Operating control device for an internal combustion engine of a hybrid vehicle for preheating a catalytic converter device and method for operating an internal combustion engine of a hybrid vehicle

Abstract

Operating control device for an internal combustion engine (40) of a hybrid motor vehicle (100) for preheating a catalyst device (50) with: • a detection device (31) which is designed to detect a state of charge of an electrical energy storage device (10) and / or an operating temperature of the catalyst device (50) of the hybrid motor vehicle (100); • a computer device (32) which is designed to provide at least one control signal depending on the detected state of charge and / or the detected operating temperature; and • an engine control device (33) which is coupled to the internal combustion engine (40) and an electric motor generator device (20) and which is designed to control the internal combustion engine (40) and / or the electric motor generator device (20) based on the at least one control signal and thereby preheat the catalyst device (50) characterized by that the engine control device (33) is designed to set an ignition point of the internal combustion engine (40) based on the at least one control signal, and that the ignition point of the internal combustion engine (40) is set to a point in time between a working phase and a clearance phase of the internal combustion engine (40).

Description

[0001] The present invention relates to an operation control device for an internal combustion engine of a hybrid motor vehicle for preheating a catalyst device and a method for operating an internal combustion engine of a hybrid motor vehicle. State of the art

[0002] In conventional vehicles, the efficiency of the combustion engine is deliberately reduced shortly after starting to heat the catalyst, thereby producing hotter exhaust gases at the expense of torque. This is achieved by simply retarding the ignition timing (the ignition angle relative to the crankshaft angle) so that combustion exerts less pressure on the piston, but hotter combustion gases enter the exhaust system when the exhaust valve opens.

[0003] DE 10 2011 013 402 A1 describes a control system for a hybrid internal combustion engine system with a torque regulation module and an engine control module. The torque regulation module described therein operates an electric machine of the hybrid internal combustion engine system for a period prior to starting an internal combustion engine of the hybrid internal combustion engine system for a first time during a current run cycle of the hybrid internal combustion engine system.

[0004] The engine control module described therein selectively activates a heater for an oxygen sensor of an exhaust system of the engine during the period. The engine control module may selectively activate the heater before the period when an ignition switch for the hybrid engine system is moved from an off state to an on state.

[0005] The internal combustion engine control module described therein can increase the temperature of the oxygen sensor to a predetermined temperature based on a thermal shock temperature or a sensitivity temperature of the oxygen sensor.

[0006] DE 10 2008 023 394 A1 describes a method for operating an internal combustion engine control system. The method described therein includes generating an engine start signal, determining whether a cold start condition exists, activating an electrically heated catalyst based on the cold start condition, determining the temperature of the electrically heated catalyst, and selectively starting an internal combustion engine based on the engine start signal and the temperature of the electrically heated catalyst.

[0007] DE 102 22 223 A1 describes a method for monitoring and controlling a catalytic converter of an internal combustion engine of a motor vehicle, in which the axial temperature distribution within the catalytic converter is calculated by means of fast algorithms at a large number of support points, wherein the fast algorithms are based on the principle of minimum entropy production, and the method takes into account the heat transfer between the exhaust gas flow and the wall of the catalytic converter, the heating of the catalytic converter and the heat losses of the catalytic converter to the environment, and wherein the calculated axial temperature distribution is used to control the catalytic converter.

[0008] Further operating procedures are known, for example, from DE 10 2007 010 197 A1 and DE 10 2009 027 641 A1. Disclosure of the invention

[0009] The present invention relates to an operation control device for an internal combustion engine of a hybrid motor vehicle for preheating a catalyst device having the features of patent claim 1 and a method for controlling an internal combustion engine of a hybrid motor vehicle having the features of patent claim 8. Advantages of the invention

[0010] The idea of ​​the invention is to operate an internal combustion engine in a starting phase for heating the catalyst with operating parameters that deviate from normal operation, so that the energy generated by the combustion process is not used to maintain the engine rotation of the internal combustion engine, but can be used to heat up a catalyst.

[0011] Advantageously, during catalytic converter heating operation, an electric motor generator can generate a drag torque for the engine's rotation. This allows the engine to be operated at low-speed and / or operating points unsuitable for normal operation before the engine is used for utility purposes, which result in increased heating output or heat dissipation in the catalytic converter.

[0012] This allows the internal combustion engine of a range extender vehicle to no longer be used to propel the vehicle, but instead, via a rigid connection to a generator, to recharge the battery of an electric vehicle purely to extend the range.

[0013] The direct rigid connection and the ability of the electric motor generator to also function as an electric motor provide the advantage of towing the internal combustion engine for preheating the catalytic converter, i.e., catalyst heating. This allows the combustion energy to be used not only to maintain engine speed or overcome friction, but also as heat energy for catalyst heating.

[0014] According to the invention, the engine control device is designed to set an ignition point of the internal combustion engine based on the at least one control signal, whereby the proportion of the combustion heat generated in the internal combustion engine, which is used to preheat a catalyst device, can be optimally adjusted and that a point in time between a working phase and a clearing phase of the internal combustion engine is set as the ignition point of the internal combustion engine.

[0015] Advantageous embodiments and further developments emerge from the subclaims and from the description with reference to the figures.

[0016] According to one embodiment of the invention, it is provided that the computer device is designed to provide the at least one control signal as a function of a requirement for electrical energy calculated by the computer device.

[0017] According to one embodiment of the invention, the engine control device is configured to set a predetermined operating point of the internal combustion engine based on the at least one control signal. This allows the hot combustion gases generated in the combustion chamber of the internal combustion engine to be shifted to the catalytic converter device.

[0018] According to one embodiment of the invention, the engine control device is configured to adjust, based on the at least one control signal, a drag torque exerted by the electric motor generator on the internal combustion engine. This advantageously allows the internal combustion engine to use portions of the energy released during the combustion of the operating fluid not only to maintain the engine's speed and to overcome friction, but also to use these portions to heat the catalytic converter device.

[0019] According to one embodiment of the invention, the engine control device is configured to control the internal combustion engine based on the at least one control signal in such a way that the combustion heat generated in the internal combustion engine can be used to preheat the catalyst device. This advantageously allows the combustion energy to be used for catalyst heating without any torque contribution.

[0020] According to one embodiment of the invention, it is provided that the engine control device is designed to heat the catalyst device if the detection device detects a charge state of the electrical energy storage device below a predetermined charge limit value of the electrical energy storage device.

[0021] According to one embodiment of the invention, it is provided that the engine control device is designed to reduce an idle speed of the internal combustion engine based on the at least one control signal and to exert a drag torque on the internal combustion engine with the electric motor generator.

[0022] The described designs and further training courses can be combined as desired.

[0023] Further possible embodiments, further developments and implementations of the invention also include combinations of features of the invention described previously or below with regard to the exemplary embodiments that are not explicitly mentioned. Short description of the drawings

[0024] The accompanying drawings are intended to provide a further understanding of embodiments of the invention. They illustrate embodiments and, in conjunction with the description, serve to explain principles and concepts of the invention.

[0025] Other embodiments and many of the aforementioned advantages will become apparent upon review of the drawings. The elements illustrated in the drawings are not necessarily drawn to scale.

[0026] They show: Fig. 1 is a schematic representation of an operation control device for an internal combustion engine of a hybrid motor vehicle for preheating a catalyst device according to an embodiment of the invention; Fig. 2 is a schematic representation of a cylinder of an internal combustion engine to explain the invention; Fig. 3 is a schematic representation of a cylinder of an internal combustion engine to explain the invention; and Fig. 4 is a schematic representation of a flow chart of a method for operating an internal combustion engine of a hybrid motor vehicle according to yet another embodiment of the invention.

[0027] In the figures of the drawing, the same reference symbols designate the same or functionally equivalent elements, parts, components or process steps, unless otherwise stated.

[0028] The Fig. 1 shows a schematic representation of an operation control device for an internal combustion engine of a hybrid motor vehicle for preheating a catalyst device according to an embodiment of the invention.

[0029] The hybrid vehicle 100 comprises, for example, an electrical energy storage device 10, an electric motor generator device 20, an operation control device 30, an internal combustion engine 40 and a catalyst device 50.

[0030] The electrical energy storage device 10 is designed, for example, as an accumulator or as a lithium-ion accumulator or as another electrical energy storage device which serves to store energy for later use.

[0031] The electric motor-generator device 20 can be configured as a combination of an electric generator and a drive mechanism. For example, the electric motor-generator device 20 can be an electric machine that can be used alternately either as an electric drive or as an electric generator.

[0032] The internal combustion engine 40 can be designed as an internal combustion engine or as another internal combustion engine that converts chemical energy of a fuel or other combustion medium into mechanical work through combustion.

[0033] The catalyst device 50 is designed, for example, as a vehicle catalyst, also called a catalyst or cat for short, and is used for exhaust gas aftertreatment in vehicles with internal combustion engines or internal combustion engines.

[0034] The catalyst device 50 can comprise several components. The support is a temperature-stable honeycomb body made of ceramic, typically cordierite or metal foil, which has a multitude of thin-walled channels. The so-called washcoat is located on the support.

[0035] The high roughness of the honeycomb body creates a large surface area of ​​up to hundreds of square meters per gram. The catalytically active precious metals are embedded in the washcoat, which requires an ambient temperature of up to 500 °C for optimal performance. This requires preheating of the catalyst device 50 for optimal exhaust aftertreatment.

[0036] The operation control device 30 for the internal combustion engine 40 of the hybrid motor vehicle 100 for preheating the catalyst device 50 comprises, for example, a detection device 31, a computing device 32 and an engine control device 33.

[0037] Since in the hybrid motor vehicle 100 the vehicle propulsion is only carried out by a second, not shown electric motor via the electrical energy storage device 10, the internal combustion engine 40 is not operated by the driver's request, but only by specifications from the charging strategy of the operating control device 30.

[0038] The operation control device 30 is designed, for example, to drive the hybrid motor vehicle 100 with the second electric motor according to the driver's request.

[0039] Since, in turn, the state of charge of the electrical energy storage device 10 does not drop suddenly, a corresponding efficiency-optimized catalyst heating strategy can be used by simply starting the internal combustion engine 40 in heating mode at, for example, 25% state of charge of the electrical energy storage device 10 in order to avoid a further drop in the state of charge of the electrical energy storage device 10 to, for example, below 20% of the total capacity.

[0040] Thus, there remains enough energy in the electrical energy storage device 10 to drive the hybrid vehicle 100 on the one hand and to initially rotate the internal combustion engine 40 by means of the electric motor-generator machine directly on the combustion engine on the other hand.

[0041] The detection device 31 can be designed to detect a state of charge of an electrical energy storage device 10 and / or an operating temperature of the catalyst device 50 of the hybrid motor vehicle 100.

[0042] For example, the detection device 31 is designed as an evaluation electronics of a temperature sensor coupled to the catalyst device 50 or as an evaluation electronics of a charge state sensor coupled to the electrical energy storage device 10.

[0043] The computer device 32 is designed, for example, to provide at least one control signal depending on the detected state of charge and / or the detected operating temperature.

[0044] The engine control device 33 can be coupled to the internal combustion engine 40 and the electric motor generator device 20 and can be designed to control the internal combustion engine 40 and / or the electric motor generator device 20 based on the at least one control signal and thereby preheat the catalyst device 50.

[0045] The detection device 31, the computer device 32 and the engine control device 33 are designed, for example, as technical components connected in a network.

[0046] The computer device 32 and the motor control device 33 are designed, for example, as a programmable logic controller, or PLC for short, which is used to control or regulate a machine or system and is programmed on a digital basis.

[0047] The Fig. 2 shows a schematic representation of the components of an internal combustion engine designed as a piston engine to explain the invention.

[0048] The internal combustion engine 40 designed as a piston engine comprises, for example, a cylinder 200, with an inlet valve 204 and an exhaust valve 205, a piston 206 and a connecting rod 208.

[0049] Piston 206 moves toward the crankshaft during the first power stroke. As piston 206 moves downward, a gas mixture or air is drawn into cylinder 200 through the open intake valve 204.

[0050] Piston 206 moves further back toward top dead center in the second compression stroke. The mechanical work required for this comes from the rotational energy of the flywheel or, in multi-cylinder engines, from the power stroke of another cylinder. The mixture or air in cylinder 200 is now compressed to a fraction of its original volume. Both valves 204 / 205 are closed.

[0051] In the third power stroke, work occurs after top dead center, converting combustion energy into mechanical work, while the mixture continues to burn independently. Piston 206 moves toward bottom dead center, and the combustion gas performs mechanical work on piston 206 and cools in the process.

[0052] In the fourth working stroke, an exhaust takes place, whereby the piston 206 leaves the bottom dead center again and with the upward movement of the piston 206 the exhaust gas is pushed out of the cylinder 200 via the now opened exhaust valve 205.

[0053] The method for operating an internal combustion engine of a hybrid motor vehicle can also be carried out on a two-stroke engine or another internal combustion engine.

[0054] The Fig. 3 shows a schematic representation of the components of an internal combustion engine designed as a piston engine to explain the invention.

[0055] Deviating from the Fig. The embodiment shown in Figure 2 is used in the Fig. 3, the ignition timing of the internal combustion engine 40 is set to a time between a working phase and a clearance phase of the internal combustion engine 40.

[0056] The cylinder of the internal combustion engine 40 therefore does not need to generate any torque to maintain the idle speed of the internal combustion engine 40 and thus the complete combustion energy of the internal combustion engine 40 can be used for heating the catalyst without any torque contribution.

[0057] This is achieved by igniting even later in relation to the crankshaft angle, approximately from optimally before a top dead center of the cylinder of the internal combustion engine 40 in normal operation to a point in time at a bottom dead center between the working and exhaust phases of the cylinder of the internal combustion engine 40.

[0058] As a result, the catalyst device 50 can advantageously be heated up by setting predetermined operating points of the internal combustion engine 40, wherein the predetermined operating points define an operation of the internal combustion engine 40 in which the internal combustion engine 40 alone cannot maintain independent combustion operation and is dependent on the torque contribution of the electric motor generator device 20.

[0059] The predetermined operating points can be set by the engine control device 33 and can include a changed ignition angle or a changed ignition timing or a changed valve circuit or a changed boost pressure of a turbocharger or another changed engine parameter of the internal combustion engine 40.

[0060] For example, the internal combustion engine 40 can be operated in a towing mode with the electric motor generator device 20 in a speed range of 100 rpm - 700 rpm.

[0061] As a result, little or no torque acts on the crankshaft due to the combustion process and the flame front generated by the combustion process is guided directly into the manifold in the direction of the catalyst device 50 by the subsequent expulsion of the clearance phase.

[0062] Since stable idling of the internal combustion engine 40 is not required for the catalyst heating phase and, in addition, the crankshaft rotation is generated by the electric motor generator device 20 during motor operation, the speed of the internal combustion engine 40 during this catalyst heating phase can be significantly reduced compared to standard idling speeds of 700-1000 rpm.

[0063] As a result, the residence time of the hot air in the still cold catalyst device 50 can be advantageously increased and thus the heat transfer of a certain heated exhaust gas quantity into the catalyst material can also be increased.

[0064] The internal combustion engine 40 can be used as a hot gas source by towing with the electric motor generator device 20 and can provide the combustion energy generated therein to heat the catalyst device 50.

[0065] For example, the speed of the internal combustion engine 40 is reduced to a few revolutions, about 100 rpm.

[0066] The others in the Fig. 3 are already included in the Fig. 2 corresponding figure description and are therefore not explained further.

[0067] The Fig.4 shows a schematic representation of a flow chart of a method for operating an internal combustion engine of a hybrid motor vehicle according to yet another embodiment of the invention.

[0068] As a first method step, a state of charge of an electrical energy storage device 10 and / or an operating temperature of a catalyst device 50 of the hybrid motor vehicle 100 are detected S1.

[0069] As a second method step, at least one control signal is provided S2 depending on the detected state of charge and / or the detected operating temperature.

[0070] As a third method step, control S3 of the internal combustion engine 40 and / or an electric motor generator device 20 of the hybrid vehicle 100 takes place based on the at least one control signal in order to preheat the catalyst device 50.

Claims

[1] Operation control device for an internal combustion engine (40) of a hybrid motor vehicle (100) for preheating a catalyst device (50) with: • a detection device (31) which is designed to detect a state of charge of an electrical energy storage device (10) and / or an operating temperature of the catalyst device (50) of the hybrid motor vehicle (100); • a computer device (32) which is designed to provide at least one control signal depending on the detected state of charge and / or the detected operating temperature; and • an engine control device (33) which is coupled to the internal combustion engine (40) and an electric motor generator device (20) and which is designed to control the internal combustion engine (40) and / or the electric motor generator device (20) based on the at least one control signal and thereby preheat the catalyst device (50) characterized by , that the engine control device (33) is designed to set an ignition point of the internal combustion engine (40) based on the at least one control signal, and that the ignition point of the internal combustion engine (40) is set to a point in time between a working phase and a clearance phase of the internal combustion engine (40). [2] Operation control device according to claim 1, characterized by that the computer device (32) is designed to provide the at least one control signal as a function of a requirement for electrical energy calculated by the computer device (32). [3] Operation control device according to one of claims 1 or 2, characterized by that the engine control device (33) is designed to set a predetermined operating point of the internal combustion engine (40) based on the at least one control signal. [4] Operation control device according to one of claims 1 to 3, characterized by that the engine control device (33) is designed to adjust a drag torque exerted by the electric motor generator device (20) on the internal combustion engine (40) based on the at least one control signal. [5] Operation control device according to one of claims 1 to 4, characterized by that the engine control device (33) is designed to control the internal combustion engine (40) based on the at least one control signal in such a way that the combustion heat generated in the internal combustion engine (40) can be used to preheat the catalyst device (50). [6] Operation control device according to claim 5, characterized bythat the engine control device (33) is designed to heat the catalyst device (50) if the detection device (31) detects a charge state of the electrical energy store (10) below a predetermined charge limit value of the electrical energy store (10). [7] Operation control device according to one of claims 1 to 6, characterized by that the engine control device (33) is designed to reduce an idling speed of the internal combustion engine (40) based on the at least one control signal and to exert a drag torque on the internal combustion engine (40) with the electric motor generator device (20). [8] Method for operating an internal combustion engine (40) of a hybrid motor vehicle (100) with the following method steps: • Detecting (S1) a state of charge of an electrical energy storage device (10) and / or an operating temperature of a catalyst device (50) of the hybrid motor vehicle (100); • Providing (S2) at least one control signal depending on the detected state of charge and / or the detected operating temperature; and • Controlling (S3) the internal combustion engine (40) and / or an electric motor generator device (20) of the hybrid vehicle (100) based on the at least one control signal in order to preheat the catalyst device (50) characterized by , that a valve control of the internal combustion engine (40) is set based on the at least one control signal, and that the ignition point of the internal combustion engine (40) is set to a point in time between a working phase and a clearance phase of the internal combustion engine (40). [9] Method according to claim 8, characterized bythat the at least one control signal is provided as a function of a requirement for electrical energy calculated by a computer device (33). [10] Method according to one of claims 8 or 9, characterized by that a valve control of the internal combustion engine (40) is set based on the at least one control signal. [11] Method according to one of claims 8 to 10, characterized by that based on the at least one control signal, a drag torque exerted by the electric motor generator device (20) on the internal combustion engine (40) is adjusted.

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