System and method for starting a hybrid vehicle

Abstract

The invention relates to a method and system for starting a hybrid vehicle. The method comprises the following steps: receiving a catalyst adjusting request; determining a traction battery capacity of the hybrid vehicle and a non-traction battery capacity of the hybrid vehicle; determining a catalyst adjustment time based on the traction battery capacity; determining that the traction battery capacity is sufficient to start an internal combustion engine (ICE) and adjust a catalyst during the catalyst adjustment time; determining whether the non-traction battery capacity is sufficient to support a non-traction load during the catalyst regulation time; and initiating an ICE post-start catalyst adjustment when the non-traction battery capacity is insufficient to support a non-traction load during the catalyst adjustment time, or initiating an ICE pre-start catalyst adjustment when the non-traction battery capacity is sufficient to support a non-traction load during the catalyst adjustment time.

Description

Technical Field

[0001] This disclosure relates to a method and system for starting a hybrid vehicle. In particular, but not exclusively, this disclosure relates to a method and system for starting a hybrid vehicle based on the battery capacity of a traction battery and a non-traction battery. Background Technology

[0002] The automotive industry has long faced the challenge of enhancing the capture of emissions from internal combustion engines (ICEs). One of the most significant advances in this regard has been the introduction of aftertreatment systems, such as catalytic converters. These devices facilitate the conversion of gases in emissions. However, the effectiveness of catalytic converters is highly dependent on their operating temperature and requires specific levels of heat to achieve optimal efficiency. For optimal operation, a preferred method is to preheat the catalytic converter before igniting or starting the ICE. However, this pre-conditioning is supported by the vehicle's battery, thus reducing the battery capacity available for other vehicle operations during or before starting the ICE. Summary of the Invention

[0003] The purpose of this disclosure is to provide methods and systems for starting hybrid vehicles that satisfy the vehicle or ICE starting experience and enhance the emission performance of the ICE or vehicle.

[0004] According to the systems and methods described herein, a method for starting a hybrid vehicle is provided, the method comprising the steps of: receiving a catalytic converter adjustment request; determining the traction battery capacity of the hybrid vehicle's traction battery and the non-traction battery capacity of the hybrid vehicle's non-traction battery; determining a catalytic converter adjustment time based on the traction battery capacity; determining a period of time during which the traction battery capacity is sufficient to start the internal combustion engine (ICE) and adjust the catalytic converter for the duration of the catalytic converter adjustment time; determining whether the non-traction battery capacity is sufficient to support the non-traction load for the duration of the catalytic converter adjustment time; and initiating ICE start-up catalytic converter adjustment when the non-traction battery capacity is insufficient to support the non-traction load for the duration of the catalytic converter adjustment time; or initiating ICE start-up catalytic converter adjustment when the non-traction battery capacity is sufficient to support the non-traction load for the duration of the catalytic converter adjustment time.

[0005] For example, adjusting the catalytic converter before ICE startup, especially in vehicles with ample battery capacity, offers benefits such as reduced cold-start emissions, enhanced emissions control, and a smoother transition to ICE power. This approach ensures the catalytic converter is already warm, minimizing contaminants from the outset. In another scenario, initiating catalytic converter adjustment after ICE startup conserves battery energy, which is particularly beneficial for hybrid vehicles with limited battery capacity. This strategy utilizes ICE heat to warm the catalytic converter and extends the all-electric driving range, making it more effective for driving conditions. Determining the optimal timing for catalytic converter adjustment based on real-time battery capacity provides a strategic advantage in improving operational efficiency.

[0006] In some examples, the step of receiving a catalytic converter adjustment request includes identifying at least one condition of the hybrid vehicle based on signals received from a vehicle control module. The at least one condition of the hybrid vehicle includes receiving a request to start the ICE, the driver's door being opened, the seatbelt being fastened, a vehicle wake-up request from the driver's mobile phone application, or the ignition key status or ignition button status.

[0007] For example, the catalytic converter adjustment is requested based on at least one condition triggered at the highest level within a designated activation event hierarchy for the hybrid vehicle. Subsequently, the request to start the ICE is positioned as a secondary trigger within that hierarchy, its activation controlled by a countdown timer that automatically initiates after a predetermined period following the start of catalytic converter adjustment. In one scenario, opening the vehicle's driver's door first triggers catalytic converter adjustment, and then, after the countdown timer is activated, triggers the request to start the hybrid vehicle's ICE.

[0008] In some examples, the method includes the step of determining a first set of boundary conditions for the traction battery and a second set of boundary conditions for the non-traction battery.

[0009] In some examples, the method includes: determining whether the first set of boundary conditions or the second set of boundary conditions requires ICE startup using the traction battery capacity; and when the first set of boundary conditions or the second set of boundary conditions requires ICE startup without using the traction battery capacity, starting the ICE using the non-traction battery; or when the first set of boundary conditions or the second set of boundary conditions requires ICE startup using the traction battery capacity, starting the ICE using the traction battery. The boundary conditions include ambient temperature, catalyst temperature, traction battery status, or non-traction battery status.

[0010] In some examples, the method includes initiating ICE startup catalytic converter regulation when the traction battery capacity is insufficient to start the ICE and regulate the catalytic converter for a period of time during which the catalytic converter regulation continues.

[0011] In some examples, the method includes: during the pre-ICE start-up catalytic converter conditioning period, monitoring whether the non-traction battery capacity is sufficient to support the non-traction load for the duration of the catalytic converter conditioning period; and when the monitored non-traction battery capacity is insufficient to support the non-traction load for the duration of the catalytic converter conditioning period, switching from pre-ICE start-up catalytic converter conditioning to post-ICE start-up catalytic converter conditioning.

[0012] In some examples, the catalyst regulation includes heating or activating the catalyst. In some examples, the catalyst is an electrically heated catalytic converter, an electrically heated exhaust catalyst, or a combination thereof.

[0013] In some examples, if the battery cannot support catalytic converter regulation, the hybrid function is limited until recharged. During post-heating, ICE torque may be limited to maintain emissions, but the battery can temporarily reduce torque derating. These brief bursts of power, while insufficient to regulate the catalytic converter, can offset the torque reduction during post-heating.

[0014] According to the systems and methods described herein, a system for starting a hybrid vehicle is provided, the hybrid vehicle including a traction battery, a non-traction battery, an internal combustion engine (ICE), and a processing unit. The processing unit is configured to: receive a catalytic converter regulation request and, based on the capacity of the non-traction battery for a period of time during which the catalytic converter regulation supports a non-traction load, initiate either pre-ICE start-up catalytic converter regulation or post-ICE start-up catalytic converter regulation. The processing unit is further configured to determine the catalytic converter regulation time based on the capacity of the traction battery.

[0015] In some examples, the processing unit is configured to: determine a period of time during which the traction battery capacity is sufficient to start the ICE and adjust the catalyst for the duration of the catalyst adjustment time; and when the traction battery capacity is insufficient to start the ICE and adjust the catalyst for the duration of the catalyst adjustment time, initiate ICE start-up catalyst adjustment.

[0016] In some examples, the processing unit is communicatively connected to the vehicle control module to receive the catalytic converter adjustment request, which includes identification of at least one condition of the hybrid vehicle based on signals received from the vehicle control module.

[0017] In some examples, the processing unit is configured to: determine a first set of boundary conditions for the traction battery and a second set of boundary conditions for the non-traction battery. The processing unit is configured to: determine whether the first set of boundary conditions or the second set of boundary conditions requires ICE startup using the traction battery capacity, and when the first set of boundary conditions or the second set of boundary conditions requires ICE startup without using the traction battery capacity, start the ICE using the non-traction battery; or when the first set of boundary conditions or the second set of boundary conditions requires ICE startup using the traction battery capacity, start the ICE using the traction battery.

[0018] In some examples, hybrid vehicles include a system for starting the hybrid vehicle. Attached Figure Description

[0019] The above and other objects and advantages of this disclosure will become apparent from the following specific embodiments taken in conjunction with the accompanying drawings, in which the same reference numerals always refer to the same parts, and in the drawings: Figure 1 The present disclosure illustrates some examples of systems for starting a hybrid vehicle; Figure 2 The present disclosure illustrates some examples of systems for starting a hybrid vehicle; Figure 3a A timeline of ICE pre-start catalytic converter regulation for a hybrid vehicle according to an example of this disclosure is shown; Figure 3b A timeline of ICE start-up catalytic converter regulation in a hybrid vehicle, according to an example of this disclosure, is shown. Figure 4 Methods for starting a hybrid vehicle according to some examples of this disclosure are shown; and Figure 5 Methods for starting a hybrid vehicle according to some examples of this disclosure are shown. Detailed Implementation

[0020] Figure 1A system 100 for starting a hybrid vehicle 102 is shown. System 100 includes a traction battery 104a, a non-traction battery 104b, an internal combustion engine 105, a catalytic converter 106, and a processing unit 108 communicatively connected to the batteries 104a, 104b, and the catalytic converter 106. The processing unit 108 is configured to receive a catalytic converter 106 adjustment request and, based on the capacity of the non-traction battery 104b for supporting non-traction loads during the catalytic converter 106 adjustment period, initiate either pre-ICE start catalytic converter 106 adjustment or post-ICE start catalytic converter 106 adjustment. The processing unit 108 is configured to determine the catalytic converter 106 adjustment time based on the capacity of the traction battery 104a.

[0021] Hybrid vehicle 102 includes at least one of mild hybrid electric vehicle, plug-in hybrid electric vehicle, and strong hybrid electric vehicle. Traction battery 104a includes at least one of 36-volt battery, 48-volt battery, hybrid battery, and high-voltage battery pack. Non-traction battery 104b is at least one 12-volt battery or auxiliary battery. The battery capacity of traction battery 104a and non-traction battery 104b is determined using at least one of battery health status, battery temperature, electrical load demand, stored energy, state of charge, current, and voltage.

[0022] Non-traction loads include energy consumed by at least one of the following: climate control (heating, ventilation, air conditioning, lighting, infotainment, electronic control unit, power steering, brake booster, battery and inverter cooling, power windows, and systems such as Advanced Driver Assistance Systems (ADAS).

[0023] The processing unit 108 is at least one of a vehicle control module, separate dedicated hardware, a remote processor connected to the hybrid vehicle 102, and combinations thereof. The processing unit 108 is configured to: determine a time period during which the capacity of the traction battery 104a is sufficient to start the ICE 105 and adjust the catalyst 106 for the duration of catalyst adjustment; and, when the capacity of the traction battery 104a is insufficient to start the ICE 105 and adjust the catalyst 106 for the duration of catalyst adjustment, initiate ICE start-up catalyst 106 adjustment.

[0024] In some examples, processing unit 108 is communicatively connected to vehicle control module to receive catalyst 106 adjustment requests, which include identification of at least one condition of hybrid vehicle 102 based on signals received from vehicle control module. At least one condition of hybrid vehicle 102 includes receiving a request to start ICE 105, opening of driver's door of vehicle 102, fastening of seatbelt, vehicle 102 wake-up request from driver's mobile phone application, ignition key status, or ignition button status.

[0025] Processing unit 108 is configured to determine a first set of boundary conditions for traction battery 104a and a second set of boundary conditions for non-traction battery 104b. Processing unit 108 is further configured to: determine whether the first or second set of boundary conditions requires the use of traction battery 104a capacity for ICE 105 startup, and when the first or second set of boundary conditions requires ICE 105 startup without using traction battery 104a capacity, start ICE 105 using non-traction battery 104b; or when the first or second set of boundary conditions requires the use of traction battery 104a capacity for ICE 105 startup, start ICE 105 using traction battery 104a. Boundary conditions include ambient temperature, catalyst temperature, traction battery state, and / or non-traction battery state.

[0026] Pre-ICE start-up catalyst 106 adjustment includes initiating the heating of catalyst 106 before starting the ICE 105 of the hybrid vehicle 102, and post-ICE start-up catalyst 106 adjustment includes initiating the heating of catalyst 106 after starting the ICE 105 of the hybrid vehicle 102.

[0027] For example, when the driver opens the door of the hybrid vehicle 102, the processing unit 108 receives a catalytic converter 106 adjustment request. The processing unit 108 then determines that the state-of-charge (SoC) of the traction battery 104a is 75% and the SoC of the non-traction battery 104b is 50%. Based on the SoC of the traction battery 104a, the processing unit 108 determines the time required to adjust the catalytic converter 106 as Tx. Furthermore, the processing unit 108 determines whether the non-traction battery 104b, at 50% SoC, can handle the non-traction load during the catalytic converter 106 adjustment time Tx. In one case, with 50% SoC, the non-traction battery 104b can support the non-traction load duration Tx, and the processing unit 108 initiates catalytic converter 106 adjustment before ICE start. In another case, with 50% SoC, the non-traction battery 104b cannot support the non-traction load duration Tx, and the processing unit 108 delays catalytic converter 106 adjustment and initiates catalytic converter 106 adjustment after ICE start.

[0028] In some examples, the processing unit 108 may prioritize catalyst 106 regulation by providing additional capacity to the traction battery 104a to reduce the time the non-traction battery 104b supports the non-traction load, and then determine catalyst 106 regulation before ICE startup.

[0029] In some examples, processing unit 108 estimates or predicts that vehicle 102 will need to complete catalyst 106 adjustment within T1 seconds. Subsequently, processing unit 108 determines the current temperature of catalyst 106 as Temp1 degrees Celsius, the target optimal temperature of catalyst 106 as Temp2 degrees Celsius, and the SOC of traction battery 104a as 75%. Based on the determined parameters of catalyst 106 and traction battery 104a, processing unit 108 calculates the capacity required by traction battery 104a to heat catalyst 106 as Cap1 units, and the time period required to heat catalyst 106 as T2 seconds. Furthermore, processing unit 108 determines the available capacity of traction battery 104a and compares the available capacity with the required capacity to determine whether to initiate catalyst 106 adjustment before ICE start or after ICE start. In one scenario, if the available capacity is greater than the required capacity, but the remaining time T1 for completing catalyst regulation before ICE 105 starts is less than the time T2 required for catalyst 106 regulation, then processing unit 108 can determine and initiate catalyst 106 regulation after ICE startup.

[0030] For example, if the non-traction battery capacity exceeds 70%, the treatment unit 108 can initiate catalytic converter 106 pretreatment before the ICE 105 starts. This method ensures that the catalytic converter 106 reaches its optimal operating temperature more quickly, thereby reducing typically higher cold-start emissions during the initial operation of the ICE 105. This is particularly beneficial in urban environments with frequent stop-and-go traffic, as it helps maintain low emission levels from the outset. Alternatively, if the non-traction battery capacity drops below 30%, the treatment unit 108 can postpone catalytic converter 106 adjustment until after the ICE 105 has started. In this case, the hybrid vehicle 102 conserves energy from the batteries 104a, 104b for propulsion, allowing the hybrid vehicle 102 to rely more heavily on its electric motor, which is particularly advantageous when operating in pure electric mode at low speeds. For example, in a scenario where the hybrid vehicle 102 is navigating through congested traffic with frequent stop-and-go traffic, delaying catalytic converter 106 adjustment helps prioritize energy use for maintaining electric propulsion, thereby extending electric driving range and improving overall fuel efficiency.

[0031] For example, the non-traction battery 104b in the hybrid vehicle 102 may struggle to support non-traction loads under several conditions, such as when the battery has a low state of charge due to prolonged inactivity or frequent short trips, or when cold weather reduces its capacity. Aging and degradation also reduce the battery's ability to retain charge and deliver power, especially under high power load demands or when multiple systems operate simultaneously. Furthermore, a faulty charging system (such as a faulty alternator or direct current (DC) converter) may prevent the battery from charging properly, while excessive parasitic leakage or electrical system failures may deplete the battery, rendering it unable to effectively power the necessary non-traction loads. In such cases, ICE start-up regulation of the catalytic converter 106 is preferred.

[0032] In some examples, catalytic converter 106 adjustment before or after ICE start-up is a type of catalytic converter 106 adjustment sequence, and this sequence includes determining the start time of adjustment. The start time may include the time at which catalytic converter 106 adjustment begins based on the start-up or ignition time of the ICE 105 of the hybrid vehicle 102. For example, if the processing unit 108 determines that it will take time T2 to adjust the catalytic converter 106 to the target optimal temperature and estimates the remaining time for starting the ICE 105 as T3, then the start time is determined to be the time T1 before the ICE 105 ignites.

[0033] In some examples, processing unit 108 may support the regulation of catalyst 106 in a hybrid manner based on determined parameters and an estimated remaining time for catalyst regulation before ICE 105 starts. Traction battery 104a is used to support catalyst 106 regulation for the determined time before ICE starts, and an electric motor (e.g., an alternator or belt-integrated starter generator (BISG)) and / or power source 104 (e.g., a collective term for 104a and 104b) is used to support catalyst 106 regulation for the determined time after ICE starts. For the avoidance of doubt, any reference to the term “BISG” herein is used in the context of mild hybrid electric vehicle (MHEV) operation. However, in other example contexts, the term “BISG” should be understood to be interchangeable with the broader term “electric motor”.

[0034] In another example, the driver's seat adjustment acts as the primary trigger for initiating catalytic converter adjustment, ranking it as the highest priority in the activation sequence. Once the driver adjusts the seat, catalytic converter adjustment is initiated and a countdown timer is activated. As a secondary trigger, fastening the seatbelt prompts the system to prepare for a request to start the internal combustion engine (ICE), which automatically engages once the countdown period has elapsed. In this setup, the driver's seat adjustment initiates catalytic converter adjustment, then the ICE starts after the seatbelt is fastened and the countdown completes.

[0035] Trigger levels define the order in which events are activated, with higher-level triggers taking precedence over lower-level ones. Countdown timers control the timing of secondary actions, ensuring they occur only after the primary triggering event has completed.

[0036] Communication connections between batteries 104a, 104b, catalyst 106, processing unit 108, or any other unit / module are supported using at least one of wired and wireless communication protocols. At least one wired communication protocol includes, but is not limited to: Ethernet (IEEE 802.3), Local Interconnect Network (LIN), Controller Area Network (CAN), Media-Oriented System Transport (MOST), and / or FlexRay communication bus. At least one wireless communication protocol includes, but is not limited to: Radio Frequency (RF), Infrared Data Association (IrDA), Bluetooth, ZigBee (and other variants of the IEEE 802.15 protocol), Wi-Fi or IEEE 802.11 (any variant), IEEE 802.16 (WiMAX or any other variant), Direct Sequence Spread Spectrum (DSSS), Frequency Hopping Spread Spectrum (FHSS), Global System for Mobile Communication (GSM), General Packet Radio Service (GPRS), Enhanced Data Rates for GSM Evolution (EDGE), Long Term Evolution (LTE), Cellular protocols (2G, 2.5G, 2.75G, 3G, 4G, or 5G), Near Field Communication (NFC), satellite data communication protocols, and / or any other protocol used for wireless communication.

[0037] Processing unit 108 may include at least one memory module (not shown) for storing at least one of the following: the determined capacities of batteries 104a and 104b; the catalytic converter 106 adjustment time; a set of actions or rules defined for at least one condition of hybrid vehicle 102; and any other variables related to the implementation of optimal startup of hybrid vehicle 102. The memory module may also include at least one of volatile memory elements (e.g., random access memory such as Dynamic Random Access Memory (DRAM), Static Random Access Memory (SRAM), Synchronous Dynamic Random Access Memory (SDRAM), etc.), non-volatile memory elements (e.g., read-only memory (ROM), hard disk drive, etc.), other storage media, and combinations thereof. In some examples, the memory module may have a distributed architecture in which the various components are geographically separated but accessible by processing unit 108.

[0038] Figure 2 A system 200 for starting a hybrid vehicle 202 is shown. System 200 includes a power source 204, an internal combustion engine (ICE) 205, a catalytic converter 206, a vehicle control module 208, a sensing unit 210, and a processing unit 212 communicatively connected to the power source 204, the catalytic converter 206, the vehicle control module 208, and the sensing unit 210. The power source 204 includes at least one traction battery 204a and at least one non-traction battery 204b.

[0039] Vehicle control module 208 is communicatively connected to processing unit 212 to exchange status signals. Processing unit 212 is configured to identify at least one status of hybrid vehicle 202 based on status signals received from vehicle control module 208. Processing unit 212 is configured to receive catalytic converter adjustment requests based on the identification of at least one status of hybrid vehicle 202. In some examples, processing unit 212 and vehicle control module 208 are identical and integrated units.

[0040] In some examples, processing unit 212 is configured to estimate the remaining time period for completing catalytic converter 206 adjustment before ICE 205 starts, based on the identification of at least one condition of hybrid vehicle 202. At least one condition of hybrid vehicle 202 includes, but is not limited to, receiving a request to start ICE 205, opening the driver's door of hybrid vehicle 202, fastening the seatbelt, or a hybrid vehicle 202 wake-up request from the driver's mobile phone application. In some examples, processing unit 212 utilizes at least one of driver behavior history, identified vehicle conditions, artificial intelligence, and machine learning algorithms to receive the catalytic converter adjustment request or estimate the remaining time period for completing catalytic converter 206 adjustment before ICE 205 starts.

[0041] Sensing unit 210 is communicatively connected to processing unit 212 to transmit sensing information. For example, the sensing information includes at least one parameter of the traction battery 204a, the non-traction battery 204b, the catalyst 206, and components connected to the traction battery 204a, the non-traction battery 204b, and / or the catalyst 206. Sensing unit 210 includes at least one of a temperature sensor, a voltage sensor, and a current sensor. In some examples, the traction battery 204a, the non-traction battery 204b, and the catalyst 206 directly transmit signals related to these parameters to processing unit 212. At least one parameter of the traction battery 204a and the non-traction battery 204b includes at least one value of battery health status, battery temperature, electrical load demand, stored energy, battery state of charge, current, and voltage. At least one parameter of the catalyst 206 includes ambient temperature, target optimal temperature, or current temperature.

[0042] In some examples, sensing unit 210 includes, but is not limited to, visual sensors, radar (RADAR) sensors, lidar (LiDAR) sensors, and ultra-wideband (UWB) sensors to track driver behavior and activity, and subsequently supports vehicle control module 208 or processing unit 212 in determining the status of hybrid vehicle 202 and receiving catalytic converter adjustment requests. For example, sensing unit 210 may track and determine that a driver is approaching hybrid vehicle 202 and generate a signal for vehicle control module 208 or processing unit 212.

[0043] Figure 3aThe timeline for catalytic converter conditioning before ICE start-up in a hybrid vehicle is shown. At time T0 (e.g., 0 seconds), the time required for catalytic converter conditioning based on the traction battery capacity is determined to be T2 (e.g., 10 seconds), and the capacity of the non-traction battery is evaluated to determine whether the non-traction battery can support the non-traction load for a duration determined to be T2. In the current case, the non-traction battery is identified as suitable to support the non-traction load during the catalytic converter conditioning time, and catalytic converter conditioning before ICE start-up is initiated.

[0044] At time T1 (e.g., 5 seconds), based on the identification of the catalyst regulation before ICE start-up, the traction battery initiates the heating of the catalyst, and at time T3 (e.g., 15 seconds), the ICE is ignited or started using a non-traction battery or using a traction battery and BISG.

[0045] Figure 3b The timeline of catalytic converter conditioning after ICE start-up in a hybrid vehicle is shown. At time T0 (e.g., 0 seconds), the time required for catalytic converter conditioning based on the traction battery capacity is determined to be T1 (e.g., 10 seconds), and the capacity of the non-traction battery is evaluated to determine whether the non-traction battery can support the non-traction load for a duration determined to T1. In the current case, the non-traction battery is identified as unsuitable to support the non-traction load during the catalytic converter conditioning time, and catalytic converter conditioning after ICE start-up is initiated. At time T1, based on the identification of catalytic converter conditioning after ICE start-up, the ICE is ignited or started using either the non-traction battery or the traction battery and BISG. At time T2 (e.g., 15 seconds), after the ICE has started, catalytic converter heating is initiated using the traction battery.

[0046] Figure 4 A method 400 for starting a hybrid vehicle is shown. Method 400 includes the following steps: step 402 receiving a catalytic converter adjustment request; step 404 determining the traction battery capacity of the hybrid vehicle's traction battery and the non-traction battery capacity of the hybrid vehicle's non-traction battery; step 406 determining a catalytic converter adjustment time based on the traction battery capacity; step 408 determining whether the traction battery capacity is sufficient to start the internal combustion engine (ICE) and adjust the catalytic converter for a duration of catalytic converter adjustment time; and step 410a, if the traction battery capacity is determined to be sufficient to start the ICE and adjust the catalytic converter, determining whether the non-traction battery capacity is sufficient to support the duration of non-traction load catalytic converter adjustment time, or step 410b, if the traction battery capacity is determined to be insufficient to start the ICE and adjust the catalytic converter, initiating catalytic converter adjustment after ICE start-up.

[0047] In addition, the method includes the following steps: initiating step 412a of ICE pre-start catalytic converter conditioning when the non-traction battery capacity is sufficient to support the period of non-traction load continuous catalytic converter conditioning time, or initiating step 412b of ICE post-start catalytic converter conditioning when the non-traction battery capacity is insufficient to support the period of non-traction load continuous catalytic converter conditioning time.

[0048] Step 402 of receiving the catalytic converter adjustment request further includes the following steps: identifying at least one condition of the hybrid vehicle based on signals from the vehicle control module, and estimating the remaining time period for completing the adjustment before the ICE starts based on the identified at least one condition.

[0049] Step 404, which determines the traction battery capacity of the traction battery of the hybrid vehicle and the non-traction battery capacity of the non-traction battery of the hybrid vehicle, may include the following steps: receiving at least one signal from the traction battery or the non-traction battery for determining parameters such as battery health status, battery temperature, electrical load demand, stored energy, and battery state of charge, in order to determine the battery capacity.

[0050] Step 406, which determines the catalyst settling time based on the traction battery capacity, may further include determining parameters such as catalyst temperature, catalyst configuration attributes, target optimal temperature, ambient temperature, or exhaust temperature.

[0051] In some examples, method 400 further includes: during ICE pre-start catalytic converter conditioning, monitoring whether the non-traction battery capacity is sufficient to support the duration of the non-traction load catalytic converter conditioning, and when the monitored non-traction battery capacity is insufficient to support the duration of the non-traction load catalytic converter conditioning, switching from ICE pre-start catalytic converter conditioning to ICE post-start catalytic converter conditioning.

[0052] For example, in the first scenario, the driver starts the hybrid vehicle in the morning with a fully charged battery. The catalytic converter pre-treatment is initiated before the ICE (Interactive Air Conditioning) is started. Therefore, the vehicle emits fewer pollutants during operation. This is particularly useful if the driver frequently travels in areas with high traffic density and stop-and-go conditions.

[0053] In the second scenario, drivers using mild hybrid electric vehicles for weekend road trips might begin their journey with the battery partially depleted. If the battery capacity is low, the vehicle delays catalytic converter regulation until after the ICE starts, allowing battery power to be saved for longer periods of pure electric driving or for improving vehicle performance, optimizing fuel efficiency, and extending the vehicle's range on highways or long journeys.

[0054] In the third scenario, for delivery vehicles traveling around town, the vehicle's traction battery may be at different charge levels throughout the day. If the driver starts the car with a low battery, the vehicle prioritizes conserving traction battery power for driving rather than pre-adjusting the catalytic converter. This ensures that the delivery driver has enough energy for the next short trip or stop, and that the driver can still benefit from cleaner emissions once the ICE is running and the catalytic converter has begun to warm up.

[0055] In a fourth scenario, if the hybrid vehicle is parked for an extended period (e.g., while at work or shopping), the battery may be partially depleted upon the driver's return. When the driver restarts the ICE, the vehicle is able to adjust catalytic converter regulation based on the remaining battery charge. If the battery charge is low, power conservation is implemented and the ICE-start catalytic converter regulation scheme is initiated, while a higher battery charge level may allow pre-regulation to ensure cleaner emissions during initial driving. If the battery charge is sufficient and pre-regulation is initiated, the vehicle is able to monitor the battery capacity in real time and cease pre-regulation if the battery capacity is identified as insufficient during real-time monitoring.

[0056] In the fifth scenario, within urban areas with designated pure electric zones (requiring the vehicle to operate without emissions), the vehicle can monitor battery capacity in real time. If the battery is fully charged, the vehicle can pre-adjust the catalytic converter to ensure it is ready for low-emission driving whenever the driver enters the zone. Conversely, if the battery is low, the vehicle optimizes energy use to maximize pure electric driving within that zone.

[0057] Figure 5A method 500 for starting a hybrid vehicle is illustrated. Method 500 includes the following steps: step 502 identifying at least one hybrid vehicle condition and step 504 receiving a catalytic converter adjustment request; step 506 determining a first set of boundary conditions for the traction battery and a second set of boundary conditions for the non-traction battery; step 508 determining whether the first or second set of boundary conditions requires the use of the traction battery capacity for starting the internal combustion engine (ICE); and step 510a starting the ICE using the non-traction battery when the first or second set of boundary conditions requires ICE starting without using the traction battery capacity, or step 510b starting the ICE using the traction battery when the first or second set of boundary conditions requires the use of the traction battery capacity. Boundary conditions include ambient temperature, catalytic converter temperature, traction battery condition, or non-traction battery condition. For example, at extremely cold temperatures, the performance of the traction battery (e.g., a high-voltage battery) may be impaired, reducing its ability to provide the power required to start the vehicle. Under such boundary conditions, a non-traction battery (e.g., an auxiliary power source) may be needed to support the starting process, particularly to power necessary systems such as the traction battery's heating element or to engage the starter motor.

[0058] For example, when a vehicle is in cold weather, the catalytic converter may be too cold to effectively convert emissions. To quickly bring the ICE and catalytic converter to operating temperature, the vehicle may rely on the traction battery to preheat the catalytic converter and require a non-traction battery to initiate ICE startup. Under such boundary conditions, the efficiency and power output of the traction battery may decrease, making the non-traction battery crucial for ensuring reliable ICE startup.

[0059] The descriptions set forth above are merely examples of embodiments of this application and are not intended to limit the scope of protection of this application. Those skilled in the art will recognize that substantially equivalent structures or substantially equivalent actions can achieve the same results in the same or different ways; exemplary embodiments should not be construed as limiting this disclosure to one embodiment.

[0060] While various aspects of this disclosure have been described in detail with reference to the illustrated embodiments, those skilled in the art will recognize that many modifications may be made thereto without departing from the scope of this disclosure. This disclosure is not limited to the precise construction and composition disclosed herein; any and all modifications, alterations, and variations readily understood from the foregoing description are within the spirit and scope of this disclosure as defined in the appended claims. Furthermore, this concept explicitly includes any and all combinations and sub-combinations of the foregoing elements and features.

[0061] The descriptions provided are for illustrative purposes and not for limitation. Unless otherwise stated, words and phrases should be given their ordinary, direct meaning.

Claims

1. A method for starting a hybrid vehicle, the method comprising: Receive catalyst adjustment requests; Determine the traction battery capacity of the traction battery of the hybrid vehicle and the non-traction battery capacity of the non-traction battery of the hybrid vehicle; The catalyst adjustment time is determined based on the traction battery capacity. Determine the time period during which the traction battery capacity is sufficient to start the internal combustion engine (ICE) and regulate the catalytic converter to maintain the catalytic converter regulation time; Determine whether the non-traction battery capacity is sufficient to support the non-traction load for the duration of the catalyst adjustment time; as well as When the non-traction battery capacity is insufficient to support the non-traction load for the duration of the catalyst adjustment time, initiate ICE start-up catalyst adjustment; or When the non-traction battery capacity is sufficient to support the non-traction load for the duration of the catalyst conditioning time, ICE pre-start catalyst conditioning is initiated.

2. The method according to claim 1, wherein, The steps of receiving the catalyst adjustment request include: The hybrid vehicle is identified based on signals received from the vehicle control module, identifying at least one condition of the hybrid vehicle.

3. The method according to claim 2, wherein, The at least one state of the hybrid vehicle includes receiving a request to start the ICE, the driver's door of the vehicle being opened, the seat belt being fastened, a vehicle wake-up request from the driver's mobile phone application, or the ignition key status or ignition button status.

4. The method according to claim 1, wherein, The method includes: determining a first set of boundary conditions for the traction battery and a second set of boundary conditions for the non-traction battery.

5. The method according to claim 4, wherein, The method includes: Determine whether the first set of boundary conditions or the second set of boundary conditions requires ICE startup using the traction battery capacity; and When either the first set of boundary conditions or the second set of boundary conditions requires ICE startup without using the traction battery capacity, the ICE is started using the non-traction battery; or When either the first set of boundary conditions or the second set of boundary conditions requires the use of the traction battery capacity for ICE startup, the ICE is started using the traction battery.

6. The method according to claim 4, wherein, The boundary conditions include ambient temperature, catalyst temperature, traction battery status, or non-traction battery status.

7. The method according to claim 1, wherein, The method includes: when the traction battery capacity is insufficient to start the ICE and adjust the catalyst for a period of time during which the catalyst adjustment time continues, initiating ICE start-up catalyst adjustment.

8. The method according to claim 1, wherein, The method includes: during catalytic converter conditioning before ICE startup, monitoring whether the non-traction battery capacity is sufficient to support the non-traction load for the duration of the catalytic converter conditioning period; and When the monitored non-traction battery capacity is insufficient to support the non-traction load for the duration of the catalyst regulation time, the catalyst regulation is switched from pre-ICE start-up catalyst regulation to post-ICE start-up catalyst regulation.

9. The method according to claim 1, wherein, The catalyst regulation includes heating or activating the catalyst.

10. A system for starting a hybrid vehicle, comprising: Traction battery; Non-traction battery; Internal combustion engine (ICE); The processing unit is configured as follows: Receive catalyst adjustment requests; and Based on the capacity of the non-traction battery for the time period of continuous catalytic converter regulation to support non-traction load, initiate catalytic converter regulation before ICE start-up or catalytic converter regulation after ICE start-up. The processing unit is configured to determine the catalyst adjustment time based on the capacity of the traction battery.

11. The system according to claim 10, wherein, The processing unit is configured as follows: Determine the time period during which the traction battery capacity is sufficient to start the ICE and adjust the catalyst for the duration of the catalyst adjustment time; and When the traction battery capacity is insufficient to start the ICE and adjust the catalyst for the duration of the catalyst adjustment time, the ICE start-up catalyst adjustment is initiated.

12. The system according to claim 10, wherein, The processing unit is communicatively connected to the vehicle control module to receive the catalytic converter adjustment request, which includes the identification of at least one condition of the hybrid vehicle based on signals received from the vehicle control module.

13. The system according to claim 10, wherein, The processing unit is configured to determine a first set of boundary conditions for the traction battery and a second set of boundary conditions for the non-traction battery.

14. The system according to claim 13, wherein, The processing unit is configured as follows: Determine whether the first set of boundary conditions or the second set of boundary conditions requires ICE startup using traction battery capacity, and When the first set of boundary conditions or the second set of boundary conditions requires ICE startup without using the traction battery capacity, the ICE is started using the non-traction battery. or When either the first set of boundary conditions or the second set of boundary conditions requires the use of the traction battery capacity for ICE startup, the ICE is started using the traction battery.

15. A hybrid vehicle comprising the system according to claim 10.

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