System and method for mitigating emissions generated by hybrid vehicle

Abstract

Systems and methods are provided for mitigating emissions generated by a hybrid vehicle. An ICE emissions mitigation signal is received prior to normal operation of the ICE of the hybrid vehicle. A command is issued to at least partially open the throttle to enable air to flow into the intake manifold. A command is issued to an electric motor system to rotate a crankshaft coupled to each of the cylinders. Reciprocating movement of the piston in each cylinder compresses air in the combustion chamber of the cylinder, causing the compressed air to flow out of the combustion chamber. Air flowing into the combustion chamber has a first temperature, and compressed air flowing out of the combustion chamber has a second temperature. The second temperature is higher than the first temperature. The compressed air flows from a combustion chamber of the cylinder to an exhaust manifold via an exhaust valve of the cylinder and from the exhaust manifold through a catalyst brick.

Description

Technical Field

[0001] The technical field generally relates to vehicles, and more specifically to systems and methods for mitigating emissions generated by hybrid vehicles. Background Technology

[0002] Hybrid vehicles consist of an electric motor and an internal combustion engine (ICE). The ICE generates exhaust gases as a byproduct of the combustion process. A catalyst brick in a catalytic converter is typically used to treat the exhaust gases before they are released from the vehicle as emissions. The catalyst brick typically needs to reach an operating temperature, such as, for example, 500°C, to effectively treat the exhaust gases. This operating temperature is called the catalyst ignition temperature. A cold start of the ICE occurs when it has been inactive for several hours. During a cold start, excessive emissions may be emitted until the catalyst brick reaches its ignition temperature.

[0003] Accordingly, it is desirable to provide systems and methods for mitigating emissions generated by hybrid vehicles. Other desirable features and characteristics will become apparent from the accompanying drawings and the foregoing technical and background information, based on the following detailed description and the appended claims. Summary of the Invention

[0004] A method for mitigating emissions generated by a hybrid vehicle includes receiving an ICE emission mitigation signal at a controller before initiating normal operation of the internal combustion engine (ICE) of the hybrid vehicle. The ICE includes a plurality of cylinders, each of which includes: a combustion chamber; an intake valve configured to open to enable a first airflow from the intake manifold to the combustion chamber and configured to close to restrict the first airflow from the intake manifold to the combustion chamber; an exhaust valve configured to open to enable a second airflow from the combustion chamber to the exhaust manifold and configured to close to restrict the second airflow from the combustion chamber to the exhaust manifold; a piston; and a crankshaft coupled to the piston, wherein rotation of the crankshaft causes reciprocating motion of the piston within the cylinder. The method includes: issuing a first command from a controller to a throttle system of a hybrid vehicle to at least partially open a throttle valve to allow air to flow into an intake manifold; issuing a second command from the controller to an electric motor system of the hybrid vehicle to rotate a crankshaft coupled to each of a plurality of cylinders, wherein: the reciprocating motion of a piston in each cylinder compresses air in the combustion chamber of the cylinder, thereby making a second airflow a compressed version of a first airflow; the first airflow has a first temperature, and the second airflow has a second temperature higher than the first temperature; and the second airflow flows from the combustion chamber of the cylinder through the exhaust valve of the cylinder to the exhaust manifold, and from the exhaust manifold through a catalyst block.

[0005] In at least one embodiment, the exhaust back pressure valve is located at one of the following locations: between the exhaust manifold and the catalyst block, and after the catalyst block, and the method further includes issuing a third command from the controller to the exhaust back pressure valve system to at least partially close the exhaust back pressure valve.

[0006] In at least one embodiment, the electric motor system includes at least one of electric motors P0, P1, P2, P3, and P4; and the method further includes issuing a second command from a controller to the electric motor system to rotate a crankshaft coupled to each of the plurality of cylinders, such that at least one of the electric motors P0, P1, P2, P3, and P4 generates electricity to achieve the rotation of the crankshaft.

[0007] In at least one embodiment, the method further includes issuing a fourth command from the controller to the oil pump system to increase the flow rate of lubricating oil into the ICE.

[0008] In at least one embodiment, the method further includes issuing a fifth command from the controller to the hot coolant system to perform one of the following operations: shutting off the coolant flow to the ICE and shutting off the coolant flow to the oil-water heat exchanger.

[0009] In at least one embodiment, the method further includes issuing a sixth command from the controller to the piston nozzle system to spray oil into multiple cylinders.

[0010] In at least one embodiment, the method further includes issuing a seventh command from the controller to the variable valve timing (VVT) system to coordinate the opening and closing timing of the intake and exhaust valves of multiple cylinders to maximize the temperature of the air leaving the exhaust manifold.

[0011] In at least one embodiment, the internal combustion engine (ICE) emission mitigation signal is a hybrid vehicle activation signal.

[0012] In at least one embodiment, the internal combustion engine (ICE) emission mitigation signal is a low battery charge state signal.

[0013] In at least one embodiment, the method further includes issuing an eighth command from the controller to the catalyst heater system to activate the catalyst heater, wherein the catalyst heater is disposed between the exhaust manifold and the catalyst block.

[0014] An emissions mitigation system for a hybrid vehicle includes: at least one processor; and at least one memory communicatively coupled to the at least one processor, the at least one memory including instructions, when executed by the at least one processor, to cause the at least one processor to: receive an ICE emissions mitigation signal before initiating normal operation of an internal combustion engine (ICE) of the hybrid vehicle, the ICE including a plurality of cylinders, each of the plurality of cylinders including: a combustion chamber; an intake valve configured to open to enable a first airflow from an intake manifold to the combustion chamber, and configured to close to restrict the first airflow from the intake manifold to the combustion chamber; and an exhaust valve configured to open to enable a second airflow from the combustion chamber to the exhaust manifold, and configured to close to restrict the second airflow. A second airflow from the combustion chamber to the exhaust manifold; a piston; and a crankshaft coupled to the piston, wherein rotation of the crankshaft causes reciprocating motion of the piston within the cylinder; a first command to the throttle system of the hybrid vehicle to at least partially open the throttle valve to allow air to flow into the intake manifold; a second command to the electric motor system of the hybrid vehicle to rotate the crankshaft coupled to each of the plurality of cylinders, wherein: the reciprocating motion of the piston in each cylinder compresses air in the combustion chamber of the cylinder, thereby making the second airflow a compressed version of the first airflow; the first airflow has a first temperature, and the second airflow has a second temperature, the second temperature being higher than the first temperature; and the second airflow flows from the combustion chamber of the cylinder through the exhaust valve of the cylinder to the exhaust manifold, and from the exhaust manifold through the catalyst block.

[0015] In at least one embodiment, the exhaust back pressure valve is disposed at one of the following locations: between the exhaust manifold and the catalyst block, and after the catalyst block; and at least one memory further includes instructions, when executed by at least one processor, to cause at least one processor to perform the following operation: issue a third command to the exhaust back pressure valve system to at least partially close the exhaust back pressure valve.

[0016] In at least one embodiment, the electric motor system includes at least one of electric motors P0, P1, P2, P3, and P4; and at least one memory further includes instructions that, when executed by at least one processor, cause at least one processor to perform the following operations: issue a second command to the electric motor system to rotate the crankshaft, and generate electricity using at least one of the electric motors P0, P1, P2, P3, and P4 to achieve the rotation of the crankshaft.

[0017] In at least one embodiment, at least one memory further includes instructions that, when executed by at least one processor, cause at least one processor to perform the following operation: issue a fourth command to the oil pump system to increase the flow rate of lubricating oil into the ICE.

[0018] In at least one embodiment, the at least one memory further includes instructions that, when executed by at least one processor, cause the at least one processor to perform the following operations: issue a fifth command to the hot coolant system to perform one of the following operations: shut off the coolant flow to the ICE and shut off the coolant flow to the oil-water heat exchanger.

[0019] In at least one embodiment, the at least one memory further includes instructions that, when executed by at least one processor, cause the at least one processor to perform the following operation: issue a sixth command to the piston nozzle system to spray oil into a plurality of cylinders.

[0020] In at least one embodiment, the at least one memory further includes instructions that, when executed by at least one processor, cause the at least one processor to perform the following operation: issue a seventh command to the variable valve timing (VVT) system to coordinate the opening and closing timing of the intake and exhaust valves of a plurality of cylinders to maximize the temperature of the air leaving the exhaust manifold.

[0021] In at least one embodiment, the internal combustion engine (ICE) emission mitigation signal is a hybrid vehicle activation signal.

[0022] In at least one embodiment, the internal combustion engine (ICE) emission mitigation signal is a low battery charge state signal.

[0023] A hybrid vehicle including an emissions mitigation system includes: at least one processor; and at least one memory communicatively coupled to the at least one processor, the at least one memory including instructions, when executed by the at least one processor, to cause the at least one processor to: receive an ICE emissions mitigation signal before initiating normal operation of the internal combustion engine (ICE) of the hybrid vehicle, the ICE including a plurality of cylinders, each of the plurality of cylinders including: a combustion chamber; an intake valve configured to open to enable a first airflow from an intake manifold to the combustion chamber, and configured to close to restrict the first airflow from the intake manifold to the combustion chamber; and an exhaust valve configured to open to enable a second airflow from the combustion chamber to the exhaust manifold, and configured to close to restrict the second airflow. A second airflow from the combustion chamber to the exhaust manifold; a piston; and a crankshaft coupled to the piston, wherein rotation of the crankshaft causes reciprocating motion of the piston within the cylinder; a first command to the throttle system of the hybrid vehicle to at least partially open the throttle valve to allow air to flow into the intake manifold; a second command to the electric motor system of the hybrid vehicle to rotate the crankshaft coupled to each of the plurality of cylinders, wherein: the reciprocating motion of the piston in each cylinder compresses air in the combustion chamber of the cylinder, thereby making the second airflow a compressed version of the first airflow; the first airflow has a first temperature, and the second airflow has a second temperature, the second temperature being higher than the first temperature; and the second airflow flows from the combustion chamber of the cylinder through the exhaust valve of the cylinder to the exhaust manifold, and from the exhaust manifold through the catalyst block. Attached Figure Description

[0024] Exemplary embodiments will now be described in conjunction with the following figures, wherein the same numerals denote the same elements, and wherein:

[0025] Figure 1 This is a functional block diagram of a vehicle including an emission mitigation system according to at least one embodiment;

[0026] Figure 2 This is a functional block diagram of a controller including an emission mitigation system according to at least one embodiment;

[0027] Figure 3 It is a functional block diagram of an internal combustion engine system according to at least one embodiment;

[0028] Figure 4 It is a functional block diagram of a cylinder according to at least one embodiment; and

[0029] Figure 5 This is a flowchart representation of an exemplary method for mitigating emissions generated by a hybrid vehicle according to at least one embodiment. Detailed Implementation

[0030] The following detailed description is merely exemplary in nature and is not intended to limit application and use. Furthermore, it is not intended to be bound by any express or implied theory presented in the foregoing technical field, background art, summary of the invention, or the following detailed description. As used herein, the term module refers to an application-specific integrated circuit (ASIC), electronic circuitry, a processor (shared, dedicated, or grouped) and memory executing one or more software or firmware programs, combinational logic circuitry, and / or other suitable components providing the described functionality.

[0031] This document describes embodiments of the present disclosure in terms of functional and / or logical block components and various processing steps. It should be understood that such block components can be implemented by any number of hardware, software, and / or firmware components configured to perform specified functions. For example, embodiments of the present disclosure can employ various integrated circuit components, such as memory elements, digital signal processing elements, logic elements, lookup tables, etc., which can perform various functions under the control of one or more microprocessors or other control devices. Furthermore, those skilled in the art will understand that embodiments of the present disclosure can be practiced in combination with any number of systems, and the systems described herein are merely exemplary embodiments of the present disclosure.

[0032] For the sake of brevity, conventional techniques related to signal processing, data transmission, signaling, control, and other functional aspects of the system (and its various operating components) are not described in detail herein. Furthermore, the connecting lines shown in the various figures included herein are intended to illustrate exemplary functional relationships and / or physical couplings between various elements. It should be noted that many alternative or additional functional relationships or physical connections may exist in the embodiments of this disclosure.

[0033] refer to Figure 1 This diagram illustrates a functional block diagram of a vehicle 10 including an emissions mitigation system 100 according to at least one embodiment. The vehicle 10 typically includes a chassis 12, a body 14, front wheels 16, and rear wheels 18. While the vehicle 10 is described as a passenger car in the illustrated embodiment, the vehicle 10 can be other types of vehicles, including trucks, sport utility vehicles (SUVs), and recreational vehicles (RVs).

[0034] In various embodiments, the body 14 is arranged on the chassis 12 and substantially surrounds the components of the vehicle 10. The body 14 and the chassis 12 may together form a frame. The wheels 16 and 18 are rotatably coupled to the chassis 12 near respective corners of the body 14.

[0035] In various embodiments, vehicle 10 is an autonomous or semi-autonomous vehicle that is automatically controlled to transport passengers and / or goods from one place to another. For example, in an exemplary embodiment, vehicle 10 is a so-called Level 2, Level 3, Level 4, or Level 5 automation system. Level 2 automation means that the vehicle assists the driver in various driving tasks under the supervision of the driver. Level 3 automation means that the vehicle can take over all driving functions in certain situations. All major functions are automatic, including braking, steering, and acceleration. At this level, the driver can completely let go until the vehicle otherwise informs the driver. Level 4 system indicates “high automation”, referring to the driving mode-specific performance of the automated driving system for all aspects of dynamic driving tasks, even if the human driver does not respond appropriately to intervention requests. Level 5 system indicates “full automation”, referring to the full-time performance of the automated driving system for all aspects of dynamic driving tasks under all roadway and environmental conditions that can be managed by a human driver.

[0036] As shown in the figure, vehicle 10 typically includes a propulsion system 20, a transmission system 22, a steering system 24, a braking system 26, a sensor system 28, an actuator system 30, at least one data storage device 32, at least one controller 34, and a communication system 36. The controller 34 is configured to implement an automated driving system (ADS). The propulsion system 20 is configured to generate power to propel the vehicle. The propulsion system 20 includes an internal combustion engine and an electric motor (also referred to as an electric motor), such as a traction motor, a fuel cell propulsion system, and / or any other type of propulsion configuration. The transmission system 22 is configured to transmit power from the propulsion system 20 to the wheels 16, 18 according to a selectable speed ratio. According to various embodiments, the transmission system 22 may include a step-ratio automatic transmission, a continuously variable transmission (CVT), or other suitable transmission. The braking system 26 is configured to provide braking torque to the wheels 16, 18. In various embodiments, the braking system 26 may include a friction brake, a brake-by-wire brake, a regenerative braking system such as an electric motor, and / or other suitable braking systems.

[0037] Steering system 24 is configured to influence the positioning of wheels 16. Although depicted for illustrative purposes as including a steering wheel and steering column, in some embodiments contemplated within the scope of this disclosure, steering system 24 may not include a steering wheel and / or steering column. Steering system 24 includes a steering column coupled to axle 50 associated with the front wheels 16 via, for example, a rack and pinion or other mechanism (not shown). Alternatively, steering system 24 may include a steer-by-wire system comprising an actuator associated with each of the front wheels 16.

[0038] The sensor system 28 includes one or more sensing devices 40a-40n that sense observable conditions of the external and / or internal environments of the vehicle 10. The sensing devices 40a-40n may include, but are not limited to, radar, lidar, global positioning system, optical camera, thermal imager, ultrasonic sensor, steering wheel sensor, and / or other sensors.

[0039] The vehicle dynamics sensor provides vehicle dynamics data including longitudinal velocity, yaw rate, lateral acceleration, and longitudinal acceleration. The vehicle dynamics sensor may include wheel sensors that measure information relating to one or more wheels of the vehicle 10. In one embodiment, the wheel sensors include wheel velocity sensors coupled to each of the wheels 16, 18 of the vehicle 10. Furthermore, the vehicle dynamics sensor may include one or more accelerometers (provided as part of an inertial measurement unit (IMU)) that measure information relating to the acceleration of the vehicle 10. In various embodiments, the accelerometers measure one or more acceleration values ​​of the vehicle 10, including lateral and longitudinal acceleration and yaw rate. In at least one embodiment, the vehicle dynamics sensor provides vehicle movement data.

[0040] Actuator system 30 includes one or more actuator devices 42a-42n that control one or more vehicle features, such as, but not limited to, one or more wheels 16-18, propulsion system 20, transmission system 22, steering system 24, and braking system 26. In various embodiments, vehicle features may also include interior and / or exterior vehicle features, such as, but not limited to, doors, trunk, and cabin features, such as air, music, lighting, etc. (not numbered).

[0041] Communication system 36 is configured to wirelessly communicate information to and from other entities, such as, but not limited to, other vehicles (“V2V” communication), infrastructure (“V2I” communication), remote systems, and / or personal devices. In an exemplary embodiment, communication system 36 is a wireless communication system configured to communicate via a wireless local area network (WLAN) using the IEEE 802.11 standard or by using cellular data communication. However, additional or alternative communication methods (such as dedicated short-range communication (DSRC) channels) are also considered to be within the scope of this disclosure. A DSRC channel refers to a one-way or two-way short-to-medium-range wireless communication channel specifically designed for automotive use and with a corresponding set of protocols and standards.

[0042] Data storage device 32 stores data for use in the ADS of vehicle 10. In various embodiments, data storage device 32 stores a defined map of the navigable environment. In various embodiments, the defined map may be predefined by and obtained from a remote system. For example, the defined map may be assembled by a remote system and communicated to vehicle 10 (wirelessly and / or via wire) and stored in data storage device 32. It is understood that data storage device 32 may be part of controller 34, separate from controller 34, or part of controller 34 and a separate system.

[0043] The controller 34 includes at least one processor 44 and a computer-readable storage device or medium 46. The processor 44 may be any custom or commercially available processor, central processing unit (CPU), graphics processing unit (GPU), auxiliary processor among several processors associated with the controller 34, semiconductor-based microprocessor (in the form of a microchip or chipset), macroprocessor, any combination thereof, or any device generally used for executing instructions. The computer-readable storage device or medium 46 may include volatile and non-volatile memory such as read-only memory (ROM), random access memory (RAM), and keep-alive memory (KAM). KAM is a persistent or non-volatile memory that can be used to store various operational variables when the processor 44 is powered off. The computer-readable storage device or medium 46 may be implemented using any of several known memory devices such as PROM (programmable read-only memory), EPROM (electrical PROM), EEPROM (electrically erasable PROM), flash memory, or any other electrical, magnetic, optical, or combined memory device capable of storing data (some of which represent executable instructions used by the controller 34 to control the vehicle 10).

[0044] The instructions may include one or more separate programs, each comprising an ordered list of executable instructions for implementing logical functions. When executed by processor 44, the instructions receive and process signals from sensor system 28, execute logic, calculations, methods, and / or algorithms for automatically controlling components of vehicle 10, and generate control signals to actuator system 30 based on the logic, calculations, methods, and / or algorithms to automatically control components of vehicle 10. Although in Figure 1 Only one controller 34 is shown, but embodiments of vehicle 10 may include any number of controllers 34 that communicate via any suitable communication medium or combination of communication media and cooperate to process sensor signals, perform logic, calculations, methods and / or algorithms, and generate control signals to automatically control the features of vehicle 10. In various embodiments, the controllers(s) 34 are configured to implement ADS.

[0045] refer to Figure 2 A functional block diagram of a controller 34 including an emissions mitigation system 100 according to at least one embodiment is shown. The controller 34 includes at least one processor 44 and at least one memory 46. The at least one processor 44 is a programmable device including one or more instructions stored in or associated with the at least one memory 46. The at least one memory 46 includes instructions that the at least one processor 44 is configured to execute. The at least one memory 46 includes embodiments of the emissions mitigation system 100 configured to mitigate emissions generated by the internal combustion engine (ICE) system of a hybrid vehicle 10 during cold starts. The controller 34 is configured to communicatively couple to an ICE emissions mitigation signal source 200, a throttle system 202, an electric motor system 204, an exhaust back pressure valve system 206, an oil pump system 208, a hot coolant system 210, a piston nozzle system 212, a variable valve timing (VVT) system 214, and one or more oxygen sensors 216. In at least one embodiment, the controller 34 is configured to communicatively couple to a catalytic converter heater system 218. The controller 34 may include additional components that facilitate the operation of the emissions mitigation system 100.

[0046] refer to Figure 3 A functional block diagram of an internal combustion engine system (ICE) 300 according to at least one embodiment is shown. The ICE 300 system includes an ICE 302. The ICE 302 includes a plurality of cylinders. Each of the plurality of cylinders is fluidly coupled to an intake manifold 304 via an intake valve. A throttle system 202 is configured to control the airflow entering the intake manifold 304 via a throttle valve.

[0047] Each of the plurality of cylinders is fluidly coupled to exhaust manifold 306 via an exhaust valve. Exhaust manifold 306 is fluidly coupled to catalyst block 308 via an exhaust path. In at least one embodiment, exhaust back pressure valve 310 is disposed in the exhaust path between exhaust manifold 306 and catalyst block 308. In at least one embodiment, exhaust back pressure valve 310 is disposed after catalyst block 308. Exhaust back pressure valve system 206 is configured to manage the opening and closing of exhaust back pressure valve 310. In at least one embodiment, catalyst heater system 218 is disposed in the exhaust path between exhaust manifold 306 and catalyst block 308. In at least one embodiment, catalyst heater system 218 is disposed immediately adjacent to catalyst block 308.

[0048] The ICE 302 is operatively coupled to a variable valve timing (VVT) system 214. The VVT ​​system 214 manages the timing associated with the opening and closing of the intake and exhaust valves of each of the plurality of cylinders in the ICE 302. An electric motor system 204 is configured to achieve the reciprocating motion of the piston within each of the plurality of cylinders via rotation of the associated crankshaft.

[0049] A thermal cooling system 210 is operatively coupled to the ICE 320. The thermal cooling system 310 is configured to manage the coolant flow to the ICE 302. An oil pump system 208 is operatively coupled to the ICE. The oil pump system 208 is configured to pump lubricating oil into moving parts associated with the operation of cylinders in the ICE 302. A piston nozzle system 212 is configured to spray oil into each of the plurality of cylinders in the ICE 302. The oil is thermally coupled to the engine coolant fluid via an oil-coolant heat exchanger.

[0050] Catalyst brick 308 is associated with multiple oxygen sensors 216. The catalyst ignition temperature is determined based on oxygen sensor data received from the multiple oxygen sensors 216. The conversion of exhaust hydrocarbons and nitrogen oxides is determined by oxygen content.

[0051] Before releasing exhaust gases as emissions from the hybrid vehicle 10, the hybrid vehicle 10 relies on a catalyst brick 310 to process the exhaust gases generated by the combustion process of the ICE 302. The catalyst brick 310 typically needs to reach an operating temperature, such as, for example, 500°C, to effectively process the exhaust gases. The operating temperature of the catalyst brick 310 is referred to as the catalyst ignition temperature. In at least one embodiment, the catalyst ignition temperature is a value somewhere in the middle of the catalyst ignition temperature range. A cold start of the ICE system 300 occurs when the ICE 302 has been inactive for several hours. During a cold start of the ICE 302, excessive emissions may be emitted until the catalyst brick 310 reaches its catalyst ignition temperature.

[0052] The emissions mitigation system 100 is configured to reduce emissions generated by the hybrid vehicle 10 during the cold start of the ICE 302. Before initiating operation of the ICE 302, the emissions mitigation system 100 commands the electric motor system 204 of the hybrid vehicle 10 to rotate the crankshaft coupled to the cylinders. The rotation of the crankshaft causes the piston to reciprocate in the cylinders. The reciprocating motion of the piston in the cylinders compresses the air in the combustion chamber of the cylinders. The compressed air leaves the combustion chamber of the cylinders via the exhaust valve and enters the exhaust manifold 306. When the exhaust valve timing becomes earlier than the intake valve closing, more compression work is wasted as heat energy entering the exhaust stream. Air is compressed as the piston rises and expands as the piston falls. Therefore, the loss comes from the difference between compression work and expansion work. The compressed air leaving the combustion chamber to the exhaust manifold 306 is hotter than the air entering the combustion chamber from the intake manifold 304. The compressed air travels along the exhaust path to and flows through the catalyst block 308. The heat from the compressed air is transferred to the catalyst brick 308.

[0053] Because the catalyst brick 308 is heated by compressed air before the ICE engine 302 begins normal operation, the catalyst brick 310 will take less time to reach the catalyst ignition temperature once the ICE engine 302 begins normal operation. After using the emission mitigation system 100 to heat the catalyst brick 308, the emissions generated by the hybrid vehicle 10 are lower than those generated without using the emission mitigation system 100 to heat the catalyst brick 308.

[0054] refer to Figure 4 A functional block diagram of a cylinder 400 according to at least one embodiment is shown. The ICE 302 includes a plurality of cylinders 400. Each cylinder 400 includes a combustion chamber 402, a piston 404, an intake valve 406, an exhaust valve 408, a fuel injector 410, and a crankshaft 412. The intake valve 406 can be opened and closed. When the intake valve 406 is open, airflow 414 from the intake manifold 304 of the hybrid vehicle 10 to the combustion chamber 402 is enabled. When the intake valve 406 is closed, airflow 414 from the intake manifold 304 to the combustion chamber 402 is restricted. The exhaust valve 408 can be opened and closed. When the exhaust valve 408 is open, airflow 416 from the combustion chamber 402 to the exhaust manifold 306 of the hybrid vehicle 10 is enabled. When the exhaust valve 408 is closed, airflow 416 from the combustion chamber 402 to the exhaust manifold 306 is restricted. The VVT ​​system 214 manages the timing associated with the opening and closing of the intake valve 406 and exhaust valve 408 of each cylinder 400.

[0055] Before initiating normal operation of the ICE 302, the emissions mitigation system 100 commands the electric motor system 204 of the hybrid vehicle 10 to rotate the crankshaft 412 coupled to each cylinder 400. The rotation of the crankshaft 412 causes the piston 404 to reciprocate within the cylinder 400. This reciprocating motion of the piston 404 compresses the air in the combustion chamber 402 of the cylinder 400. The compressed air exits the combustion chamber 402 via the exhaust valve 408 and enters the exhaust manifold 306. The compressed air exiting the combustion chamber 402 is hotter than the air entering the combustion chamber 402 from the intake manifold 304. The compressed air travels along the exhaust path to and through the catalyst block 308. The heat from the compressed air is transferred to the catalyst block 308.

[0056] refer to Figure 5 A flowchart representation of an exemplary method 500 for mitigating emissions generated by a hybrid vehicle 10 according to at least one embodiment is shown. The method 500 will be described with reference to exemplary implementations of an emission mitigation system 100. As will be understood from this disclosure, the order of operations within the method 500 is not limited to... Figure 5 The execution may not be performed in the order shown, but may be performed in one or more different orders as applicable and in accordance with this disclosure.

[0057] At point 502, prior to initiating normal operation of the ICE system 300 of the hybrid vehicle 10, an ICE emission mitigation signal is received from the ICE emission mitigation signal source 200 at the emission mitigation system 100. In at least one embodiment, the ICE emission mitigation signal is a hybrid vehicle start-up signal. In at least one embodiment, the ICE emission mitigation signal is a low battery state of charge (SOC) signal. However, this is not used for the 12-volt engine start-up battery. This applies to the prime mover battery of the hybrid system. When the hybrid vehicle 10 operates using an electric motor / electric motor, the battery (SOC) of the battery system supplying the electric motor / electric motor decreases during vehicle operation. When the battery SOC drops below a low battery SOC threshold, the battery system issues a low battery SOC signal. The low battery SOC signal indicates that the hybrid vehicle 10 will switch from electric motor / electric motor vehicle operation to ICE engine vehicle operation. Upon receiving the low battery SOC signal, the emission mitigation system 100 initiates an emission mitigation process to heat the catalyst brick 308, preparing for the transition from electric motor / electric motor vehicle operation to ICE engine vehicle operation.

[0058] At 504, the emission mitigation system 100 commands the throttle system 202 to open the throttle valve, increasing airflow into the intake manifold 304 of the ICE system 300, thereby increasing the amount of air retained in the cylinders. At 506, the emission mitigation system 100 commands the variable valve timing (VVT) system 214 to coordinate the opening and closing of the intake valve 406 and exhaust valve 408 of the cylinders 400 in the ICE 302, maximizing the amount of air retained in the combustion chamber 402 of each of the cylinders 400 during the air compression cycle, while also providing high air temperatures exiting the exhaust valves(s). During engine rotation, cam phasing (exhaust valve 408 opens earlier) is adjusted via the VVT ​​system 214 to achieve higher compression work losses, thereby increasing the heat of the compressed air. During the emission mitigation process, no fuel is injected into the combustion chamber 402 of the cylinders 400.

[0059] At 508, the emission mitigation system 100 commands the electric motor system 204 to rotate the crankshaft 412 associated with the cylinder 400 of the ICE 302. In at least one embodiment, the electric motor system 204 uses at least one of a P0 motor, a P1 motor, a P2 motor, a P3 motor, and a P4 motor to achieve the rotation of the crankshaft 412.

[0060] The rotation of crankshaft 412 causes each of pistons 404 to reciprocate within its associated cylinder 400. Air flows from intake manifold 304 into combustion chamber 402 of cylinder 400 via associated intake valve 406. The air in combustion chamber 402 is compressed by the movement of pistons 404 within cylinder 400. The compressed air flows from combustion chamber 402 to exhaust manifold 306 via associated exhaust valve 408. The air entering combustion chamber 402 from intake manifold 304 has a first temperature. The compressed air leaving combustion chamber 402 and entering exhaust manifold 306 has a second temperature. The second temperature is higher than the first temperature. The temperature of the compressed air leaving combustion chamber 402 is higher than the temperature of the air entering combustion chamber 402. The temperature of the airflow leaving combustion chamber 402 and entering exhaust manifold 306 is higher than the temperature of the airflow from intake manifold 304 to combustion chamber 402.

[0061] At point 510, the emission mitigation system 100 commands the exhaust back pressure valve system 206 to at least partially close the exhaust back pressure valve(s) 310. In at least one embodiment, the exhaust back pressure valve(s) 310 are positioned in the exhaust flow path between the exhaust manifold 306 and the catalyst block 308. In at least one embodiment, the exhaust back pressure valve(s) 310 are positioned after the catalyst block 308. At least partially closing the exhaust back pressure valve(s) 310 generates higher engine pumping power, higher exhaust-side pressure loss, and increases the density of the compressed air flowing from the exhaust manifold 306 to the catalyst block 308 before reaching the catalyst block 308 and transferring heat to it.

[0062] At 512, the emission mitigation system 100 commands the oil pump system 208 to pump lubricating oil into the ICE 302. The oil pump system 208 is configured to pump lubricating oil into moving parts associated with the operation of the cylinder 400 in the ICE 302. When the engine crankshaft 412 rotates, the shearing action of the bearings and other engine lubrication components on the oil generates heat energy released into the oil. The movement of the piston 402 within the cylinder 400 generates heat. This heat is transferred to the lubricating oil. The heated lubricating oil causes the piston 404 to operate at a higher temperature. The heated lubricating oil causes the piston 402 to heat up. The higher operating temperature causes heat to be transferred to the compressed air before it leaves the combustion chamber 402. This increases the temperature of the compressed air leaving the combustion chamber 402 and entering the exhaust manifold 306. Once normal engine operation begins, the fuel evaporation and combustion processes are enhanced because the combustion chamber temperature has already increased by frictional heating and oil-piston heating.

[0063] At 514, the emission mitigation system 100 commands the hot coolant system 210 to shut off the coolant flow to ICE 302. Shutting off the coolant flow to ICE 302 causes the combustion chamber 402 of cylinder 400 to retain the heat generated and transferred to the compressed air. Shutting off the coolant flow to the oil-coolant heat exchanger reduces the coolant's ability to lower the oil temperature. At 516, the emission mitigation system 100 commands the piston nozzle system 212 to inject oil into cylinder 400. Oil injection aids in heating piston 404. In many engines, piston nozzles are opened by increasing oil pressure. In several selected engines, the injector flow rate is controlled by a valve.

[0064] At point 518, compressed air flows from exhaust manifold 306 to catalyst brick 308. As the compressed air flows through catalyst brick 308 before leaving hybrid vehicle 10 via, for example, tailpipe, heat from the compressed air is transferred to catalyst brick 308.

[0065] Because the catalyst brick 308 is heated by compressed air before initiating normal ICE operation, it takes less time for the catalyst brick 308 to reach the catalyst ignition temperature once normal ICE operation is initiated. Emissions generated after heating the catalyst brick 310 using the emissions mitigation system 100 before initiating normal ICE operation are lower than those generated during ICE cold start without using the emissions mitigation system 100.

[0066] In at least one embodiment, a catalytic converter heater system 218 is disposed between the exhaust manifold 306 and the catalyst block 308 in the exhaust flow path. The emissions mitigation system 100 commands the catalytic converter heater system 218 to activate the catalytic converter heater. The catalytic converter heater further heats the compressed air before it reaches the catalyst block 308. This results in a greater amount of heat being transferred from the compressed air to the catalyst block 308 as it flows through it. The airflow supplied by the engine helps to push the catalytic-heated air into the catalyst block 308. Without any additional airflow entering the catalyst block 308, the catalytic converter heater will not be able to heat the catalyst block 308 efficiently.

[0067] While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be understood that numerous variations exist. It should also be understood that the exemplary embodiments or multiple exemplary embodiments are merely examples and are not intended to limit the scope, applicability, or configuration of this disclosure in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient roadmap for implementing the exemplary embodiments or multiple exemplary embodiments. It should be understood that various changes can be made to the function and arrangement of the elements without departing from the scope of this disclosure as set forth in the appended claims and their legal equivalents.

Claims

1. A method for mitigating emissions generated by hybrid vehicles, comprising: Before initiating normal operation of the internal combustion engine (ICE) of the hybrid vehicle, an ICE emission mitigation signal is received at the controller. The ICE comprises a plurality of cylinders, each of which includes: Combustion chamber; An intake valve, configured to open to enable a first airflow from the intake manifold to the combustion chamber, and configured to close to restrict the first airflow from the intake manifold to the combustion chamber; An exhaust valve, configured to open to enable a second airflow from the combustion chamber to the exhaust manifold, and configured to close to restrict the second airflow from the combustion chamber to the exhaust manifold; Piston; and A crankshaft coupled to the piston, wherein rotation of the crankshaft causes reciprocating motion of the piston within the cylinder; The controller issues a first command to the throttle system of the hybrid vehicle to at least partially open the throttle valve so that air can flow into the intake manifold; The controller issues a second command to the electric motor system of the hybrid vehicle to rotate the crankshaft coupled to each of the plurality of cylinders, wherein: The reciprocating motion of the piston in each cylinder compresses the air in the combustion chamber of the cylinder, thereby making the second airflow a compressed version of the first airflow; The first airflow has a first temperature, and the second airflow has a second temperature, the second temperature being higher than the first temperature; and The second airflow flows from the combustion chamber of the cylinder through the exhaust valve of the cylinder to the exhaust manifold, and from the exhaust manifold through the catalyst block.

2. The method of claim 1, wherein the exhaust back pressure valve is located at one of the following locations: between the exhaust manifold and the catalyst block, and after the catalyst block, and the method further comprises the controller issuing a third command to the exhaust back pressure valve system to at least partially close the exhaust back pressure valve.

3. The method according to claim 1, wherein: The electric motor system includes at least one of P0 electric motor, P1 electric motor, P2 electric motor, P3 electric motor, and P4 electric motor; and The controller issues a second command to the electric motor system to rotate the crankshaft coupled to each of the plurality of cylinders, such that at least one of the P0 electric motor, the P1 electric motor, the P2 electric motor, the P3 electric motor, and the P4 electric motor generates electricity to achieve the rotation of the crankshaft.

4. The method of claim 1, further comprising issuing a fourth command from the controller to the oil pump system to increase the flow rate of lubricating oil entering the ICE.

5. The method of claim 1, further comprising issuing a fifth command from the controller to the hot coolant system to perform one of the following operations: shutting off the coolant flow to the ICE and shutting off the coolant flow to the oil-water heat exchanger.

6. The method of claim 1, further comprising issuing a sixth command from the controller to the piston nozzle system to spray oil into the plurality of cylinders.

7. The method of claim 1, further comprising issuing a seventh command from the controller to the variable valve timing (VVT) system to coordinate the opening and closing timing of the intake valves and the exhaust valves of the plurality of cylinders to maximize the temperature of the air leaving the exhaust manifold.

8. The method of claim 1, wherein the internal combustion engine (ICE) emission mitigation signal is a hybrid vehicle activation signal.

9. The method of claim 1, wherein the internal combustion engine (ICE) emission mitigation signal is a low battery charge state signal.

10. An emission reduction system for a hybrid vehicle, comprising: At least one processor; as well as At least one memory, communicatively coupled to the at least one processor, the at least one memory including instructions that, when executed by the at least one processor, cause the at least one processor to perform the following operations: Before initiating normal operation of the internal combustion engine (ICE) of the hybrid vehicle, an ICE emission mitigation signal is received, the ICE comprising a plurality of cylinders, each of which includes: Combustion chamber; An intake valve, configured to open to enable a first airflow from the intake manifold to the combustion chamber, and configured to close to restrict the first airflow from the intake manifold to the combustion chamber; An exhaust valve, configured to open to enable a second airflow from the combustion chamber to the exhaust manifold, and configured to close to restrict the second airflow from the combustion chamber to the exhaust manifold; Piston; and A crankshaft coupled to the piston, wherein rotation of the crankshaft causes reciprocating motion of the piston within the cylinder; A first command is issued to the throttle system of the hybrid vehicle to at least partially open the throttle valve so that air can flow into the intake manifold; A second command is issued to the electric motor system of the hybrid vehicle to rotate the crankshaft coupled to each of the plurality of cylinders, wherein: The reciprocating motion of the piston in each cylinder compresses the air in the combustion chamber of the cylinder, thereby making the second airflow a compressed version of the first airflow; The first airflow has a first temperature, and the second airflow has a second temperature, the second temperature being higher than the first temperature; and The second airflow flows from the combustion chamber of the cylinder through the exhaust valve of the cylinder to the exhaust manifold, and from the exhaust manifold through the catalyst block.

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