrower band than is possible with the known systems and greater freedom is provided in the formulation of the catalyst material for optimum conversion efficiency by the improved control over operating temperatures.

Claims (24)

1. A temperature control system for a catalytic converter in a parallel hybrid vehicle, the system comprising: an engine for producing driving torque for the vehicle; an electrical machine capable of producing driving or braking torque for the vehicle; an exhaust system including treating means for treating exhaust gases from the engine, the efficiency of the treating means being at least partially dependent on the temperature of the exhaust gases; sensing means for sensing the temperature of at least one place in the exhaust system; and control means arranged to monitor the temperature sensed by the sensing means and to control the torque produced by the electrical machine and the engine in response to said sensed temperature so as to control the efficiency of the treating means whilst maintaining the desired output torque from the powertrain, wherein the control means is arranged to temporarily increase the torque produced by the electrical machine if the temperature sensed by the sensing means indicates that the treating means is at a temperature above a desired working temperature so as to temporarily decrease the load on the engine, whereby the temperature of said exhaust gases is lowered in order to cool down the treating means.
2. A system according to Claim 1, wherein the control means is arranged to temporarily increase the torque produced by the electrical machine by controlling the electrical machine to decrease the braking torque or increase the driving torque it produces.
3. A system according to Claim 1 or Claim 2, further comprising an electrical storage battery connected to the electrical machine, wherein the electrical machine is arranged to draw power from the battery in order to increase the driving torque provided by said electrical machine.
4. A system according any preceding claim, wherein the control means is arranged to control the electrical machine to temporarily decrease the driving torque or increase the braking torque it produces, if the temperature sensed by the sensing means indicates that the treating means is at a temperature below a desired working temperature, so as to inerease the load on the engine, whereby the temperature of said exhaust gases is increased in order to heat up the treating means.
5. A system according to Claim 4, further comprising an electrical storage battery arranged to provide power to a heater of the treating means during a period when the control means has temporarily decreased the driving torque or increased the braking torque produced by the electrical machine, so as to increase the rate at which the treating means is heated up to a rate above the rate which is achieved by an increase in the load alone on the engine.
6. A system according to any preceding claim, wherein the electrical machine comprises an electrical traction motor capable of producing driving and braking torque for the vehicle.
7. A system according to any preceding claim, further comprising an electrical storage battery, wherein the electrical machine is arranged to produce electrical power for recharging the battery when it produces a braking torque for the vehicle.
8. A system according to any preceding claim, wherein the control means has two operating modes, in only one of which the efficiency of the treating means is controlled.
9. A system according to Claim 8, wherein in the other of said modes the torque produced by the engine and the electrical machine are controlled so as to optimise the fuel efficiency of the powertrain.
10. A system according to Claim 8 or Claim 9, wherein the control means is arranged to switch between said modes in response to changes in at least one driving parameter of the vehicle.
11. A system according to Claim 10, wherein the driving parameter is the speed of the vehicle.
12. A system according to any preceding claim, the engine comprising a compression ignition engine.
13. A temperature control system for a catalytic converter in a parallel hybrid vehicle substantially as hereinbefore described with reference to the accompanying drawing.
14. A method of controlling the temperature of a catalytic converter in a parallel hybrid vehicle, the vehicle comprising: an engine for producing driving torque for the vehicle; an electrical machine capable of producing driving or braking torque for the vehicle; an exhaust system including treating means for treating exhaust gases from the engine, the efficiency of the treating means being at least partially dependent on the temperature of the exhaust gases; sensing means for sensing the temperature of at least one place in the exhaust system; and control means arranged to monitor the temperature sensed by the sensing means and to control the torque produced by the electrical machine and the engine in response to said sensed temperature so as to control the efficiency of the treating means whilst maintaining the desired output torque from the powertrain, the method including temporarily increasing the torque produced by the electrical machine if the temperature sensed by the sensing means indicates that the treating means is at a temperature above a desired working temperature so as to temporarily decrease the load on the engine, whereby the method includes lowering the temperature of said exhaust gases in order to cool down the treating means.
15. A method according to Claim 14, including increasing the torque produced by the electrical machine by controlling the electrical machine to temporarily decrease the braking torque or increase the driving torque it produces.
16. A method according to Claim 14 or Claim 15, the vehicle further comprising an electrical storage battery connected to the electrical machine, the method including drawing power from the battery for the electrical machine in order to increase the driving torque provided by said electrical machine.
17. A method according any one of Claims 14 to 16, including decreasing the driving torque or increasing the braking torque that the electrical machine produces, if the temperature sensed by the sensing means indicates that the treating means is at a temperature below a desired working temperature, so as to temporarily increase the load on the engine, whereby the method includes increasing the temperature of said exhaust gases in order to heat up the treating means.
18. A method according to Claim 17, the vehicle further comprising an electrical storage battery, the method including providing power to a heater of the treating means during a period when the control means has temporarily decreased the driving torque or increased the braking torque produced by the electrical machine, so that the method includes increasing the rate at which the treating means is heated up to a rate above the rate which is achieved by an increase in the load alone on the engine.
19. A method according to any one of Claims 14 to 18, the vehicle further comprising an electrical storage battery, the method including producing electrical power for recharging the battery when the electrical machine produces a braking torque for the vehicle.
20. A method according to any one of Claims 14 to 19, including operating the control means in two operating modes, in only one of which the method includes controlling the efficiency of the treating means.
21. A method according to Claim 20, including controlling the production of torque by the engine and the electrical machine in the other of said modes so as to optimise the fuel efficiency of the powertrain.
22. A method according to Claim 20 or Claim 21, including switching between said modes in response to changes in at least one driving parameter of the vehicle.
23. A method according to Claim 22, wherein the driving parameter is the speed of the vehicle.
24. A method of controlling the temperature of a catalytic converter in a parallel hybrid vehicle substantially as hereinbefore described with reference to the accompanying drawing.
GB9813294A 1997-07-05 1998-06-20 Temperature control of exhaust gas catalytic converters in vehicles Expired - Fee Related GB2326857B (en)

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GB9813294A GB2326857B (en) 1997-07-05 1998-06-20 Temperature control of exhaust gas catalytic converters in vehicles

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GBGB9714132.9A GB9714132D0 (en) 1997-07-05 1997-07-05 Catalyst temperature control in hybrid vehicles
GB9813294A GB2326857B (en) 1997-07-05 1998-06-20 Temperature control of exhaust gas catalytic converters in vehicles

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GB2326857A true GB2326857A (en) 1999-01-06
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DE10038947B4 (en) * 1999-08-09 2016-01-07 Honda Giken Kogyo K.K. hybrid vehicle
FR2807100A1 (en) * 2000-03-31 2001-10-05 Siemens Ag METHOD FOR INCREASING THE TEMPERATURE OF AN EXHAUST GAS CATALYST FOR AN INTERNAL COMBUSTION ENGINE
EP1182074A3 (en) * 2000-08-25 2005-10-12 Ford Global Technologies, Inc. Method of operating a hybrid electric vehicle to reduce emissions
EP1182074A2 (en) * 2000-08-25 2002-02-27 Ford Global Technologies, Inc. Method of operating a hybrid electric vehicle to reduce emissions
WO2004108468A1 (en) * 2003-06-03 2004-12-16 Toyota Jidosha Kabushiki Kaisha Onboard battery control device and control method
WO2005019628A1 (en) * 2003-08-20 2005-03-03 Volkswagen Aktiengesellschaft Hybrid vehicle and method for operating a hybrid vehicle
US7458203B2 (en) 2003-08-20 2008-12-02 Volkswagen Aktiengesellschaft Hybrid vehicle and method for operating a hybrid vehicle
WO2005105501A1 (en) 2004-04-30 2005-11-10 Robert Bosch Gmbh Method and device for operating a hybrid vehicle
GB2437627A (en) * 2006-04-27 2007-10-31 Ford Global Tech Llc A method of regenerating an emission control device
US7469533B2 (en) 2006-04-27 2008-12-30 Ford Global Technologies, Llc Brake torque load generation process for diesel particulate filter regeneration and SOx removal from lean NOx trap
US8650860B2 (en) 2007-05-31 2014-02-18 Caterpillar Inc. Catalyst temperature control system for a hybrid engine
WO2009103366A1 (en) * 2008-02-20 2009-08-27 Robert Bosch Gmbh Method and device for controlling a drivetrain of a vehicle
WO2013188892A1 (en) * 2012-06-15 2013-12-19 Chrysler Group Llc Hybrid vehicle control with catalyst warm-up
WO2013188513A3 (en) * 2012-06-15 2014-02-27 Chrysler Group Llc Hybrid vehicle control
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CN104295429A (en) * 2013-07-16 2015-01-21 福特全球技术公司 Hybrid vehicle engine warm-up
US20150025721A1 (en) * 2013-07-16 2015-01-22 Ford Global Technologies, Llc Hybrid vehicle engine warm-up
JP2015033971A (en) * 2013-08-09 2015-02-19 いすゞ自動車株式会社 Hybrid system, hybrid vehicle, and power transmission method of hybrid system
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