SYSTEM FOR HEATING A CATALYTIC CONVERTER OF A VEHICLE IN COLD TERMS AND VEHICLE WITH THIS SYSTEM

Abstract

System (100) for heating a catalyst (20) of a vehicle, comprising a chamber (110) that can receive an airflow via a chamber inlet port (112), a glow plug (120) housed in the chamber (110) and configured to heat the airflow received in the chamber (110), and an electric compressor (130) located downstream of the chamber (110) and having a compressor inlet port (132) fluidly coupled to a chamber outlet port (114) for receiving the airflow from the chamber (110). The electric compressor (130) is configured to compress the airflow received from the chamber (110) to increase the temperature of the airflow and to supply a compressed airflow to the catalyst (20) via an outlet port (134) of the compressor in order to achieve a cut-off temperature of the catalyst (20).The preheating of the catalyst (20) takes place before the engine (10) is started, thereby reducing emissions under cold conditions.

Description

PREAMBLE TO THE DESCRIPTION

[0001] The following description explains the invention and how it is to be implemented in more detail. TECHNICAL AREA

[0002] The present disclosure relates generally to the field of vehicles. In particular, but not exclusively, the present disclosure relates to a system for heating a vehicle's catalytic converter. Specifically, the present disclosure relates to a system for reducing cold-start emissions in a vehicle by preheating the vehicle's catalytic converter. BACKGROUND

[0003] As is well known, vehicles are equipped with an internal combustion engine (and in the case of hybrid / hybrid electric vehicles, also a traction motor / generator) as their power source. The exhaust gases from the internal combustion engine, e.g., a diesel engine, contain various pollutants such as hydrocarbons (HC), carbon monoxide (CO), nitrogen oxides (NOx), soot, particulate matter (PM), etc., which are associated with environmental and roadworthiness problems. To meet stringent emissions standards, the internal combustion engine is equipped with an exhaust aftertreatment system, e.g., a catalytic converter, which converts the harmful exhaust gases into less harmful gases and water before they are released back into the atmosphere.

[0004] A conventional catalytic converter comprises a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF), and selective catalytic reduction (SCR). The DOC and DPF operate at the front of the catalytic converter to reduce carbon monoxide and hydrocarbons, as well as capture particulate matter and soot from the exhaust gases to reduce the risk of these particles being released into the atmosphere. The SCR, located at the rear of the catalytic converter, reduces nitrogen oxide emissions from the exhaust gases. The aftertreatment system, or catalytic converter, only activates and begins reducing emissions once the exhaust gas temperature reaches a level typically between 180°C and 300°C or higher. Therefore, exhaust gas temperature plays a crucial role in the catalytic converter's performance.

[0005] When the internal combustion engine is operated under normal weather conditions or at high ambient temperatures, and the exhaust gas temperature is high, the catalytic converter can achieve significant emission reductions. However, during a cold start, when the ambient temperature is low, emissions are considerable due to the catalytic converter's poor performance. This is because the catalyst operates at a low temperature, and the exhaust gas temperature is low during a cold start. When the catalyst temperature is below 180°C–240°C, the conversion of emissions such as COx, NOx, and HC is inefficient. During a cold start, it typically takes about 3 to 6 minutes for the temperature of an internal combustion engine to reach 180°C after ignition. Until then, the catalytic converters do not clean the exhaust gases efficiently, resulting in high emissions, particularly NOx.

[0006] Patent document IN202111010668 (hereinafter referred to as the "IN'668" document) discloses a system for heating a catalytic converter in a hybrid vehicle. The system described in document IN'668 comprises a turbocharger with a turbine connected to the internal combustion engine and a compressor. The turbine draws in the engine's exhaust gases and directs them to the catalytic converter. The compressor supplies compressed air to both the engine and the catalytic converter, raising the air temperature to a specified level. A clutch allows the turbine and compressor shafts to be selectively engaged and disengaged, while an electric motor drives the compressor. During a cold start, the clutch disengages the turbine from the compressor, enabling the vehicle to operate in electric mode. The compressor heats the air, which is then directed to the catalytic converter to preheat it before the internal combustion engine is ignited.

[0007] While the known solutions reveal various types of precautions to reduce the shutdown time of the catalysts, there is still room for further improvements and an improved and cost-effective precaution to reduce cold start emissions.

[0008] The present disclosure aims to overcome one or more of the above-mentioned limitations or other limitations associated with the prior art.

[0009] The information disclosed in this section concerning the background of the present disclosure is provided solely for a better understanding of the general background of the invention and is not to be understood as an acknowledgment or an indication that this information constitutes prior art already known to a person skilled in the art. SUMMARY OF DISCLOSURE

[0010] One or more shortcomings of conventional systems for heating the vehicle's catalytic converter are overcome, and additional advantages are provided by the system and the vehicle as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered part of the claimed disclosure.

[0011] According to one aspect of the present disclosure, an embodiment of a system for heating a vehicle's catalytic converter is disclosed. The catalytic converter is configured to receive exhaust gas from the vehicle's engine. The system comprises a chamber with an inlet port and an outlet port. The chamber is designed to receive an airflow through its inlet port. The system further comprises a glow plug housed within the chamber. The glow plug is configured to heat the airflow received in the chamber. The system also includes an electric compressor located downstream of the chamber, comprising an inlet port and an outlet port for the compressor. The compressor's inlet port is fluidically coupled to the chamber's outlet port to receive the airflow from the chamber.The electric compressor is configured to compress the airflow received from the chamber in order to increase the temperature of the airflow. The electric compressor is further configured to supply a compressed airflow to the catalyst via the compressor's outlet port in order to achieve a catalyst shutdown temperature.

[0012] In a further, non-restrictive embodiment of the present disclosure, the system comprises an air filter arranged upstream of the inlet port of the chamber.

[0013] In a further, non-limiting embodiment of the present disclosure, the system comprises a flow control valve arranged downstream of the catalyst. Furthermore, a second supply line, connected to an outlet port of the flow control valve, is coupled to a first supply line that fluidically connects the outlet port of the chamber to the inlet port of the compressor.

[0014] In another, non-restrictive embodiment of the present disclosure, the flow control valve is in a closed position when the engine is OFF and is configured such that the compressed airflow from the catalyst is returned to the electric compressor via the second supply line.

[0015] In another, non-restrictive embodiment of the present disclosure, the flow control device is in an open position when the engine is ON and is configured to return a mixture of the compressed air flow and the exhaust gas from the catalyst to the electric compressor via the second supply line based on an exhaust back pressure of the engine.

[0016] According to a further aspect of the present disclosure, a vehicle is disclosed in one embodiment. The vehicle comprises an engine, a catalyst located downstream of the engine and configured to receive and treat exhaust gases from the engine, and a system for heating the catalyst. The system comprises a chamber with an inlet port and an outlet port. The chamber is designed to receive an airflow through the inlet port. The system further comprises a glow plug housed within the chamber. The glow plug is configured to heat the airflow received in the chamber. The system also includes an electric compressor located downstream of the chamber, comprising an inlet port and an outlet port for the compressor.The compressor's inlet port is fluidically coupled to the chamber's outlet port to receive the airflow from the chamber. The electric compressor is configured to compress the airflow received from the chamber to increase its temperature. The electric compressor is further configured to deliver a compressed airflow to the catalyst via its outlet port to achieve a catalyst shutdown temperature.

[0017] In a further, non-restrictive embodiment of the present disclosure, the system comprises an air filter arranged upstream of the inlet port of the chamber.

[0018] In a further, non-limiting embodiment of the present disclosure, the system comprises a flow control valve arranged downstream of the catalyst. Furthermore, a second supply line, connected to an outlet port of the flow control valve, is coupled to a first supply line that fluidically connects the outlet port of the chamber to the inlet port of the compressor.

[0019] In another, non-restrictive embodiment of the present disclosure, the flow control valve is in a closed position when the engine is OFF and is configured such that the compressed airflow from the catalyst is returned to the electric compressor via the second supply line.

[0020] In another, non-restrictive embodiment of the present disclosure, the flow control device is in an open position when the engine is ON and is configured to return a mixture of the compressed air flow and the exhaust gas from the catalyst to the electric compressor via the second supply line based on an exhaust back pressure of the engine.

[0021] In the context of the present disclosure, a combination of the electric compressor and the glow plug is used to heat the airflow, and the heated airflow is supplied to the catalyst to quickly reach or achieve the catalyst's cut-off temperature. Additionally, the glow plug and exhaust gas recirculation are used to heat the airflow. According to the present disclosure, the catalyst can be preheated even before the engine is started, which contributes to reducing emissions under cold conditions.

[0022] In contrast to existing aftertreatment systems, the features of the present disclosure eliminate the need for fuel to heat the catalyst converter, and the heating effect is faster than with afterburner systems. Furthermore, the system of the present disclosure is less complex compared to known aftertreatment systems.

[0023] It is understood that the aspects and embodiments of the disclosure described above can be used in any combination with one another. Several of the aspects and embodiments can be combined to form a further embodiment of the disclosure.

[0024] The preceding summary serves only for illustration and is in no way intended to be limiting. In addition to the illustrative aspects and features described above, further aspects and features will become clear through reference to the drawings and the following detailed description. BRIEF DESCRIPTION OF THE ENCLOSED DRAWINGS

[0025] The novel features and properties of the present disclosure are set forth in the appended claims. However, the present disclosure itself, as well as a use, further objectives and advantages thereof, are best understood by reference to the following detailed description of an embodiment, when read in conjunction with the accompanying drawings, in which identical reference numerals represent identical elements and in which: Fig. Figure 1 shows a schematic diagram of a system for heating a catalytic converter of a vehicle in an OFF state of a vehicle engine according to an embodiment of the present disclosure; and Fig. Figure 2 shows a schematic representation of the system for heating the vehicle's catalyst in an ON state of the vehicle engine according to an embodiment of the present disclosure.

[0026] The figures show embodiments of the disclosure for illustrative purposes only. A person skilled in the art will readily recognize from the following description that alternative embodiments of the structures and methods described herein can be used without deviating from the objective of the disclosure described herein. DETAILED DESCRIPTION

[0027] While the embodiments in the present disclosure are subject to various modifications and alternative forms, specific embodiments are illustrated by way of example in the figures and are described below. It should be understood, however, that the present disclosure is not intended to limit itself to the specific forms disclosed, but rather, on the contrary, to cover all modifications, equivalents, and alternatives that fall within the scope of the present disclosure.

[0028] It is noted that a person skilled in the art will be motivated by the present disclosure to modify the design of a system for heating a catalytic converter of a vehicle and of a vehicle incorporating the system, with the design of the system and the vehicle varying depending on the scope of application. However, such modifications should be interpreted within the scope of the present disclosure. Accordingly, only those specific details relevant to understanding the embodiments of the present disclosure are shown in the drawings, so as not to obscure the present disclosure with details that are readily apparent to those skilled in the art who have access to the descriptions contained herein. For the sake of simplicity, neither the complete vehicle nor its other components are shown in the drawings.

[0029] The terms “comprising”, “containing”, or other variations thereof, used in this disclosure, are intended to cover non-exclusive inclusion, so that a system comprising a list of components may contain not only those components but may also contain other components not expressly listed or belonging to such an arrangement, process, system, or device. In other words, one or more elements in a system or device introduced by “comprising … a” do not, without further limitations, preclude the existence of other or additional elements in the system or device.

[0030] According to one aspect, an embodiment discloses a system for heating a vehicle's catalytic converter. The catalytic converter is configured to receive exhaust gas from the vehicle's engine. The system comprises a chamber with an inlet port and an outlet port. The chamber is designed to receive an airflow through its inlet port. The system further comprises a glow plug housed within the chamber. The glow plug is configured to heat the airflow received in the chamber. The system also includes an electric compressor located downstream of the chamber, comprising an inlet port and an outlet port for the compressor. The compressor's inlet port is fluidically coupled to the chamber's outlet port to receive the airflow from the chamber.The electric compressor is configured to compress the airflow received from the chamber to increase its temperature. The electric compressor is further configured to deliver a compressed airflow to the catalyst via the compressor's outlet port to achieve a catalyst shutdown temperature. The system also includes an air filter located upstream of the chamber's inlet port.

[0031] Furthermore, the system includes a flow control valve located downstream of the catalyst. A second supply line, connected to an outlet port of the flow control valve, is coupled to a first supply line that fluidically connects the chamber outlet port to the compressor inlet port. In one embodiment, the flow control valve is in a closed position when the engine is off and is configured to return the compressed airflow from the catalyst to the electric compressor via the second supply line. In another embodiment, the valve is in an open position when the engine is on and is configured to return a mixture of the compressed airflow and the exhaust gas from the catalyst to the electric compressor via the second supply line, based on the engine's exhaust backpressure.

[0032] According to a further aspect, a vehicle is disclosed in one embodiment. The vehicle comprises an engine, a catalyst located downstream of the engine and configured to capture and treat exhaust gases from the engine, and a system for heating the catalyst. The system includes a chamber with an inlet port and an outlet port. The chamber is designed to receive an airflow through its inlet port. The system further includes a glow plug housed within the chamber. The glow plug is configured to heat the airflow received in the chamber. The system also includes an electric compressor located downstream of the chamber, comprising an inlet port and an outlet port for the compressor.The compressor's inlet port is fluidically coupled to the chamber's outlet port to receive the airflow from the chamber. The electric compressor is configured to compress the airflow received from the chamber to increase its temperature. The electric compressor is further configured to deliver a compressed airflow to the catalyst via the compressor's outlet port to achieve the catalyst's shutdown temperature. The system also includes an air filter located upstream of the chamber's inlet port.

[0033] The system also includes a flow control valve located downstream of the catalyst. A second supply line, connected to an outlet port of the flow control valve, is coupled to a first supply line that fluidically connects the chamber outlet port to the compressor inlet port. In one embodiment, the flow control valve is in a closed position when the engine is off and is configured to return the compressed airflow from the catalyst to the electric compressor via the second supply line. In another embodiment, the valve is in an open position when the engine is on and is configured to return a mixture of the compressed airflow and exhaust gas from the catalyst to the electric compressor via the second supply line, based on the engine's exhaust backpressure.

[0034] In the following sections, the present disclosure will be discussed with reference to the Fig. Figures 1 and 2 describe the same element or elements with similar functions, which are labelled with the same reference symbols.

[0035] With reference to Fig. In Figure 1, a system (100) for heating a catalyst (20) of a vehicle (not shown) is disclosed. The vehicle can be defined as any vehicle, for example, passenger vehicles, commercial vehicles, heavy commercial vehicles, and the like. Furthermore, the vehicle can include vehicles powered by various energy sources, such as internal combustion engine vehicles, electric vehicles, hybrid vehicles, hydrogen-powered vehicles, and the like. In some examples, the vehicle disclosed in the present disclosure is intended for a luxury vehicle segment, such as autonomous, semi-autonomous, or manually controlled passenger vehicles.

[0036] The body of a vehicle can comprise a body frame, chassis, or body-in-white configured to support vehicle components, including power generation units, air conditioning systems, exhaust systems (for internal combustion engine vehicles), and similar components. The vehicle can comprise a front section, a middle section, and a rear section, such that the power generation unit and other associated components are mounted on the front section of the vehicle. The power generation unit is preferably covered by the vehicle's hood. Furthermore, the front section of the vehicle can include at least two headlights mounted on the body frame to illuminate the vehicle while driving, for example, in dark environments.The vehicle further comprises at least four wheels, with at least two wheels rotatably mounted on the front section of the vehicle and thus defined as the vehicle's front wheels. The other at least two wheels rotatably mounted on the rear section of the vehicle and thus defined as the vehicle's rear wheels. The vehicle can be defined as a front-wheel-drive vehicle. A front-wheel-drive vehicle can be defined as a vehicle in which the energy-generating unit transfers energy to the front wheels of the vehicle to propel the vehicle. Alternatively, the vehicle can also be defined as a rear-wheel-drive vehicle. A rear-wheel-drive vehicle can be defined as a vehicle in which the energy-generating unit transfers energy to the rear wheels of the vehicle to propel the vehicle.Furthermore, the vehicle is defined as having all-wheel drive if the energy generation unit is configured to transfer energy to all wheels of the vehicle to enable it to travel on uneven terrain, preferably for off-road activities, adventure activities, and the like. The vehicle includes a steering system with a steering column that is functionally coupled to the vehicle's at least two front wheels and at least two rear wheels. The steering column allows the driver to maneuver the vehicle on any terrain.

[0037] In one embodiment, the power generation unit can be an internal combustion engine (10) (hereinafter referred to as "engine (10)") configured to generate electricity by burning hydrocarbons as fuel, e.g., gasoline, diesel, and the like. In another embodiment, the vehicle can be a hybrid vehicle comprising a traction motor configured to drive the hybrid vehicle in an electric mode, an internal combustion engine (10) to drive the hybrid vehicle in a combustion mode, and a battery pack as a power source for the traction motor.

[0038] The intermediate section of the vehicle can include the passenger compartment, which extends from the front to the rear of the vehicle. This compartment can form a cabin with a variety of seats to accommodate passengers or the driver. It includes the steering assembly, which comprises the steering column for maneuvering the vehicle in the desired direction, and an instrument panel equipped with a variety of buttons, switches, and gauges that also serve to operate vehicle functions and enhance the aesthetics and comfort for the driver or passengers. The passenger compartment consists of a floor panel attached to the vehicle's body frame.The compartment may further comprise at least two rows of seats attached to the floor panel, such that each of the at least two rows of seats comprises at least two seats arranged side by side. The seats arranged inside the compartment may be attached back to back or surface to surface on the floor panel.

[0039] Furthermore, the rear section of the vehicle may include at least two taillights configured to illuminate in various situations, such as when braking. These two taillights are mounted in corresponding recesses in the vehicle's body or in a door or trunk.

[0040] Furthermore, the vehicle includes a catalyst (20) (e.g., an exhaust aftertreatment system) equipped with the vehicle's engine (10). The catalyst (20) is configured to treat harmful exhaust emissions from the engine (10) and reduce them into less harmful gases and water before releasing them into the atmosphere. The exhaust emissions can contain various pollutants such as hydrocarbons (HC), carbon monoxide (CO), nitrogen oxides (NOx), soot, particulate matter (PM), etc., which are associated with environmental and roadworthiness problems.The catalyst (20) can comprise at least one diesel oxidation catalyst (DOC), one diesel particulate filter (DPF), and one selective catalytic reduction (SCR), wherein the diesel oxidation catalyst and the diesel particulate filter can be configured to reduce carbon monoxide and hydrocarbons as well as capture particles and soot from the exhaust gases, and the selective catalytic reduction can be configured to reduce nitrogen oxide emissions from the exhaust gases. For the catalyst (20) to be activated and begin reducing emissions, it must reach an ignition temperature of approximately 180 °C. However, during a cold start of the engine (10), when the ambient temperature is low, emissions are significant due to the poor catalyst performance of the catalyst (20) because it operates at a low temperature.

[0041] In Fig. Figure 1 shows the system (100) for heating the catalytic converter (20) of the vehicle. The catalytic converter (20) is configured to absorb exhaust gas, i.e., exhaust emissions, from the engine (10) of the vehicle. According to the present disclosure, the system (100) comprises a chamber (110), a glow plug (120), and an electric compressor (130). As shown in Fig. As shown in Figure 1, the chamber (110) can be configured to receive an airflow from the surroundings, i.e., from the ambient air. This airflow can circulate within the system (100) and to the catalyst (20) to perform the operations of the system (100). In one embodiment, the chamber (110) can include an inlet port (112) and an outlet port (114). The chamber (110) can be configured to receive the airflow through the inlet port (112).

[0042] Furthermore, the glow plug (120) of the system (100) can be housed in the chamber (110). The glow plug (120) can be configured to heat the airflow received in the chamber (110). Without limiting the scope of this disclosure, the glow plug (120) can be designed as a heating element that enables cold starts; for example, the glow plug (120) helps to heat the medium (e.g., the airflow) at colder temperatures. The glow plug (120) can be made of metal and have a wound heating element that heats up when an electric current flows through the wound heating element of the glow plug (120). In one embodiment, the glow plug (120) of the system (100) can be connected to a power source (not shown), e.g., a battery, that is present in the vehicle. The glow plug (120) can be designed to draw current from the power source in order to perform its functions.

[0043] Furthermore, the system (100) includes an electric compressor (130). As in Fig. As shown in Figure 1, the electric compressor (130) can be arranged downstream of the chamber (110). According to the present disclosure, the electric compressor (130) can be configured to receive the airflow from the chamber (110) of the system (100). In one embodiment, the electric compressor (130) can be configured to receive the airflow that has been heated by the glow plug (120) located in the chamber (110). The electric compressor (130) can have an inlet port (132) and an outlet port (134). The inlet port (132) of the compressor can be fluidically coupled to the outlet port (114) of the chamber to receive the airflow from the chamber (110). As shown in Figure 1, the electric compressor (130) can be arranged downstream of the chamber (110). Fig. As shown in Figure 1, the inlet port (132) of the compressor can be fluidically coupled to the outlet port (114) of the chamber via a first supply line (116). The electric compressor (130) can receive the airflow from the chamber (110) via the first supply line (116).

[0044] Without limiting the scope of this disclosure, the electric compressor (130) can, in one embodiment, be configured as a device that uses electric current to compress the medium, e.g., air or an airflow. Unlike mechanical compressors, the electric compressor (130) is powered by electrical energy, making it more efficient and environmentally friendly. According to non-limiting embodiments of this disclosure, the electric compressor (130) of the system (100) can be a scroll compressor, a reciprocating compressor, or a screw compressor. In one embodiment, the electric compressor (130) of the system (100) can be connected to a power source (not shown), for example, a 12V / 48V battery located in the vehicle. The electric compressor (130) can be adapted to draw power from the power source to perform its functions.

[0045] According to the present disclosure, the electric compressor (130) is configured to compress the airflow received from the chamber (110) in order to increase the temperature of the airflow. In one embodiment, the electric compressor (130) is configured to receive the airflow heated by the glow plug (120) (from the chamber (110)) and to compress the heated airflow in order to further increase the temperature of the airflow. In an exemplary, non-limiting embodiment, the glow plug (120) can heat the airflow in the chamber (110) to 30 degrees Celsius (from an ambient temperature of 0 or below 0 degrees Celsius). The airflow heated to 30 degrees Celsius is received by the electric compressor (130) (via the first supply line (116)), and the electric compressor (130) compresses the heated airflow to increase the temperature of the airflow to approximately 200 degrees Celsius.In an exemplary, non-restrictive embodiment, the electric compressor (130) is configured to compress the airflow to a temperature of 200 degrees Celsius at a pressure of 2 bar and a mass flow rate of approximately 200 to 300 kilograms per hour.

[0046] According to the present disclosure, the electric compressor (130) is further configured to supply the compressed airflow to the catalyst (20). The system (100) may include a check valve (102) arranged between the electric compressor (130) and the catalyst (20) to regulate the airflow. In one embodiment, the electric compressor (130) supplies the compressed airflow to the catalyst (20) via the compressor's outlet port (134). The compressed air, at a temperature of approximately 200 degrees Celsius when passed through or over the catalyst (20), enables the catalyst (20) to reach its light-off temperature, so that upon reaching this temperature, the catalyst (20) begins to reduce the exhaust gases, i.e., the harmful exhaust emissions, from the engine (10) before the exhaust gases are released into the atmosphere.According to a non-restrictive embodiment, the compressed airflow supplied to the catalyst (20) by the electric compressor (130) enables the catalyst (20) to reach its light-off temperature in less than 2 minutes.

[0047] As in Fig. As shown in Figure 1, the system (100) can further comprise an air filter (140). The air filter (140) can be arranged upstream of the inlet port (112) of the chamber (110). The air filter (140) can prevent the ingress of dirt, dust, and other contaminants into the system (100). In particular, the air filter (140) can help to filter out any dirt, dust, or foreign matter from the ambient airflow that is introduced into the chamber (110) of the system (100). In addition to preventing the ingress of dirt, dust, or foreign matter, the air filter (140) can enable the maintenance of an airflow within the system (100).

[0048] As in Fig. As shown in Figure 1, the system (100) can include a flow control valve (150) located downstream of the catalyst (20). The flow control valve (150) can have a valve inlet port (152) and a valve outlet port (154). The valve inlet port (152) can be fluidically coupled to an outlet port (24) of the catalyst (20) via a supply line (26), which allows the airflow from the catalyst (20) to be directed into the flow control valve (150). Furthermore, the system (100) includes a second supply line (156) which is coupled at one end to the valve outlet port (154) of the valve (150) and connected at the other end to the first supply line (116), as shown in Figure 1. Fig. 1 shown.

[0049] According to the present disclosure, the control unit (150) is held in a closed position when the engine (10) is off, and the control unit (150) is configured to recirculate the compressed airflow from the catalyst (20) via the second supply line (156) to the electric compressor (130). This recirculation of the compressed airflow (with heated airflow) reduces the load on the glow plug (120) and allows the catalyst (20) to warm up even before the engine (10) is switched on.

[0050] Furthermore, according to Fig. 2. In the ON state of the engine (10), the valve (150) is held in an open position, and the valve (150) is configured to return a mixture of the compressed air flow and the exhaust gas from the catalyst (20) to the electric compressor (130) via the second supply line (156) based on an exhaust backpressure from the engine (10). A backpressure sensor (12) may be provided along a line (16) that carries exhaust gas from the engine (10) to the catalyst (20). The backpressure sensor (12) and the flow control valve (150) may be coupled to a control unit (not shown) of the system (100). Based on the back pressure determined by the back pressure sensor (12), the control unit can control an opening position of the flow control valve (150) to allow the mixture of the compressed air flow and the exhaust gas to recirculate from the catalyst (20) to the electric compressor (130).According to the present disclosure, recirculation can be higher when a back pressure value is low, and recirculation can be reduced when the back pressure value increases. Furthermore, the exhaust gas can be discharged into the atmosphere (A) downstream of the flow control valve (150).

[0051] Additionally, the system (100) can include a diffuser (160) located downstream of the catalyst (20). As shown in the Fig. 1 and Fig. As shown in Figure 2, the diffuser (160) can be positioned between the catalytic converter (20) and the airflow control unit (150). As the compressed airflow passes through the diffuser (160), its pressure decreases. Furthermore, the diffuser (160) reduces the exhaust pressure to a level close to ambient pressure, thus minimizing the likelihood of dust or foreign particles being sprayed onto the road.

[0052] In the context of the present disclosure, a combination of the electric compressor (130) and the glow plug (120) is used to heat the airflow, and the heated airflow is supplied to the catalyst (20) to reach the catalyst's (20) cutoff temperature. Additionally, the air filter (140) and the exhaust gas recirculation system are used to heat the airflow. According to the present disclosure, preheating the catalyst (20) can take place even before the engine (10) is started and contributes to reducing emissions under cold conditions.

[0053] In contrast to existing aftertreatment systems, due to the features of the system (100) of the present disclosure, no fuel is required for heating the catalyst converter (20), and the heating effect is faster than with afterburner systems. Furthermore, the system (100) of the present disclosure is less complex compared to known aftertreatment systems.

[0054] It is understood that a person skilled in the art can develop a system for heating the catalyst of the vehicle and of a vehicle with a similar configuration without deviating from the scope of this disclosure. Such modifications and variations can be made without departing from the scope of this disclosure. It is therefore intended that this disclosure covers such modifications and variations, provided they fall within the scope of the appended claims and their equivalents. Equivalents:

[0055] Regarding the use of terms in the plural and / or singular, the expert may translate from plural to singular and / or from singular to plural, depending on the context and / or application. For the sake of clarity, the various singular / plural permutations are explicitly listed here.

[0056] The person skilled in the art will understand that the terms used here, and in particular in the appended claims (e.g., bodies of the appended claims), are generally to be understood as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to", the term "with" as "with at least", the term "comprises" as "comprises but not limited to", etc.). Those skilled in the art will further understand that if a specific number of introduced claims is intended, such intention will be expressly stated in the claim, and if no such statement is made, no such intention exists. For better understanding, the introductory phrases "at least one" and "one or more" may be used in the following claims, for example, to introduce claim formulations.However, the use of such expressions should not be interpreted as meaning that the introduction of a claim enumeration by the indefinite articles "a" or "an" limits a particular claim containing such an introduced claim enumeration to inventions that contain only such an enumeration, even if the same claim contains the introductory expressions "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and / or "an" should generally be interpreted as meaning "at least one" or "one or more"). The same applies to the use of certain articles to introduce claim formulations. Even if a specific number of introduced claim enumerations is expressly mentioned, the person skilled in the art recognizes that such an enumeration should generally be interpreted as meaning at least the stated number (e.g.,The mere enumeration "two enumerations" without further modifiers generally means at least two enumerations or two or more enumerations. Furthermore, in cases where a convention is used analogously to "at least one of A, B and / or C, etc.", such a construction is generally meant in the sense in which a person skilled in the art would understand the convention (e.g., "a system with at least one of A, B and / or C" would include, but is not limited to, systems having A alone, B alone, C alone, A and B together, A and C together, B and C together, and / or A, B and C together, etc.). Those skilled in the art know that practically any disjunctive word and / or disjunctive phrase with two or more alternative terms in the description, claims, or drawings is to be understood as including the possibility of one of the terms, one of the terms, or both of them.For example, the phrase "A or B" includes the possibilities "A" or "B" or "A and B". Although various aspects and embodiments have been disclosed here, other aspects and embodiments are obvious to the person skilled in the art. The various aspects and embodiments disclosed here serve for illustration and are not to be understood as limiting, the true scope being specified by the following claims. Reference symbol list: 10 Internal combustion engine 12 Back pressure sensor 16 Management 20 catalyst 24 Outlet connection 26 Supply line 100 System 102 Check valve 110th Chamber 112 Chamber Inlet Port 114 Chamber outlet connection 116 First supply line 120 Glow plug 130 Electric Compressor 132 Compressor inlet connection 134 Compressor outlet connection 140 air filters 150 Flow control valve 152 Valve inlet port 154 Valve outlet connection 156 Second supply line 160 Diffuser An atmosphere

Claims

[1] System (100) for heating a catalyst (20) of a vehicle, wherein the catalyst (20) is configured to receive exhaust gas from an engine (10) of the vehicle, the system (100) comprising: a chamber (110) comprising a chamber inlet port (112) and a chamber outlet port (114), wherein the chamber (110) is configured to receive an airflow via the chamber inlet port (112); a glow plug (120) housed in the chamber (110), wherein the glow plug (120) is configured to heat the airflow received in the chamber (110); and an electric compressor (130) arranged downstream of the chamber (110) and having an inlet port (132) and an outlet port (134) of the compressor, wherein the inlet port (132) of the compressor is in fluid communication with the outlet port (114) of the chamber to receive the airflow from the chamber (110), wherein the electric compressor (130) is configured such that it: to compress the airflow received from the chamber (110) in order to increase the temperature of the airflow, and supply a compressed air flow to the catalyst (20) via the outlet port (134) of the compressor in order to achieve a shutdown temperature of the catalyst (20). [2] System (100) according to claim 1, wherein the system (100) comprises an air filter (140) arranged upstream of the inlet port (112) of the chamber (110). [3] System (100) according to claim 1, wherein the system (100) comprises a valve (150) arranged downstream of the catalyst (20) for flow control, and a second supply line (156) coupled to a valve outlet port (154) of the valve (150) for controlling the flow, is coupled to a first supply line (116) which fluidically connects the outlet port (114) of the chamber to the inlet port (132) of the compressor. [4] System (100) according to claim 3, wherein in an OFF state of the motor (10), the valve (150) for controlling the flow is in a closed position and is configured to return the compressed air flow from the catalyst (20) via the second supply line (156) to the electric compressor (130). [5] System (100) according to claim 3, wherein in an ON state of the engine (10), the flow control valve (150) is in an open position and is configured to return a mixture of the compressed air flow and the exhaust gas from the catalyst (20) via the second supply line (156) on the basis of an exhaust back pressure of the engine (10) to the electric compressor (130). [6] Vehicle, comprising: a motor (10); a catalyst (20) arranged downstream of the engine (10) and configured to capture and treat the exhaust gas of the engine (10); and a system (100) for heating the catalyst (20), wherein the system (100) comprises: a chamber (110) comprising a chamber inlet port (112) and a chamber outlet port (114), wherein the chamber (110) is configured to receive an airflow via the chamber inlet port (112); a glow plug (120) housed in the chamber (110), wherein the glow plug (120) is configured to heat the airflow received in the chamber (110); and an electric compressor (130) arranged downstream of the chamber (110) and having an inlet port (132) and an outlet port (134) of the compressor, wherein the inlet port (132) of the compressor is in fluid communication with the outlet port (114) of the chamber to receive the airflow from the chamber (110), wherein the electric compressor (130) is configured such that it: to compress the airflow received from the chamber (110) in order to increase the temperature of the airflow, and supply a compressed air flow to the catalyst (20) via the outlet port (134) of the compressor in order to achieve a shutdown temperature of the catalyst (20). [7] Vehicle according to claim 6, wherein the system (100) comprises an air filter (140) arranged upstream of the inlet port (112) of the chamber (110). [8] Vehicle according to claim 6, wherein the system (100) comprises a valve (150) arranged downstream of the catalyst (20) for controlling the flow, and a second supply line (156) coupled to a valve outlet port (154) of the valve (150) for controlling the flow is coupled to a first supply line (116) which fluidically connects the outlet port (114) of the chamber to the inlet port (132) of the compressor. [9] Vehicle according to claim 8, wherein in an OFF state of the engine (10), the valve (150) for controlling the flow is in a closed position and is configured to return the compressed air flow from the catalyst (20) via the second supply line (156) to the electric compressor (130). [10] Vehicle according to claim 8, wherein in an ON state of the engine (10), the flow control valve (150) is in an open position and is configured to return a mixture of the compressed air flow and the exhaust gas from the catalyst (20) via the second supply line (156) on the basis of an exhaust back pressure of the engine (10) to the electric compressor (130).

Images