Hybrid vehicle catalyst and method and system for heating the same

Abstract

The application discloses a hybrid vehicle catalyst and a heating method and system thereof. The heating method comprises the following steps: when the engine is cold started, a battery power signal of the hybrid vehicle is acquired, and it is determined whether the battery power is greater than a first threshold value; if the battery power is greater than the first threshold value, the catalyst is heated by using an electric heating mode until the catalyst temperature is greater than an ignition temperature and / or the battery power is less than or equal to the first threshold value; if the battery power is less than or equal to the first threshold value, it is determined whether the battery power is greater than a second threshold value; if the battery power is greater than the second threshold value, the catalyst is heated by using a motor coolant heating mode until the battery power is less than or equal to the second threshold value; and if the battery power is less than or equal to the second threshold value, the catalyst is heated by using an engine exhaust heating mode until the catalyst temperature is greater than the ignition temperature. The application can quickly heat the catalyst, reduce pollutant emission, and fully utilize the motor coolant, thereby avoiding energy waste.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to a catalytic converter for a hybrid vehicle and its heating method and system. Background Technology

[0002] Catalysts play a crucial role in automotive exhaust systems. They convert harmful substances in vehicle exhaust, such as carbon monoxide, hydrocarbons, and nitrogen oxides, into harmless substances like carbon dioxide, water, and nitrogen through oxidation and reduction reactions. This conversion process significantly reduces pollutant emissions from vehicle exhaust, which is of great importance to environmental protection.

[0003] However, during pure electric operation of hybrid vehicles, when the battery charge is low and the engine needs a cold start, the catalytic converter's efficiency is low because its efficiency is closely related to temperature; it needs to reach a certain operating temperature to function properly. To enable the catalytic converter to reach its operating temperature more quickly and reduce emissions, some cars are equipped with a "catalytic converter heating" function. Currently, traditional gasoline vehicles typically use engine exhaust heating to heat the catalytic converter, while pure electric vehicles generally use electric heating. However, there is currently no complete method or system that can fully utilize energy to heat the catalytic converter of hybrid vehicles. Summary of the Invention

[0004] To address the shortcomings of the prior art, the technical problem to be solved by the present invention is to provide a method and system for heating a hybrid vehicle catalyst that allows the hybrid vehicle to select the optimal catalyst heating method under different operating conditions, as well as a catalyst designed to implement the method.

[0005] To solve the above-mentioned technical problems, one technical solution adopted by the present invention is: to provide a method for heating a catalytic converter in a hybrid electric vehicle, comprising the following steps:

[0006] When the engine is cold-started, the battery charge signal of the hybrid vehicle is acquired and it is determined whether the battery charge is greater than the first threshold.

[0007] If the battery charge is greater than the first threshold, the catalyst is heated by electric heating until the catalyst temperature is greater than the ignition temperature and / or the battery charge is less than or equal to the first threshold.

[0008] If the battery level is less than or equal to the first threshold, then determine whether the battery level is greater than the second threshold.

[0009] If the battery charge is greater than the second threshold, the catalytic converter is heated by heating with motor coolant until the battery charge is less than or equal to the second threshold.

[0010] If the battery charge is less than or equal to the second threshold, the catalytic converter is heated by engine exhaust heating until the catalytic converter temperature is greater than the ignition temperature.

[0011] Furthermore, the ignition temperature is the exhaust inlet temperature corresponding to a catalytic converter conversion efficiency of 50%, set according to an empirical value range;

[0012] The step of heating the catalyst by electric heating also includes the following sub-steps:

[0013] The electric heater is controlled to heat the catalyst, and the catalyst temperature is collected in real time;

[0014] Determine whether the following conditions are met: the catalyst temperature is greater than the ignition temperature and / or the battery charge is less than or equal to the first threshold.

[0015] If the catalyst temperature is greater than the ignition temperature and / or the battery charge is less than or equal to the first threshold, the electric heater is controlled to stop heating; otherwise, the electric heater continues to heat the catalyst until the catalyst temperature is greater than the ignition temperature and / or the battery charge is less than or equal to the first threshold.

[0016] Furthermore, the hybrid vehicle catalytic converter heating method is mainly used in hybrid vehicles equipped with a disc motor as the drive motor.

[0017] The step of heating the catalyst using motor coolant also includes the following sub-steps:

[0018] Control the flow of motor coolant to the catalyst housing, and use the motor coolant to heat the catalyst;

[0019] Real-time acquisition of battery power signal and determination of whether the battery power is greater than the second threshold;

[0020] If the battery charge is greater than the second threshold, the motor coolant will continue to be used to heat the catalytic converter; otherwise, the motor coolant will be controlled to flow into the coolant tank, and the use of the motor coolant to heat the catalytic converter will be stopped.

[0021] Furthermore, the step of heating the catalyst using engine exhaust heating also includes the following sub-steps:

[0022] The engine start-up is controlled by a torque-controlled engine exhaust heating catalytic converter.

[0023] Real-time acquisition of catalyst temperature and determination of whether the catalyst temperature is greater than the ignition temperature;

[0024] If the catalyst temperature is higher than the ignition temperature, the control stops heating the catalyst; otherwise, torque control continues to heat the catalyst from the engine exhaust until the catalyst temperature is higher than the ignition temperature.

[0025] To solve the above-mentioned technical problems, another technical solution adopted by the present invention is: to provide a catalytic converter heating system for hybrid electric vehicles, comprising:

[0026] The first judgment module is used to acquire the battery power signal of the hybrid vehicle and determine whether the battery power is greater than the first threshold when the engine is cold started.

[0027] An electric heating module is used to heat the catalyst by electric heating when the first judgment module determines that the battery charge is greater than the first threshold, until the catalyst temperature is greater than the ignition temperature and / or the battery charge is less than or equal to the first threshold.

[0028] The second judgment module is used to determine whether the battery power is greater than the second threshold when the first judgment module determines that the battery power is less than or equal to the first threshold.

[0029] The motor coolant heating module is used to heat the catalyst by motor coolant heating when the second judgment module determines that the battery power is greater than the second threshold, until the battery power is less than or equal to the second threshold.

[0030] The engine exhaust heating module is used to heat the catalyst by means of engine exhaust heating until the catalyst temperature is greater than the ignition temperature when the second judgment module determines that the battery charge is less than or equal to the second threshold.

[0031] Furthermore, the first determination module also includes the following sub-modules:

[0032] Acquisition Submodule: Used to acquire the hybrid vehicle battery power signal during engine cold start;

[0033] First Judgment Submodule: Used to determine whether the battery power is greater than a first threshold after the acquisition submodule obtains the hybrid vehicle battery power signal.

[0034] Furthermore, the electric heating module also includes:

[0035] An electric heater control submodule is used to control the electric heater to heat the catalyst; and when the second judgment submodule determines that the catalyst temperature is greater than the ignition temperature and / or the battery charge is less than or equal to a first threshold, it controls the electric heater to stop heating the catalyst.

[0036] The first acquisition submodule is used to acquire the catalyst temperature in real time.

[0037] The second judgment submodule is used to determine whether the catalyst temperature is greater than the ignition temperature and / or the battery charge is less than or equal to the first threshold.

[0038] To solve the above-mentioned technical problems, another technical solution adopted by the present invention is: to provide a hybrid electric vehicle catalyst, including a cylindrical outer shell, a filling block placed inside the outer shell, and a first end cap and a second end cap fixedly connected to both ends of the outer shell; the outer shell includes an inner shell and an outer shell adapted to the inner shell, and the outer periphery of the inner shell is provided with a plurality of grooves, the grooves being formed by the outer surface of the inner shell being recessed towards the filling block.

[0039] Furthermore, one end of the outer casing is an air inlet and the other end is an air outlet. The first end cap is fixedly connected to the air inlet, and the second end cap is fixedly connected to the air outlet. The outer casing is also provided with water inlet pipes and water outlet pipes symmetrically distributed at both ends of the outer casing along its length. One end of the water inlet pipe connected to the outer casing communicates with a groove near the first end cap, and the other end is connected to the water outlet of the motor. One end of the water outlet pipe connected to the outer casing communicates with a groove near the second end cap, and the other end is connected to the coolant tank.

[0040] Furthermore, there is a protruding ring between every two adjacent grooves, and the protruding ring has a notch for connecting the two adjacent grooves. The two adjacent notches are 180 degrees apart in the horizontal direction.

[0041] The hybrid vehicle catalytic converter and its heating method and system of the present invention have at least the following beneficial effects: The present invention selects different methods to heat the catalytic converter according to the battery charge. When the battery charge is sufficient, the catalytic converter is heated electrically. When the battery charge is insufficient but greater than the critical charge value for catalytic converter heating, the catalytic converter is heated by motor coolant. When the battery charge is less than or equal to the critical charge value for catalytic converter heating, the catalytic converter is heated by engine exhaust. This not only rapidly heats the catalytic converter to reach its operating temperature quickly, converting harmful gases emitted from vehicle exhaust into harmless substances through oxidation and reduction reactions, thereby reducing engine pollutant emissions, but also fully utilizes the temperature of motor coolant and engine exhaust, avoiding energy waste. The present invention provides grooves on the outer shell of the catalytic converter to accommodate the heating method of motor coolant heating. By setting two adjacent notches 180 degrees apart in the horizontal direction, the flow time of motor coolant on the outer shell is maximized and the catalytic converter is heated evenly, making full use of the energy of motor coolant. Attached Figure Description

[0042] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0043] Figure 1This is a flowchart of one embodiment of the hybrid vehicle catalytic converter heating method of the present invention.

[0044] Figure 2 This is a structural block diagram of one embodiment of the hybrid electric vehicle catalytic converter heating system of the present invention.

[0045] Figure 3 This is a schematic diagram of the catalytic converter for a hybrid electric vehicle of the present invention being heated.

[0046] Figure 4 This is a schematic diagram of one embodiment of the hybrid vehicle catalyst of the present invention.

[0047] Figure 5 This is a cross-sectional view of one embodiment of the hybrid vehicle catalyst of the present invention.

[0048] Figure 6 This is a schematic diagram of the inner shell structure in one embodiment of the hybrid vehicle catalyst of the present invention.

[0049] The meanings of the labels in the attached diagram are as follows:

[0050] Outer shell 1; Inner shell 11; Groove 111; Protruding ring 112; Notch 1121; Outer shell 12; Inlet pipe 13; Outlet pipe 14; Filler block 2; First end cap 3; Second end cap 4. Detailed Implementation

[0051] The invention will now be further described with reference to the accompanying drawings.

[0052] Please see Figure 1 The hybrid vehicle catalytic converter heating method of the present invention includes the following steps:

[0053] S1. When the engine is cold-started, the battery power signal of the hybrid vehicle is obtained and it is determined whether the battery power is greater than the first threshold.

[0054] This invention applies to hybrid electric vehicles operating in pure electric mode when the battery charge is low and the engine needs a cold start. During a cold start, the catalytic converter's low temperature prevents rapid ignition, leading to substandard engine emissions. In this case, the hybrid electric vehicle catalytic converter heating method of this invention is used to heat the catalytic converter, enabling it to quickly reach its operating temperature. This process converts harmful gases such as carbon monoxide, hydrocarbons, and nitrogen oxides emitted from the vehicle's exhaust into harmless carbon dioxide, water, and nitrogen through oxidation and reduction reactions, thereby reducing engine pollutant emissions.

[0055] The battery charge signal can be read in the vehicle controller. The first threshold is greater than the charge threshold for catalyst heating. The specific range of the first threshold can be set according to the actual situation of the vehicle. The charge threshold refers to the minimum limit of battery charge during catalyst heating.

[0056] S2. If the battery charge is greater than the first threshold, the catalyst is heated by electric heating until the catalyst temperature is greater than the ignition temperature and / or the battery charge is less than or equal to the first threshold.

[0057] A battery charge greater than the first threshold indicates that the battery charge is greater than the critical value for catalytic converter heating and is sufficiently high. In this case, the catalytic converter can be heated by electric heating. The ignition temperature is the exhaust inlet temperature corresponding to when the catalytic converter's conversion efficiency reaches 50%. It is set according to an empirical value range. In this embodiment, the ignition temperature is set to 250℃~300℃.

[0058] The method of heating the catalyst by electric heating is as follows: control the electric heater to heat the catalyst and collect the catalyst temperature in real time; determine whether the catalyst temperature is greater than the ignition temperature and / or the battery charge is less than or equal to a first threshold; if the catalyst temperature is greater than the ignition temperature and / or the battery charge is less than or equal to the first threshold, control the electric heater to stop heating; otherwise, the electric heater continues to heat the catalyst until the catalyst temperature is greater than the ignition temperature and / or the battery charge is less than or equal to the first threshold.

[0059] When the catalytic converter temperature exceeds the ignition temperature, it indicates that the catalytic converter has reached its normal operating temperature. At this point, heating the catalytic converter should be stopped to reduce energy loss. When the battery charge is less than the first threshold, it means the battery is insufficient. Electric heating requires a large amount of electrical energy; if the battery charge is insufficient, it may lead to over-discharge, affecting battery life and performance, and in severe cases, even causing battery malfunction or safety issues. Furthermore, when the battery charge is insufficient, electric heating may not provide enough heat to quickly heat the catalytic converter, thus affecting its normal operation. Therefore, when either the catalytic converter temperature exceeds the ignition temperature or the battery charge is less than or equal to the first threshold, the electric heater should be stopped to stop heating the catalytic converter.

[0060] S3. If the battery level is less than or equal to the first threshold, then determine whether the battery level is greater than the second threshold.

[0061] The second threshold is set as the critical value of the power required for catalytic converter heating. When the battery power is less than or equal to the first threshold and greater than the second threshold, it means that the battery power is not sufficient but is still greater than the critical value of the power required for catalytic converter heating. At this time, although the battery power is insufficient to support electric heating of the catalytic converter, it can support the operation of the motor.

[0062] S4. If the battery charge is greater than the second threshold, the catalytic converter is heated by heating with motor coolant until the battery charge is less than or equal to the second threshold.

[0063] In this embodiment, the hybrid vehicle catalyst heating method is mainly used in hybrid vehicles equipped with a disc motor as the drive motor. This is because the motor of a hybrid vehicle generates significant heat in high-temperature environments, especially the disc motor, which generates more heat than a traditional radial flux motor. When the disc motor is running at high speed, the temperature of the permanent magnet and windings can reach up to 133°C, and the temperature of the motor coolant after flowing through the permanent magnet and windings can reach approximately 80°C. At this time, using the temperature of the motor coolant to heat the catalyst can heat the catalyst and cool the motor coolant, thus avoiding energy waste to some extent.

[0064] The method of heating the catalyst using motor coolant is as follows: control the flow of motor coolant to the catalyst housing, and use the motor coolant to heat the catalyst; acquire the battery power signal in real time and determine whether the battery power is greater than a second threshold; if the battery power is greater than the second threshold, continue to use motor coolant to heat the catalyst; otherwise, control the motor coolant to flow into the coolant tank and stop using motor coolant to heat the catalyst.

[0065] S5. If the battery charge is less than or equal to the second threshold, the catalyst will be heated by engine exhaust heating until the catalyst temperature is greater than the ignition temperature.

[0066] Because the motor coolant is below the ignition temperature of the catalytic converter, it cannot heat the catalytic converter to that temperature. When the battery charge is below the second threshold, although the motor coolant can no longer heat the catalytic converter, other methods are needed to heat it to the ignition temperature. In low-battery conditions, heat from the engine exhaust can be recovered to heat the catalytic converter. This heating method does not require additional electricity; it utilizes the engine's own heat.

[0067] The method of heating the catalyst using engine exhaust heating is as follows: The engine is started, and torque control is used to heat the catalyst using engine exhaust. During the heating phase, either speed control or torque control can be used. In this embodiment, torque control is used to heat the catalyst, allowing for more precise control of the catalyst heating exit time, which is beneficial for energy saving and emission reduction. The catalyst temperature is collected in real time, and it is determined whether the catalyst temperature is greater than the ignition temperature. If the catalyst temperature is greater than the ignition temperature, the heating of the catalyst is stopped; otherwise, torque control continues to heat the catalyst using engine exhaust until the catalyst temperature is greater than the ignition temperature.

[0068] Please see Figure 2 andFigure 3 This is a structural block diagram of the hybrid vehicle catalytic converter heating system of the present invention. The hybrid vehicle catalytic converter heating system includes:

[0069] The first judgment module 100 is used to acquire the hybrid vehicle battery power signal and determine whether the battery power is greater than a first threshold when the engine is cold started.

[0070] In this embodiment, the first determination module 100 includes the following sub-modules:

[0071] The acquisition submodule 110 is used to acquire the hybrid vehicle battery power signal when the engine is cold started.

[0072] The first judgment submodule 120 is used to determine whether the battery power is greater than a first threshold after the acquisition submodule 110 acquires the hybrid vehicle battery power signal.

[0073] The electric heating module 200 is used to heat the catalyst by electric heating when the first judgment module 100 determines that the battery charge is greater than the first threshold, until the catalyst temperature is greater than the ignition temperature and / or the battery charge is less than or equal to the first threshold.

[0074] In this embodiment, the electric heating module 200 includes the following sub-modules:

[0075] The electric heater control submodule 210 is used to control the electric heater to heat the catalyst; and when the second judgment submodule 230 determines that the catalyst temperature is greater than the ignition temperature and / or the battery charge is less than or equal to the first threshold, it controls the electric heater to stop heating the catalyst.

[0076] The first acquisition submodule 220 is used to acquire the catalyst temperature in real time.

[0077] The second judgment submodule 230 is used to determine whether the catalyst temperature is greater than the ignition temperature and / or the battery charge is less than or equal to the first threshold.

[0078] The second judgment module 300 is used to determine whether the battery power is greater than the second threshold when the first judgment module 100 determines that the battery power is less than or equal to the first threshold.

[0079] The motor coolant heating module 400 is used to heat the catalytic converter by means of motor coolant heating when the second judgment module 300 determines that the battery power is greater than the second threshold, until the battery power is less than or equal to the second threshold.

[0080] In this embodiment, the motor coolant heating module 400 includes the following sub-modules:

[0081] The motor coolant control submodule 410 is used to control the flow of motor coolant to the catalytic converter housing, using the motor coolant to heat the catalytic converter; and when the third judgment submodule 420 determines that the battery charge is less than or equal to a second threshold, it controls the motor coolant to flow into the coolant tank, stopping the use of motor coolant to heat the catalytic converter. In this embodiment, when the catalytic converter is heated with motor coolant, the motor coolant control submodule 410 controls the coolant generated by the disc motor to flow through the two-way valve body to the catalytic converter housing to heat the catalytic converter. When the use of motor coolant to heat the catalytic converter is stopped, the motor coolant control submodule 410 controls the motor coolant to flow through the two-way valve body into the coolant tank, and the cooled liquid flows into the water pump for recycling.

[0082] The third judgment submodule 420 is used to acquire the battery power signal in real time and determine whether the battery power is greater than the second threshold.

[0083] The engine exhaust heating module 500 is used to heat the catalyst by means of engine exhaust heating until the catalyst temperature is greater than the ignition temperature when the second judgment module 300 determines that the battery charge is less than or equal to the second threshold.

[0084] In this embodiment, the engine exhaust heating module 500 includes the following sub-modules:

[0085] The engine control submodule 510 is used to control the engine start-up, and uses torque control to heat the engine exhaust catalyst; and when the fourth judgment submodule 530 determines that the catalyst temperature is greater than the ignition temperature, it controls the catalytic converter to stop heating.

[0086] The second acquisition submodule 520 is used to acquire the catalyst temperature in real time.

[0087] The fourth judgment submodule 530 is used to determine whether the catalyst temperature is greater than the ignition temperature.

[0088] Please see Figures 4 to 6 This invention discloses a hybrid vehicle catalytic converter suitable for the aforementioned hybrid vehicle catalytic converter heating method and system. Because the hybrid vehicle catalytic converter heating method of this invention uses motor coolant heating to heat the catalytic converter, the existing catalytic converter structure needs to be improved to address the method of heating the catalytic converter with motor coolant. The hybrid vehicle catalytic converter includes a cylindrical outer shell 1, a filling block 2 placed inside the outer shell 1, and a first end cap 3 and a second end cap 4 fixedly connected to both ends of the outer shell 1. The outer shell 1 includes an inner shell 11 and an outer shell 12 adapted to the inner shell 11. The outer periphery of the inner shell 11 is provided with several grooves 111, which are recessed from the outer surface of the inner shell 11 towards the filling block 2. The grooves 111 are used for the flow of motor coolant.

[0089] One end of the outer casing 1 is an air inlet and the other end is an air outlet. The first end cap 3 is fixedly connected to the air inlet, and the second end cap 4 is fixedly connected to the air outlet. The outer casing 12 is also provided with water inlet pipes 13 and water outlet pipes 14 symmetrically distributed at both ends of the outer casing 12 along its length. One end of the water inlet pipe 13 connected to the outer casing 12 communicates with the groove 111 near the first end cap 3, and the other end is connected to the water outlet of the motor. One end of the water outlet pipe 14 connected to the outer casing 12 communicates with the groove 111 near the second end cap 4, and the other end is connected to the coolant tank. There is a protruding ring 112 between every two adjacent grooves 111. The protruding ring 112 is provided with a notch 1121 for connecting two adjacent grooves 111. The two adjacent notches 1121 are 180 degrees apart in the horizontal direction. It should be understood that every two adjacent notches 1121 should be staggered to ensure that the motor coolant can flow around the outer shell 1 of the catalyst. Specifically, the two adjacent notches 1121 can be staggered at different angles in the horizontal direction. In this embodiment, the two adjacent notches 1121 are set to be 180 degrees apart in the horizontal direction. This setting can ensure that the motor coolant flows on the outer shell 1 for the longest time and can heat the catalyst evenly, making full use of the energy of the motor coolant.

[0090] When the catalytic converter is heated by motor coolant, the coolant flows out from the outlet of the motor and flows into the groove 111 closest to the first end cover 3 through the water inlet pipe 13. The coolant flows around the outer shell 1 along the groove 111. After the catalytic converter is heated, the cooled liquid flows out from the groove 111 near the second end cover 4 and flows into the coolant tank through the water outlet pipe 14.

[0091] This invention selects different heating methods for the catalytic converter based on the battery charge. When the battery charge is sufficient, electric heating is used; when the battery charge is insufficient but greater than the critical charge for catalytic converter heating, motor coolant heating is used; and when the battery charge is less than or equal to the critical charge for catalytic converter heating, engine exhaust heating is used. This not only rapidly heats the catalytic converter to reach its operating temperature, converting harmful gases from vehicle exhaust into harmless substances through oxidation and reduction reactions, thereby reducing engine pollutant emissions, but also fully utilizes the temperatures of the motor coolant and engine exhaust, avoiding energy waste, especially in hybrid vehicles equipped with a disc motor as the drive motor. Furthermore, this invention incorporates grooves on the catalytic converter's outer shell to accommodate motor coolant heating. The 180-degree horizontal difference between two adjacent notches ensures maximum flow time of the motor coolant on the outer shell and uniform heating of the catalytic converter, fully utilizing the energy of the motor coolant.

[0092] Finally, it should be noted that the above are merely embodiments of the present invention and do not limit the patent scope of the present invention. Any equivalent structural or procedural transformations made based on the content of the present invention's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of the present invention.

Claims

1. A method for heating a catalytic converter in a hybrid electric vehicle, characterized in that... The hybrid vehicle catalytic converter includes a cylindrical outer shell, a filler block placed inside the outer shell, and a first end cap and a second end cap fixedly connected to both ends of the outer shell. The outer shell includes an inner shell and an outer shell adapted to the inner shell. The outer circumference of the inner shell is provided with several grooves, which are recessed from the outer surface of the inner shell towards the filler block. One end of the outer shell is an air inlet end and the other end is an air outlet end. The first end cap is fixedly connected to the air inlet end, and the second end cap is fixedly connected to the air outlet end. The outer shell is also provided with water inlet pipes and water outlet pipes symmetrically distributed at both ends of the outer shell along its length. One end of the water inlet pipe connected to the outer shell communicates with a groove near the first end cap, and the other end is connected to the water outlet of the motor. One end of the water outlet pipe connected to the outer shell communicates with a groove near the second end cap, and the other end is connected to the coolant tank. There is a convex ring between every two adjacent grooves, and the convex ring has a notch for connecting two adjacent grooves. The two adjacent notches are 180 degrees apart in the horizontal direction. The method for heating the catalytic converter in a hybrid vehicle includes the following steps: When the engine is cold-started, the battery charge signal of the hybrid vehicle is acquired and it is determined whether the battery charge is greater than the first threshold. If the battery charge is greater than the first threshold, the catalyst is heated by electric heating until the catalyst temperature is greater than the ignition temperature and / or the battery charge is less than or equal to the first threshold. If the battery level is less than or equal to the first threshold, then determine whether the battery level is greater than the second threshold. If the battery charge is greater than the second threshold, the catalytic converter is heated by heating with motor coolant until the battery charge is less than or equal to the second threshold. If the battery charge is less than or equal to the second threshold, the catalytic converter will be heated by engine exhaust heating until the catalytic converter temperature is greater than the ignition temperature; The hybrid vehicle catalyst heating method is mainly used in hybrid vehicles equipped with a disc motor as the drive motor. The step of heating the catalyst using motor coolant also includes the following sub-steps: Control the flow of motor coolant to the catalyst housing, and use the motor coolant to heat the catalyst; Real-time acquisition of battery power signal and determination of whether the battery power is greater than the second threshold; If the battery charge is greater than the second threshold, the motor coolant will continue to be used to heat the catalytic converter; otherwise, the flow of motor coolant into the coolant tank will be controlled to stop the use of motor coolant to heat the catalytic converter. The step of heating the catalyst using engine exhaust heating also includes the following sub-steps: The engine start-up is controlled by a torque-controlled engine exhaust heating catalytic converter. Real-time acquisition of catalyst temperature and determination of whether the catalyst temperature is greater than the ignition temperature; If the catalyst temperature is higher than the ignition temperature, the control stops heating the catalyst; otherwise, torque control continues to heat the catalyst from the engine exhaust until the catalyst temperature is higher than the ignition temperature.

2. The method for heating a catalytic converter in a hybrid electric vehicle as described in claim 1, characterized in that: The ignition temperature is the exhaust inlet temperature corresponding to a catalytic converter conversion efficiency of 50%, set based on an empirical value range; The step of heating the catalyst by electric heating also includes the following sub-steps: The electric heater is controlled to heat the catalyst, and the catalyst temperature is collected in real time; Determine whether the following conditions are met: the catalyst temperature is greater than the ignition temperature and / or the battery charge is less than or equal to the first threshold. If the catalyst temperature is greater than the ignition temperature and / or the battery charge is less than or equal to the first threshold, the electric heater is controlled to stop heating; otherwise, the electric heater continues to heat the catalyst until the catalyst temperature is greater than the ignition temperature and / or the battery charge is less than or equal to the first threshold.

3. A catalytic converter heating system for a hybrid electric vehicle, characterized in that, A method for heating a catalytic converter in a hybrid electric vehicle as described in any one of claims 1 to 2, comprising: The first judgment module is used to acquire the battery power signal of the hybrid vehicle and determine whether the battery power is greater than the first threshold when the engine is cold started. An electric heating module is used to heat the catalyst by electric heating when the first judgment module determines that the battery charge is greater than the first threshold, until the catalyst temperature is greater than the ignition temperature and / or the battery charge is less than or equal to the first threshold. The second judgment module is used to determine whether the battery power is greater than the second threshold when the first judgment module determines that the battery power is less than or equal to the first threshold. The motor coolant heating module is used to heat the catalyst by motor coolant heating when the second judgment module determines that the battery power is greater than the second threshold, until the battery power is less than or equal to the second threshold. The engine exhaust heating module is used to heat the catalyst by means of engine exhaust heating until the catalyst temperature is greater than the ignition temperature when the second judgment module determines that the battery charge is less than or equal to the second threshold.

4. The hybrid vehicle catalytic converter heating system as described in claim 3, characterized in that, The first determination module further includes the following sub-modules: Acquisition Submodule: Used to acquire the hybrid vehicle battery power signal during engine cold start; First Judgment Submodule: Used to determine whether the battery power is greater than a first threshold after the acquisition submodule obtains the hybrid vehicle battery power signal.

5. The hybrid vehicle catalytic converter heating system as described in claim 3, characterized in that, The electric heating module also includes: An electric heater control submodule is used to control the electric heater to heat the catalyst; and when the second judgment submodule determines that the catalyst temperature is greater than the ignition temperature and / or the battery charge is less than or equal to a first threshold, it controls the electric heater to stop heating the catalyst. The first acquisition submodule is used to acquire the catalyst temperature in real time. The second judgment submodule is used to determine whether the catalyst temperature is greater than the ignition temperature and / or the battery charge is less than or equal to the first threshold.

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