GB2541426A - Improvements in or relating to mild hybrid electric vehicles - Google Patents

Improvements in or relating to mild hybrid electric vehicles Download PDF

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Publication number
GB2541426A
GB2541426A GB1514738.2A GB201514738A GB2541426A GB 2541426 A GB2541426 A GB 2541426A GB 201514738 A GB201514738 A GB 201514738A GB 2541426 A GB2541426 A GB 2541426A
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GB
United Kingdom
Prior art keywords
control system
battery
mhev
vehicle
journey
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
GB1514738.2A
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GB201514738D0 (en
GB2541426B (en
Inventor
Wright James
George Brittle Peter
Naidu Ashish
Ruiz Sergio
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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Publication date
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Priority to GB1514738.2A priority Critical patent/GB2541426B/en
Publication of GB201514738D0 publication Critical patent/GB201514738D0/en
Priority to DE102016114331.6A priority patent/DE102016114331A1/en
Priority to CN201610653941.4A priority patent/CN106468200B/en
Publication of GB2541426A publication Critical patent/GB2541426A/en
Application granted granted Critical
Publication of GB2541426B publication Critical patent/GB2541426B/en
Expired - Fee Related legal-status Critical Current
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Classifications

    • 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
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B60L1/02—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits
    • B60L1/04—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits fed by the power supply line
    • B60L1/10—Supplying electric power to auxiliary equipment of vehicles to electric heating circuits fed by the power supply line with provision for using different supplies
    • B60L1/12—Methods and devices for control or regulation
    • 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
    • F01N3/2066—Selective catalytic reduction [SCR]
    • F01N3/208—Control of selective catalytic reduction [SCR], e.g. dosing of reducing agent
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M3/00—Conversion of dc power input into dc power output
    • 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
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/445—Temperature
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/54—Energy consumption estimation
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/56—Temperature prediction, e.g. for pre-cooling
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/58—Departure time prediction
    • 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
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/16—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being an electric heater, i.e. a resistance heater
    • 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
    • F01N2590/00—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines
    • F01N2590/11—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/02—Adding substances to exhaust gases the substance being ammonia or urea
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/10—Adding substances to exhaust gases the substance being heated, e.g. by heating tank or supply line of the added substance
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/10—Adding substances to exhaust gases the substance being heated, e.g. by heating tank or supply line of the added substance
    • F01N2610/105—Control thereof
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/10—Parameters used for exhaust control or diagnosing said parameters being related to the vehicle or its components
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/10—Parameters used for exhaust control or diagnosing said parameters being related to the vehicle or its components
    • F01N2900/104—Battery status
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/12—Parameters used for exhaust control or diagnosing said parameters being related to the vehicle exterior
    • 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
    • F01N3/2066—Selective catalytic reduction [SCR]
    • 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
    • Y02T10/12—Improving ICE efficiencies
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Transportation (AREA)
  • Toxicology (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

A control system for a urea delivery system 41 within a mild-hybride electric vehicle (MHEV). The control system is configured to provide electrical power for the heating of the urea delivery system from the MHEV 48V battery 30. A DC-DC converter 22 may enable power from the 48V battery to be fed into a 12V electrical system 40 which provides heat directly to the urea delivery system. The control system may be operable independently of the vehicle engine 10, such as when the engine is switched off and the vehicle is stationary. Recharging of the 48V battery may commence when the vehicle is started. A vehicle usage prediction module may ensure that the 48V battery is sufficiently charged when a journey is completed to start the following journey effectively based on predictions regarding the next journey. The predictions may include journey length, commencement time, and ambient temperature there at. The heating may be provided by a heated urea tank 46 and/or heated delivery lines 48. The urea may be provided for selective catalytic reduction (SCR) in the engine exhaust system.

Description

IMPROVEMENTS IN OR RELATING TO MILD HYBRID ELECTRIC VEHICLES
This invention relates to improvements in or relating to mild hybrid electric vehicles and, in particular, to assisting low temperature performance of a selective catalytic reduction device (SCR) in a mild hybrid electric vehicle.
Emission control legislation requires that the exhaust gases of internal combustion engines are treated prior to discharge from the exhaust tail pipe. Typically this treatment includes a reduction in the level of particulates and also the conversion, via, inter alia, an SCR, of NOx within the exhaust stream.
The chemical reactions that are undertaken within the SCR have a temperature envelope in which they operate effectively. When the temperature falls outside the temperature range for SCR light-off, the SCR does not operate effectively, which may result in unacceptable levels of NOx exiting the exhaust stream. It is therefore desirable for the SCR to reach “light off’ temperature as soon as possible after the engine is started.
The SCR uses ammonia as the reductant which is prepared by thermal decomposition of urea. The urea is stored in a urea tank within the vehicle. A 32.5% solution of diesel exhaust fluid will begin to crystallize and freeze at 12°F (-11°C). At 32.5%, both the urea and water will freeze at the same rate, ensuring that as it thaws, the fluid does not become diluted, or over concentrated. The urea is required in a liquid form in order to be thermally decomposed to ammonia for use in the SCR.
Emission control legislation requires that adequate urea needs to be available in its liquid form within 20 minutes of an engine start at -15°C and regulated cycle emissions need to be demonstrated down to -7°C. In order to provide urea to the SCR it is known to provide a urea delivery system which includes a tank in which the urea is stored, heated lines through which the urea can flow, a heater within the tank and a pump. The above-mentioned regulations have been set in consideration of the capability of the electrical system of a conventional gasoline/diesel vehicle to provide the necessary energy to provide adequate liquid urea from the frozen state.
It is against this background that the present invention has arisen.
According to the present invention there is provided a control system for a urea delivery system within an MHEV, wherein the control system is configured to provide electrical power for the heating of the urea delivery system from the MHEV 48V battery.
The provision of electrical power from the MHEV 48V battery enables urea tank melt to occur more quickly after commencement of the heating cycle than would be possible from the vehicle’s 12V electrical system alone. This aids compliance with the emissions control legislation which place stringent requirements on the time to urea tank melt in certain ambient temperature conditions.
The system may be configured to provide electrical power for the heating of the urea delivery system from the MHEV 48V battery by the provision of a DCDC converter that enables the power from the MHEV 48V to be fed into a 12V electrical system which provides heat directly to the urea delivery system. Electrical power to the urea delivery system is provided by 12V battery. The additional high voltage battery, for example 48V Lithium Ion battery, allows aggressive discharge of 12V battery for faster heating of the urea delivery system. The high voltage battery via DCDC charges the 12V battery so that other 12V electrical demand in the vehicle is sufficiently catered.
Standard diesel engine vehicles typically have a 12V electrical system which provides a range of functions within the vehicle including heating the tank and/or delivery lines in the urea delivery system. The heater within the tank and the heated delivery lines are typically configured to operate at 12V and it is beneficial in terms of backward compatibility, for the present invention to operate by down converting the voltage to match that of the existing electrical system within the vehicle.
The control system may further comprise a battery charge sensor and the system may be configured to revert to charging directly from the 12V electrical system when the depletion of charge of the MHEV 48V battery reaches a predetermined threshold.
The predetermined threshold may be set to correspond, within reasonable margins, to the level of charge required to start the vehicle engine. This ensures that the system fails safe and there is always sufficient charge to start the engine.
The control system is operable independently of the vehicle engine. In particular, the control system may be operable when the vehicle engine is switched off and the vehicle is stationary. Therefore the user may choose to activate the control system of the present invention prior to starting the engine so that the urea is available in liquid form when the engine is started. This may be grouped with other operations to facilitate a start under cold conditions, such as de-icing of the windscreen, lights and wing mirrors.
The control system may be configured to commence recharging of the MHEV 48V battery when the vehicle engine is started. If the recharging activity commences as soon as the vehicle engine is started, this helps to ensure that there is always sufficient charge in the MHEV 48V battery to achieve a further start of the engine. The recharging activity loads the engine and therefore causes it to heat up more quickly, thus providing additional heat in the region of the engine, thereby providing fast engine warm-up and catalyst light off.
The control system may further comprise a module configured to record and predict vehicle usage and to set the threshold charge level of the MHEV 48V battery accordingly. The vehicle usage prediction module may be configured to ensure that the MHEV 48V battery is sufficiently charged when the vehicle journey is completed to start the following journey effectively on the basis of predictions regarding the next journey that the vehicle will make. The predictions regarding to next journey that the vehicle will make may include one or more of a prediction of the journey length, prediction of journey commencement time and prediction of ambient temperature at journey commencement time. The vehicle usage prediction module is configured to ensure that the MHEV 48V battery is substantially fully charged when the vehicle journey is completed.
The urea delivery system includes a urea tank heater, heated lines and a heated urea injector, and wherein the control system may be configured to provide electrical power from the MHEV 48V battery via the 12V electrical system to the urea tank heater or the urea delivery lines or the heated urea injector or any combination of the above.
The invention will now be further and more particularly described, by way of example only, and with reference to the accompanying drawings, in which:
Figure 1 is a schematic diagram of the relevant part of an MHEV embodying the present invention;
Figures 2A-2C are graphical representations of the availability of urea and the exhaust temperature with and without discharging and charging of the 48V MHEV battery;
Figures 3A-3D are further graphical representations of the NOx conversion, the SCR temperature, the state of charge of the 48V MHEV battery and the availability of urea over time in an MHEV deploying the control system according to the present invention.
Throughout the following description and claims, the term 48V mHEV battery should be understood to refer to any mild hybrid system, including, but not limited to a 48V Li ION battery.
In Figure 1 an engine 10 and 48V e-machine 20, which combine to provide all required functionality of a mild hybrid electric vehicle (MHEV). Motive force is provided entirely by the engine 10 with energy efficiencies derivable from regenerative braking are provided by the 48V e-machine. The engine 10 is powered by diesel or gasoline and the 48V e-machine 20 is powered by a 48V battery 30. This 48V MHEV battery is a LiON battery with a low discharge capability at low temperature, but which is capable of supporting the 12V electrical load, although the 48V MHEV battery may have any cell chemistry. The engine 10 generates an exhaust gas which is treated by, inter alia, an SCR 12.
The 12V electrical system 40 includes a 12V battery 42 and a urea delivery system 41. The 12V battery 42 is configured to provide electrical power for various functions within the vehicle including providing 12V electrical energy to an electrical heater 44 which forms part of the urea delivery system 41 and which is provided inside or in thermal contact with the urea tank 46. The 12V battery 42 is also configured to provide 12V electrical energy to the other parts of the urea delivery system 41, namely heated urea lines 48 and a heated urea injector 50. In comparison with the 48V MHEV battery 30, the 12V battery 42 has good discharge capabilities at low temperatures. A bidirectional DCDC converter 22 links the 48V MHEV battery 30 to the 12V electrical system 40 and vice versa. The DCDC converter 22 down converts the voltage of the 48V MHEV battery 30 so that it can be introduced into the 12V electrical system 40 without damaging any of the components. During engine start-up for power-up of 48V MHEV with a belt driven integrated starter generator (BISG), this is to set the BISG to 48V before contactor in the battery connects the BISG to the 48V MHEV Battery. A controller 60 governs the operation of the engine 10, the 48V e-machine, the bidirectional DCDC converter 22, the 48V MHEV battery 30 and the 12V battery 42.
In use, the urea delivery system 41 works to thaw the frozen urea in the urea tank 46. The liquid urea is the provided, via heated urea lines 48 to the heated urea injector 50 which injects the urea into the SCR 12 where the urea is thermally decomposed to form ammonia which is then used to catalyse the selective catalytic reduction of the NOx in the exhaust gas.
Figures 2A-2C show comparative data of the operation of the SCR with and without the presence of the 48V MHEV battery. These diagrams show clearly the effect of the present invention. Figure 2A shows the two phases of the start up procedure, firstly the draining of the 48V MHEV battery in order to provide charge for the electrical system responsible for the heating of the various aspects of the urea delivery system 41 which is represented by the lowering of the state of charge of the 48V MHEV battery. The second phase of operation involves the loading of the engine in order to recharge the 48V MHEV battery.
Figure 2B shows the increase in availability of liquid urea over time. It shows that more liquid urea is available at an earlier time after start up of the engine, which occurs at T=0 in these diagrams, when the 48V MHEV battery is used to power the urea delivery system in comparison with a standard engine with no MHEV capacity. Once the level of liquid urea present reaches a threshold value and a threshold temperature, the SCR is able to function effectively to ensure that the emissions from the vehicle comply with the legislation.
Figure 2C shows the progression of the exhaust temperature over time. The higher the exhaust temperature, the more effective the operation of the exhaust cleansing systems including the SCR. It is clear from Figure 2C that the exhaust temperature is higher during the battery charging phase shown by the upwardly sloping part of Figure 2A.
Figures 3A-3D show the progress of NOx conversion, SCR temperature, battery state of charge and useable urea availability over time during a low temperature start up using the control system of the present invention. The exact times are not given as these will depend on the ambient temperature and the engine temperature, for example, if the engine has been stopped only for a short time. However, the whole process may typically be assumed to take place over a span of around 10 minutes.
The vertical dashed lines K and L indicate times at which the regimen changes. From T=0, when the engine is switched on, up to line K, is the phase during which power from the 48V MHEV battery is used, via the DCDC converter, to heat the various parts of the urea delivery system. This is shown in Figure 3C by the reduction over time of the state of charge of the 48V MHEV battery. The fact that this is a cold start is also apparent from the fact that the SCR temperature is below freezing when the engine is started. Figure 3D shows that 0% of the urea is initially available, because it is frozen. However, shortly after the engine is started, urea starts to become available and availability rises rapidly until the availability plateaus before the battery discharge phase is completed.
Between lines K and L, the engine is more heavily loaded than normal as the 48V MHEV battery is recharged. This aids the increase in SCR temperature, which passes the 180°C threshold for catalyst “light off’ during this phase. As will be apparent from Figures 3A and 3B the percentage of NOx conversion maps closely onto the temperature of the SCR and therefore it is clear that, in order to meet the legislative targets in terms of NOx emissions raising the temperature of the SCR and melting the urea are high priorities.
At the point in time marked by line L, the battery is fully recharged, the percentage of usable urea remains at the plateau that it obtained part way through the first phase and then NOx conversion and SCR temperature are oscillating in the region of 100% NOx conversion.
It will be appreciated by those skilled in the art that although the invention has been described by way of example with reference to one or more embodiments it is not limited to the disclosed embodiments and that alternative embodiments could be constructed without departing from the scope of the invention as defined by the appended claims.

Claims (10)

1. A control system for a urea delivery system within an MHEV, wherein the control system is configured to provide electrical power for the heating of the urea delivery system from the MHEV 48V battery.
2. The control system according to claim 1, wherein the system is configured to provide electrical power for the heating of the urea delivery system from the MHEV 48V battery by the provision of a DCDC converter that enables the power from the MHEV 48V to be fed into a 12V electrical system which provides heat directly to the urea delivery system.
3. The control system according to claim 1 or claim 2, further comprising a battery charge sensor and configured to revert to charging directly from the 12V electrical system when the depletion of charge of the MHEV 48V battery reaches a predetermined threshold.
4. The control system according to any one of claims 1 to 3, wherein the control system is operable independently of the vehicle engine.
5. The control system according to claim 4, wherein the control system is operable when the vehicle engine is switched off and the vehicle is stationary.
6. The control system according to any one of claims 1 to 5, wherein the control system is configured to commence recharging of the MHEV 48V battery when the vehicle engine is started.
7. The control system according to any one of claims 1 to 6, wherein the control system further comprises a module configured to record and predict vehicle usage and to set the threshold charge level of the MHEV 48V battery accordingly.
8. The control system according to claim 7, wherein the vehicle usage prediction module is configured to ensure that the MHEV 48V battery is sufficiently charged when the vehicle journey is completed to start the following journey effectively on the basis of predictions regarding the next journey that the vehicle will make.
9. The control system according to claim 8, wherein the predictions regarding to next journey that the vehicle will make include one or more of a prediction of the journey length, prediction of journey commencement time and prediction of ambient temperature at journey commencement time.
10. The control system according to any one of claims 1 to 9, wherein the control system is configured to provide electrical power from the MHEV battery via the 12V electrical system to the urea delivery lines.
10. The control system according to claim 8, wherein the vehicle usage prediction module is configured to ensure that the MHEV 48V battery is substantially fully charged when the vehicle journey is completed.
11. The control system according to any one of claims 1 to 10, wherein the urea delivery system includes a urea tank heater and heated lines, and wherein the control system is configured to provide electrical power from the MHEV 48V battery via the 12V electrical system to the urea tank heater.
12. The control system according to any one of claims 1 to 11, wherein the control system is configured to provide electrical power from the MHEV 48V battery via the 12V electrical system to the urea delivery lines. Amendments to the claims have been filed as follows CLAIMS
1. A control system for a urea delivery system within an MHEV, the control system comprising: a MHEV battery, a 12V electrical system for providing heat directly to the urea delivery system, a DCDC converter for feeding power from the MHEV battery into the 12V electrical system and a battery charge sensor for monitoring the depletion state of charge of the MHEV battery, wherein the control system is configured to provide electrical power for the heating of the urea delivery system from the MHEV battery through the DCDC converter into the 12V electrical system and further configured to revert to providing electrical power directly from the 12V electrical system when the battery charge sensor determines that the depletion of charge of the MHEV battery reaches a predetermined threshold.
2. The control system according to claim 1, wherein the control system is operable independently of the vehicle engine.
3. The control system according to claim 2, wherein the control system is operable when the vehicle engine is switched off and the vehicle is stationary.
4. The control system according to any one of claims 1 to 3, wherein the control system is configured to commence recharging of the MHEV battery when the vehicle engine is started.
5. The control system according to any one of claims 1 to 4, wherein the control system further comprises a module configured to record and predict vehicle usage and to set the threshold charge level of the MHEV battery accordingly.
6. The control system according to claim 5, wherein the vehicle usage prediction module is configured to ensure that the MHEV battery is sufficiently charged when the vehicle journey is completed to start the following journey effectively on the basis of predictions regarding the next journey that the vehicle will make.
7. The control system according to claim 6, wherein the predictions regarding to next journey that the vehicle will make include one or more of a prediction of the journey length, prediction of journey commencement time and prediction of ambient temperature at journey commencement time.
8. The control system according to claim 6, wherein the vehicle usage prediction module is configured to ensure that the MHEV battery is substantially fully charged when the vehicle journey is completed.
9. The control system according to any one of claims 1 to 8, wherein the urea delivery system includes a urea tank heater and heated lines, and wherein the control system is configured to provide electrical power from the MHEV battery via the 12V electrical system to the urea tank heater.
GB1514738.2A 2015-08-19 2015-08-19 Control system for a urea delivery system within an MHEV Expired - Fee Related GB2541426B (en)

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GB1514738.2A GB2541426B (en) 2015-08-19 2015-08-19 Control system for a urea delivery system within an MHEV
DE102016114331.6A DE102016114331A1 (en) 2015-08-19 2016-08-03 Improvements to or in connection with mild hybrid electric vehicles
CN201610653941.4A CN106468200B (en) 2015-08-19 2016-08-10 Improvements in or relating to mild hybrid electric vehicles

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GB2541426B (en) 2019-04-10
CN106468200B (en) 2020-12-04

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