GB2576890A - Heating of an exhaust after-treatment component - Google Patents

Heating of an exhaust after-treatment component Download PDF

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Publication number
GB2576890A
GB2576890A GB1814392.5A GB201814392A GB2576890A GB 2576890 A GB2576890 A GB 2576890A GB 201814392 A GB201814392 A GB 201814392A GB 2576890 A GB2576890 A GB 2576890A
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United Kingdom
Prior art keywords
predicted
exhaust
treatment component
vehicle
heating
Prior art date
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Granted
Application number
GB1814392.5A
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GB2576890B (en
GB201814392D0 (en
Inventor
D'Amato Marco
Plianos Alex
Shin Minsuk
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Jaguar Land Rover Ltd
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Jaguar Land Rover Ltd
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Priority to GB1814392.5A priority Critical patent/GB2576890B/en
Publication of GB201814392D0 publication Critical patent/GB201814392D0/en
Publication of GB2576890A publication Critical patent/GB2576890A/en
Application granted granted Critical
Publication of GB2576890B publication Critical patent/GB2576890B/en
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Classifications

    • 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
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • 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
    • 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
    • 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
    • B60W20/12—Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
    • 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
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • 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
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • 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
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • 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
    • F01N3/101—Three-way catalysts
    • 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
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • 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
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/005—Electrical control of exhaust gas treating apparatus using models instead of sensors to determine operating characteristics of exhaust systems, e.g. calculating catalyst temperature instead of measuring it directly
    • 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
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/007—Storing data relevant to operation of exhaust systems for later retrieval and analysis, e.g. to research exhaust system malfunctions
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/20—Road profile, i.e. the change in elevation or curvature of a plurality of continuous road segments
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/30—Road curve radius
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/408—Traffic behavior, e.g. swarm
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/10—Historical data
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
    • 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
    • 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
    • F01N2900/102—Travelling distance
    • 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
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1602—Temperature of exhaust gas 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
    • 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
    • Y02T10/10—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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Toxicology (AREA)
  • Health & Medical Sciences (AREA)
  • Human Computer Interaction (AREA)
  • Materials Engineering (AREA)
  • Analytical Chemistry (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

A method of scheduling heating of an after-treatment component of a vehicle comprises determining a predicted charge profile (72, fig 7) for an energy storage device (9, figure 1), such as a battery, of the vehicle and scheduling heating of the after-treatment component in dependence on the predicted charge profile. The vehicle may be a hybrid vehicle. The after-treatment component may be a catalyst or filter. A controller comprises an energy optimisation module 32 for generating a predicted charge profile for an energy storage device of the vehicle, and an exhaust after-treatment component management module 12 for scheduling heating of the after-treatment component based on the predicted charge profile. A vehicle comprises a system having the controller and an after-treatment component. Scheduling heating of the after-treatment component can also depend on a predicted engine torque profile (74, fig 7) or predicted heating requirements (76, fig 7) for the after-treatment component.

Description

Applicant(s):
Jaguar Land Rover Limited
Abbey Road, Whitley, Coventry, Warwickshire, CV3 4LF, United Kingdom
Inventor(s):
Marco D'Amato
Alex Plianos
Minsuk Shin
Agent and/or Address for Service:
JAGUAR LAND ROVER
Patents Department W/1/073, Abbey Road, Whitley, Coventry, Warwickshire, CV3 4LF, United Kingdom (51) INT CL:
F01N 3/20 (2006.01)
B60W 20/13 (2016.01)
B60W 50/00 (2006.01) (56) Documents Cited:
GB 2537473 A
US 20180290646 A1
B60W20/12 (2016.01)
B60W 20/16 (2016.01)
F01N9/00 (2006.01)
GB 2523666 A (58) Field of Search:
INT CL B60W, F01N, F02D
Other: EPODOC, WPI, Patent Fulltext
Title of the Invention: Heating of an exhaust after-treatment component
Abstract Title: Scheduling heating of an exhaust after-treatment component in dependence on a predicted charge profile for an energy storage device
A method of scheduling heating of an after-treatment component of a vehicle comprises determining a predicted charge profile (72, fig 7) for an energy storage device (9, figure 1), such as a battery, of the vehicle and scheduling heating of the after-treatment component in dependence on the predicted charge profile. The vehicle may be a hybrid vehicle. The after-treatment component may be a catalyst or filter. A controller comprises an energy optimisation module 32 for generating a predicted charge profile for an energy storage device of the vehicle, and an exhaust after-treatment component management module 12 for scheduling heating of the after-treatment component based on the predicted charge profile. A vehicle comprises a system having the controller and an aftertreatment component. Scheduling heating of the after-treatment component can also depend on a predicted engine torque profile (74, fig 7) or predicted heating requirements (76, fig 7) for the after-treatment component.
At least one drawing originally filed was informal and the print reproduced here is taken from a later filed formal copy.
1/5
Charge profile
Torque profile
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Fir* Λ
IkJ. *+
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IU. □
4/5
12 19
Fl Γ' ο
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FH ft -γ
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FIG. 9
HEATING OF AN EXHAUST AFTER-TREATMENT COMPONENT
TECHNICAL FIELD
The present disclosure relates to heating of an exhaust after-treatment component. Aspects of the invention relate to a method, a controller, a system, a vehicle and a non-transitory computer readable medium.
BACKGROUND
It is known to provide an internal combustion engine with a catalyst (or some other exhaust after-treatment component) having functions such as oxidising carbon monoxide and hydrocarbons (unburnt fuel), and reducing oxides of nitrogen when the combustion engine is required to deliver power. It is also known that the efficiency of operation of some exhaust after-treatment components can be reduced when operating below an operation temperature, typically resulting in an increase in the transfer of engine emissions to a tailpipe of a vehicle.
Hybrid electric vehicle (HEVs) may comprise an internal combustion engine coupled to an exhaust system having a catalyst (or some other exhaust after-treatment component), and an electric motor powered by an energy storage device (such as a battery). Plug-in hybrid electric vehicle (PHEVs) are capable of operating in fully electric mode for extended periods of time, with the internal combustion engine only being started when required. In such circumstances, the catalyst temperature may be below an operating temperature when the combustion engine is started. As such, the engine may be required to operate in a mode in which excess fuel is supplied to the engine, resulting in increased fuel consumption, to increase the temperature of exhaust gases leaving the engine in order to heat the catalyst to its operating temperature. In addition, if the temperature of the catalyst is below the operating temperature when the engine is started, this may result in an inefficient operation of the catalyst and potentially increased emissions.
Having a catalyst of an exhaust system operating outside an operating temperature range can be a particular problem in mild hybrid electric vehicles (MHEVs) due to the frequency of stop/starts, low load driving conditions and frequent engine-off coasting.
It is an aim of the present invention to address one or more of the disadvantages associated with the prior art.
SUMMARY OF THE INVENTION
Aspects and embodiments of the invention provide a method, a controller a vehicle and a nontransitory computer readable medium as claimed in the appended claims.
According to an aspect of the present invention there is provided a method of scheduling heating of an exhaust after-treatment component of a vehicle comprising: determining a predicted charge profile for an energy storage device of the vehicle; and scheduling heating of the exhaust after-treatment component, in dependence, at least in part, on the predicted charge profile. In this way, it is possible to make use of a predicted future charge profile of the vehicle when taking decision regarding heating of an exhaust after-treatment component. Further, knowledge of the scheduling of the heating of the exhaust after-treatment component can be used in optimising management of the energy storage device. Suitable pre-emptive heating of the exhaust after-treatment component may increase the efficiency of operation of the exhaust after-treatment component, thereby leading to reduced tailpipe emissions.
The exhaust after-treatment component may be an emissions-reducing exhaust aftertreatment component and may be configured to reduce emissions by oxidising carbon monoxide, oxidising hydrocarbons and/or reducing oxides of nitrogen. The heating described above may be such that the exhaust after-treatment component is at a so-called light-off temperature and is able to convert pollutants at high efficiency. Alternatively, or in addition, the exhaust after-treatment component may comprise a particulate filter. The energy storage device may be a battery or a supercapacitor. The vehicle may be a hybrid vehicle or a rangeextended electric vehicle.
Optionally, the method may comprise determining a predicted engine torque profile for the vehicle, for example based on one or more of: mapping data; route data; predicted road gradient; predicted road curvature; predicted road type; historical data; predicted speed; predicted torque demand; predicted behaviour of other vehicles; predicted traffic levels; road signals; traffic light locations, traffic light phasing, road junctions and driving style. In this way, it may be possible to make use of at least some data that might already available for a different purpose.
The method may comprise determining predicted heating requirements for the exhaust aftertreatment component and scheduling heating of the exhaust after-treatment component in dependence, at least in part, on said predicted heating requirements. Suitable pre-emptive heating of the exhaust after-treatment component may increase the efficiency of operation of the exhaust after-treatment component, thereby leading to reduced tailpipe emissions.
The predicted charge profile may be based, at least in part, on the predicted engine torque profile or a predicted traction power demand profile for the vehicle. The method may comprise scheduling heating of the exhaust after-treatment component, in dependence, at least in part, on the predicted engine torque (if available) or traction power demand profile; other variables that might be considered (alternatively or in addition) include coolant/oil temperature. The method may comprise determining predicted heating requirements for the exhaust aftertreatment component based, at least in part, on one or more of the predicted charge profile, predicted engine torque profile and traction power demand. The method may comprise determining (based, for example, on the predicted charge profile and/or the predicted engine torque profile, if available) when an engine of the vehicle is predicted to become operational. Predicting when the engine may become operational can be useful when seeking to heat the exhaust after-treatment component at an optimal time, thereby potentially resulting in more efficient use of the exhaust after-treatment component, thereby leading to reduced tailpipe emissions. In addition, the method may comprise predicting when the exhaust after-treatment component temperature falls below a lower-limit for operating temperature (which may or may not be the so-called light-off temperature).
Optionally, determining when the engine of the vehicle is predicted to become operational may comprise determining when the charge profile is predicted to be below a first charge threshold and/or when the engine torque profile (if available) is predicted to be above a first torque threshold. Such threshold levels may be relatively easy to implement and may, if required, be relatively easily updated. There may be different types of predicted engine starts. A first type might be driver induced, where the vehicle is operating in an electric mode and the traction power demand exceeds (or is predicted to exceed) the capability of the electric storage device. A second type might be system induced, where the energy storage device cannot supply the required energy (e.g. charge profile is below, or predicted to be below, a charge threshold).
The heating requirements for the exhaust after-treatment component may be such that the exhaust after-treatment component is above an active temperature when the engine of the vehicle is predicted to become operational. Seeking to provide the exhaust after-treatment component at or above an active temperature when the engine becomes operational may be an effective and efficient use of the heating of the exhaust after-treatment component.
Optionally, determining the predicted charge profile may comprise determining a predicted overcharge period in which the charge profile is predicted to be above a second charge threshold. Further, scheduling heating of the exhaust after-treatment component may comprise scheduling heating the exhaust after-treatment component in advance of the predicted overcharge period. Heating in advance of a predicted overcharge period may prevent (or reduce the duration of) the overcharge period, which may result in a more efficient system, for example by making use of recovered energy that might otherwise not be storable in the energy storage device of the vehicle.
Optionally, determining the predicted charge profile may comprise predicting a regeneration period during which negative torque is applied to wheels of the vehicle. Predicting the regeneration period may comprise using mapping and/or route data. Further, scheduling heating of the exhaust after-treatment component may comprise heating the exhaust aftertreatment component in advance of a predicted regeneration period. The said heating the exhaust after-treatment component ahead of the predicted regeneration period may be in order to prevent the charge profile rising above a third charge threshold. Predicting a regeneration period may assist with seeking to avoid or reduce occurrences and/or durations of overcharge periods.
The method may comprise scheduling heating of the exhaust after-treatment component during a regeneration period of the vehicle. This may aid with increasing system efficiency.
The method may comprise determining predicted heating requirements for the exhaust aftertreatment component of the vehicle. In some embodiments, the predicted charge profile may be based, in part, on the predicted heating requirements for the exhaust after-treatment component of the vehicle.
Optionally, heating of the exhaust after-treatment component may comprise one or more of: using an electrical heater; adjusting an electric machine torque modulation; and operating an engine with a driveline disconnected. Other heating arrangements may be possible.
Scheduling heating of the exhaust after-treatment component may comprise scheduling a method for heating the exhaust after-treatment component. Alternatively, or in addition, scheduling heating of the exhaust after-treatment component may comprise scheduling a start time for and a duration (or a distance) of heating the exhaust after-treatment component.
Scheduling heating of the exhaust after-treatment component may comprise scheduling a level of heating (e.g. power) of an electrical heating mode.
Optionally, determining the predicted charge profile comprises using one or more of: mapping data; route data; predicted road gradient; predicted road curvature; predicted road type; predicted speed; predicted torque demand; historical data; predicted behaviour of other vehicles; predicted traffic levels; road signals; and driving style. In this way, it may be possible to make use of at least some data that might already available for a different purpose.
The method may further comprise: determining a predicted temperature profile for the exhaust after-treatment component; and scheduling heating of the exhaust after-treatment component, in dependence, at least in part, on the predicted temperature falling below a first temperature threshold. The first temperature threshold may be an activation temperature of the exhaust after-treatment component or some other temperature threshold of efficient operation.
According to a further aspect of the invention, there is provided a non-transitory computer readable medium comprising computer readable instructions that, when executed by a process, cause a performance of any method as defined above.
According to another aspect of the invention, there is provided a controller for scheduling heating of an exhaust after-treatment component of a vehicle comprising: an energy optimisation module for generating a predicted charge profile for an energy storage device of the vehicle; and an exhaust after-treatment component management module for scheduling heating of the exhaust after-treatment component based, at least in part, on the predicted charge profile. In this way, the predicted charge profile can be used by the controller when taking decisions regarding heating of an exhaust after-treatment component, such as a catalyst. Further, knowledge of the scheduling of the heating of the exhaust after-treatment component can be used in optimising management of the energy storage device. The exhaust after-treatment component may be an emissions-reducing exhaust after-treatment component.
According to yet another aspect of the invention, there is provided a controller for scheduling heating of an exhaust after-treatment component of a vehicle comprising: means for generating a predicted charge profile for an energy storage device of the vehicle; and means for scheduling heating of the exhaust after-treatment component based, at least in part, on the predicted charge profile. The exhaust after-treatment component may be an emissionsreducing exhaust after-treatment component.
The energy storage device may be a battery or a supercapacitor. The vehicle may be a hybrid vehicle or a range-extended electric vehicle. The exhaust after-treatment component may be a three-way exhaust after-treatment component for oxidising carbon monoxide, oxidising hydrocarbons and/or reducing oxides of nitrogen. Alternatively, or in addition, the exhaust after-treatment component may be a particulate filter and/or a NOX adsorber or a NOX trap (such as a selective catalytic reduction (SCR) NOX adsorber/trap).
Optionally, the controller may be configured to generate a predicted engine torque profile for the vehicle. The exhaust after-treatment component management module may be configured to schedule heating of the exhaust after-treatment component based, at least in part, on the predicted engine torque profile for the vehicle. The energy optimisation module may be configured to generate the predicted engine torque profile based, at least in part, on one or more of: mapping data; route data; predicted road gradient; predicted road curvature; predicted road type; historical data; predicted speed; predicted torque demand; predicted behaviour of other vehicles; predicted traffic levels; road signals; and driving style. In this way, it may be possible to make use of at least some data that might already available for a different purpose.
The energy optimisation module may be configured to determine a predicted overcharge period in which the charge profile is predicted to be above a second charge threshold. The exhaust after-treatment component management module may be configured to schedule the heating of the exhaust after-treatment component in advance of and/or during the predicted overcharge period. In this way, the controller may be configured to increase efficiency, for example by reducing the duration and/or occurrence of overcharge periods.
The energy optimisation module may be configured to predict a regeneration period during which negative torque is applied to wheels of the vehicle. Predicting the regeneration period may, for example, comprise using mapping and/or route data. Optionally, the exhaust aftertreatment component management module may be configured to schedule heating of the exhaust after-treatment component in advance of and/or during a regeneration period in the event that the regeneration period is predicted to raise the charge above a third charge threshold in the absence of said exhaust after-treatment component heating.
The energy optimisation module may be configured to generate the predicted charge profile based, at least in part, on one or more of: mapping data; route data; predicted road gradient; predicted road curvature; predicted road type; historical data; predicted speed; predicted torque demand; predicted behaviour of other vehicles; predicted traffic levels; road signals; and driving style. In this way, it may be possible to make use of at least some data that might already available for a different purpose.
Scheduling heating of the exhaust after-treatment component may comprise scheduling a time period for heating the exhaust after-treatment component. Alternatively, or in addition, scheduling heating of the exhaust after-treatment component comprises scheduling a method for heating the exhaust after-treatment component.
According to a further aspect of the invention, there is provided a system comprising a controller as defined above and an exhaust after-treatment component.
According to a yet another aspect of the invention, there is provided a vehicle comprising a controller as defined above or a system as defined above.
Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.
BRIEF DESCRIPTION OF THE DRAWINGS
One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:
Figure 1 shows a highly schematic block diagram of a drive system of an example hybrid electric vehicle;
Figure 2 shows a block diagram illustrating an embodiment of the invention;
Figure 3 shows a flow chart illustrating an embodiment of the invention;
Figure 4 shows a block diagram illustrating an embodiment of the invention;
Figure 5 shows a schematic representation of an example use of the invention;
Figure 6 shows a block diagram illustrating an embodiment of the invention;
Figure 7 shows a flow chart illustrating an embodiment of the invention;
Figure 8 shows a flow chart illustrating an embodiment of the invention;
Figure 9 shows a vehicle in accordance with an embodiment of the invention.
DETAILED DESCRIPTION
Figure 1 shows a highly schematic block diagram, indicated generally by the reference numeral 1, of a drive system of an example hybrid electric vehicle. The drive system 1 includes a combustion engine 2, an electric motor 4, a transmission 6 and a drive arrangement 8. A storage device 9 (such as a battery, a supercapacitor or some other storage device) is associated with the electric motor 4. In the operation of the drive system 1, power for the drive arrangement 8 is provided by the engine 2 and/or the electric motor 4 via the transmission 6.
Figure 2 shows a block diagram of a catalyst management system, indicated generally by the reference numeral 10, illustrating an embodiment of the invention. The system comprises a catalyst management module 12 and a heating module 14. The catalyst management system 10 may be used in conjunction with the drive system 1 of a hybrid electric vehicle.
As shown in Figure 2, in an example embodiment, the catalyst management module 12 receives charge profile data and torque profile data. The charge profile data is a prediction of the future charge (over time) of the battery 9. The torque profile data is a prediction of the engine output torque profile (i.e. the profile of the proportion of a driver traction torque demand that is met by the engine 2). The output torque profile of the drive arrangement 8 (i.e. the torque profile required to meet a driver traction torque demand) is the sum of the engine torque profile and the electric motor torque profile.
A hybrid electric vehicle or a range-extended electric vehicle may comprise an internal combustion engine (such as the engine 2) coupled to an exhaust system having an exhaust after-treatment component (such as a catalyst) and an electric motor (such as the motor 4) powered by an energy storage device (such as the energy storage device 9). Such vehicles are capable of operating in fully electric mode for extended periods of time, with the internal combustion engine only being started when required. In such circumstances, the catalyst temperature may be below the operating temperature when the combustion engine is started, resulting in an inefficient operation of the catalyst and potentially increased emissions.
In the catalyst management system 10, the heating module 14 is used to control heating of an exhaust after-treatment component (such as a catalyst) of a vehicle (such as a vehicle having the drive system 1). The catalyst management module 12 seeks to determine an optimum heating of the exhaust after-treatment component. As described herein, the catalyst management module 12 may schedule heating of the exhaust after-treatment component in dependence on one or both of the predicted charge profile and the predicted torque profile.
Figure 3 shows a flow chart illustrating an algorithm, indicated generally by the reference numeral 20, in accordance with an embodiment of the invention. The algorithm 20 may be implemented by the catalyst management module 12.
The algorithm 20 starts at operation 22 where the time at which the internal combustion engine 2 of the drive system is predicted to be turned on is determined. Based on the time determined in operation 22, the algorithm 20 moves to operation 24 where appropriate heating is scheduled by heating module 14.
By way of example, the operation 22 of the algorithm 20 may use the predicted charge profile and/or the predicted torque profile discussed above with reference to Figure 2 to determine when the engine 2 is anticipated to be turned on, and the operation 24 schedules heating of the exhaust after-treatment component accordingly. In one example embodiment, the engine is anticipated to be turned on when the charge profile is predicted to fall below a first charge threshold and/or when the engine torque profile is predicted to rise above a first torque threshold. In one example embodiment, a driver demand torque may exceed a maximum electric motor output torque which may result in the engine torque profile exceeding the first torque threshold.
In one example embodiment, the heating module 14 schedules heating of the exhaust aftertreatment component such that the temperature of the exhaust after-treatment component is above an active temperature when the engine of the vehicle is predicted to become operational (e.g. in the operation 22 described above).
The scheduling of the heating in operation 24 of the algorithm 20 may include scheduling a start time for the heating and/or an end time or duration of the heating.
The scheduling of the heating in operation 24 of the algorithm 20 may include scheduling a method for heating the exhaust after-treatment component. The method of heating may include one of more of: using a heater (such as an electric heater); adjusting the machine torque modulation (the percentage of the torque that is provided by the engine 2 and the electric motor 4); and operating the engine 2 without connecting the engine to the drive arrangement 8. The skilled person will be aware of alternative heating methods that could be used instead of, or in addition to, any of the methods described above.
The active temperature of the catalyst may be the so-called light-off temperature (at which temperature the catalyst starts to operate) or a nominal temperature range of most efficient catalyst conversion rate. The light-off temperature might, for example, be of the order of 300 degrees Centigrade. The nominal temperature range might be of the order of 400 to 800 degrees Centigrade. Predictive scheduling of heating may ensure that the catalyst operates within the 400-800 degrees Centigrade band.
Figure 4 shows a block diagram of a system, indicated generally by the reference numeral 30, illustrating an embodiment of the invention. The system 30 includes the catalyst management module 12 described above and also includes a predictive energy optimisation (PEO) module
32. The predictive energy optimisation module 32 may be used to generate the charge profile and engine torque profile data referred to above.
The predictive energy optimisation module 32 receives a range of data in order to provide the charge profile and torque profile data. By way of example, the predictive energy optimisation module 32 may receive at least some of the following types of data: mapping data, route data, predicted road gradient; predicted road type; historical data and driving style information.
The system 30 includes a feedback loop from the catalyst management module 12 to the predictive energy optimisation module 32. For example, a request from the catalyst management module to heat the catalyst with certain variables (such as one or more of time, duration, heating mode and level of electrical heating power) may have an impact on the outputs of the predictive energy optimisation module. A handshaking arrangement may be provided between the catalyst management module 12 and the predictive energy optimisation module 32 indicating, for example, whether the predictive energy optimisation module will honour a requested/planned heating by the catalyst management module.
Optimising the predicted charge profile can be considered to be optimising the torque contribution from the engine 2 and the electric motor 4 (totalling to the driver traction torque demand). The predicted engine torque and speed can be used to estimate the heat transfer from the engine exhaust to the catalyst. In turn this can be used to estimate the catalyst temperature in the future which can be then used to perform pre-emptive heating of the catalyst.
Figure 5 shows a schematic representation, indicated generally by the reference numeral 40, of an example use of the invention. The schematic representation 40 shows a vehicle 42 that is being driven along a terrain. Initially, the vehicle 42 is in a first position 42a where the vehicle is being driven on a flat terrain. Later, in a second position 42b, the vehicle is being driven up a hill. Later still, in a third position 42c, the vehicle has travelled down a hill.
The vehicle 42 may be equipped with mapping or route data 44. The mapping or route data 44 may be used to indicate the intended route of the vehicle and/or to provide information regarding the intended route (such as predicted road gradient and predicted road type). For example, when the vehicle is in the first position 42a, the mapping/route data 44 may show that the speed limit is 50 miles per hour (mph) and that the road gradient is expected to rise. The charge level indication 46 when the vehicle is in the first position 42a indicates that the storage device of the vehicle is at about 50% of full charge and is expected to fall (due, for example, to the expect road gradient).
When the vehicle is in the second position 42b, information 48 indicates that the storage device of the vehicle 42 is at a low charge, but that a downhill section is expected. Accordingly, the battery charge is likely to increase due to regeneration (e.g. during a period of negative torque being applied to wheels of the vehicle).
When the vehicle is in the third position 42c, information 50 indicates that, as expected, the charge of the storage device of the vehicle 42 has risen. The information 50 also indicates that the road type relates to a built-up area. This may have an impact on the expected charge and torque requirements.
Figure 6 shows a block diagram of a system, indicated generally by the reference numeral 60, illustrating an embodiment of the invention. The system 60 includes the predictive energy optimisation module 32 and the catalyst management module 12 described above. The system 60 also includes a horizon module 62, gear profile predictor module 64, driver style identification module 66 and actuator power prediction module 68. The actuator power prediction predicts torque and speed, typically at the transmission input shaft (e.g. power for the drive arrangement 8 provided by the engine 2 and/or the electric motor 4 via the transmission 6 of the drive system 1 described above with reference to Figure 1).
In one embodiment, the horizon module 62 makes use of mapping and/or route planning data to provide information regarding the expected conditions, for example either in the near future or throughout a planned/mapped journey. Such conditions might include one or more of road type, road curvature, road gradient and average expected speed. By way of example, the horizon module 62 might provide information for a given distance ahead (e.g. the next 2 kilometres) or for a given time period (e.g. the next 2 minutes) or throughout a planned journey. For example, in the example described above with reference to Figure 5, with the vehicle in the first position 42a, the horizon module 62 may indicate that the speed limit is 50mph, that the road is straight and that the road is currently flat, but that a short uphill section is expected, followed by a short downhill section.
The gear profile predictor module 64 may predict the gear that will be selected for driving over the relevant period (e.g. for the next 2 kilometres or the next 2 minutes). The selected gear is relevant to the consumption of energy and so is a potentially relevant factor for the systems and methods described herein. The gear profile predictor module 64 may, for example, consider the current gear and the expected terrain (e.g. uphill/downhill sections of road coming up, road curvature, expected speed etc.) Thus, the output of the horizon module 62 may be used by the gear profile module 64.
The driver style identification module 66 may provide an input to the gear profile predictor module 64. The driver style identification module may define one of a number of predefined driver style options. Alternatively, or in addition, the drive style module 66 may define driver style based on historical data for that driver. The output of the driver style module 66 may be used by the gear profile predictor module 64 in generation of the gear prediction data. The driver style identification module 66 may make use of information from the horizon module 62, since the expected terrain may be relevant to the expected driving style.
The actuator power prediction module 68 receives information from both the gear profile predictor module 64 and the driver style identification module 66. The actuator power prediction module determines the power that is expected to be used by the vehicle in the relevant period (e.g. the period covered by the horizon described above). The power actuation may be dependent on one or more of the horizon data, the gear profile and the driver style. The actuator power prediction module 68 may provide predicted torque and speed profile (over time) to the predictive energy optimisation module 32. Alternatively, or in addition (perhaps if the gear profile predictor 64 is not available), the actuator power prediction module 68 may provide an expected power consumption profile (over time) to the predictive energy optimisation module 32.
As described above, the predictive energy optimisation module 32 generates a predicted charge profile and a predicted engine torque profile. The charge and torque profiles may be dependent (at least in part) on the expected power consumption information derived from the information received from the actuator power prediction module 68. The charge and/or torque profiles are used by the catalyst management module 12 to schedule heating of the catalyst and that heating data may be fed back to the predictive energy optimisation module 32 and used to further refine the predicted charge and torque profiles.
It should be noted that not all elements of the system 60 are essential to all forms of the invention. For example, one or more of the functions 62, 64, 66 and 68 could be omitted.
Figure 7 shows a flow chart showing an algorithm, indicated generally by the reference numeral 70, illustrating an embodiment of the invention. The algorithm 70 starts at operation 72 where a predicted charge profile for the energy storage device 9 is generated. At operation 74, a predicted engine torque profile for the vehicle (i.e. the torque profile at the drive arrangement 8 and/or the torque profile of the engine 2) is generated. As described above, both the predicted charge profile and the predicted torque profile may be generated by the predictive energy optimisation module 32.
On the basis of the predicted charge and torque profiles, heating requirements are predicted in operation 76. Finally, heating is scheduled in operation 78. The algorithm 70 therefore shows an example method of scheduling heating of an exhaust after-treatment component of a vehicle.
Operation 76 may include determining a predicted temperature profile for the exhaust aftertreatment component and scheduling heating of the exhaust after-treatment component in the event that the temperature of the exhaust after-treatment component is predicted to fall below an operational threshold (such as an activation threshold of the exhaust after-treatment component).
It should be noted that not all steps of the algorithm 70 are essential to all forms of the invention. For example, one or both of operations 72 and 74 may be omitted, such that the heating may be scheduled in dependence on one or both of a predicted charge profile and a predicted torque profile. Moreover, some of the steps of the algorithm 70 may be combined, or carried out in a different order.
Figure 8 shows a flow chart showing an algorithm, indicated generally by the reference numeral 80, illustrating an embodiment of the invention. The algorithm 80 starts at operation 82 where a predicted charge profile for the energy storage device 9 is generated. The predicted charge profile may be generated by the predictive energy optimisation module 32, for example on the basis of horizon, gear profile, driver style and/or power actuation information, as described above.
The algorithm 80 moves to operation 84 where, on the basis of the predicted charge profile, it is determined whether an overcharge of the energy storage device 9 is predicted. The energy storage device 9 may be charged by regeneration. For example, when the vehicle shown in Figure 5 travels downhill to the position 42c, the energy storage device of the vehicle may be charged. The operation 84 may predict an overcharge period when the charge profile is predicted to be at or above a second threshold.
The algorithm moves to operation 86, where heating may be scheduled to take advantage of an overcharge period predicted in operation 84, as described further below. Thus, for example, the heating may be scheduled in advance of the predicted overcharge period.
Although not shown in Figure 8, the algorithm 80 may additionally include generating a predicted engine torque profile for the vehicle. Moreover, the algorithms 80 and 90 may be combined, such that the overcharge prediction of the algorithm 90 is incorporated into the algorithm 80.
A vehicle 100 in accordance with an embodiment of the present invention is described herein with reference to the accompanying Figure 9. As described above, the vehicle may be a hybrid electric vehicle. The vehicle may be a range-extended electric vehicle. The vehicle 100 may incorporate any of the embodiments of the invention described above.
Although the invention has generally been described with reference to exhaust after-treatment component configured to reduce emissions by oxidising carbon monoxide, oxidising hydrocarbons and/or reducing oxides of nitrogen, this is not essential to all forms of the invention. For example, the exhaust after-treatment component may include a particulate filter and/or a NOX adsorber.
It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application.

Claims (25)

1. A method of scheduling heating of an exhaust after-treatment component of a vehicle comprising:
determining a predicted charge profile for an energy storage device of the vehicle; and scheduling heating of the exhaust after-treatment component, in dependence, at least in part, on the predicted charge profile.
2. A method according to claim 1, comprising determining a predicted engine torque profile for the vehicle.
3. A method according to claim 2, wherein determining the predicted engine torque profile comprises using one or more of: mapping data; route data; predicted road gradient; predicted road curvature; predicted road type; historical data; predicted speed; vehicle speed; predicted torque demand; predicated behaviour of other vehicles; predicted traffic levels; road signals; traffic light locations; traffic light phasing; road junctions; and driving style.
4. A method as claimed in claim 2 or claim 3, wherein the predicted charge profile is based, at least in part, on the predicted engine torque profile for the vehicle and/or the predicted engine torque profile for the vehicle is based, at least in part, on the predicted charge profile.
5. A method as claimed in any one of claims 2 to 4, comprising scheduling heating of the exhaust after-treatment component, in dependence, at least in part, on the predicted engine torque profile.
6. A method according to any one of the preceding claims, comprising determining predicted heating requirements for the exhaust after-treatment component and scheduling heating of the exhaust after-treatment component in dependence, at least in part, on said predicted heating requirements and optionally wherein said predicted heating requirements are based, at least in part, on the predicted charge profile and/or a or the predicted engine torque profile.
7. A method according to claim 6, wherein the predicted charge profile is based, in part, on the predicted heating requirements for the exhaust after-treatment component of the vehicle.
8. A method according to any one of the preceding claims, comprising determining when an engine of the vehicle is predicted to become operational.
9. A method according to claim 8, comprising determining when the engine of the vehicle is predicted to become operational based on the predicted charge profile and/or a or the predicted engine torque profile and/or a predicted traction power demand.
10. A method according to claim 8 or claim 9, wherein determining when the engine of the vehicle is predicted to become operational comprises determining when the charge profile is predicted to be below a first charge threshold and/or when the or a engine torque profile is predicted to be above a first torque threshold.
11. A method according to any one of claims 8 to 10, wherein heating requirements for the exhaust after-treatment component comprise that the exhaust after-treatment component is above an active temperature and/or within a temperature range for efficient operation of the exhaust after treatment component when the engine of the vehicle is predicted to become operational.
12. A method according to any one of the preceding claims, wherein determining the predicted charge profile comprises determining a predicted overcharge period in which the charge profile is predicted to be above a second charge threshold.
13. A method according to claim 12, wherein scheduling heating of the exhaust aftertreatment component comprises scheduling heating the exhaust after-treatment component in advance of and/or during the predicted overcharge period.
14. A method according to any one of the preceding claims, wherein determining the predicted charge profile comprises predicting a regeneration period during which negative torque is applied to wheels of the vehicle.
15. A method according to claim 14, wherein scheduling heating of the exhaust aftertreatment component comprises heating the exhaust after-treatment component in advance of and/or during a predicted regeneration period.
16. A method according to any one of the preceding claims, comprising scheduling heating of the exhaust after-treatment component during a regeneration period of the vehicle.
17. A method according to any one of the preceding claims, wherein scheduling heating of the exhaust after-treatment component comprises scheduling a start time for and a duration of heating the exhaust after-treatment component.
18. A method according to any one of the preceding claims, wherein determining the predicted charge profile comprises using one or more of: mapping data; route data; predicted road gradient; predicted road curvature; predicted road type; predicted speed; vehicle speed; predicted torque demand; historical data; predicted behaviour of other vehicles; predicted traffic levels; road signals; traffic light locations; traffic light phasing; road junctions; and driving style.
19. A method according to any one of the preceding claims, comprising:
determining a predicted temperature profile for the exhaust after-treatment component; and scheduling heating of the exhaust after-treatment component, in dependence, at least in part, on the predicted temperature falling below a first temperature threshold.
20. A controller for scheduling heating of an exhaust after-treatment component of a vehicle comprising:
an energy optimisation module for generating a predicted charge profile for an energy storage device of the vehicle; and an exhaust after-treatment component management module for scheduling heating of the exhaust after-treatment component based, at least in part, on the predicted charge profile.
21. A controller according to claim 20, wherein the energy optimisation module is configured to generate a predicted engine torque profile for the vehicle.
22. A controller according to claim 21, wherein the exhaust after-treatment component management module is configured to schedule heating of the exhaust after-treatment component based, at least in part, on the predicted engine torque profile for the vehicle.
23. A system comprising a controller according to any one of claims 20 to 22 and an exhaust after-treatment component.
24. A vehicle comprising a controller according to any one of claims 20 to 22 or a system according to claim 23.
25. A non-transitory computer readable medium comprising computer readable
5 instructions that, when executed by a processor, causes the processor to carry out the method of any one of claims 1 to 19.
Intellectual
Property
Office
Application No: GB1814392.5
Examiner:
Rachel Smith
GB1814392.5A 2018-09-05 2018-09-05 Heating of an exhaust after-treatment component Active GB2576890B (en)

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EP3882094A1 (en) * 2020-03-17 2021-09-22 Toyota Jidosha Kabushiki Kaisha Non-transitory storage medium, vehicle control device, and method for generating data structure
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