COLD START CONTROL SYSTEMS AND METHODS

Abstract

A system comprises: an engine control module and a power unit control module, wherein, when the temperature of an oxygen sensor in an exhaust system of a power unit is less than a predetermined temperature while the power unit is off: the engine control module is configured to apply power to an electric motor based on a driver torque request and a drive rotation of a crankshaft; the power unit control module is configured, while the engine control module is applying power to the electric motor based on the driver torque request, not to supply fuel to the power unit and not to supply power to the oxygen sensor until a predetermined mass of air has flowed into the power unit;and then, when the specified mass of air has flowed into the engine, the engine control module is configured to (a) apply power to the oxygen sensor and heat the oxygen sensor and (b) optionally start supplying the engine with fuel.

Description

INTRODUCTION

[0001] The information provided in this section serves the purpose of providing a general overview of the context of the disclosure. Neither the work of the inventors currently named, to the extent described in this section, nor those aspects of the description that could not otherwise qualify as prior art at the time of filing, are expressly or implicitly recognized as prior art against the present disclosure.

[0002] The present disclosure relates to hybrid vehicles and in particular to systems and methods for minimizing cold start emissions of an internal combustion engine of a hybrid vehicle.

[0003] Vehicles with a power engine contain a battery to start the power engine and assist accessory loads. Electric vehicles (EVs), such as battery electric vehicles (BEVs), hybrid vehicles, and / or fuel cell vehicles, contain one or more electric machines and a battery system that includes one or more battery cells, modules, and / or packs to provide propulsion power. A power control system is used to manage power to and from the battery system during charging, propulsion, and / or regeneration.

[0004] Lithium-ion batteries (LIBs) have a high energy density and are used in EV and non-EV applications. LIBs contain anode electrodes, cathode electrodes, and separators. The anode electrodes contain an active material located on opposite sides of a current collector. The cathode electrodes contain an active cathode material located on opposite sides of a current collector. SUMMARY

[0005] According to a feature, an engine and power unit control system for a vehicle includes the following: a driver torque request module configured to determine a driver torque request based on driver input; an engine control module configured to selectively control the application of power from a battery to an electric motor of the vehicle based on the driver torque request; and a power unit control module configured to selectively actuate actuators of a power unit of the vehicle based on the driver torque request, wherein, when the temperature of an oxygen sensor in an exhaust system of the power unit is less than a predetermined temperature while the power unit is off: the engine control module is configured to apply power to the electric motor based on the driver torque request and the drive rotation of a crankshaft of the power unit;The engine control module is configured, while the engine control module applies power to the electric motor based on the driver torque request and the drive rotation of a crankshaft of the engine, to not supply fuel to the engine or power the oxygen sensor until a predetermined mass of air has flowed into the engine; and then, when the predetermined mass of air has flowed into the engine, the engine control module is configured to (a) apply power to the oxygen sensor and heat the oxygen sensor and (b) optionally start supplying fuel to the engine.

[0006] According to further features, the engine control module is configured to start supplying fuel to the engine once the specified mass has flowed into the engine and the temperature of the oxygen sensor has exceeded a specified temperature.

[0007] According to further features, the engine control module is configured, after the engine control module has started supplying fuel to the engine, to control charging of the battery by means of the electric motor driven by the engine.

[0008] According to further features, the motor control module is configured to charge the battery by means of the electric motor driven by the engine until the battery's state of charge is greater than a predetermined state of charge.

[0009] According to further features, the motor control module is configured to apply power to the electric motor based on the driver torque request and the drive rotation of the engine's crankshaft when the battery's state of charge is lower than a second predefined state of charge.

[0010] According to further characteristics, the specified State of Charge is either greater than or equal to the second specified State of Charge.

[0011] According to further features, the motor control module is configured to apply power to the electric motor based on the driver torque request and the drive rotation of the engine's crankshaft when the driver torque request is greater than a predetermined torque.

[0012] According to further features, the engine control module is configured to deactivate one cylinder of the engine when the battery's state of charge is greater than the specified state of charge.

[0013] According to further characteristics, the specified air mass is calibrated based on the removal of moisture by the oxygen sensor while the crankshaft rotates without the engine burning air and fuel.

[0014] According to further characteristics, the power engine control module is configured to determine the specified mass based on an air temperature.

[0015] According to further features, the power engine control module is configured to determine a cumulative air mass that has flowed into the power engine based on an air mass flow rate, while the motor control module applies power to the electric motor based on the driver torque request and the drive rotation of the power engine's crankshaft.

[0016] According to further features, the engine control module is configured to determine the cumulative air mass based on mathematical integrals of the air mass flow rate.

[0017] According to further features, the engine control module is configured, when the specified mass of air has flowed into the engine, to (a) apply power to the oxygen sensor and heat the oxygen sensor and (b) optionally start a closed-loop fuel supply to the engine based on a stoichiometric air / fuel ratio.

[0018] According to further features, the motor control module is configured to apply power to the electric motor based on the driver torque requirement and the drive rotation of the engine's crankshaft based on a predetermined target engine speed.

[0019] According to one feature, an engine and power machine control system for a vehicle includes the following: a driver torque request module configured to determine a driver torque request based on driver input; an engine control module configured to selectively control the application of power from a battery to an electric motor of the vehicle based on the driver torque request;and a power engine control module configured to selectively actuate actuators of a power engine of the vehicle based on the driver torque request, wherein, when the temperature of an oxygen sensor in an exhaust system of the power engine is less than a predetermined temperature while the power engine is off, and (a) the driver torque request is greater than a predetermined torque and / or (b) the state of charge of the battery is less than a predetermined state of charge: (i) the engine control module is configured to apply power to the electric motor based on the driver torque request and the drive rotation of a crankshaft of the power engine based on a predetermined target speed, and the power engine control module is configured not to supply fuel to the power engine;according to (i) (ii) the engine control module is configured to apply power to an oxygen sensor and heat the oxygen sensor in response to a determination that during (i) a predetermined mass of air has flowed into the engine; and according to (ii) (iii) the engine control module is configured to start supplying fuel to the engine when the predetermined mass of air has flowed into the engine, and the motor control module is configured to stop applying power to the electric motor when fuel supply has started, and to charge the battery using the engine and the electric motor; and according to (iii) (iv) the engine control module is configured to deactivate a cylinder of the engine in response to a determination that the state of charge of the battery is greater than a second predetermined state of charge.;

[0020] According to one feature, an engine and power unit control procedure for a vehicle includes the following: determining a driver torque request based on driver input; selectively controlling the application of power from a battery to an electric motor of the vehicle based on the driver torque request; selectively actuating actuators of a power unit of the vehicle based on the driver torque request when the temperature of an oxygen sensor in an exhaust system of the power unit is less than a predetermined temperature while the power unit is off; applying power to the electric motor based on the driver torque request and the drive rotation of a crankshaft of the power unit;While power is being applied to the electric motor based on the rider's torque request and the electric motor is driving the rotation of a crankshaft of the engine, do not supply fuel to the engine and do not apply power to the oxygen sensor until a predetermined mass of air has flowed into the engine; and then, when the predetermined mass of air has flowed into the engine, (a) apply power to the oxygen sensor and heat the oxygen sensor and (b) optionally start supplying fuel to the engine.

[0021] According to further features, the optional start of fuel supply when the specified mass has flowed into the engine includes starting the fuel supply to the engine after the temperature of the oxygen sensor has become greater than a specified temperature.

[0022] According to further features, after starting the fuel supply to the engine, the charging of the battery is controlled by means of the electric motor, which is driven by the engine.

[0023] According to further features, controlling the charging process includes charging the battery using the electric motor, which is driven by the engine, until the battery's state of charge is greater than a predetermined state of charge.

[0024] According to further features, the application of power to the electric motor includes the application of power to the electric motor based on the driver torque request and the drive rotation of the engine's crankshaft when the battery's state of charge is less than a second predefined state of charge.

[0025] Further applications of the present disclosure will become apparent from the detailed description, the claims, and the drawings. The detailed description and the specific examples serve only for illustration and are not intended to limit the scope of the disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The present revelation is more fully understood from the detailed description and the accompanying drawings; they show: Fig. 1 a functional block diagram of an example vehicle system; Fig. 2 a functional block diagram of an example propulsion control system; Fig. 3 a functional block diagram of an example hybrid system and Fig. 4 a flow chart which represents an exemplary procedure for controlling the commissioning of the engine when the engine temperature is less than a specified cold start temperature.

[0027] Reference symbols can be used multiple times in the drawings to identify similar and / or identical elements. DETAILED DESCRIPTION

[0028] A hybrid vehicle contains at least one internal combustion engine and at least one electric motor used for propulsion. Emissions from the engine may be higher when it is started while cold than during normal operation and also higher when it is started while warm.

[0029] The present application relates to systems and methods for cold-starting engines to reduce engine emissions. An electric motor is used for propulsion while the engine is off. When the engine needs to be started, such as when a driver torque demand exceeds a predetermined value or the battery's state of charge (SOC) falls below a predetermined SOC, the electric motor is used to drive the engine. Engine-driven operation (rotating the crankshaft without supplying fuel to the engine) is carried out until a predetermined amount of air has flowed into the engine during this operation.Once the specified amount of air has flowed into the engine during engine operation to remove moisture from one or more oxygen sensors, these sensors are energized to generate heat. When the temperature of the oxygen sensor(s) exceeds a predetermined temperature, the engine is started, which involves supplying fuel and a spark to the engine. While the engine is running, the electric motor is used to charge the battery. When the battery's state of charge exceeds a predetermined level, one or more cylinders of the engine can be deactivated to reduce fuel consumption.

[0030] The engine's motor drive helps remove moisture from the one or more oxygen sensors and the aftertreatment system, aiding faster catalyst start-up and adding energy to the exhaust system. Deactivating one or more cylinders reduces fuel consumption and can prevent more frequent cold starts. Waiting to start the engine until the oxygen sensor temperature reaches the preset temperature can reduce exhaust emissions, as closed-loop fuel supply can begin sooner.

[0031] Now, with reference to Fig. Figure 1 shows a functional block diagram of an example vehicle system. While a vehicle system for a hybrid vehicle is shown and described, the present application is also applicable to fuel cell vehicles, autonomous vehicles, and other types of vehicles. Furthermore, while the example of a vehicle is provided, the present application is also applicable to non-vehicle implementations.

[0032] A power engine 102 can burn an air / fuel mixture to generate drive torque. A power engine control module (ECM) 114 controls the power engine 102. For example, the ECM 114 can control the actuation of power engine actuators such as a throttle valve, one or more spark plugs, one or more fuel injectors, valve actuators, camshaft phasers, an exhaust gas recirculation (EGR) valve, one or more booster devices, and other suitable power engine actuators. In some types of vehicles (e.g., electric vehicles), the power engine 102 may be omitted.

[0033] The power unit 102 can output torque to a transmission 195. A transmission control module (TCM) 194 controls the operation of the transmission 195. For example, the TCM 194 can control gear selection in the transmission 195 and one or more torque transmission devices (e.g., a torque converter, one or more clutches, etc.).

[0034] The vehicle system contains one or more electric motors, such as electric motor 198. An electric motor can operate as either a generator or a motor at any given time. When operating as a generator, an electric motor converts mechanical energy into electrical energy. This electrical energy can be used, for example, to charge a battery 199. When operating as a motor, an electric motor generates torque, which can be used, for example, to propel the vehicle. While the example of one electric motor is provided, the vehicle can contain more than one. In various implementations, electric motor 198 can be used to start the power machine 102, for example, by means of a belt.

[0035] An engine control module 196 controls the power flow from the battery 199 to the electric motor 198 and from the electric motor 198 to the battery 199. The engine control module 196 applies electrical power from the battery 199 to the electric motor 198 to cause the electric motor 198 to output positive torque, for example, for vehicle propulsion or to start the engine 102. The battery 199 can contain, for example, one or more battery modules. Each battery module can contain multiple battery cells.

[0036] The electric motor 198 can output torque to, for example, a drive shaft of the gearbox 195, an output shaft of the gearbox 195, or a wheel of the vehicle. Two or more clutches, such as the clutch 200, can be engaged to couple the electric motor 198 to the gearbox 195 and disengaged to decouple the electric motor 198 from different gear sets of the gearbox 195. Gear sets can be implemented between an output of the clutch 200 and an input of the gearbox 195 to provide two or more predetermined ratios between a rotation of the electric motor 198 and a rotation of the input of the gearbox 195. The gearbox 195 can also be referred to as a gearbox housing.

[0037] The engine control module 196 can optionally also control the electric motor 198 to convert the vehicle's mechanical energy into electrical energy. Specifically, the electric motor 198 generates and outputs power when it is driven by the transmission 195 and the engine control module 196 is not supplying power from the battery 199 to the electric motor 198. The engine control module 196 can use the power output by the electric motor 198 to charge the battery 199.

[0038] The vehicle can be equipped with a charging port 190. A power source, such as a charging station, another vehicle, or another suitable power source, can be connected to and charge the battery 199 via the charging port 190. The battery 199 can also be used to supply energy to other devices (e.g., other vehicles) via the charging port 190.

[0039] Now, with reference to Fig. Figure 2 shows a functional block diagram of an example propulsion control system. A driver torque module 204 determines a driver torque request 208 based on a driver input 212. The driver input 212 can include, for example, an accelerator pedal position (APP), a brake pedal position (BPP), a cruise control input, and / or an autonomous input. In various implementations, the cruise control input can be provided by an adaptive cruise control system that attempts to maintain at least a predetermined distance between the vehicle and objects along a vehicle path. The autonomous input can be provided by an autonomous driving system that controls the movement of a vehicle from place to place while avoiding objects and other vehicles.The driver torque module 204 determines the driver torque requirement 208 based on one or more lookup tables related to the driver inputs for driver torque requirements. The APP and the BPP can be measured using one or more APP sensors or BPP sensors, respectively.

[0040] Driver torque requirement 208 can be an axle torque requirement. Axle torques (including axle torque requirements) refer to torque at the wheels. As discussed further below, drive torques (including drive torque requirements) differ from axle torques in that drive torques can refer to torque at a transmission input shaft.

[0041] An axle torque transmission module 216 mediates between the driver torque request 208 and other axle torque requests 220. An axle torque (a torque at the wheels) can be generated by various sources, including the power unit 102 and / or one or more electric motors, such as the electric motor 198.Examples of further axle torque requests 220 include a torque reduction requested by a traction control system when positive wheel slip is detected; a torque increase request to counteract negative wheel slip; brake management requests to reduce axle torque to ensure that the axle torque does not exceed the brakes' ability to hold the vehicle when stopped; and vehicle overspeed torque requests to reduce axle torque to prevent the vehicle from exceeding a predetermined speed, but these are not limited to. The axle torque mediation module 216 outputs one or more axle torque requests 224 based on the results of mediation between the received axle torque requests 208 and 220.

[0042] In hybrid vehicles, a hybrid module 228 can determine how many of the one or more axle torque requirements 224 are to be generated by the power unit 102 and how many of the one or more axle torque requirements 224 are to be generated by the electric motor 198. For the sake of simplicity, the example of the electric motor 198 is used in conjunction with the example of Fig. 2 continued, however, it may contain multiple electric motors. The hybrid module 228 outputs one or more power machine torque requests 232 to a propulsion torque mediation module 236. The power machine torque requests 232 specify a requested torque output from the power machine 102.

[0043] The hybrid module 228 also outputs a motor torque request 234 to the motor control module 196. The motor torque request 234 specifies a requested torque output (positive or negative) from the electric motor 198. In vehicles where the power unit 102 is omitted (e.g., electric vehicles) or is not connected to output propulsion torque for the vehicle, the axle torque transmission module 216 can output an axle torque request, and the motor torque request 234 can be the same as the axle torque request.

[0044] In the example of multiple electric motors, the motor control module 196 can determine how much torque should be generated by each of the electric motors. The electric motors can be controlled to achieve the same or different torque values.

[0045] The propulsion torque mediation module 236 translates the power machine torque requirements 232 from an axle torque domain (a torque at the wheels) into a propulsion torque domain (e.g., a torque at a transmission drive shaft). The propulsion torque mediation module 236 mediates the translated torque requirements with further propulsion torque requirements 240. Examples of the further propulsion torque requirements 240 include, but are not limited to, torque reductions requested for power machine overspeed protection and torque increases requested for stall prevention. The propulsion torque mediation module 236 can output one or more propulsion torque requirements 244 as a result of the mediation.

[0046] An actuator control module 248 controls actuators 252 of the power machine 102 based on the propulsion torque requirements 244. For example, based on the propulsion torque requirements 244, the actuator control module 248 can control the opening of a throttle valve, the timing of a spark provided by spark plugs, the timing and quantity of fuel injected by fuel injectors, cylinder actuation / deactivation, intake and exhaust valve phasing, the output of one or more boost devices (e.g., turbochargers, compressors, etc.), the opening of an EGR valve, and / or one or more other power machine actuators. In various implementations, the propulsion torque requirements 244 can be adjusted or modified before use by the actuator control module 248, for example, to generate a torque reserve.

[0047] The motor control module 196 controls the switching of switches in an inverter module 256 based on the motor torque requirement 234. Switching of the inverter module 256 controls the power flow from the battery 199 to the electric motor 198. Therefore, switching of the inverter module 256 controls a torque output from the electric motor 198. The inverter module 256 also converts power generated by the electric motor 198 and, for example, supplies power to the battery 199 to charge it.

[0048] The motor control module 196 can control the switching of switches of the inverter module 256, for example, based on adjusting a torque 260 output by the electric motor 198 to or in the direction of the motor torque requirement 234 using a closed-loop control module. For example, the closed-loop control module can include a proportional-integral control module (PL control module) or another suitable type of closed-loop control module. The torque 260 of the electric motor 198 can be measured or estimated using a torque sensor (e.g., by the motor control module 196) based on one or more operating parameters, such as using one or more equations and / or lookup tables.

[0049] The inverter module 256 contains the multiple switches. The motor control module 196 switches the switches to convert direct current (DC) power from the battery 199 into alternating current (AC) power and apply the AC power to the electric motor 198 to drive it. For example, the inverter module 256 can convert the DC power from the battery 199 into n-phase AC power and apply the n-phase AC power (e.g., a, b, and c or u, v, and w) to n stator windings of the electric motor 198. In various implementations, n is equal to 3. Magnetic flux, generated by a current flowing through the stator windings, drives a rotor of the electric motor 198. The rotor is connected to an output shaft of the electric motor 198 and drives its rotation.

[0050] In various implementations, one or more filters can be electrically connected between the inverter module 256 and the battery 199. The one or more filters can be implemented, for example, to filter the power flow to and from the battery 199. As an example, a filter containing one or more capacitors and resistors can be electrically connected in parallel with the inverter module 256 and the battery 199.

[0051] While the battery 199 is discussed in connection with the vehicle, the present application is also applicable to uses of the battery 199 in other types of devices, including non-vehicle applications.

[0052] Fig. Figure 3 is a functional block diagram of an example hybrid system. Air flows into the engine 102 through a throttle valve 304. Air and fuel are burned in cylinders of the engine 102 to generate torque.

[0053] A turbocharger, comprising a turbine 308 and an impeller 312, can increase the airflow into the engine 102. Exhaust gas discharged through the engine drives the rotation of the turbine 308. The rotation of the turbine 308 drives the rotation of the impeller 312, and the rotation of the impeller 312 increases the airflow into the engine 102. An air cooler 316 can be implemented to cool the air flowing into the engine 102. A throttle inlet air pressure sensor (TIAP sensor) 320 can measure the air pressure at the throttle inlet 304. A mass airflow sensor (MAF sensor) measures the mass flow rate of air into the engine 102. An air pressure sensor measures the barometric pressure. An inlet air temperature sensor measures the temperature of the air flowing into the engine. The MAF sensor, the air pressure sensor and the intake air temperature sensor are illustrated together by 324.

[0054] A distributor absolute pressure sensor (MAP sensor) 328 measures the pressure of air in an intake distributor of the engine 102. A coolant temperature sensor 332 measures the temperature of an engine coolant in the engine 102. An engine speed sensor 336 measures the speed of a crankshaft of the engine 102.

[0055] The engine 102 emits exhaust gas to an exhaust system. A boost pressure regulating valve 340 can regulate exhaust gas that bypasses the turbine 308.

[0056] The exhaust gas can flow through one or more three-way catalytic converters (TWCs), such as 344. A first oxygen sensor 348 can measure an amount (e.g., a concentration) of oxygen in the exhaust gas flowing into the one or more TWCs 344. Exhaust gas exiting the one or more TWCs 344 can flow into a gasoline particulate filter (GPF) 350. Temperature sensors 352 and 356 can measure the temperatures of the exhaust gas upstream and downstream of the GPF 350, respectively. A second oxygen sensor 360 can measure an amount (e.g., a concentration) of oxygen at a point between two TWCs. The first and second oxygen sensors 348 and 350 can also measure their respective temperatures.

[0057] A battery management module 364 can determine one or more parameters of the battery 199. For example, the battery management module 364 can determine the state of charge (SOC) of the battery 199 based on the current flow to and from the battery 199, the voltage of the battery 199, etc. The battery management module 364 can determine the SOC of the battery 199 using one or more equations or lookup tables, such as a coulomb count. The battery management module 364 can control one or more aspects of the battery 199, such as charging and / or discharging.

[0058] Fig. Figure 4 is a flowchart that represents an exemplary procedure for controlling the commissioning of the power machine 102 when the power machine temperature (e.g. the coolant temperature measured by the coolant temperature sensor 332) is less than a predetermined cold start temperature.

[0059] At 404, the motor control module 196 controls the application of power to the electric motor 198 based on the driver torque request 208 (specifically the engine torque request 234) in order to use the electric motor 198 for propulsion of the vehicle. Temporarily overlapping, the power unit control module 114 disengages the power unit 102, with the crankshaft not rotating. A clutch control module 150 ( Fig. 1) can actuate one or more clutches and decouple the power machine 102 from the electric motor 198, thereby enabling the electric motor 198 to be used for propulsion while enabling the crankshaft not to be driven.

[0060] At 408, the power motor control module 114 determines whether the power motor 102 should be started, for example, whether the battery's state of charge (SOC) 199 is lower than a preset SOC and / or the driver torque request 208 is higher than a preset torque. The preset SOC can be, for example, 70 percent SOC or another suitable value. The preset torque can be, for example, approximately 70 percent of the electric motor 198's maximum torque output or another suitable value. If 408 is true, the control unit proceeds to 412. If 408 is false, the control unit can return to 404 and continue using the electric motor 198 for propulsion.

[0061] At 412, the engine control module 196 controls the application of power to the electric motor 198 based on the driver torque request 208 (specifically the engine torque request 234) for propulsion and to rotate the crankshaft of the power unit 102 at a predetermined target speed. The clutch control module 150 can actuate one or more clutches and couple the power unit 102 to the electric motor 198, thus enabling the electric motor 198 to be used for propulsion and to drive the rotation of the crankshaft. At 412, the power unit control module 114 does not supply the power unit 102 with fuel and does not need to provide a spark to the power unit 102. The power unit control module 114 can open the boost pressure control valve 340 to allow air to bypass the turbocharger. Furthermore, in 412 the engine control module 114 determines an air mass that has flowed into the engine 102, such asbased on the MAF measured by the MAF sensor 324, or an estimated mass airflow. The engine control module 114 can, for example, calculate a mathematical integral of the last two MAF samples over the time between taking the two MAF samples to determine the mass of air that has flowed into the engine 102 over that time. The engine control module 114 also updates a cumulative mass of air that has flowed into the engine 102 since the first instance of 412 (since the crankshaft began rotating without fuel supply), based on the mass. The engine control module 114 can, for example, set the cumulative mass based on or equal to the last value of the cumulative air mass plus the mass of air determined at that instance of 412.

[0062] At 416, the engine control module 114 can determine whether the cumulative air mass flowing into the engine 102 is greater than or equal to a predetermined mass. The predetermined mass can correspond to an air mass used to remove moisture from the oxygen sensors 348 and 360. The predetermined mass can be a fixed, predefined value or can be set by the engine control module 114, for example, based on ambient air temperature and / or air pressure. The engine control module 114 can determine the predetermined mass, for example, using one or more equations and / or lookup tables. If 416 is true, the control continues to 420. If 416 is false, the control returns to 412 to continue rotating the crankshaft (a motor drive of the engine 102) and updating the cumulative air mass.

[0063] At 420, the engine control module 114 applies power to the oxygen sensors 348 and 360 to heat their sensing elements. The engine control module 196 continues to control the application of power to the electric motor 198 based on the driver torque request 208 (specifically the engine torque request 234) for propulsion and to rotate the crankshaft of the engine 102 at the specified target speed. At 412, the engine control module 114 does not supply fuel to the engine 102 and does not need to provide a spark to the engine 102.

[0064] At 424, the power engine control module 114 determines whether the temperatures of oxygen sensors 348 and 360 (measured by oxygen sensors 348 and 360) are higher than a predetermined temperature. The amounts of oxygen measured by oxygen sensors 348 and 360 can be accurate if their temperatures are greater than or equal to the predetermined temperature. The predetermined temperature could be, for example, approximately 150 degrees Fahrenheit or another suitable temperature. If 424 is true, the control module proceeds to 428. If 424 is false, the control module returns to 420 to continue heating oxygen sensors 348 and 360 while the power engine 102 is driven.

[0065] At 428, the engine control module 114 starts the engine 102, which includes supplying the engine 102 with fuel (e.g., based on achieving a stoichiometric air / fuel ratio) and providing a spark to the engine 102 to ignite the air / fuel mixture. The engine control module 196 can stop applying power to the electric motor 198 at 428 and use the electric motor 198 to generate power for charging the battery 199. At 428, the engine control module 114 can control the engine actuators based on reaching the driver torque requirement 208 for propulsion and generating power using the electric motor 198 to charge the battery 199. The engine control module 196 can determine the current state of charge (SOC) of the battery 199.

[0066] At 432, the engine control module 114 determines whether the current state of charge (SOC) of battery 199 is greater than the specified value. The specified value can be equal to or greater than the specified value of 408. The specified value can be, for example, approximately 70 percent SOC or another suitable value. If 432 is true, the control unit proceeds to 436. If 432 is false, the control unit returns to 428 to continue operating engine 102. At 436, the engine control module 114 can deactivate one or more cylinders of engine 102 while the driver torque request 208 is being met.For example, the engine control module 114 can determine an active number of cylinders operating at maximum efficiency and maximum torque output to meet driver torque request 208, and deactivate a number of cylinders equal to the total number of cylinders in engine 102 minus the number of cylinders required to meet driver torque request 208. Deactivating a cylinder may involve the engine control module 114 withholding fuel and spark to that cylinder. The engine control module 114 may also keep the cylinder's intake and exhaust valves closed during each combustion cycle of that cylinder.

[0067] The preceding description is merely illustrative and is in no way intended to limit the disclosure, its application, or uses. The comprehensive teachings of the disclosure can be implemented in various forms. While this disclosure contains specific examples, the true scope of protection of the disclosure should therefore not be so limited as to reveal other modifications upon study of the drawings, the description, and the following claims. It is to be understood that one or more steps within a process may be carried out in a different order (or overlapping in time) without altering the principles of the present disclosure.Although each of the embodiments described above has been described with specific features, one or more of these features described with respect to any embodiment of the disclosure may also be implemented in any of the further embodiments and / or combined with its features, even if this combination is not explicitly described. In other words, the described embodiments are not mutually exclusive, and permutations of one or more embodiments with each other remain within the scope of protection of this disclosure.

[0068] Spatial and functional relationships between elements (e.g., between modules, circuit elements, semiconductor layers, etc.) are described using various terms, such as "connected," "interlocking," "coupled," "adjacent," "next to," "on top of," "above," "below," and "arranged." Unless explicitly described as "direct," when a relationship between a first and a second element is described in the disclosure above, this relationship can be a direct relationship in which no further intervening elements exist between the first and the second element, or it can be an indirect relationship in which one or more intervening elements (either spatial or functional) exist between the first and the second element.As the expression "at least one of A, B and C" is used here, it should be interpreted as meaning a logical (A OR B OR C) using a non-exclusive logical OR, and should not be interpreted as meaning "at least one of A, at least one of B and at least one of C".

[0069] In the diagrams, the direction of an arrow, indicated by its tip, generally demonstrates the flow of information (such as data or commands) that is relevant for illustration. For example, if element A and element B exchange various pieces of information, but the information transferred from element A to element B is relevant for the illustration, the arrow may point from element A to element B. This unidirectional arrow does not imply that no further information is sent from element B to element A. Furthermore, element B may send requests or acknowledgments of the information sent from element A to element B to element A.

[0070] In this application, including the definitions below, the term "module" or "controller" may be replaced by the term "circuit." The term "module" may refer to, be part of, or include: an application-specific integrated circuit (ASIC); a digital, analog, or mixed analog / digital discrete circuit; a digital, analog, or mixed analog / digital integrated circuit; a combinational logic circuit; a field-programmable gate array (FPGA); a processor circuit (shared, dedicated, or grouped) that executes code; a memory circuit (shared, dedicated, or grouped) that stores code executed by the processor circuit; other suitable hardware components that provide the described functionality; or a combination of some or all of the above, such as in a system-on-a-chip.

[0071] The module may contain one or more interface circuits. In some examples, the interface circuits may include wired or wireless interfaces connected to a local area network (LAN), the internet, a wide area network (WAN), or combinations thereof. The functionality of any given module of this disclosure may be distributed among several modules connected by interface circuits. For example, multiple modules may enable load balancing. In another example, a server module (also known as a remote or cloud module) may perform some functionality on behalf of a client module.

[0072] The term "code," as used above, can include software, firmware, and / or microcode, and can refer to programs, routines, functions, classes, data structures, and / or objects. The term "shared processor circuit" refers to a single-processor circuit that executes some or all of the code from multiple modules. The term "group processor circuit" refers to a processor circuit that, in combination with additional processor circuits, executes some or all of the code from one or more modules. References to multiprocessor circuits include multiprocessor circuits on discrete chips, multiprocessor circuits on a single chip, multiple cores of a single-processor circuit, multiple threads of a single-processor circuit, or a combination of the above.The term shared memory circuit refers to a single memory circuit that stores part or all of the code from multiple modules. The term group memory circuit refers to a memory circuit that, in combination with additional memory, stores part or all of the code from one or more modules.

[0073] The term memory circuit is a subset of the term computer-readable medium. The term computer-readable medium, as used here, does not include transitory electrical or electromagnetic signals that propagate through a medium (such as on a carrier wave); the term computer-readable medium can therefore be considered tangible and non-transient. Non-restrictive examples of a non-transient, tangible computer-readable medium are non-volatile memory circuits (such as a flash memory circuit, an erasable programmable read-only memory circuit, or a mask read-only memory circuit), volatile memory circuits (such as a static read / write memory circuit or a dynamic read / write memory circuit), magnetic storage media (such as analog or digital magnetic tape or a hard disk drive), and optical storage media (such as...a CD, a DVD or a Blu-ray Disc).

[0074] The devices and methods described in this application can be implemented partially or completely by a special-purpose computer, created by configuring a general-purpose computer to execute one or more specific functions embodied in computer programs. The functional blocks, flowchart components, and other elements described above serve as software specifications that can be translated into computer programs through the routine work of a trained technician or programmer.

[0075] Computer programs contain processor-executable instructions stored on at least one non-transient, machine-readable physical medium. Computer programs may also contain or access stored data. Computer programs may include a basic input / output system (BIOS) that interacts with the computer's hardware for a specific purpose, device drivers that interact with specific devices of the computer for a specific purpose, one or more operating systems, user applications, background services, background applications, and so on.

[0076] The computer programs may contain: (i) descriptive text to be parsed, such as... B. HTML (Hypertext Markup Language), XML (Extensible Markup Language), or JSON (JavaScript Object Name), (ii) assembly code, (iii) object code generated from source code by a compiler, (iv) source code for execution by an interpreter, (v) source code for compilation and execution by a compiler at runtime, etc. For illustrative purposes only, the source code may be written using the syntax of languages ​​including C, C++, C#, Objective-C, Swift, Haskell, Go, SQL, R, Lisp, Java®, Fortran, Perl, Pascal, Curl, OCaml, Javascript®, HTML5 (Hypertext Markup Language, 5th Revision), Ada, ASP (Active Server Pages), PHP (PHP: Hypertext Preprocessor), Scala, Eiffel, Smalltalk, Erlang, Ruby, Flash®, Visual Basic®, Lua, MATLAB, SIMULINK, and Python®. legend

[0077] In the drawing figures, N stands for no and Y for yes.

Claims

[1] Engine and power transmission control system for a vehicle, comprising: a driver torque request module that is configured to determine a driver torque request based on driver input; an engine control module configured to selectively control the application of power from a battery to an electric motor of the vehicle based on the driver's torque request; and a power engine control module configured to selectively actuate actuators of a vehicle's power engine based on the driver's torque request, where, if the temperature of an oxygen sensor in an exhaust system of the engine is lower than a predetermined temperature while the engine is off: the engine control module is configured to apply power to the electric motor based on the driver's torque request and the drive rotation of a crankshaft of the engine; the power unit control module is configured, while the engine control module applies power to the electric motor based on the driver torque request and the drive rotation of a power unit's crankshaft, without supplying fuel to the power unit and without supplying power to the oxygen sensor until a predetermined mass of air has flowed into the power unit; and then, when the specified mass of air has flowed into the engine, the engine control module is configured to (a) apply power to the oxygen sensor and heat the oxygen sensor and (b) optionally start supplying the engine with fuel. [2] System according to claim 1, wherein, when the predetermined mass has flowed into the engine, the engine control module is configured to start supplying fuel to the engine after the temperature of the oxygen sensor has become greater than a predetermined temperature. [3] System according to claim 1, wherein the engine control module is configured, after the engine control module has started supplying fuel to the engine, to control charging of the battery by means of the electric motor driven by the engine. [4] System according to claim 3, wherein the motor control module is configured to charge the battery by means of the electric motor driven by the engine until the state of charge of the battery is greater than a predetermined state of charge. [5] System according to claim 4, wherein the motor control module is configured to apply power to the electric motor based on the driver torque request and the drive rotation of the crankshaft of the power engine when the state of charge of the battery is less than a second predetermined state of charge. [6] System according to claim 5, wherein the predetermined State of Charge is either greater than or equal to the second predetermined State of Charge. [7] System according to claim 4, wherein the motor control module is configured to apply power to the electric motor on the basis of the driver torque request and the drive rotation of the crankshaft of the power engine when the driver torque request is greater than a predetermined torque. [8] System according to claim 4, wherein the engine control module is configured to deactivate a cylinder of the engine when the state of charge of the battery is greater than the predetermined state of charge. [9] System according to claim 1, wherein the predetermined air mass is calibrated on the basis of removing moisture from the oxygen sensor while the crankshaft rotates without the engine burning air and fuel. [10] System according to claim 1, wherein the power engine control module is configured to determine the predetermined mass based on an air temperature.

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